Latest Ford Mustang on track for 2017

All variants of the latest generation Ford Mustang are in huge demand in the U.S. and beyond but to ensure that the Pony car retains its title as the world’s most popular sportscar, Ford is adding a host of extras as standard to the flagship model.

The GT350 is pitched as not only the ultimate version of the latest Mustang but as the ultimate production Mustang in history in terms of its ability to go around a circuit as easily as it can travel around the country. Yet until now, the Track Package was an optional extra.

But from June, buyers will get suspension tower braces, a bigger downforce generating rear spoiler, the MagneRide damping system and coolers for engine oil, transmission and differential as standard.

The original Mustang, launched back in 1964, is the vehicle that essentially turned the idea of offering consumers a blank automotive canvas onto which extras and personal touches are added into the globally accepted way of selling a new car.

However, letting buyers individually ‘spec’ their cars is also a very effective way of judging consumer trends — what’s hot, what’s not — all of which has fed into Ford’s decision-making process for standard and optional equipment packs for the 2017 model-year.

“Ford Performance is always listening to customer feedback,” said Dave Pericak, global director, Ford Performance. “We have adjusted the packages available to continue to provide more of what customers want.”

Alongside the track package, from June there will also be a choice of three new exterior paint colours — Ruby Red Metallic, Lightning Blue and Grabber Blue, plus a concerted focus on comfort.

As sporty as the GT350 is — a 5.2-liter, naturally aspirated flat-plane crankshaft V8 sending 526hp to the rear wheels via a six-speed manual transmission — some owners are going to want to simply cruise down the boulevard.

So the car can be specified with a nine-speaker audio system, latest generation voice-activated infotainment unit and electrically operated leather trimmed sports seats.

The 2017 Ford Raptor

YEAR: 2017
MAKE: FORD
MODEL: RAPTOR
ENGINE: 3.5L ECOBOOST
HORSEPOWER: 411 HP
TORQUE: 434 LB.-FT.
WEIGHT: 5,600 LBS

Eagerly anticipated and still unmatched by any auto manufacturer,  Ford introduces the all-new 2017 F-150 Raptor SuperCrew, adding agility, versatility and roominess to the toughest, smartest, most capable F-150 Raptor ever.
Developed with the DNA of a Baja race truck, F-150 Raptor is unique among off-road and performance vehicles, with a purpose-built engine, chassis and suspension that enables it to travel fast over challenging desert landscapes or crawl over rocky terrain.
The F-150 Raptor SuperCrew with four full-size doors provides rear passengers with more legroom and comfort on the trails and more space to stow gear while exploring the Canadian wilderness. SuperCrew’s 145-inch wheelbase is 12 inches longer than the standard Raptor SuperCab 133-inch wheelbase.
The Raptor’s superior off-road capability, in addition to the SuperCrew, allows customers to leave the pavement behind without sacrificing comfort or space.
Advanced materials – including high-strength steel and high-strength, military grade, aluminum alloy – help save up to 500 pounds versus the prior Raptor for improved off-road prowess. Combined with all-new EcoBoost engine technology, the next-generation F-150 Raptor’s power-to-weight ratio has been improved, making the truck even more agile off-road.
The Raptor starts with a purpose-built fully boxed frame – the backbone of the truck – that is the strongest in the F-150 lineup, featuring more high-strength steel than the outgoing Raptor.
The truck’s chiseled looks are reminiscent of Trophy Trucks – the fastest and most powerful class of off-road pickups. The F-150 Raptor is 6 inches wider than standard F-150 for enhanced stability off-road.
The Raptor also boasts its first-ever dual exhaust and new 17-inch wheels with next-generation BFGoodrich All-Terrain KO2 tires designed for off-road performance.

Source: The Sun

Ford Focus RS a wicked hot hatch

VALENCIA, Spain — RS is Ford’s performance sub-brand. It’s what M is to BMW, and what AMG is to Mercedes-Benz.

Up until this spring, when the $46,969 Focus RS arrives in Canada, we’ve never had an RS model in this country.

