My,First,Car.,Visiting,Car,Dealership.,Beautiful,Woman,Is,Hugging

Buying a new car is a big step, and there are many ongoing costs to think about. Most importantly for budgeting, you need to factor in the costs of registration, maintenance, parking and gas along with your insurance premiums.

We asked Stéphane McGee, head of product and pricing for <a href="http://www.onlia.ca">Onlia Insurance</a>, what are the common questions and misunderstandings about car insurance and how your premiums can be affected by your choices.

Not surprisingly, there is a lot to think about.

There are some simple things you can do to try to reduce your car insurance premiums, says McGee.

“Think about bundling. Even if you don’t own your home, you likely have tenant insurance. You might be able to save big on both policies when you bundle. And if your current home/condo/tenant insurance company doesn’t offer auto insurance, consider taking your policies somewhere else to keep them together.”

Your insurance premium is directly related to the value of your vehicle. That’s worth evaluating as you decide on which vehicle to buy.

“Consider the repair costs if you were to get into a collision — you can go online and get quotes for cars you’re thinking about buying to compare,” says McGee.

“A great way to see how the vehicle you own will impact your premium, is to consult the

This might sound obvious, but it’s worth re-stating: Driving safely is not just smart, but it can save you money in the long run. This will build a strong driving record and you will be rewarded over time with reduced rates.
<ul>
 	<li>Consider using an app, if your insurance provider has one, that uses telematics to record and score your driving habits. You can be eligible for substantial premium reduction, or other rewards. Take for example Onlia Sense ™ –  Onlia car insurance policyholders can earn up to $40 cashback for driving safely with the app.</li>
</ul>
McGee outlines several other factors that go into how an insurer determines your rates.
<h3><strong>Your car</strong></h3>
The type of car you have will have an impact on how much your auto insurance premium will be. Its safety rating will be taken into account, as well as the cost to repair or replace it. Insurers will look at how statistically likely it is to be involved in a collision or stolen.
<h3><strong>Age: </strong></h3>
In general, premiums are likely to be lower for seasoned drivers over the age of 25, due to their experience on the road and their lessened probability of being in a collision.
<h3><strong>Frequency of driving (and how far): </strong></h3>
Your annual kilometres driven will be assessed — your premium will likely be lower if your daily commute is short. The less often and the less distance you’re driving, the lower the risk is.
<h3><strong>Your driving history: </strong></h3>
The number of convictions due to driving infractions, at-fault accidents, speeding tickets, and the number of years licensed will all be considered. Parking tickets are not a factor.
<h3><strong>Where you live: </strong></h3>
Where you live is another significant factor. The risk in your neighbourhood will be assessed; large urban areas tend to have higher rates, as well as neighbourhoods and cities with high rates of collisions and fraud. You can shop around to see which providers can offer the most competitive rate if you live in what’s deemed a high-risk area.
<h3><strong>Coverages: </strong></h3>
While there is a minimum amount of coverage required to drive in Ontario, there are optional coverages that you can add or remove from your policy. Depending on which additional coverages you choose to add, your premium might change.
<h3><strong>Discounts: </strong></h3>
Some providers offer <a href="http://www.onlia.ca/savings/discounts">discounts</a>, so it’s always worth asking. They’ll vary across companies, so you may find one (or a few) that give you better discounts than others.

It’s important to do your research, says McGee.

“Ask friends and family, post questions on forums or social media… you’ll find that people love to help and recommend services that they trust.”

You can even call mechanics to get an idea of how much regular maintenance will cost and which cars are better value and easier to repair. This will give you a good idea on how much you’ll need to put aside for maintenance.

Finally, take the time to shop around. Even if you already have insurance, you might be able to find a better rate or wider coverage at the same rate. Even talking to your current insurer about the need to reduce your premiums can yield rewards. They might have some ideas that can save you money.

Buying your next car? Here’s your roadmap to safety and savings

Cars,Driving,On,Slippery,Road,During,Heavy,Snowfall,In,Toronto

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

Like it or lump it, winter is coming. For most Canadians, that means hauling the heavy jacket and toque out of the closet, then dusting off that snow shovel which was unceremoniously flung into the shed’s dark corner the minute crocuses starting appearing last April. Something else which makes an appearance? Winter tires.

You’ll notice few people call them ‘snow’ tires anymore, thanks to a recent infusion of technology into these round rubber lifesavers. A set of modern winter rubber adds traction properties when the mercury dips below 7 degrees Celsius – whether there’s a layer of white stuff on the ground or not. In short, there doesn’t have to be sleet and misery falling from the sky to benefit from the extra grip provided by winter tires.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/installing-tires.png"><img class="alignnone size-full wp-image-162897" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/installing-tires.png" alt="Winter Tires" width="5938" height="3963" /></a>

But what are the best options for your particular vehicle? With more choices on the market than ever before, we sought expert advice from a couple of industry experts to help add a bit of clarity to this equation. Is it ok to run the same type of tires on the family hatchback as it is on pop’s pickup truck? What about studded tires? And what’s the deal with these so-called ‘ice radials’?

Winter is indeed coming. Let’s dive in.
<h3><strong>SUV &amp; Truck</strong></h3>
We’ll kick off with the beyond-dominant type of vehicle found on Canadian driveways. In fact, nearly three out of four new vehicles sold in this country is an SUV/crossover or a pickup. Since most of these vehicles are equipped with all- or four-wheel drive, it makes sense to take advantage of that feature by installing winter tires which are designed to make the most of the available grip. But these machines also tend to be heavy, which is no small consideration when selecting new rubber for foul weather.

“Strong sidewalls and a heavier load rate are important details,” explains Carl Nadeau, race car driver and Michelin driving expert. These features permit a tire to bear more weight than their lighter counterparts which, it should be noted, could look exactly the same as other tires to an untrained eye. <strong>Michelin’s Pilot Alpin 5</strong> brand of winter tires, for example, has a specific SUV option which incorporates sterner material into the tire sidewall in order to better bear the extra weight of a truck or SUV.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michelin-Pilot-Alpin-5-scaled.jpg"><img class="alignnone size-full wp-image-162901" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michelin-Pilot-Alpin-5-scaled.jpg" alt="Winter Tires" width="2560" height="2560" /></a>

It’s tempting to think one doesn’t need winter tires on an all-wheel drive vehicle given the inherent traction advantage of that powertrain type. However, we’ll remind our readers that winter rubber also provides an edge in terms of handling and braking, and for gripping in snow and on ice for safer driving during emergency (or even day-to-day) manoeuvres. Think of it this way: even Usain Bolt, the fastest man on Earth, wouldn’t perform as well while wearing flip-flops.
<h3><strong>Electric Vehicles</strong></h3>
On the opposite end of the vehicle spectrum, electric vehicles are becoming a common sight in many Canadian cities. Most of them are factory-equipped with all-season tires that have a low rolling resistance to maximize driving range, a consideration many EV owners would like to continue when running winter tires. Absent an internal combustion engine, these vehicles are also much quieter at speed, meaning any tire noise is much more noticeable that it would be in a traditionally powered car.

So what to choose? Nikki Kinakin works with Kal Tire, a retailer in Ontario and other provinces, spoke about a fresh offering that has quickly become popular with EV owners. “New to the line up this year is the <strong>Nokian Hakkapeliitta 10 EV</strong> with Silent Drive technology,” she said, going on to explain how the blend of materials used in the construction of this winter tire creates “a quiet ride, comfort, and ultimate safety for electric vehicles and hybrids.”

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Nokian-Hakkapeliitta-10-EV.jpg"><img class="alignnone size-full wp-image-162899" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Nokian-Hakkapeliitta-10-EV.jpg" alt="Winter Tires Hybrid" width="540" height="540" /></a>
<h3><strong>Sports Cars</strong></h3>
While some gearheads choose to tuck their sports cars away during winter’s worst, some of us (*raises hand*) elect to enjoy their toys year-round. Passionate drivers needn’t give up all semblance of performance simply to get sure-footed traction when the weather turns nasty. <strong>Pirelli Winter Sottozero 3</strong> tires are specially designed for sporty high-performance cars, providing crucial characteristics for efficient – but fun – winter driving.

