When he went to a car auction at the CNE Automotive Building in 1983, Silvio Venchiarutti hoped to find a ’65 Mustang for one of his teenage sons.

He came home instead with a Buick and kept it for himself.

Now, 27 years later, Venchiarutti thinks it may be time to let the car go “because I hardly drive it any more and it deserves to be driven. We had some great use out of it. It’s one of the most reliable vehicles I’ve ever owned.”

That’s quite a testimonial for any Buick. But for one built in 1916, halfway through World War I . . .

“It’s nice to see something old that just keeps on going,” he says. “Kinda like me!”

Venchiarutti, 73, is a retired developer and building contractor. He built the house he and his wife Edda share in Mississauga and made sure the garage was big enough for the sometimes hefty classic cars he’s always been fond of.

This one, more than two metres high with 26 centimetres of road clearance, is a five-passenger McLaughlin Buick D45 Special touring car, green with black fenders, top and upholstery.

There wasn’t a lot of difference between stock Buicks and the McLaughlin variants built in Oshawa (the company, founded by Col. Robert Samuel McLaughlin in 1907, morphed into GM Canada). But the Canadian cars came with a few more bells and whistles.

But no speedometer or spare tire, unless they were ordered as optional extras. Venchiarutti’s car has both. And a single windshield wiper — hand-operated.

He has a lot of the original paperwork. The first owner paid $1,420. One online conversion site equates this to about $30,000 today.

Coincidentally, that’s about what Venchiarutti figures the car is worth.

It was valued in 1987 at $17,000 but, he says, “the value of vehicles like this generally hasn’t gone crazy. They’re not like muscle cars.”

In more ways than one.

Nowhere does the literature appear to mention the size of the six-cylinder engine, saying only that it develops 45 hp. In fact, it’s 225 cubic inches, about 3.7 litres.

There’s a driver-operated cut-out on the exhaust to bypass the muffler and give, along with a more raucous sound, a little added power. Still, if you were clocking the McLaughlin from 0 to 100 km/h, you’d want to use an hour-glass because it might never get there.

But that’s not what a car like this is all about. Dignity, comfort and stately progress are more in its line. And leg-room, especially in the back.

To fire it up, you push a button to switch on magneto, then set the hand-throttle (think of it as primitive cruise-control; there’s a conventional gas pedal, too) and press the starter on the floor. The updraft carburetor takes a gulp of gas — “regular unleaded is fine,” says Venchiarutti — and the motor rumbles into life, the exposed valve-gear on the cylinder head dancing like mechanical ballerinas.

The firing order — 1-4-2-6-3-5 — is embossed on the inlet manifold.

First gear in the three-speed transmission is to the right and back; second is up and to the left and third straight back.

Steering at the best of times is of the “Armstrong” (that is, strong-arm) variety, but it’s stiffened up enough lately to need adjustment. No problem, says Venchiarutti.

Back then, you didn’t just drop the car off at the dealership for service. You were far more likely to do the work at home. His “Buick Reference Book . . . Season of 1916” contains full instructions for “operation, maintenance and repair” of pretty much everything.

Not that the car has needed much of anything over the years, he says. He believes it was bought in the 1950s by a 19-year-old who very painstakingly restored it.

“All the numbers match; body, chassis, engine,” says Venchiarutti. “It might even be the same air he put in the tires!”

The rear rubber is “non-skid.” That’s what the tread pattern spells out. The wheels have polished oak spokes, superbly fitted and finished.

Everything about the D45 spells craftsmanship. Crouch down and the steering-gear cogs could have come from a gargantuan Swiss watch. Even the grease-nipples are things of beauty.

Apart from the optional speedometer, the only gauge on the mahogany dash is an ammeter, with a notice: “Important. Fill battery with distilled water every four days.” The temperature gauge is on the radiator and the fuel gauge on the gas-tank.

The Venchiaruttis’ daughter and three sons all rode in the McLaughlin on their wedding days. But none is interested in taking it over “so most of the time it just sits now,” says Edda. “I’ll shed a tear or two when it goes but, really, let someone else enjoy it.”

Venchiarutti has been a car buff since shortly after he and Edda were married and he bought a 1928 Model A Ford sedan. That was followed by two Packards, a 1915 centre-door Model T Ford — “You entered by the back seat and then moved up to the front” — and a Murphy-bodied, seven-seater Hudson from the ’20s.

“A lovely car,” he says. “When The Great Gatsby came out (in 1974), we drove in it to see the movie. I had no idea there were even old cars in the film. But they had exactly the same Hudson. I’d parked outside the theatre and afterward people just stared.”