With 350 horsepower, a four-wheel drive system, Recaro seats, Brembo brakes, Michelin Pilot Sport Cup 2 tires — what’s not to like?

The basically good Focus chassis was stiffened by 23 per cent over the standard model, and by 9 per cent over the previously hot hatch variant, the ST.

Stiffer springs give the required control.

Two-stage dampers have a Sport setting that is 40 per cent stiffer than Normal, a larger spread than usual for variable dampers, to emphasize the dual road/track nature of this car.

The 2.3-litre EcoBoost four cylinder engine from the Mustang gets more power (350 versus 310 in the ‘Stang), mainly from a bigger twin-scroll turbocharger, a new cylinder head and improved intake and exhaust systems.

No fewer than three exhaust systems were built and tested before they found the right sound.

The RS team also dialed in exhaust burbles and backfires. Irresponsible. Loutish. It’s huge fun. You’re always looking for a rock wall or an underpass to drive by with the windows down just to hear it.

The urge is fed through a strengthened six-speed manual transmission to an ultrasophisticated four-wheel drive system.

A button on the centre console calls up Normal, Sport, Race Track or Drift drive modes, to change the steering, engine and four-wheel drive characteristics. It also adjusts the Electronic Control System response, damper stiffness and exhaust note.

The dampers can also be adjusted independent of drive mode.

Did I say Drift mode?

Yes. YouTube rally star Ken Block worked with Ford on this car to allow anyone to drive like a hooligan. Tire-frying doughnuts for all.

The power to the pavement detail was entrusted to Michelin. Sport Cup 2 tires are standard on Canadian models.

With all this go, you better have some help to stop. Big 350 mm front and 302 mm rear rotors, the former clamped by Italian four-piston Brembo calipers, do the job.

One design principle was to have “nothing that isn’t functional.” So that roof-mounted spoiler helps maintain zero lift front and rear at higher speeds.

The grille mesh has a 85 per cent void ratio compared to 56 per cent for the Focus ST to allow more cooling air into the engine.

Three Recaro seats are available, a base design, a heated one, and a lightweight ‘shell’ racing seat.

As Recaros always are, the heated units in our tester were snug but comfortable and supportive.

We tested the RS on hilly, twisty roads west of Valencia, where despite the raw performance, the car actually feels quite comfortable.

On the Ricardo Tormo circuit where Formula One cars often test, the combination of tight technical corners and fast sweepers proved an excellent venue to try the various characteristics of the four-wheel drive system.

Through a tight corner followed by hard acceleration, virtually all front-drive and most four-wheel drive cars will plow determinedly to the outside of the corner — the dreaded understeer, often ending in a curb or, worse, a tree.

The usual way to deal with this is to lift, and wait for the front tires to regain grip. That means meanwhile, you’re going slower.

But in the Focus RS, you counterintuitively nail it.

The trick four-wheel drive system directs more torque to the outside rear wheel, tightening the line and driving the car smartly onto the following straight.

This is as close to the classic rear-wheel drive feel as you’re likely to get in a front-mounted transverse-engined car.

The car’s chief engineer noted that a car like this is not only about the numbers.

“You have to be in the ballpark,” says Tyrone Johnson, ”and we are. But we think we have built a car that is fun to drive, and that the performance is accessible to any reasonably competent driver.”

Amen, Brother Johnson.

The car makes you feel like you’re a much better driver than you probably are.

And who doesn’t like to be flattered now and then?

How the RS’ four-wheel drive system works

From the get-go, the engineering team working on Ford’s performance cars knew that four-wheel drive would be necessary to make the Focus RS what they needed it to be.

They also knew that the typical system used on most cars today wouldn’t cut it.

Most of these systems, whether they’re made by Sweden-based Haldex or not, are very similar in operation.

A progressively lockable centre differential divides torque front-to-rear in a predetermined ratio. If wheel slippage occurs at either end, the centre diff engages to reduce that slippage.

Johnson’s team felt this type of system was too slow in reacting to get the performance they wanted.