&nbsp;

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/pirelli-sottozero-3.jpg"><img class="alignnone size-full wp-image-162898" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/pirelli-sottozero-3.jpg" alt="Winter Tires Sport Car" width="900" height="900" /></a>

&nbsp;

These run-flat winter tires were developed in collaboration with high-end vehicle manufacturers, this winter tire packs an innovative compound in its directional arrow-shaped centre tread blocks. They are not designed to accept metal studs, instead using high-density 3D-style sipes to tightly grip icy and snowy surfaces. So equipped, they are designed to remain sure-footed in exuberant braking and turning exercises common to performance vehicles; while the term ‘ice radial’ might be outdated in 2021, this is the origin of the phrase. And, if you’re wondering, <em>Sottozero</em> is Italian for ‘below zero’, which is just all kinds of cool.
<h3><strong>Sedans &amp; Hatchbacks</strong></h3>
While owners of these vehicles can benefit from advice given to EV and sports car drivers, it’s worth considering the way you drive and where it will take you. Residents of Northern Ontario are permitted to run studded tires between September and May, thanks to innovation by tire companies who have plowed development dollars into this type of tire. These days, factory studs are much more than simple pieces of metal.

In fact, modern studs often have different shapes depending on their location in the tread pattern, plus some tires like the <strong>Michelin X-Ice North 4</strong> actually have more tougher rubber under the stud in order to reduce flex and promote stability. Removable snow chains are far less common on passenger vehicles because they can be cumbersome to install, though some heavy trucks use them while traversing places like the British Columbia interior.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michelin-Xice-North-4-scaled.jpg"><img class="alignnone size-full wp-image-162900" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Michelin-Xice-North-4-scaled.jpg" alt="Winter Tires Sedan" width="2560" height="2560" /></a>
<h3><strong>Cost-Conscious Selection</strong></h3>
While every Canadian loves a good bargain, we must inject a note of caution about purchasing extremely low-priced tires. While some of these options will have tread patterns very similar to those found on well-known brands, their rubber composition can be quite different, and that’s not something immediately obvious to the naked eye. A cheap rubber compound can create a hard tire whose grip properties may not be up to snuff when it counts – like in an emergency braking situation. Keep in mind the only physical parts of your vehicle which actually touch the road are those four fist-sized patches of rubber; cheaping out here can lead to calamity.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Falken-Winter-Tire.jpg"><img class="alignnone size-full wp-image-162924" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Falken-Winter-Tire.jpg" alt="Falken Winter" width="500" height="805" /></a>

Still, the need to keep a lid on costs is more important than ever. Falken Tires, a respected Japanese brand that’s been selling rubber in North America for almost 40 years, offers its <strong>Falken Winterpeak F-Ice</strong> which can generally be found priced around $500 before taxes for a set of four if shopping for sizes commonly found on popular SUVs like the Toyota RAV4. It has a high density of sipes in its tread blocks, providing plenty of gripping surfaces in tough conditions, and can be fitted with studs for an extra cost. Its open-shouldered tread pattern permits good evacuation of water and slush, critical for keeping the tread surface in good contact with the road.
<h3><strong>Overall Thoughts</strong></h3>
Bottom line? No matter what you drive, fitting a good set of winter tires on your vehicle should rank pretty high on your automotive to-do list. The mechanical (tread pattern) and molecular (rubber construction) properties help drivers get a grip in cold and snowy conditions. High quality winter tires will not only supply extra traction while accelerating out of a side street onto a busy highway, they’ll also add lateral grip when steering around a corner and provide better footing under heavy braking.

Turns out it’s not just the heavy jacket and toque that help us weather a tough Canadian winter.

Snow Problem: Best Winter Tire Choices for 2021

Mats

Every week, we take your questions about what is going on under the hood of your vehicle and pose them to a knowledgeable mechanic in the Greater Toronto Area. In today’s column we discuss your vehicle’s upkeep during the winter.

Dear Ask a Mechanic,

<strong>I am a first-time car owner. I bought one this summer so I could get out of the city during the pandemic. With winter coming, I’m wondering what kinds of things I can do to prevent salt damage to the interior of my vehicle. I love my car and have been keeping it very clean (it still has that new car smell). Should I invest in special floor mats or are there products I can use to protect the fabric ahead of time? - Spic and span</strong>

Kirk Paty, owner of Pickering’s R&amp;G Automotive Centre, swears by WeatherTech mats. It's a product Paty uses in his personal vehicles and suggests for customers as well. WeatherTech has mats and floor liners specific to the type of vehicle driven, allowing for full coverage. Other brands, including Husky Liners, offer similar products. Be careful not to stack floor mats or liners, especially in the driver’s footwell. They should be fixed in place, as loose mats can trap or block pedals, leading to a loss of control. Outside of that, he said there isn’t much that can be done, aside from scotch guard protection, which some detailing shops can offer. But the most effective way to keep up is to keep the car clean, Paty said. Doing so will get rid of any buildup that comes with the snow and salt. He recommends using a cleaning spray, of which many options are available on the market.

<em>Ask a Mechanic is written by Nida Zafar, a reporter who grew up in a house full </em><em>of mechanics in Scarborough, and occasionally poses your questions to her dad or brother. You </em><em>can send your questions to wheels@thestar.ca. These answers are for informational purposes </em><em>only. Please consult a certified mechanic before having any work done to your vehicle.</em>

Ask a Mechanic....Getting a new car winter ready

Motor oil- AAMOct9

Every week, we take your questions about what is going on under the hood of your vehicle and pose them to a knowledgeable mechanic in the Greater Toronto Area. In today’s column we discuss motor cleaner and oil additives.

<strong>Dear Ask a Mechanic,</strong>

<strong>A </strong><strong>neighbour</strong><strong> was telling me he puts motor cleaner and oil additives in his truck every year as part of his annual maintenance before winter. What are these, what do they do and are they really necessary? With the winter season coming up, I want to know if this is something I need for my vehicle. – </strong><strong>Added benefits</strong>

Robert Lirette, a professor of automotive technology at Toronto’s Centennial College, said a number of factors — such as how old the car is — will determine whether additional measures are needed. He explained additives can do anything from improving existing properties (by cleaning, cooling, and lubricating) to adding new properties (such as changing the freezing point). Manufacturers normally state it’s not necessary for drivers to add in their own lubricants, and Lirette believes it should only be done if recommended by a service technician.

This may be the case for older vehicles. Additives containing zinc compounds, for example, can help prevent premature camshaft wear in classic muscle cars. Modern oils contain low or no zinc and aren’t needed in newer engines. The owner’s manuals for the Chevrolet 2021 Equinox and 2020 Ford F-150, for example, both specifically state not to use oil additives. Every situation is different, Lirette said, and not everyone should be putting motor cleaner and oil additives in their vehicle. To get more information on what’s best for a specific vehicle, drivers should consult a licensed mechanic for advice.

<em>Ask a Mechanic is written by Nida Zafar, a reporter who grew up in a house full </em><em>of mechanics in Scarborough, and occasionally poses your questions to her dad or brother. You </em><em>can send your questions to wheels@thestar.ca. These answers are for informational purposes </em><em>only. Please consult a certified mechanic before having any work done to your vehicle.</em>

Ask a Mechanic: Are additives necessary for winter maintenance? 

Scenic,Road,In,The,Canadian,Rockies,During,A,Vibrant,Sunny

With ongoing travel restrictions and continually changing requirements for distancing and protective measures, a lot of folks have chosen to buy a camper trailer or motorhome. Even with the occasional challenge of competing with so many additional campers for sites, it really is a great way to experience this province and (with a little extra ambition) this country.