These days, he’s happiest in his Porsche Boxster or the couple’s Mercedes R500 wagon.

And that ’65 Mustang he’d been seeking for his son? Venchiarutti got him a VW diesel pickup truck instead.

Uh, thanks, Dad.

Freelance writer Bill Taylor can be reached at billtaylor2@me.com
Bill Taylor, TORONTO STAR, Jul 14, 2010

A: Your Pontiac does have an unusual size, aimed at keeping you coming back to the GM dealer for tires. However, there are two excellent tires available at independent dealers for you. They are the Goodyear Fortera TripleTred and the Toyo Versado CUV.

As I say they are both great products but they are quite different. The Goodyear (if you choose it, must be the TripleTred; there are many other Fortera models), it will provide the better winter traction. It is, however, noisier than the Toyo. The Toyo is a less aggressive tread pattern, but it is very quiet and smooth.

For your Calgary winters I would lean towards the Goodyear TripleTred.

Q: I currently have a set of Hankook winter tires size P245/65R17 on a set of 17-inch six-bolt rims. These were off my Trail Blazer. I have purchased a 2010 GMC Terrain with Michelin P235/55R18 all-season tires. If I purchased the appropriate five-bolt wheels, am I able to use these Hankook winter tires on my new Terrain this coming winter?

A: Sorry to be the bearer of bad news, but the swap will not fit. The wheel diameter of the new Terrain is 28.2 inches. The diameter of the tires from the Blazer is 29.5 inches. So the Hankooks are too tall and will likely rub under turns that require full turning lock on the steering.

Another problem is that I do not know of anyone making a 17-inch wheel for your new truck. In fact there is no one making 18-inch wheels for it either other than GM. Last winter GM ran short of wheels and stopped selling them at parts departments, so folks had to use their OE wheels for winter tires. Perhaps this fall with more of these vehicles on the road, someone else will tool up and start making wheels at a reasonable price.

Q: My 2007 Honda Civic needs new tires. We have proper winter tires for it so I don’t necessarily need an all-season. An actual summer tire is an option as well. These are the 16-inch tires.

A: If you want a summer sports tire, the best available is the Dunlop Direzza Sport Z1 Star Spec. This is basically an autocross tire. Moving down from that extreme, the Dunlop Sport Maxx is an ultra-high perforamnce summer tire that works well in all conditions.

The Fuzion HRi (Bridgestone) is excellent value as is the BFGoodrich g-Force Sport. The last UHP tire I would consider is the General Exclaim UHP; good price great performance.

In touring tires, look at the Michelin HydroEdge and the General Altimax HP. Either of these is top notch and will keep the Civic gripping.

Q: It’s time to get some summer tires for our Audi A4. Do you have any P235/40R18 recommendations? We want a decent summer tire, but don’t need a killer sticky tire.

A: Here are my choices for summer tires in your size that are good but not killer sticky good. In order: Hankook Ventus V12 Evo (new design, bargain priced), Goodyear Eagle F1 Asymmetric (new, somewhat hard riding), General Exclaim UHP (made by Continental, great tires at a bargain price), Fuzion ZRi (Bridgestone sub-brand), BFG g-Force Sport, and the Yokohama Avid ENVigor (new all-season but has good ride and reasonable grip plus long tread life).

Of course the ultimate tire for ride and quiet and grip is the Michelin Pilot Sport PS2 but you pay for it.

Q: In the spring of 2008 I bought new Falkens for my A4 and they were great. These are summer tires. I use Bridgestone Blizzaks about four months of the year. When the tires were approaching 20,000 km, they started to howl. At first, I thought it might be bearing noise, as I have had that problem previously. But as winter approached and I changed to my Blizzaks, the noise disappeared.

A: Certain tires like to howl, and they like it more as they age. It is a function of tread pattern, tread depth, heat cycles and wear pattern. At 20 K, it is doubtful that Falken would consider any kind of an adjustment. But it can’t hurt to try. Give them a call, explain the situation and see what their reaction is. I have not had anyone write to me about Falken customer service good or bad, so please let me know what happens.

If you have to keep them on the car, you could try flipping them to the opposite sides of the car so they turn in the opposite way. That sometimes calms tires down after some more miles are put on them.

You can do this with uni-directional tires as well, just be aware that you do not have as much grip as you may expect when roads are wet. This is not a long-term solution.

Update: The reader phoned Falken’s head office in California. They were concerned but offered no help.

Email tire questions to John Mahler at thetireguy_1@hotmail.com. Please include vehicle’s make, model and year, tire brand and size, as well as your name, address and phone number. Due to volume, personal replies cannot be provided.