So they looked at the promising Twinster system from British drivetrain specialist GKN.

Here, the power take-off unit (PTU) up front sends torque to the front wheels, which have a torque vectoring function. If the car is not attaining the turning angle the driver wants, momentary application of one or more brakes helps nudge the car back on line.

Via an open differential, the PTU also turns the prop shaft heading to the back axle, where another open diff sends the torque right and left.

And here’s where it gets clever.

Electronically-controlled clutch packs in each rear axle half-shaft can be fully open (meaning no torque is being sent to that side), completely closed (sending maximum available torque to that side) or just about any degree in between. And, independently of one another.

So theoretically, one rear wheel could be full-on, the other full-off, both could be full-on or full-off, with virtually every permutation in between also possible.

In this design, torque isn’t so much fed to the wheels as it is demanded by the wheels. A multitude of sensors in the car determine road speed, yaw angle, steering wheel angle, throttle position, drive mode, etc., and determine how closed each clutch should be. This can be changed something like 100 times per second, about as real time as it gets.

Drive torque isn’t nominally divided front-to-rear as in most systems, although in typical operation, as much as 70 per cent can be directed rearward.

Under the most sedate steady-state driving conditions — straight level road, no throttle application, no steering wheel inputs — both rear wheels will be disconnected, and the RS becomes a front-drive car, for a slight gain in fuel economy. But in about 50 milliseconds, it can wake up that back end as needed.

The launch control mode — select the function, clutch in, pin the throttle (the engine sticks at about 5,000 rpm), dump the clutch, hang on — is one of the rare times when both rears would be locked solid.

The near-infinite number of combinations of all these variables means it took more than two years of development for engineers and test drivers to calibrate everything.

Nice job, folks.

2016 Ford Focus RS

BASE PRICE/AS TESTED: $46,969 / $47,964

ADD-ONS: Destination (Freight/P.D.I.) — $1,700

TYPE: 4 seat, 4 door compact hatchback

PROPULSION: Four-wheel-drive

CARGO: 564 litres (rear seat up)

ENGINE: 2.3 litre inline four, double overhead camshafts, four valves per cylinder, variable valve timing intake and exhaust, direct injection, turbocharged.

TRANSMISSION: 6-speed manual

POWER/TORQUE: 350 hp / 325 lb.-ft.

TOWING CAPACITY: Not recommended.

FUEL CONSUMPTION (Transport Canada) L/100 km): Premium recommended, data n/a.

BRAKES: Four-wheel discs, front four-piston Brembo calipers; rear single-piston Ford calipers.

TIRES: Pilot Sport Cup 2, P235/35R19

STANDARD FEATURES: All the usual Mod Cons (Modern Conveniences), plus power moonroof, Recaro heated seats, extra set of winter tires on alloy rims.

ACCESSIBILITY: Good front/rear.

COMPETITION: Subaru WRX STI ($45,395 for most-comparably-equipped Sport-Tech package) with 305 horses is the sofar undefeated champion better be looking over its shoulder; Volkswagen Golf R ($42,010 as comparably equipped as you can get) $39,995- less expensive, less powerful, perhaps more refined.

WHAT’S BEST: Fantastic grip; excellent performance in all areas; remarkably comfortable and practical to drive when you’re not being a hooligan.

WHAT’S WORST: Nothing I could determine. OK, maybe a trifle more road noise than you might want. But hey; it’s no Rolls-Royce.

WHAT’S INTERESTING: For once, Canada gets it cheaper and better-equipped than the Americans.

LOOKS: Bit of a sleeper; without close examination, you might not take it for anything but a Focus with cool wheels.

INTERIOR: Focus-like, but Recaro seats prove it is something special.

PERFORMANCE: Spectacular.

TECHNOLOGY: Unique four-wheel drive system sets a new standard.

WHAT YOU’LL LIKE ABOUT THIS CAR: If this is your type of car, everything.

WHAT YOU WON’T LIKE ABOUT THIS CAR: If you own a Subaru WRX STI, also everything.