As the cooler weather of autumn signals the end of most campers’ season, there are a lot of first-time RV owners that are facing their first winter storage period. It can be daunting, but it doesn’t have to be. The most difficult part will likely be finding suitable storage.

If your RV is a motorhome, the same procedures and precautions for storing a normal car or truck apply; adding fuel stabilizer (unless it’s diesel), airing the tires up and/or supporting the vehicle on stands, and putting the battery on a maintenance charger (whether in the vehicle or removed and in a safe storage location).

Winterizing the living space is much the same for both trailers and motorhomes. Be sure to remove all foodstuffs and block any potential entrance points (such as external vents for appliances and heaters) to reduce the likelihood of having unwanted guests. It’s a good idea to prop the door of the fridge open to prevent mould.

Propane tanks should be shut off, of course.

Any water left in pipes or tanks can result in catastrophic damage when it freezes, so lines should be flushed and filled to their outlets with non-toxic plumbing antifreeze or purged with compressed air. Don’t forget the low-point drains and outdoor shower and kitchen, if equipped. Water heaters and fresh-water tanks should be drained, and a small quantity of plumbing antifreeze poured into the (already emptied) grey and black tanks.

Most RVs have one or more coach batteries to run the interior lights, propane/CO alarm, fridge, and other 12-volt accessories. These are separate from the main battery for the engine in a motorhome. If they can’t be left on a maintenance charger, they should be removed and stored, or at the very minimum disconnected, as the propane alarm alone will quickly drain them.

Whether you cover your RV is a matter of personal preference; any covering used should be secured to prevent flapping, which can badly damage finishes.

The final challenge? Waiting for spring!

<strong><em>Brian Early is a longtime Wheels contributor and a Red Seal automotive technician with over 25 years experience.</em></strong>

How do I...Prepare my RV for winter?

2021 Toyota Winter Drive Event_Prius AWD-e

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

<strong>Recently</strong>, I participated in a winter drive event staged by <a href="https://www.wheels.ca/winter-section/skills-thrills-at-the-lexus-winter-drive-event/"><strong>Lexus</strong></a>, which underlined the importance of winter tires and the helpfulness of all-wheel drive and electronic aids. It was fun, but it was only the first half of my late-winter driving extravaganza.

About a week later, I made the 3.5-hour trek along Highway 7 to Ottawa for winter drive part two, only this time it involved a group of Toyotas. The venue for my adventure, which included a handful of auto journalist colleagues, is Calabogie Motorsports Park, a sprawling five-kilometre road circuit located about an hour west of Ottawa, near the hamlet of Calabogie.

If I had to summarize the selection of Toyota machinery I sampled, I’d say it was mostly hybrid and all-wheel drive. In case you weren’t aware, the number of Toyotas armed with both capabilities has risen sharply during the past decade.

For 2021, there are a dozen with AWD, nine with some form of electrification, and six that offer both. By contrast, in 2010, the totals in those categories were ten, three and one. More electrified models mean more sales, and while the current share isn’t massive (18.5 percent in 2020), it has more than doubled over the past five years (6.7 percent in 2015), and Toyota expects it to jump to 40 percent by 2025.

Like the Lexus event, Toyota Canada set up three driving exercises designed to highlight the capabilities of the all-wheel drive systems found in many of its most popular models. The snowpack at Calabogie was decent (10-15 centimetres in most driving areas) but mild mid-March weather with 10C temps and sunny skies turned conditions a bit sloppy. Two of the three courses had bare pavement grooves worn into them as a result, which organizers attempted to fix with periodic snow dumping, but it was a losing fight.

But we pressed on and I managed to drive every vehicle on hand, some more than once. Overall, it was a fun day, and it produced a few observations worth noting.

<img class="alignnone size-full wp-image-157972" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/03/2021-Toyota-Winter-Drive-Event_Highlander-Hybrid.jpg" alt="Toyota Winter Drive Event" width="1920" height="1080" />
<h2><strong>Electrification is good for performance</strong></h2>
My first exercise of the day was a straight-line acceleration and braking test, followed by a short slalom course.

For this test, Toyota rotated us through its fleet of RAV4s, which included gas, gas-hybrid and plug-in hybrid models, equipped with both front and AWD. Generally, the all-wheel drive cars delivered better traction and those that are electrified had better off-the-line acceleration. I should note, all RAV4 testers were fitted with winter tires, so there was no disadvantage there.

The RAV4 Prime plug-in with 302 total horsepower has a perceived advantage, but it only manifests in hybrid mode. In pure electric mode, a colleague blew past me in a gas hybrid. But as soon as the Prime was put into hybrid mode, which utilizes gas and electric power, it became all-conquering. Electrification, and this was true of the gas hybrid as well, makes a huge difference at launch, as the electric power is put to the ground with no delay. The gas models, particularly the FWD base grade and, to a lesser degree, the TRD Off-Road are at a disadvantage. They struggled to keep up with the hybrids.

I didn’t notice a huge difference among the cars on the short slalom course, apart from the FWD model that is at a disadvantage with torque being routed to the front wheels only. Not great for deep snow.
<h2><strong>The 86 and GR Supra are incredible… on dry pavement</strong></h2>
In order to liven up the festivities, Toyota brought 86 and GR Supra units along mostly to prove, once again, that rear-wheel-drive cars are bad in the snow. Heck, on all but dry pavement where grip levels are at their peak, they’re not great. Wet surfaces compromise performance significantly, and on snow, forget it.

That point was hammered home when I performed a short drag race against two seemingly pedestrian models, the Prius AWD-e sedan and the all-new Sienna minivan, which is now hybrid-only and available with AWD. To say the 86 and GR Supra got smoked is being kind. It was quite literally failure to launch, as both coupes struggled mightily for grip. By the time I was able to get going in both, the opposition (Prius for the 86, Sienna for the GR Supra) had taken the first left-hander.

Mother Nature helped the sports cars a bit on the backside of the circuit, which had melted to the pavement in spots, offering brief traction before reappearing snow turned them into sleds once more. Meanwhile, the Prius and Sienna bashed through the twisting, snow and slush course with relative ease. The ability to send torque to four wheels instead of two makes a huge difference, particularly off the line.

However, the 86 and GR Supra’s lack of grip made for a fun skid pad exercise. With the electronic nannies turned off, the tendency towards snap oversteer in low-grip conditions was fully unleashed allowing me to do my best Ken Block impression as I drove around in circles. It was great fun.

<img class="alignnone size-full wp-image-157974" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/03/2021-Toyota-Winter-Drive-Event_RAV4-Prime_4Runner-TRD-Pro.jpg" alt="Toyota Winter Drive Event" width="1920" height="1080" />
<h2><strong>Don’t sleep on the Sienna and Prius in snow</strong></h2>
As it turns out, the Prius and Sienna can even hold their own in deeper snow. Now, it is worth noting the snow-covered quarry route had well-defined tracks for us to follow, but the surface was still fairly chewed up, bumpy and had one deep water crossing. Both family haulers made it through with relative ease, which is quite impressive.

During this exercise, I drove every Toyota on hand, save for the 86 and Supra which were left out for obvious reasons, and I thought they handled challenges presented by the undulating course with ease. A personal favourite was the 4Runner TRD Pro, which was quite popular within our group. But most impressive, by far, was the Prius, which proved it’s a lot more than a commuter runabout for the environmentally conscious. It can handle snow days too.

Hybrid and all-wheel drive a winning combination in snow

2021 Lexus Winter Drive Event_2021 IS

<strong>One of the best things about being an auto journalist in Canada</strong>, and there are many, is being able to participate in winter driving programs. The harsh conditions are challenging for both vehicle and driver and the experiences provide great opportunities to learn and improve one’s driving habits.

Last week, Lexus Canada invited a small group of auto journalists up to Canadian Tire Motorsport Park near Bowmanville, Ontario to sample some of its products in a snow-covered environment.