John Mahler, TORONTO STAR, Jul 09, 2010

It demonstrated, for the first time, that alternative fuel technology – in this case a full hybrid electric vehicle – could appeal to a large segment of today’s automotive market.

To date, more than 1.6 million Priuses have been sold worldwide.

Lexus, Mercedes-Benz, Chevrolet, Toyota, Honda and Ford are among the major nameplates that have introduced hybrid vehicles to the market so far. Ford has predicted that by 2020, hybrid vehicles will account for 25 per cent of their global sales.

(It’s interesting to note that the first U.S. patent for a gas-electric hybrid vehicle was granted in 1905, to a Belgian inventor.)

Later this year, Nissan will unveil its hotly-anticipated LEAF, the first mass-produced, all-electric vehicle (expected to arrive in Canada in the second half of 2011). GM plans to introduce the all-electric Chevrolet Volt later this year, as well.

Nissan already has close to 20,000 pre-orders for the LEAF. Clearly, there is a growing demand in the marketplace for environmentally friendly, fuel-efficient vehicles.

The commercial and critical success of hybrid vehicles has not been lost on automobile manufacturers. Today, most major automakers and several independents are developing vehicles that consume less (or no) fossil fuel and emit fewer pollutants.

Personally, I’m excited about these developments and where our industry is headed. The auto sector is in the midst of a major paradigm shift away from the internal combustion engine as the sole source of vehicle propulsion.

But what do new technologies mean for average car buyers? What are the issues that consumers grapple with, before they decide to purchase a green vehicle?

At this stage in the green vehicle revolution, there is still much confusion among consumers about the various technologies, and the pros and cons of each.

Hybrid, hybrid-electric, plug-in, air engine, ethanol, solar-powered, hydrogen and biodiesel – these are just some of the alternative fuel/power systems that automakers have started producing or are experimenting with.

But for all the advancements in automotive technology, price is (and will always be) a major factor among consumers. Today, the cost of a hybrid is at least $2,500 more than an equivalent vehicle that relies on an internal combustion engine.

Plus, do hybrid vehicles hold their value comparative to non-hybrid models? Overall, hybrids do command slightly higher prices than their counterparts, but many variables come into play, such as gas prices, supply and demand and the current popularity of specific models.

Some hybrid buyers will realize a cumulative savings in gas over the lifetime ownership of their vehicles, which offsets the higher price tag up front. Yet other owners will continue to enjoy the thrill of being an “early adopter” of green technologies and like the fact that they are doing their part for the environment.

The price “premium” has been a significant deterrent for many would-be purchasers of hybrids and other green technology vehicles. But, as consumer demand and production runs for green vehicles increase, prices will inevitably fall.

The Ontario government currently offers subsidies of up to $10,000 on the sale of plug-in and electric vehicles. At present, there is a limit as to the total amount of money available in this fund.

Another big question concerns the longevity of green vehicles. This pertains mostly to electric cars, which have to be recharged at regular intervals. No large-scale, plug-in infrastructure has been established to accommodate a mass number of all-electric vehicles.

In a future column, I’ll examine some of the new technologies under the hood so that readers have a better appreciation of what’s available now and down the road.

This column represents the views of TADA. Email president@tada.ca or visit www.tada.ca

Joel Cohen, president of the Toronto Automobile Dealers Association, is a new-car dealer in the GTA.

Joel Cohen, TADA President, Jul 14, 2010

In contrast, the United States market is recovering because of a surge in fleet sales as governments, companies and rental car agencies restock their inventories, said the report, released Friday.

In the study, Scotiabank automotive economist Carlos Gomes said Canadian household purchases rose 14 per cent this year, more than the overall market and compared with an 11 per cent increase in fleet sales in Canada.

In addition, nearly half of new vehicles bought were light trucks, in part because of lower gasoline prices and carmaker incentives.

“We estimate that light trucks now account for half of all retail purchases, up from only 43 per cent in 2008, when gasoline prices averaged almost $1.20 per litre US - nearly 20 per cent above current prices,” added Gomes.

“Historically, light trucks have represented about 45 per cent of overall household purchases.”

Gomes said Canadian consumers are buying cars and trucks because they are becoming increasingly upbeat about the strength of the economic recovery from the 2008-2009 recession.

“In contrast to the United States, Canadian household purchases are outpacing the improvement in the overall auto market,” said Gomes. “This reflects stronger job creation north of the border -averaging 43,000 per month so far this year, compared with less than 150,000 in the United States, an economy with a labour force more than eight times larger.”