2017 Ford F-150 Raptor SuperCrew Shows Off Its Muscles

Source: Techtimes.com

At the Detroit auto show, Ford took the wraps off the all-new 2017 F-150 Raptor SuperCrew truck, which is capable of clocking 100 mph off-road.

The 2017 F-150 Raptor SuperCrew is basically a crew cab version of the 2017 F-150 Raptor, which debuted at the North American International Auto Show in 2015. Ford unveiled the vehicle on Monday, Jan. 11, at the auto show.

“F-150 Raptor means superior off-road capability, from rock crawling to sand running,” says Dave Pericak, global director of Ford Performance. “With the addition of SuperCrew, F-150 Raptor customers can leave the pavement behind – without sacrificing comfort and space.”

The F-150 Raptor SuperCrew has a 10-speed transmission and, like the F-150 and the SuperDuty, it has been manufactured by deploying aluminum rather than steel used in the previous model. The use of aluminum makes the truck 500 pounds lighter than the older Raptor.

“If you could drive the new one and the old one, blindfolded, back-to-back, you’d be convinced it’s a completely new truck,” notes Ford’s Jamal Hameedi, the company’s global performance chief engineer. “Straight-line performance blows the old truck away. The new truck, with its longer wheel travel, is much more plush off-road, and better-handling on-road.”

The F-150 Raptor SuperCrew has four full-size doors, which offers more legroom for passengers on the rear seats. The vehicle’s wheelbase is 145 inches, making it 12 inches longer than the Raptor SuperCab’s 133-inch one.

The new off-road truck also houses a second-gen 3.5-liter EcoBoost engine – unique to the SuperCrew – which the automaker claims is capable of generating over 411 horsepower, as well as 434 pound-feet torque, more than what the current 6.2-liter V-8 engine is capable of.

The tough as nails truck’s engine also boasts a 10-speed automatic transmission which is all new, as well as a four-wheel drive system that touts a Terrain Management System. The system offers six different driving modes that are adaptive to different terrains.

These modes are: the Normal mode for regular driving, Weather mode for ice, snow or when it rains, the Baja mode to aid high-speed desert running, Mud and Sand mode for sandy or muddy terrains and trails, Street mode for higher-performance when driving on road and lastly, the Rock mode for rock crawling on low speed.

The F-150 Raptor SuperCrew has been styled ruggedly and has a robust front bumper, extended fender flares and a mesh grille. It is also kitted with 17-inch alloy wheels that have BFGoodrich All-Terrain KO2 tires. The vehicle also has a dual exhaust system.

Compared to the regular F-150, the Raptor SuperCrew is six inches bigger which endows it with the ability to navigate in off-road conditions as well.

The 2017 F-150 Raptor SuperCrew’s suspension has FOX Racing Shox. Ford has not elaborated on the name, simply saying the new truck’s suspension travel is higher than that of the older F-150 Raptor.

The pricing of the much-awaited 2017 F-150 Raptor SuperCrew is not known. The truck will go on sale in Canada and the United States in fall 2016.

MONTREAL 2016: FORD FOCUS RS MAKES CANADIAN DEBUT

Montreal 2016: Ford Focus RS makes Canadian debut

Source: Auto123

The 2016 Montreal Auto Show marks the Canadian debut of the new 2016 Ford Focus RS, which will go on sale this spring at a base price of $46,969.

According to Marc S. Vejgman, Car Product Manager at Ford of Canada, all of the 430 Ford dealers across the country will offer at least one unit. Those located in major cities will obviously have more to sell.

Vejgman also said that the entire global production will take place in Germany. Good news: There is no limit to the number of units that can be built.

The 2016 Ford Focus RS, the fastest-accelerating RS model yet, uses a 350-horsepower, 2.3L EcoBoost engine derived from the Ford Mustang to sprint from 0-100 km/h in just 4.7 seconds and reach a top speed of 265 km/h on the track. It also generates 350 lb-ft of torque.