The selection of cars on hand for us to play in the snow were both gas and gas hybrid, many were all-wheel drive and just about all were fitted with Bridgestone Blizzak winter tires.

Despite being early March, outlying rural areas are still blanketed with a significant amount of snow. I didn’t take any measurements, but the snowpack at CTMP appeared to be anywhere from 10-15 centimetres which was plenty for a few fun exercises in the upper and lower paddock areas of the grand prix track.

Lexus set up three modules designed to test handling, braking and driving on snow and ice. I’ve been fortunate to participate in similar winter events both for auto and tire manufacturers before and I think most drivers would benefit from these activities if they felt so inclined. Being able to learn in controlled environments like this one can pay big dividends on our roads.

After spending about a half day putting various Lexus vehicles through their paces, a few observations come to mind.

First, the most important factor for driving in wintry conditions is a set of winter tires. All-wheel drive is helpful for traction and getting going if one becomes stuck, but all-around performance on ice and snow demands winter tires, it’s as simple as that.

During one exercise, a colleague and I ‘drag-raced’ in a pair of sub-compact UX crossovers, one with a set of winter tires and one with all-seasons. We switched vehicles, and the one with winter tires won every time. Despite my best efforts, the all-season shod UX just couldn’t get enough grip to catch my colleague under acceleration, and I skidded past him when I applied the brakes at the end of the run. Winter tires are designed to operate at colder temperatures (7C or lower), and they have deeper tread patterns designed to bite into ice and snow. The shorter stopping distances alone make them well worth the investment.

Observation number two: stability / traction control is quite helpful for driving on snow-covered roads. In the handling exercise, the ES hybrid and RC coupe I drove were both outfitted with winter tires and are equipped with all-wheel drive. Over the course of several runs, I noticed less of difference between gas and hybrid performance, than I did when the traction control systems in both cars were turned off.

Now, I’ve been driving for more than 30 years, but nothing can make you feel like a noob quite like the absence of traction control on snow. I drove the course more aggressively to get a sense of the grip limits in both cars, and it didn’t take long to find it, especially in the RC, which uses a rear biased AWD system. It can provide a torque split of up to 50-50 front/rear, but it defaults to 30-70, and with no electronic nannies to efficiently route torque where it’s needed most to keep the car on track, losing control isn’t difficult. I didn’t swap ends in either car, but there was a lot of sideways driving. Things weren’t much better in the ES, which uses a front biased system. With the nannies off, it gets squirrely quickly too.

Lastly, I was reminded just how much fun driving in circles on a giant pad of snow with no threat of running into anyone or anything, save for a few traffic cones, can be.

I mention this because a few first-gen IS models, circa 2001-02, were along for the ride. They’re used in a winter driving and racing program run by Russ Bond, a racer and well-known industry personality. If you’ve ever watched Motoring on TSN, you know who he is.

Anyway, Russ brought three of his battle-hardened IS racers to CTMP so we could contrast the new IS with its ancestor. All cars had studded tires, two were lowered and the one I drove had a racing seat and steering wheel. These cars are pretty stripped down on the inside but are still plated and road legal with stock engines and transmissions.

Driving a 20-year-old IS was one of the bumpiest experiences I’ve had in recent memory, but with snow flying everywhere and a roaring 2JZ engine, I had a blast. I did a ride-along with Russ, which was even hairier as we were turning laps against another car and things became competitive. There was no contact, but it was close. I put a 2021 IS through its paces on the same course, with traction control on and off, and had just as much fun, albeit in a more comfortable cockpit.

According to Lexus, 77 per cent of its sales in Canada in 2014 were AWD-equipped models, a figure that rose to 93 per cent in 2020. Not surprisingly, just about every Lexus sold here (except for the rear-driving RC F and LC) can be had with AWD.

Given our long, snowy winters, AWD makes sense. But make sure you also strap on a good set of winters on to your AWD ride. They’re what you need for staying out of snowbanks and not sliding through intersections. These are good things, whether you drive a Lexus or not.

Lexus winter drive shows AWD is great, but winter tires are better

GV80

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

<p class="p1"><span class="s1"><strong>While it may seem like all-wheel-drive (AWD) is a prerequisite</strong> when it comes to luxury sedans today, manufacturers will tell you that’s more of a Canadian thing as our neighbours down south are surprisingly cavalier when it comes to AWD.</span></p>
<p class="p1"><span class="s1">“There are a lot of states – California, for example, Texas being one of them – they don’t have such a big appeal for AWD vehicles over there,” said Ricardo Chan, manager for product and corporate strategy at Genesis (although he may want to talk to Texans again after what happened in The Lone Star State earlier this month). “And considering the volume in states like California that are so important for our brand, AWD penetration is minimal.” So not only do Americans not all want AWD, according to Genesis, the majority don’t.</span></p>
In Canada, however, it’s an entirely different story in that most of our population lives through severe winters and as a result, we love our AWD. So, in an effort to both simplify the buying process and appeal to as many Canadians as possible, Genesis has made AWD standard on every single vehicle they sell in Canada – the G70, G80, and G90 sedans and the GV80 SUV – and your only option on all but the G70, whose compact sports sedan digs mean there is a rear-wheel-drive (RWD) option. Although, as of 2021, that model is gone, too. So it’s AWD all the time at Genesis.

And a big reason for all that is – you guessed it – Canadian winters.
<p class="p1"><span class="s1">“Our vehicles are built with Canadian winters in mind,” said Bianca Pettinaro, public relations and corporate communications specialist at Genesis. “When you look at the exact same vehicles in the US, they’re packaged differently because our engineers and designers know that Canadian winters are very very different than what you get in other areas of the world.”</span></p>
So, that means heated seats and a heated steering wheel are standard on all trims, as are heated exterior mirrors and high-intensity discharge (HID) LED lighting to punch through those deep, dark Canadian winter nights. Or afternoons.

Which is why, according to Genesis, they conduct winter testing in the Northern parts of Ontario, Quebec, and the Prairies, and it’s done exclusively of vehicles from corporate partners Hyundai and Kia. According to Genesis, it’s crucial that Canadians know that the vehicle they’re buying is tested in their own backyard.

<img class="alignnone size-full wp-image-157452" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/02/hyundai-santa-fe-terrain-mode-selector-e2e.jpg" alt="Terrain Mode" width="1920" height="720" />

“What we try to focus on here in Canada is what a Canadian customer might go through on a daily basis,” said Malaka Peris, quality assurance analyst with Genesis. “Canadian winters can be quite harsh and variable. Through (our testing), we make sure all vehicles are operating as expected, even in the most extreme conditions.” Some of these tests are performed in temperatures dipping below the -30 degrees Celsius mark, which is bitterly cold and likely harsher than most Canadians will ever face.

While Genesis takes the performance of their AWD systems seriously, that’s not really this cold-weather testing is about.
<p class="p1"><span class="s1">“The first thing people think about (winter testing) is doing donuts on frozen lakes,” said Peris. “In reality, that’s not what we do.” Indeed, drifting through snow-covered trails like an amateur rally driver is not something most Genesis drivers – or any drivers, for that matter – are likely to practice. </span></p>
<p class="p1"><span class="s1">What’s more important, then, to Canadian drivers? It’s the everyday stuff. Think about it: How many times have you sat in your car on a cold day and wished it would heat up faster? Or looked at how quickly the seat heaters take effect? How fast the defroster operates? Or what about which parts of the lower back and butt seat heating works on? According to Genesis, that last one is a big deal to many owners. That’s the stuff that matters to Canadians, and Genesis goes to the wilds of Northern Canada to learn all about it. While they’re not ready to reveal exactly how long it should take, say, a GV80 to reach the set temperature, it’s stuff they have tested at length.</span></p>
Of course, while they may not be up there doing donuts, as Peris says, extensive attention is paid to the AWD system employed by Genesis for both the G80 and GV80. It’s what’s helped Genesis develop a comprehensive AWD system that includes an electronic limited-slip differential (eLSD) as well as their Terrain Mode system.