On Friday, there was more good news on the economic front as Statistics Canada reported the country produced 93,200 new jobs in June — almost all in Ontario and Quebec and all in the services sector.

That strong performance brought the jobless rate to 7.9 per cent, the first time it has been under eight per cent since the depths of the recession in January 2009.

Ontario and Quebec are Canada’s two biggest provincial car markets.

In the Scotiabank report, Gomes also noted that rising fleet volumes in the U.S. have driven car and light truck sales 17 per cent higher in the first half of this year.

That equates to more than 11 million units annually, up from 9.5 million a year earlier.

Gomes said sales to rental car agencies, companies and government have surged by more than 40 per cent in the first half of 2010, leading the U.S. auto industry recovery.

Those purchasers had stopped buying car and trucks during the recession, and are now finally restocking their fleets.

“Some commentators suggest that the strength in fleet purchases and continued sluggish retail volumes indicate that the U.S. auto industry is only experiencing a temporary bounce, and remains vulnerable because households have yet to return to dealerships,” said Gomes.

“However, the early stage of every auto cycle recovery in the United States has been led by improving fleet purchases.”

North American car sales were battered during the recession as consumers stopped buying as fears of job losses mounted. The lingering credit crunch also made it difficult for ordinary Canadians and Americans as well as companies to finance vehicle purchases for a time.

The plunge in sales led to another round of restructuring in the industry, led by the streamlining of General Motors Corp. and Chrysler under bankruptcy protection, with billions of dollars in bailout money from the U.S., Canadian and Ontario governments.

The so-called Detroit Three carmakers — GM, Ford (NYSE:F) and Chrysler — face much better prospects these days, with a recovering market, new lineups of vehicles, a much lower cost structure, and in the case of Chrysler — a global partnership with Italian carmaker Fiat.

John Valorzi, Associated Press, June 9, 2010

Back then, you had a choice of a 3.8-litre normally aspirated or supercharged V6 in the 1997 Regal and Regal GS respectively. It was a solid performer that was stoutly built giving great value for the dollar which, frankly, at that time, a lot of GM vehicles did not.

For instance, my neighbour has a 1997 Regal GS he uses as a daily driver. With more than 300,000 km on the clock the heads have never been off and he has yet to have a major mechanical failure.

Built in GM Canada’s Oshawa production plant for much of its life in the first generation, the Regal was so good it was named as tops in quality and owner satisfaction in 2003 by no less an authority than J. D. Power and Associates.
Interestingly, the Regal will again be built in Oshawa starting in the spring of 2011. Currently, it is sourced from Germany.

The Regal will initially be offered in the topline CXL trim level with a starting price of $31,990.

Standard engine is a 2.4-litre Ecotec four-cylinder with direct fuel injection producing 182 hp and 172 lb/ft of torque. Available in the fall will be a twin-scroll, 2.0-litre turbocharged four-cylinder making an estimated 220 hp and 258 lb/ft of torque. It will have a starting price of $34,990.

The base CX will arrive early next year, Buick opting to open with a bang with its top two models.
Initially, there will be one transmission, a six-speed automatic with sequential manual shift mode. Later a six-speed manual will be available with the turbocharged engine.

Fuel economy using regular gasoline with the 2.4-litre is listed at 10.8/6.5/ 8.8L/100 km (26/43/32 mpg) city/highway/combined. With the 2.0-litre turbo, the fuel rating with premium is estimated at 6.9L/100km highway.
The 2.4-litre and 2.0-litre have been used in GM vehicles for some time now. For instance, the 2.4-litre and six-speed automatic is the standard powertrain on the Canadian-built Chevrolet Equinox.

StabiliTrak, GM’s take on electronic stability control, and all-speed traction control are standard as are four-wheel disc brakes with four-channel anti-lock braking and electronic brake assist.

Suspension is coil spring over MacPherson struts at the front and a multi-link independent system at the rear.

When the turbo comes next year, it will offer a GM first called Interactive Drive Control (IDC). It lets the driver select his/her preferred suspension setting.

The system has three choices: Normal, Tour and Sport. Respectively they offer day-to-day, long-distant comfort and sporting road holding for more spirited motoring.

How it works is all four shocks are electronically controlled and continuously adapt within milliseconds to the prevailing road conditions, vehicle movements and individual driving style.

Regardless of which mode you choose, the system has the ability to “learn” the driver’s habits and adapt to enhance driver inputs.

The standard wheel is an 18-inch alloy but the Interactive Drive Control model brings larger 19-inchers.

The chassis of the new Regal is 25 per cent stiffer than the last one which, in its day, was a leader in this department.