 

Photo: Olivier Delorme

Photo: Olivier Delorme

Ford unveils 2017 Escape in Hollywood

Ajax News Advertiser

LOS ANGELES, CA: The best-selling SUV in Canada got the Hollywood star treatment as Ford unveiled its 2017 Escape prior to the opening of the Los Angeles auto show.

Just across the street from the studio where Jimmy Kimmel Live is produced in Hollywood, Ford took the wraps off its new Escape at the same location as where the third generation was introduced a few years back.

Ford is hoping they are two-times lucky and the new version is as successful as the current one, which leads the way in the Canadian sales race among compact crossover SUVs.

This is a high-growth segment in the auto industry as compact SUVs are about to surpass compact cars in sales in the Canadian market.

In fact, SUVs overall now account for one-third of all vehicle sales and that number is expected to climb to 40 per cent by 2020.

In Canada, Ford sold 52,057 Escapes in 2014 and this year sales sit at just over 40,000 at the end of October, down 10 per cent from a year ago, but still well ahead of fast-charging challengers like Toyota RAV4, Honda CR-V, Nissan Rogue and Mazda CX-5, which all have enjoyed double digit increases.

With the competition nipping at their heels, Ford is taking the redesign of the Escape very seriously.

“This is a big deal for us,” Greg Watkins, Ford of Canada’s SUV product manager told a group of Canadian auto journalists in a conference call in the week leading up to the LA show.

While Ford calls this a new generation of the Escape, it is more like an extensive mid-cycle refresh. There is no new platform, but there are two new engines, a freshly designed interior and new looks front and rear on the exterior.

When the 2017 Escape goes on sale next year, it will be loaded with a host of new features like a start-stop fuel-saving system, driver-assist technologies like enhanced active park assist, adaptive cruise control and a lane-keeping system. None of this is new to the industry but they are to Ford in this segment and demonstrate how far compact SUVs have evolved over the years.

“We’re bringing our best stuff down to our most affordable, highest-volume SUV,” said Milton Wong, chief engineer for the 2017 Escape.

Ford will offer two new EcoBoost engines on the 2017 Escape, a 1.5-litre and a 2.0-litre twin-scroll. Standard will be a holdover 2.5-litre four-cylinder engine, which will only be available on the entry-level S model. All come with a six-speed automatic transmission.

Ford expects 90 per cent of its customers to opt for the new EcoBoost engines, which will feature the auto start-start technology. Unlike some of the competition where the start-stop system is somewhat clunky, Ford promises its technology will be almost seamless with a quieter, smoother restart.

Ford said the average driver spends 16 minutes a day with the car idling in traffic and by shutting off the engine when the car is stopped, fuel economy will be improved four to six per cent in stop-and-go traffic.

One technology that is new and available on the 2017 Escape is Ford’s SYNC Connect. This new app allows smart phone users to lock and unlock doors, check fuel levels, remotely start their vehicle and even locate where it is parked.

Wong said Ford has listened to its customers with a vehicle that has been redesigned from the inside out. For example, customers these days need more storage cubbies for their phones and ever-larger sunglasses so the new Escape has a redesigned centre console with lots of storage, thanks in part to the use of an electronic parking brake in place of the old handle and lever system.

Outside, the front end has been refreshed and now has a look akin to the Edge and Explorer SUVs. There are new headlights up front and LED taillamps at the rear.

While we haven’t yet driven the new model, Ford says its engineers have gone to great lengths to the make the cabin quieter with greater use of insulation and seals to keep road and tire noise out.

Three trim levels will be offered, S, SE and the range-topping Titanium with both front and all-wheel drive.

With the twin-scroll 2.0-litre EcoBoost engine, the tow rating will be 3,500 lb, tops in the segment. The other two engines have tow ratings of 1,500 and 2,000 lbs respectively.

Historically, 20 per cent of sales in Canada have been in the top trim level and 53 per cent of Escape buyers are female.

The 2017 Escape is slated to go on sale next spring.