The eLSD allows power dispersal between the front and rear wheels, including up to 100 per cent of all power to a single rear wheel. That way, the wheels that have traction are given all the help they need to help pull the rest of the car out of a slippery – or stuck – situation. In the dry, meanwhile, that eLSD allows for better rotation through corners, as well as more stability all at the same time and makes for a fully-RWD car in ideal conditions; it’s a RWD-biased system to begin with, meaning more of the power is sent to the rear wheels more of the time.

For this part, Terrain Mode isn’t quite as standardized as AWD – you have to option up to it but it is specifically tuned for Canadian cars with the addition of Snow mode; even US cars equipped with AWD and Terrain Mode don’t get this.

Terrain Mode takes the ECU, AWD, stability control, eLSD and more and tweaks them to provide the best possible traction in slippery conditions.

It’s all hands on deck for Genesis in Canada and indeed, it kind of needs to be. They are a relative babe in the luxury car world, and while it’s going to take some time to build up the brand equity required to start playing with the big boys from Germany and Japan, there’s little denying that they’ve come a long way thus far, in just a few short years.

Genesis Key To Success: AWD And Snowy Winters

Justin Pritchard is an award-winning automotive technical writer, photographer, and videographer based in Sudbury, Ontario. With a passion for photography, cars, and winter driving, he shares stories, experiences and advice based on his extensive travels with readers and viewers on a weekly basis, in outlets across Canada.

<strong>Advancements in EV technology</strong> are rolling out to both vehicles and infrastructure, and it’s making ownership of an all-electric vehicle more feasible for more Canadians than ever.

The list of factors to consider before buying an EV is a long one. For some, they make a great primary vehicle for the family, and for others, an EV might become the ideal second family runabout, and one that never needs fuel or an oil change.

The EV is one of many choices shoppers have to get themselves around, and as time passes, you’ll have more and more options to consider if you’re heading in that direction.

I live in Sudbury Ontario—where the winters are nasty and the roads and highways are frequented by big trucks towing big trailers full of gear or toys or supplies that support the lifestyle enjoyed by many who live up this way.

In recent years, the EV has become a common sight on our roads. The latest Teslas are an increasingly-frequent sight, as are their red and white Supercharger stations. I’ve got numerous friends driving the<a href="http://www.wheels.ca/car-reviews/review-2019-nissan-leaf-plus/"> Nissan LEAF</a>, <a href="http://www.wheels.ca/car-reviews/first-drive-2020-chevrolet-bolt-ev/">Chevrolet Bolt</a>, and <a href="http://www.wheels.ca/car-reviews/r2019-hyundai-kona-electric-review/">Hyundai Kona EV</a>, too.

There’s at least one reason why we don’t see more of them though, I figure.

A friend summed it up nicely with a question.

“Maybe I’ll buy an EV when they make one that can tow the sleds 700 kilometres at 30 below”.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/EM101294.jpg"><img class="alignnone size-full wp-image-156219" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/EM101294.jpg" alt="winter driving EV" width="1280" height="721" /></a>

This twice-yearly trip has been a prime decision factor in every vehicle my friend has purchased, for years. Today, he uses an F-150 for the job—stopping once for about 5 minutes to refuel along the route to his ice fishing spot, which is hundreds of kilometres away from anything, including an EV charger.

His sentiment reflects, I figure, the reason that most of the EV owners I know also own a larger pickup or SUV for hauling the family and toys off to the cottage. The EV is used for the shorter drives, errands, and commuting.

Below, I’ll share some thoughts from recent cold-weather test-drives of two all-electric models.

These comments are based on covering about 1,300 kilometres in both the Nissan LEAF and Jaguar I-Pace, including a drive from Toronto to Sudbury through what was, at the time, a stretch largely devoid of charging infrastructure.

Both test-drives represented using an EV in far less than ideal conditions: for a long-distance highway trip, in cold weather.

Here’s what I learned.
<h3><strong>Range Anxiety</strong></h3>
My very first drive from Toronto to Sudbury in an all-electric vehicle was in a Jaguar I-Pace, in the middle of February, at a time when the four-hour drive between the two cities required covering a roughly 240-kilometer stretch with no charging infrastructure whatsoever.

With daytime temperatures in Southern Ontario around the freezing mark, the Jaguar’s on-board computer adjusted the driving range from the rated ‘best case scenario’ of 377 kilometres down to about 305 as the trip home began.

In Port Severn, Ontario, about 240 kilometres from home, I stopped to fill the Jaguar’s battery for the empty stretch that lay ahead. This was to be my last charge before arriving home, where another charger awaited.

Now some ways north of the GTA, the temperature had dropped to about 10 below, meaning the full charge was now worth about 285 kilometres.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/20190222_082631.jpg"><img class="alignnone size-full wp-image-156215" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/20190222_082631.jpg" alt="winter driving EV" width="1280" height="720" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/20190219_190010.jpg"><img class="alignnone size-full wp-image-156214" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/20190219_190010.jpg" alt="winter driving EV" width="1280" height="720" /></a>

Later that week, temperatures plummeted. With a daytime high of 29 below and the heat blasting for comfort, the 377-km battery was good for about 225 kilometres. Significant? Sure—but that’s still enough for a week’s worth of commuting and errands, for many.

I drove the Nissan LEAF PLUS a bit later in the year, with spring on the horizon. It’s 363-kilometer battery turned in about 250 kilometres of range on the coldest days, around 15 below, with the heat blasting.

You EV’s range will fluctuate based on the outside temperature—but both of these machines, even in extreme cold, still provided hundreds of kilometres of range.

Experts say that a 50 percent reduction in EV range is possible at 40 below. Even here, both of these machines would be able to handle a week’s worth of commuting for many Northerners.
<h3><strong>Learn Your Computer</strong></h3>
As you drive, the EV considers and processes a multitude of factors to give you the most accurate remaining range calculation possible. If you follow the remaining range readout closely, you may see it suddenly climb, or suddenly drop.

Usually, the change is slight. Often, it happens in response to changing outside temperatures, or changes to the climate control settings.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P3040948.jpg"><img class="alignnone wp-image-156218 size-full" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P3040948.jpg" alt="winter driving EV" width="1280" height="960" /></a>

After a few drives, the vehicle picks up on your driving style and habits, and the remaining range calculation becomes more accurate. On long-distance drives in cold weather, range fluctuations can be stressful, but after a few days at the wheel, your writer quickly learned to trust the system as it adapts to where, and how, you’re driving.
<h3><strong>Plan for The Worst</strong></h3>
Drivers out and about on Canadian roads in the winter should always prepare for the worst, no matter what they drive.

In an EV, that might mean having a backup plan if the trip you take requires a recharging stop.

I’ve found the charging stations I’ve used aren’t cared for like gas pumps. Sometimes, they’re out of order—a real bummer if there’s only one charger where you had planned to stop. Other times, they’re inaccessibly buried in snow.

Whether using an app or a web search, plan your longer trips knowing where you’ll charge up to keep the battery as full as possible, identify the location and distance to other nearby chargers if possible, and always plan your driving and charging to leave a surplus of power available in case there’s a road closure or detour between you and your destination.
<h3><strong>Charging Fast </strong></h3>
You can charge your EV at one of three levels. Level 1 is the slowest, at 120 volts.

Many EV owners install a Level 2 charger at home, which runs 240 volts for much faster charging. You’ll find Level 2 chargers in public, too.

The Level 3 charger is the fastest way to charge your EV, and especially if its battery is fairly depleted when you plug it in.