In truth, Buick had to do this because today’s buyer, especially the younger more affluent target demographic, is familiar with ride and handling of Audis, BMWs and Volvos.

So it made sense to tap into GM’s German subsidiary, Opel, for a platform that competes head-to-head on the same market.

Buick found what it was looking for in the Opel Insignia the 2009 European Car of the Year. The Insignia has garnered more than 39 prestigious awards and is the best-selling mid-size sedan in Europe.

In my opinion, the Audi A4 currently defines the essence of what a true “European sports sedan” should be. It is tight, responsive, fast and you can get four adults in with no hunching.

Making it a double case of déjà vu with the Buick Regal was riding with Canadian Product Manager, Fred Dixon. Dixon is 42, and as things would have it, he grew up in the same part of Mississauga (Clarkson) where I worked. I must have seem him back in the day.

More to the point, he is six-feet, two-inches tall and I doubted if he would fit in the back seat when he drove with Kenzie and I.

Fit he did, and along the way, his passion for the Regal was evident as he pointed out a number of little things one might miss at first glance. An example was the little red lights around the outside of the speedo gauge that illuminate to follow the needle as it swings around the gauge face.

I drove both the 2.4-litre and the turbo and found the latter to be substantially quicker. With 86 more lb/ft of torque, the way it digs in for passing is as good or better than a whole lot of V6s on the market and why Buick ruled out the need for larger engines.

The 2.4-litre,while not a road burner like the turbo, is more than adequate for a vast majority of drivers.

On long stretches of Highway 1 near Kelowna there were endless conga lines of motor homes. When it comes to passing, in any car, you have to judge your space and time.

With a stab on the gas, the 2.4 kicks down smartly from sixth to third and picks up the pace with alacrity. In the turbo, you don’t have to second guess to make it.

With the optional IDC, the Regal defaults to Normal with a buttons for Sport and Tour on the centre stack. If you turn on Sport or Tour and then switch off, the system automatically goes back the Normal mode.

Frankly, I couldn’t feel much of a difference between the three although I didn’t try to push the performance envelope on the open road with all the summer tourist traffic.

Dixon told me, and I believe him, that the difference is palpable once you get familiar with the car and it starts adapting itself to your driving style. For me, the car is just fine without it.

The interior reflects the lessons learned and put into play by the “New” GM. It is sumptuous without being overdone which used to be GM failing.

With an all-black interior showing its German heritage, I found the saddle beige leather seats and black upper instrument panel a nice blend of Euro-American which, again, you never would have found in a GM a decade ago.

Buick has re-thought its approach to interior design and in the Regal you find this in integrating new technologies. An example is a multi-function controller on the center console for operation of the audio system, navigation system and the Bluetooth phone. The faceplate for the “infotainment” screen is set at a 30-degree angle to contribute to the car’s flowing interior design.

Part of this new Buick design approach is also seen in the satin metallic, piano black and new, Kibo-patterned interior trim materials. Kibo is a rich, dark, progressively grained wood.

I’ve saved the exterior styling for last.

This is a very handsome car, and I don’t mean pretty, the complex lines of which don’t come across in photos. Just look at the way the rear spoiler is integrated into the rear deck and you know the designers were calling the tune which is as it should be.

Along with the LaCrosse and Enclave, the new Regal brings a new face as well as a new spirit into Buick showrooms across the country.

Already the top selling mid-size car in Europe, and a runaway best seller in China, I’m betting déjà vu is again in the offing for the 2011 Buick Regal.

BODY STYLE: Near-luxury mid-size sedan.
DRIVE METHOD: front-engine, front-wheel-drive.
ENGINE: 2,4-litre, DOHC inline four-cylinder (182 hp, 172 lb/ft), 2.0-litre DOCH inline four-cylinder (220 hp, 258 lb/ft).
FUEL ECONOMY: (Regular) 2,4-litre, 10.8/6.5/8.8L/100 km (26/44/32 mpg) city/highway combined; (Premium) 2.0-litre TBA.
PRICE: CXL 2.4-litre, $31,990;CXL turbo, $34,990. Price does not including $1,395 shipping fee.

Jim Robinson, Car Guide Canada, July 13, 2010

Here is my list of the 10 worst motoring offences.

• Impaired Driving: whether it is by drugs or distraction, this is the leading cause of death and destruction on our roads. Alcohol, street drugs or some prescription drugs negatively affect four of the most important functions of safe driving ability: judgment, co-ordination, vision and reactions. Just as dangerous is being distracted by cellphone conversations, texting, chatting to passengers, day dreaming, entertainment systems, or any other distraction that prevents a motorist from focusing on driving.