Ford wins big at SEMA awards

Source: CTVNews

The awards for the hottest vehicles at this year’s Specialty Equipment Market Association (SEMA) show have been announced, and Ford has won in three of the four categories.

The Blue Oval scooped 2015’s Hottest Car for the Mustang, just like in 2014, but this year added to the haul with the Hottest Truck Award for the F-Series Pickup and the Hottest Sport-Compact car for the Ford Focus.

Rather than honoring a specific manufacturer, tuner or modifier’s take on a ‘stock’ car, be it a sportscar, SUV or pickup, the SEMA’s accolades are for those cars that, based on how creative this year’s attendees have been, are clearly the best and most popular for accessorizing — be it with something comparatively straightforward, like the 900hp engine in the Bisimoto EcoBoost Mustang, or as the base for creating a remarkable stretch limousine pickup, like Toyota’s eight-door, 26-foot long Tundrasine concept.

And at this year’s Las Vegas show, which opened its doors to the industry but not the public on November 3, more aftermarket specialists had plumped for a Ford for showcasing their talents in the three categories.

“Winning SEMA’s hottest vehicle awards for Mustang, Focus and F-Series is a great affirmation of the popularity of Ford vehicles with this trendsetting part of the market,” said Dave Pericak, director, Ford Performance. “We’re proud the aftermarket has embraced these three vehicles with as much enthusiasm as our customers invest to personalize their Mustang, Focus and F-Series.”

The Sports-Compact Award in particular is somewhat of a coup for Ford. Last year it was won by the Honda Fit, and by wrestling it away from Japanese manufacturers, especially with a car like the Focus, which was conceived and developed in Europe for European, rather than US customers, it shows there is clearly a growing appetite for the car’s proportions, lines and capabilities across the Atlantic.

Hands-On With Ford’s Sync 3

Ford was one of the first major car manufacturers to bring connected car technology to its lineup with Sync in 2007, but while the first iterations of its Sync and — later — MyFord Touch infotainment systems were ahead of their time in the car world, they were also rather slow, cluttered and clunky.

Sync 3, which is now available on the 2016 Ford Escape compact SUV and Fiesta subcompact, is a welcome departure from all of that. Instead of trying to be innovative for the sake of it, Sync 3 goes back to the basics and provides drivers with an infotainment system that stays out of the way and simply works.

Ford lent me a 2016 Escape earlier this month to get some hands-on experience with the new system.

ford-1-4

The last two iterations of Sync (the technology) and MyFord Touch (the touch-screen based interface to it) were based on Microsoft Auto. After reviewers and consumers panned the first version, the company decided that it wanted to give drivers the opportunity to update their cars to the next version. That, however, meant that Ford was able to make a lot of software changes that made the last version significantly better than the first (though still far from great), but stuck with the same slow hardware to ensure compatibility.

Ford switched to BlackBerry’s QNX for Sync 3 and while switching screens and zooming around the built-in navigation system doesn’t quite feel as smooth as on an iPad just yet, everything still feels plenty fast. In earlier versions, it sometimes felt like you were fighting against the system — now it works with you.

Sync 3 is a complete redesign of the earlier versions. Its focus on large icons and easy to read text makes using the system about as easy as using an 8-inch touchscreen while driving gets.

ford-1-3

For the most part, all of the most often used features like climate and volume control still have physical counterparts on the center stack and wheel (at least in the Escape I drove). For changing the volume, those physical knobs will always remain easier to use than screens, but when it comes to navigation or interacting with apps, Ford’s focus on a utilitarian design over fanciful flourishes helps you to get things done fast and your eyes back on the road.

ford-1-5

Voice control, of course, is also always an option (and probably the safer one). Over the years, Ford has gotten better at this, but don’t expect a Siri- or Google-like experience. You can’t just start chatting with Sync. “OK Sync, please set the temperature to 72 degrees” won’t get you very far (but Sync 3 integrates with Siri’s Eyes Free feature if you have an iPhone). Sync still needs you to stick to a small set of pre-programmed voice commands. Voice recognition works extremely well, but I tend to find using voice more distracting than just changing the temperature by hand.

ford-1-8Like the rest of the system, the navigation feature (which costs an extra $795) does exactly what it is meant to do (and you can get updates over WiFiwhen you’re at home). It now features lane guidance, which wasn’t all that useful on our trip to the Oregon coast, but makes a world of difference when you’re driving through a new city.