The Level 3 chargers (sometimes called “Quick Chargers” or “DC Fast Chargers”) are built to you’re your EV battery a rapid recharge on the go. In the past year or so, my Toronto-to-Sudbury route has gained 3 of these fast chargers. Hooking up to one can add 100 kilometres or more to the EV’s battery in the time it takes to take a washroom break and pick up a coffee and a snack.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P2260667.jpg"><img class="alignnone size-full wp-image-156220" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P2260667.jpg" alt="winter driving EV" width="1280" height="721" /></a>

When looking for a public charging station, remember that a Level 3 charger is the fastest way to juice your EV’s battery—making them worth keeping along your route on longer trips in the cold, where that battery will drain more quickly. When travelling long distances by EV in the winter, a route with plenty of Level 3 charging stops available can add plenty of confidence.

On my Level 2 charger at home, refilling the battery in either the LEAF PLUS or I-PACE was an overnight job. If you’re only driving a few dozen kilometres a day, you can skip recharging until the battery is low, or top it off as needed in a matter of hours.

Remember: you refuel your EV the same way you refuel your phone: by letting it fill up slowly, while you’re not using it.

Best of all, you can program your EV to charge solely during off-peak hours, or to pre-warm the cabin and pre-defrost the windshield using grid power, before your arrival each morning. I preferred to plug in every night, meaning I’d arrive to a full battery and a warm cabin every morning.

If you’re lucky enough to have indoor parking at both home and work, you’d never have to step outdoors during the winter while commuting, since your EV simply refuels in the garage while you’re asleep.
<h3><strong>Beautiful AWD Performance</strong></h3>
An AWD-equipped EV is still a relatively big purchase. Today, the most affordable EV’s on the market are front-wheel drive, though EV’s from Tesla, Porsche, Jaguar and others use dual motors to provide four-wheel traction.

Referencing the Jaguar I-Pace, the AWD system performance is incredible. By removing the limitations of differentials, axles, churning fluids and clutch-packs, it powers all four of its wheels with a level of smoothness, precision and immediate response to changing surfaces that I rarely see in a mechanical AWD system.

In total silence, the I-PACE picks up on the driver’s vibe: light-footed driving in inclement weather is met with sure-footed grip, no wasted wheelspin, and no fuss. In this setting, using winter tires, it feels remarkably trustworthy, even as traction levels decrease.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P2260687.jpg"><img class="alignnone size-full wp-image-156221" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/P2260687.jpg" alt="winter driving EV" width="1280" height="721" /></a>

Even during a city-stopping snowfall, the I-PACE was a joy to drive—silently whisking through deep powder without a care in the world.

Driven with intent in a sportier drive mode, on-demand access to rear-wheel torque sends the I-PACE slipping and sliding around on a whim—resulting in easily-triggered, easily-controlled powerslides that are smooth and quiet and drama free.

My favorite I-PACE moment came while bird-watching: I was able to silently stalk a Piliated Woodpecker with my camera, even as the I-PACE slogged its way through nearly a foot of wet snow.

<em><span class="TextRun SCXO149140735 BCX0" lang="EN-US" xml:lang="EN-US" data-contrast="auto"><span class="NormalTextRun SCXO149140735 BCX0">T</span></span><span class="TextRun MacChromeBold SCXO149140735 BCX0" lang="EN-US" xml:lang="EN-US" data-contrast="auto"><span class="NormalTextRun SCXO149140735 BCX0">he vehicles were provided to the writer by the automaker. Content and vehicle evaluations were not subject t</span></span><span class="TextRun SCXO149140735 BCX0" lang="EN-US" xml:lang="EN-US" data-contrast="auto"><span class="NormalTextRun SCXO149140735 BCX0">o approval.</span></span></em>

What I Learned Driving EV’s Up North In the Winter

<strong>The winter season</strong> is almost upon us, which means it’s time once again to start thinking about what you should be doing with your vehicle to help best prepare for winter driving.

Before we do so, though, know this: my mother always told my younger self whenever she’d deny my request to borrow the car that “it’s not about you. There’s a bell curve when it comes to driving skill, and most drivers you’ll come across are at the lower end of that curve.” Read: no matter how prepared your vehicle is for winter driving, it’s probably safe to assume there are drivers out there who haven’t done so and it’s on you to be vigilant and very clear on what’s going on around you, what conditions are like ahead, and so forth.
<h3><strong>Winter is here – you need winter tires</strong></h3>
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Snowflake-symbol.jpg"><img class="alignnone size-full wp-image-156080" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Snowflake-symbol.jpg" alt="Winter Car Prep Done Right" width="1280" height="853" /></a>

Which brings me to my first point: snow tires. In my home province of British Columbia, you’ll see signs asking you to put on snow or “M + S” tires if you’re driving on certain B.C. roads between October 1 and April 30. “M + S” stands for “mud and snow” and while they are designed to offer better traction in those adverse conditions – deeper snow and mud -- it doesn’t follow that they are actually “snow” tires which are demarcated with a snowflake graphic on their sidewall. You see, proper winter tires not only get different tread patterns, but they get different rubber compounds as well that are meant to work in sub-seven degree Celsius temperatures.

M + S tires don’t necessarily have that feature so if the road surface on which you’re driving is cold or has a small dusting of frost or snow, these tires will not be as effective as proper winter tires. As far as I and many of my colleagues are concerned, the fact that B.C. allows for M + S tires as well as snow tires on those roads are not enough. If you’re really talking safety first, then a snow tire is the way to go.

Not to mention that there are often other perks.

“Often times, insurance companies will give you a break on your insurance if you have snow tires,” says John Polumbo, a professional vehicle detailer that works with Penske Vehicle Services in Toronto, Ont.. “(Snow tires) aren’t mandatory in Ontario, but every year, I see more and more people buying (them).” For his part, both Polumbo and his wife have winter tires on their vehicles.

However, by no means should anyone assume that just because they have all-wheel drive (AWD) it means they don’t need snow tires. Yes, AWD does provide added mechanical traction by shuffling power to and fro to the tires that have grip, but if you don’t have proper rubber meeting the road, AWD will only take you as far as your tires can. Please, folks – don’t make the costly error of thinking AWD increases your car’s “invulnerability” factor.
<h3><strong>The value of rust proofing</strong></h3>
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/fender-buildup.jpg"><img class="alignnone size-full wp-image-156077" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/fender-buildup.jpg" alt="Winter Car Prep Done Right" width="1280" height="853" /></a>

Speaking of “invulnerable”, we turn to your car’s exterior – we’ll get to the interior in a minute – and the ever-moving goalposts of rust proofing. It depends on the climate in which you live; most of Canada lives under a blanket of snow and salt in the winter, and as Polumbo says, “salt and moisture is a bed for rust.”

In Polumbo’s eyes, how you proceed with rust proofing really depends on whether you own or are leasing your car.

“A car will not rust in four years (on a lease) as long as you keep it clean,” he says. “I wash my car once a week during the winter.” Focus on getting rid of all the grime and sludge that builds up around – and within – the wheel wells. That may seem strange, as we all know it’s just going to get dirty again but it’s crucial for keeping rust off. So if you’re on a short-term lease, this method works and you could probably get away without rust proofing.
<h3><strong>Don’t neglect your fluids and wipers</strong></h3>
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Washer-fluid-resevoir.jpg"><img class="alignnone size-full wp-image-156078" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Washer-fluid-resevoir.jpg" alt="Winter Car Prep Done Right" width="1280" height="853" /></a>

If you own your car and full rust-proofing isn’t in the cards, waxing can help, too, as it keeps cars cleaner and makes it tougher for sludge to build up. Speaking of pre-emptive strikes, Polumbo says that monthly applications of Rain-X, the windshield coating spray used to help water bead or stream off windscreens, will also help in snowy and icy conditions because it also makes it tougher on those water forms to build up on glass. While you’re at it: as good as Rain-X is, the company itself recommends you change your wiper blades every six months.