• Running Red Lights: This is also one of the deadliest motoring mistakes. Running a red light for purely selfish reasons or due to distraction will eventually involve you in a serious collision. Saving that little bit of extra time is never worth the risk.

• Following too close: I am always amazed by how many motorists tailgate other vehicles. Each and every day I have drivers following much too closely behind me and I have to take action to avoid this threat to my safety. When I encounter a driver that is too close to my rear bumper, I will gradually slow down and keep right in the next available passing zone. Most motorists don’t even realize they are following too closely. At highway speeds, the average driver needs at least half a second to recognize a threat and then react. This equates to roughly 15 metres or five car lengths just to realize they need to start braking. With some drivers creeping up to within one to two car lengths of the vehicle in front, it doesn’t take a rocket scientist to realize that just isn’t enough time.

• Parking in handicapped spot: Too frequently, the driver is obviously not physically challenged at all. Most drivers who use these convenient parking spots genuinely need this convenience. Shamefully, some motorists have a permit that applies to someone in their family but they use it for their own benefit. It is these illegitimate users that make my radiator boil over. This is not only very selfish, but can lead to someone who really has difficulty walking, having to park much farther away because the few handicapped spaces are occupied by those not really in need of one.

• Left lane driving: It still boggles my mind that drivers will occupy the left lane on a multi-lane highway and then stay there regardless of how many vehicles are lined up waiting to pass. By now there has been enough press about this motoring indiscretion that you would think drivers would have clued in.

• Driving in middle lane: Too many motorists will poke along in the middle lane of a multi-lane highway at a slower rate than the majority of traffic when they should be in the right lane. Trucks too, are notorious for this and it leads to traffic bunching up as it tries to negotiate around the blockage with the resulting multiple-lane changes occurring.

• Failing to signal: Applies to both lane changes and turns. It is not wise to surprise other drivers with your next move and it is also disrespectful. Signalling lane changes notifies other motorists in all directions and is also a sort of an electronic “excuse me please” request to occupy the space in front of you. Not signalling is much like butting into line.

• Impatience: Each day as I commute in rush hour traffic, there are always a large number of drivers who need to get to work 10 minutes ago. They always zip out to the left lane, follow the other late drivers much too closely and then come to a screeching halt as the left lane soon becomes overpopulated. I seem to always catch up to these impatient drivers as I motor along in the much less stressful right lane saving fuel, brake and eventually insurance costs.

• Cutting off others: Most motorists will speed up slightly to block another driver from merging into the space in front. This only leads to frustration, possible retaliation and road rage. It never teaches the other driver to not pull in front of you.

• Fog lights: They’re frequently used on clear nights when there isn’t even a hint of fog. These lights are for a specific purpose and not to show off your cool German car. Fog lights are to be used in thick fog when your headlights become detrimental to illuminating the road. Some drivers say they like to use them to light up the side of the road. If so, when you encounter oncoming traffic simply turn them off.

Ian Law, TORONTO STAR, Jun 23, 2010

That’s the word from the Rubber Association of Canada, which just released the results of a study showing that 55 per cent of Canadian motorists have at least one tire that’s 10 per cent over- or underinflated.

That’s a vast improvement from the 71 per cent in a 2003 study. Still, the association says that properly inflated tires can save the equivalent of two weeks’ worth of gasoline each year.

Tires inflated to their recommended pressure also handle better, stop faster, run cooler and last longer.

Even if we do pay attention to our tires, we’re often going about it the wrong way. More than half of us check pressure only when the tire looks low — and then 9 per cent fill the tires until they “look right.” Neither is accurate.

The study found that 26 per cent of drivers fill to the psi number printed on the side of the tire. Wrong again. That’s the maximum amount the tire can hold, and is probably why so many tires are overinflated. The correct recommended pressure is found in the owner’s manual or on a sticker that’s usually in the driver’s door jamb. Sometimes it isn’t, though, especially on an older vehicle, which is probably why 70 per cent of us don’t have a clue where to find it.

Many of us simply let the technician check the tires when the vehicle is in for service, but thanks to longer-life motor oils, many cars can go several months without seeing a shop. And while tire-pressure monitoring systems will warn you when your tire is low, they don’t kick in until the pressure has dropped by at least 25 per cent. This could mean running on a tire that’s underinflated by as much as 8 psi or more before your car tells you — a point where, according to the Rubber Association, you’re using 4 per cent more fuel, reducing your tire’s life by 15,000 km, and risking tire failure.