Unlike other car makers, Ford always bet that drivers would bring their own connectivity and apps to the car. Sync 3 is no exception. Like in previous versions, a small number of approved apps like Pandora, Spotify, Glympse and iHeartRadio can interact with Sync directly and let you interact with them using the touchscreen and physical controls. My trusty old Nexus 5 had some issues connecting over Bluetooth at first, but once it did, everything worked as advertised.

With Sync 3, Ford has finally released an infotainment system that brings together all of the disparate technologies it developed over the last few years (Sync — which actually debuted in 2007, MyFord Touch, and AppLink for connecting the car to apps on your phone) into a single platform. While it was one of the first to offer these technologies, others car makers now offer similar functionality.  Ford says Sync 3 may support Apple’s CarPlay and Android Car in the future, but it’s unclear when/if that will happen.

For now, one thing is clear: Sync 3 is a reason to give Ford another look if you’re in the market for a new car — and that’s not something I would’ve said about its first iterations.

ford-1-9

How To Check Your Tire Pressure

https://www.youtube.com/watch?v=7-Tja2BrjnY

To improve fuel efficiency, keep your tires properly inflated. Unbox Therapy’s Lewis Hilsenteger shares how it’s done.

Maintaining proper tire pressure is one of the simplest steps you can take to ensure your vehicle is operating at optimal efficiency. Lewis demonstrates how to check your tire pressure using an inexpensive tire gauge and shows how a common penny can be used to check whether your tire treads have sufficient depth. If it turns out your tires are low on pressure, air pumps are available at most local gas stations and Ford dealerships at low or no cost.

Over time, your tires lose pressure which can cause irregular tread wear and poor gas mileage. On average, tires lose air at the rate of one pound per month. In colder temperatures, a tire will lose one pound of pressure for every 10-degree drop. A simple solution: check your tire pressure at least once a month for longer performance.
Before you get started, read the safety and roadside emergency information in your owner’s manual. Learn the maximum inflation pressure of each tire. This number is molded into the tire sidewall as required by the government. And, learn the operating vehicle tire inflation pressure, which is normally lower than the maximum inflation pressure. It is found on a Certification Decal or Tire Decal, and is usually located on the driver’s door, door pillar, or in the glove box.

Big disconnect between beliefs and actions when it comes to texting while driving

When it comes to texting while driving in this country, the numbers don’t add up.

A poll conducted by the Canadian Automobile Association found that 90 per cent of Canadians believe texting while driving is “socially unacceptable.”

However, the same poll found that 22 per cent of Canadians admitted to either reading or sending a text while driving. Note the words, “admitted to.” There’s no telling how many more did not admit to multi-tasking while behind the wheel.

The CAA’s conclusion: While the vast majority of Canadians say texting while driving is unacceptable, but they’re still doing it in significant numbers anyway.

“We still need to close that gap between belief and behaviour,” says Jeff Walker, CAA vice president of public affairs. “But we are on the right track.”

Texting while driving is illegal in all provinces, yet the polled respondents reported seeing an average of six people texting while driving within the last month.

“The next step is to make texting and driving as socially unacceptable as drinking and driving,” Walker says.

The poll surveyed 1,252 Canadians, leaving a margin of error of +/-2.8 per cent, 19 times out of 20.

The same poll asked Canadians to rank road safety concerns. In order, the top-10 are:

  1. texting or emailing while driving
  2. drinking and driving
  3. drivers running red lights
  4. speeding on residential streets
  5. aggressive driving
  6. sleepy drivers
  7. driving after using illegal drugs
  8. talking on cell phones while driving
  9. driving well over the speed limit
  10. talking to or engaging with their in-car systems

Source: Globe and Mail