Speaking of wipers: keep that fluid topped up. A bottle every two weeks in the winter is not uncommon; on the coldest days road spray can freeze almost instantaneously, forcing fluid shots every five minutes or so. Needless to say, you’ll want a lot of this; best keep an extra bottle in your trunk.
<h3><strong>Winter and the interior of your vehicle</strong></h3>
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/winter-car-mat.jpg"><img class="alignnone size-full wp-image-156079" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/winter-car-mat.jpg" alt="Winter Car Prep Done Right" width="1280" height="853" /></a>

So there are a number of ways to prep your car’s exterior, but what about the interior? Salt build-up from boots and pant legs can damage a car’s interior, so switching from your car’s showroom-spec carpets to a rubberized year-round set should be job number one; manufacturers like WeatherTech make mats to fit the footwells and trunks of many vehicles, and they are often easy to clean with a simple high pressure hose.

If the mats aren’t for you, a fabric protector such as Scotchgard 303 Fabric Guard will partially prevent salt buildup on the mats; if you’re more of the elbow grease type, a mix of vinegar and water will act as a stain remover, as long as you’re prepared to air out your car a little to be rid of the vinegar smell. If taking the time to air your car out isn’t an option, there are products such as Salt Eraser spray that are specific to salt removal.

Canadian winters are tough but with just a little vigilance, we can all make them that much easier to drive through.

Winter Car Prep Done Right

ShermanAccessSnow

Lesley is a 20 year veteran automotive writer and illustrator whose work has appeared in major publications across Canada and the U.S. She’s a member of the prestigious North American Car and Truck of the Year (NACTOY) jury, and a longtime AJAC (Automobile journalists association of Canada) member.

<strong>We’re far enough into this pandemic</strong> that the protocols we follow to keep us safe have become as automatic as fastening our seatbelts. We not longer have to trudge back to the car to retrieve a forgotten mask, we practice social distancing as though surrounded by a six-meter force-field, and wash our hands so often that our fingerprints are probably illegible.

Because the virus spreads through the aerosols we eject every time we sneeze, cough, or speak, we limit our socializing to the outdoors where it’s easier to distance, and the airborne virus is diluted by the wind.

We know that public indoor spaces pose the highest risk, so we avoid them like, well, the plague, and try to limit our shopping to essentials only.

But there’s one interior space that you may not even have considered, and it’s one where many of us spend an inordinate amount of time: our vehicle.  If the average room, with a thousand square feet of volume, is unsafe to share with those outside our own household, then consider that the typical passenger car interior is only a tenth of that, and we often cram four people into it.

Such a small area has the potential to become a veritable petri dish of harmful bacteria. But there are some measures you can take to ensure safe motoring for you and your family. The most obvious of these is to limit your passengers to those within your own social bubble.

Modern cars have become a technical marvel of isolation, with every effort made to insulate the cabin from road and wind noise. While those layers of insulation keep noise and cold out, they can also seal moisture in. Since we know that the virus travels on our breath and can therefore accumulate in the cabin, such a simple thing as cracking open a window or two can help dilute it significantly. It’s also important to ensure that the ventilation system is refreshing the cabin with clean air, and not on recirculating air mode.

But with the cold weather coming, it’s not always possible to keep the windows open, especially during a big Canadian snowstorm. So it’s a good idea to prepare our vehicles with a good thorough cleaning before winter seals us in.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/WinterWallop_GP06.jpg"><img class="alignnone size-full wp-image-156048" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/WinterWallop_GP06.jpg" alt="Car COVID-19" width="1280" height="806" /></a>
<h3><strong>Cleaning vehicle surfaces</strong></h3>
Wash your hands before you start, and don some disposable gloves since the surfaces you touch will be dirty. While the sun and wind usually neutralize any trace of virus on the car’s exterior, a regular wipe down of outside handles is a good idea.

A 2019 study published by CarRentals.com revealed that 32 per cent of the 1,000 people they surveyed cleaned their vehicles only once a year, and 12 per cent don’t clean it at all.  The study went on to note that the dirtiest point of contact is the steering wheel, with up to four times as many germs as a public bathroom. That’s incentive enough to wipe it down after every use.

It’s important to pay close attention to other common touch points within the vehicle, such as key fob, shifter, armrests and dash.  Other places with a high concentration of fingerprints include seatbelts, cup holders, control buttons and touchscreens. While experts recommend that disinfectant wipes contain at least 60 per cent alcohol, harsh chemicals can damage some surfaces.

The <a href="https://www.cdc.gov/coronavirus/2019-ncov/community/organizations/disinfecting-transport-vehicles.html"><strong>CDC Canada website</strong></a> recommends cleaning all hard surfaces with detergent or soap and water prior to disinfecting.

For premium materials and fine leather, a mild soap followed by conditioner helps to break down the virus and reduce the risk of spreading without harming the surface. While the infotainment screen is one of the highest touch point areas in the vehicle, it’s safer to use a follow manufacturer’s guidelines, or use screen wipe or soft cloth rather than a chemical cleaner to avoid damage.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/infographic_carcleaningtips-nissan-min.jpg"><img class="alignnone size-full wp-image-156046" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/infographic_carcleaningtips-nissan-min.jpg" alt="Car COVID-19" width="900" height="1259" /></a>
<h3><strong>Have kids? Know how to sanitize your vehicle</strong></h3>
Sanitize your vehicle with a quick wipe-down after every trip, especially if you’re travelling with children.

Children are little disease vectors unto themselves at the best of times, and can’t always be expected to observe safety protocols. It’s probably best to assume they haven’t remembered to wash their hands since we have no idea where those little fingers have been. Keeping a tube of hand-wipes in the car is a good safeguard to prevent bringing those germs home with you and perhaps infecting more vulnerable family members.

While no amount of sanitizing is guaranteed to prevent COVID-19, here are a few tips to help minimize the spread: Keep a supply of extra facemasks in the glove box and insist that all passengers wear one.  Using voice recognition instead of the touchscreen helps reduce contact, especially if the vehicle is a rental and not your own.

Always use disposable gloves when handling the gas pump, and throw them away afterwards. Pay at the pump wherever possible. Wash hands immediately after removing gloves, or use an alcohol-based hand sanitizer.

Getting your Car Ready for COVID-19 and Winter

Winter Wallop

Jim Kenzie is Toronto Star Wheels' chief automotive reviewer. He’s been writing about the automotive world for three decades and has driven pretty much everything in the country. He was the first person to be awarded AJAC’s Journalist of the Year title, in 1984, and is a judge for the North American Car of the Year Awards.

<strong>Through a combination of bad luck and bad management</strong> (mine...) I ended up having to drive a Ford Mustang GT to Muskoka about ten days ago to attend the preview of the <a href="https://www.wheels.ca/car-reviews/first-drive-2021-genesis-g80-sedan/"><strong>Genesis G80 sedan</strong></a>, featured elsewhere in Wheels today. The Ponycar was equipped with a powerful V8 engine and six-speed manual gearbox. And summer tires.

There were fairly heavy snow flurries coming off Georgian Bay on the drive up. The snowplows and salt trucks were already out on Highway 400 northbound. There was also an accumulation of snow on some of the back roads, and a few icy patches. I encountered some slippage on the steep hairpins in the driveway down to the "cottage" (more like a summer mansion...) on Lake Rosseau where the event was taking place.

But I not only got down that hill fine, but I got back up the hill the next afternoon. And home safely that evening.

I still recommend that you fit proper winter tires to your vehicle. I don't think you should trust so-called "all-season" tires that I prefer to call "no-season" tires because they're no good in summer and no good in winter. Still, this experience got me to thinking about all those years, all those decades (or so my grandparents told me...), when all they had were rear-wheel drive cars like this Mustang, but without the ABS brakes, traction control and directional stability control systems which are universal these days. Not to mention that in those days they didn't even have radial tires - you have to be of a certain age to know there was such a thing as "bias-ply" tires.

They did have what were then called "snow" tires, big clunky things with coarse treads that howled like banshees on clear paved roads that, of course, even in bad winters are still the norm after the plows have done their work. Many people chose not to even put those on their cars.

How did our species survive?

The fact is, driving on roads that are slippery due to snow, ice or even just rain, is no big deal.