At least we’re paying a little more attention to the tread: of the 7,000 tires checked in the survey, only 74 were worn beyond the legal safety minimum. Don’t get too smug, though: the researchers found a lot of tires that were above that minimum for tread depth, but were still sufficiently worn that they weren’t able to provide maximum traction, especially in wet weather.

Admittedly, checking tire pressure really isn’t much fun, but it also isn’t difficult. Buy a gauge — either a stick-type or dial — rather than depending on the gas station’s air pump gauge. Take the little cap off the valve stem, and press the gauge firmly on the stem to get a reading. Repeat monthly. Not only does it save fuel, but of all the safety features on your car, no matter how sophisticated, none is more important than a properly inflated tire with plenty of tread.

You’ll find lots more information at BeTireSmart.ca.

Jil McIntosh, TORONTO STAR, Jul 07, 2010

The Toronto City Summit Alliance says tolling highways such as the 400 series at a rate of 10¢ to 20¢ per kilometre would relieve “congestion hot spots” while promoting the use of public transit — but acknowledges the existing transit system would require an overhaul.

The report heaps scorn on traffic levels in Greater Toronto and Hamilton, noting the region “has become a world leader in forcing residents to waste the maximum amount of time in their vehicle of choice, whether at work or play.”

Congestion costs billions in lost productivity, the report notes, and the problem is only getting worse: in the next couple of decades, as the population skyrockets, more than a million new cars will be added to the roadways.

Monday’s report lays out 12 potential options for generating funds to fix the system, including a host of new taxes.

“The trick with all of these is for people to be able to weigh the benefits directly and compare them to the cost, and that’s what we’re trying to lay out,” said Andrew Bevan, the report’s co-author and executive director of Sustainable Prosperity, an Ottawa-based research and policy network.

The Big Move, a $50-billion regional transportation plan adopted by Metrolinx that calls for major expansions in rapid transit over 25 years, remains about three-quarters unfunded, requiring a multi-pronged approach, the report suggests.

In addition to road tolls, the biggest moneymakers listed include a regional gas tax of 10¢ to 20¢ per litre, a regional sales tax of up to 2% in additional to the HST, and a daily commercial parking levy of up to $2 per space. Each is forecast to bring in between $1-billion and $2-billion annually.

Other potential funding sources include high-occupancy toll lanes, a congestion levy on private vehicles entering Tthe downtown core, and an employer payroll tax that would bring in between $40-million and $80-million annually from workplaces within walking distance of rapid transit.

The report will be up for discussion at a roundtable meeting on July 14.

Megan O’Toole, National Post, July 6, 2010

In a report to be released Monday, the Toronto City Summit Alliance is adding its voice to the need to get the GTA moving.

Tolls — no longer a dirty word among those seeking to get the GTA moving — and other taxes could raise as much as $1 to $2 billion annually for transit improvements, says the report, obtained exclusively by the Star.

Among its 12 proposed money-makers is one that would see a toll on 400-series highways of 10 to 20 cents per kilometre — adding $15 to $30 to the 150 km round-trip between Toronto and Barrie, for example.

Other proposals include:

* A regional gas tax of 10 to 20 cents per litre;
* A new levy of $1 to $2 a day per commercial parking space;
* A regional sales tax adding 1 to 2 per cent on the HST; and
* Special fees to bring your vehicle into designated areas, like downtown Toronto.

The report argues that the region faces disastrous congestion and dire economic consequences if it doesn’t move immediately to make the transportation improvements prescribed by Metrolinx’s $50 billion Big Move plan.

The report’s 12 money-making schemes, five of which would raise more than $1 billion a year, are aimed at transforming the region’s network into a more transit-, cycling- and pedestrian-oriented system.

But raising money isn’t enough. The taxes or tolls introduced must also reduce congestion, says the report, Time to Get Serious: Reliable Funding for GTHA Transit/Transportation Infrastructure.

“If you accept that there’s a problem, the only question is how you pay for it,” said Andrew Bevan of Sustainable Prosperity, who co-authored the report with Neal Irwin of the IBI Group.

Research and anecdotal reports all point to a growing recognition that the Toronto region is in trouble, said Bevan. The average commute is about 80 minutes, longer than 18 other major cities, including Los Angeles.

“It’s getting worse; people feel that, they see that. People understand, if you want to make long-term plans for improvement there’s a cost to that,” he said.

The report shows there are options to raising income and property taxes, said Bevan.

It suggests the best solution is probably a combination of more than one of the potential funding tools — tolls, taxes, high-occupancy toll lanes, a cordon around key employment districts like one in place in London, England, and an annual vehicle registration fee of $100 to $200 per car.

Research suggests tolls and congestion charges become more popular after they produce results, Bevan said.

The report also calls for a federal-provincial funding strategy whereby senior governments pay 25 to 50 per cent of transit operating and capital costs, but acknowledges that senior governments are unlikely to make the latter commitment in light of their own deficits. It also notes that such support is vulnerable to shifts in the political climate.

Statistics prove the need for urgent action — while the Toronto region increased kilometres of road lanes by 56 per cent between 1986 and 2006, vehicular demand in the same period rose by 106 per cent.

While transit grew by 18 per cent, it was outstripped by a 45 per cent increase in demand over those 20 years.

The report will be the subject of a July 14 round table discussion involving about 100 stakeholders. Their job will be to agree on the best funding ideas and figure out how to move the case forward with the public and governments, according to TCSA CEO Julia Deans.

The issue will be part of the agenda when the alliance holds its annual summit in February, which draws more than 600 business, social sector and academic leaders.

Ontario Transportation Minister Kathleen Wynne has said repeatedly that Metrolinx is expected to bring forward an investment strategy by 2013 to pay for the $40 billion in planned improvements for which there’s still no money set aside. But she has admitted that the economic climate and provincial deficit have brought new urgency to the discussion.

The TCSA report comes only weeks after the Toronto Board of Trade released a discussion paper on 16 potential revenue sources for Metrolinx.

Tess Kalinowski, TORONTO STAR, July 3, 2010

Tow trucks are rarely far away and are available 24/7, regardless of weather and road conditions. Mechanical breakdowns, lock-out services and flat tires are some other services that they provide.

A colleague’s 18 year-old daughter was traveling on Hwy. 404 recently, when she suddenly developed a flat tire.

She managed to steer the car safely to the shoulder. Never having had a flat before, she was understandably frightened and anxious.

This young woman called her father, who was too far away to provide any direct assistance. Within minutes, a passing tow truck driver stopped to offer help. He was polite, courteous and professional.

He assessed the situation and changed the woman’s tire — and didn’t charge her for his efforts. He was pleased to help a stranded motorist, and soon my colleague’s daughter was on her way.

I’ve heard many Good Samaritan stories, where tow truck drivers have assisted stranded motorists. Unfortunately, I’ve heard horror stories, too.

Often tow drivers are independent contractors, who make their living by cruising our highways, looking for accidents. Some will attempt to “scoop” a vehicle from the scene by persuading drivers to sign waivers or consent forms, allowing the vehicle to be towed to a specific collision repair facility. Sometimes, the towing company has a vested interest in the “recommended” repair shop.

Or, an unscrupulous driver may even “sell” the job to a repair facility that pays the highest price for the captured vehicle. Fees for the driver are often based on a percentage of the repair estimate.

All industries and professions have their bad apples. It’s unfortunate that a few unscrupulous drivers/operators tarnish the reputation of the vast majority who operate with honesty and integrity.

Tow truckers are regulated by the municipality they work in. Currently in Ontario, no central regulator has jurisdiction over rules, rates, licensing etc.

All motorists should choose a repair facility before they actually need one. It is important that you advise the tow company and driver where you want your vehicle taken. Remember, it’s your vehicle, and therefore it’s your choice where to have your vehicle repaired.

Your new-car dealer is trained and equipped to repair your vehicle properly with genuine replacement parts, matching paint, using necessary tools, etc. This will ensure that your vehicle continues to meet factory specifications and maintain its warranty coverage.

Most new and many certified used vehicles sold by new-car dealers carry roadside assistance coverage. This covers many of the services provided by tow trucks, and often includes collision towing services. All motorists should familiarize themselves with this benefit and how to contact their service provider.

I strongly recommend that in all cases of mechanical breakdown or a collision that makes your vehicle inoperable, your first calls should be to your dealer and roadside assistance provider.

Roadside assistance will arrange to have your vehicle towed to your franchised dealer, or to the closest franchised dealer representing your make of car, if you are far from home. If you lack roadside coverage, ensure that the tow driver understands your wishes.

The lesson here isn’t so much about the goodwill of tow truck drivers or the wild west attitude of others. Rather, it’s the general preparedness of motorists when auto accidents or mechanical malfunctions occur.

I salute the many dedicated tow truck drivers who patrol our roads and highways, seven days a week. Their work is physically demanding, highly competitive and necessary for the enhanced safety of today’s busy highways.

This column represents the views of TADA. Email president@tada.ca or visit www.tada.ca

Joel Cohen, president of the Toronto Automobile Dealers Association, is a new-car dealer in the GTA.

Joel Cohen, TADA President, Jul 02, 2010