It's just that the best way to find out how your car reacts to poor weather conditions for the first time is not when you are steaming into a corner way too fast. There's only so much directional stability control can do for you.

Practice makes perfect, so I suggest you avail yourself of some practice. In a lovely celestial coincidence, as I type these words a few days before you'll read them, the first major snowfall of the season is turning Kenzie World Headquarters, about 40 klicks west of The Big Smoke, into a winter wonderland.

Big flakes are falling and it's up to 10 cm already.

So consider doing what my Dad did many years ago. Shortly after I got my licence he took me in the family car to a deserted parking lot, and let me drive it in the snow to get a feel for how it reacted. If I made a mistake, the consequences would be minimal. In these COVID times, there have seldom been more empty parking lots. So give it a try.

Maybe even shut off all those driver assistance systems so as to get a feel for how the car reacts in case they fail. It does happen. If you have driving-age kids, take them with you. It proved to be a bonding moment for my Dad and me. It will make you and your kids better drivers.

And that would be good news for all of us.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/shutterstock_217379821.jpg"><img class="alignnone size-full wp-image-155996" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/shutterstock_217379821.jpg" alt="Driving in Winter" width="1280" height="854" /></a>

Carte Blanche - Driving in Winter

Brian Early Main Winter Photo

<strong>With what’s been going on in the world</strong> in the past 10 months or so, you’d be forgiven for not having your vehicle’s winter preparation at top of mind. Here’s your friendly reminder: That time is upon us.

Whatever level of use your car or truck is expected to see in the coming months, there are some things that you can do to ready it for winter and the inevitable salt and slop.

Depending on your comfort level and your mechanical inclination, you may decide to tackle some of these checks and tasks yourself. Otherwise, it’s a good idea have a trusted facility with trained technicians take care of it.
<h3><strong>Making the winter tire switch</strong></h3>
Switching to winter tires seems like the single most obvious bit of winter prep, but it isn’t always as cut and dried as that. Winter tires do outperform all-season (and especially summer-only) tires once the ambient temperature reaches around 7º Celsius or so, and that benefit does not rely on snow or ice being a factor. Even on dry, bare pavement, the softer compound of a winter tire provides superior grip – as much as 50 per cent better, according to the Tire and Rubber Association of Canada (TRAC). Look at winter tires as an investment: stopping just 10 feet shorter once could effectively pay for a set of tires and wheels.

All-weather tires are a compromised alternative that can be an acceptable choice for some. Think of them as a winter-optimised all-season and you’re on the right track. They will not provide the full benefits of a dedicated winter tire, however they are superior to an all-season in the cold, and will survive warm-weather use that would quickly wear out a winter’s soft tread.

A current trend of note is of many light truck-oriented tires receiving TRAC’s familiar “Three-Peak Mountain Snowflake” symbol – the one usually associated with true winter tires – which are then marketed as all-weather or winter capable. Suffice to say that the luggy nature of these all-terrain tires allows them to clear the low hurdle of that certification’s requirement, and that for optimum cold weather grip, proper winter tires are still the way to go. Even with four-wheel drive.

Additionally, for a number of reasons we don’t have space to explore here, your winter tires really should be on their own set of rims. At a minimum, having your winters mounted on their own set of rims can provide considerable cost savings in just a couple of years’ time - or less, while keeping your original wheels in like-new condition.
<h3><strong>Time to check under the car</strong></h3>
Tire changeover time is a great opportunity to check the suspension and underbody of your vehicle, and with the wheels off it’s possible to properly inspect your brakes. Brakes should be examined not only for wear and condition, but that the pads and calipers are not binding from corrosion, which hampers performance and dramatically reduces their lifespan.

We’re free from the old days’ needs for frequent fluid changes, but it’s a double-edged sword, as few of us tend to give much thought to anything much more than our oil as a result – and even oil receives less attention than it ought to. Clean oil readies your engine for a winter of cold starts and low operating temperatures, both of which contribute to oil fouling and contamination from raw fuel, condensation, and blow-by. With many of us having spent our spring and summer doing nothing but short, local trips, we could be in need of a change despite being nowhere close to our usual mileage interval. Oil consumption is once again “normal” on a lot of newer models, so the correct level should also be verified between changes. Since there’s now numerous manufacturer-required specifications for oil (not just viscosity), consult your manual for what’s right for your car.

Coolant (aka antifreeze) has a long service life these days (anywhere from three to 10 years), so it often gets forgotten about. Level is an obvious consideration – you’d be surprised how often I encounter low levels from minor leaks. Like oil, there are a large number of different coolants, and they are not compatible with each other. Do not use “universal” products!

If you’ve been using a summer washer fluid, you should run it out and refill with a winter-rated fluid to prevent system damage. Briefly spraying the fluid after a cold-temperature car wash will flush the water out of the nozzles and reduce the chance of freeze-up.
<h3><strong>Don’t neglect your wipers and battery – and don’t forget your emergency kit</strong></h3>
Bad wiper blades get noticed when you need them most, so be pro-active. Single-piece beam-type blades are less prone to freezing, as are the winter-style blades. Replace them in pairs, and don’t forget the rear blade if you have one. Wiper arms should lift freely from the glass, and there should be minimal play in the mechanism in the direction that the arms wipe.

The average life expectancy of a car battery is five to seven years, and cold temperatures greatly reduce available power; it’s a good idea to have it checked, particularly if you’ve experienced slow cranking or had to boost it. Terminal clamps should be checked for tightness and corrosion as well.

If you’re a person like myself that keeps cars well into their midlife or beyond, you should consider having a name-brand undercoating (like Krown or Rust Check) applied annually, from as early on in the car’s lifespan as possible – <em>not</em> an electronic module. Together with appropriate rubber or form-fit floor mats and the occasional mid-winter wash, it’s possible to have a still-certifiable, four-season driven car that’s 20+ years old. It also reduces the incidence of corrosion-related repairs in the nearer term to all manner of things like transmission cooler lines and parking brake cables. A little messy at times, but money well spent.

Depending on where your travels tend to take you, you should have some form of emergency kit with you (in addition to a snow brush and scraper). Even strictly city drivers should consider a basic kit, as help is often hours away during major winter events. Booster cables, a folding shovel, some gloves and a toque, a basic first aid kit, and a spare phone charger are a good start. Space permitting, a small tool kit and an extra jug of washer fluid are handy. You’ll need to be better equipped outside of the urban environment, so consider adding a blanket, a candle/matches/flares, a proper tow strap, some energy bars, and even a whistle (to signal for help).

It doesn’t have to be a big ordeal. Getting ready ahead of time can help you put the “win” back into winter!

<em>Brian Early / Special to Wheels.ca</em>

Winter of 2020 is Coming. Are You Ready?

wh-EV101-March5

With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

Some owners don’t plug in their plug-in hybrid electric vehicles (PHEVs) as much as they should, and others plug them in rarely, if at all. This is judging from multiple posts on an owner social media group, and anecdotally from my daily dog walks. By not plugging them in, the whole point of having a battery is negated.

But why? Are owners tired of gas savings? Not likely, especially with the sky-high and still rising fuel prices we’ve seen across Canada. Do they no longer marvel at the smoother and more immediate performance offered by spinning magnet motors versus thousands of little gas explosions per minute? Again, not likely.

Perhaps some owners just never cared about reducing fossil fuel emissions and were just after government rebates? Possibly, although there is not currently an EV rebate in Ontario, and the max federal rebate for PHEVs is $5,000 (with most new models only eligible for half that).

The issue, I believe, is Canadian winters. With almost all plug-in hybrids, once you turn up the heat, the gas engine turns on to generate that heat. It may happen immediately in the driveway or a few minutes down the road after the car tries, but fails, to reach your desired temperature.

Most plug-in hybrids come with an “EV Only” mode that’s supposed to force the vehicle to keep using electricity. But with many models, the driver will often receive a message saying something to the effect of “Engine On for Climate Settings.” This means you can either drive in EV mode, or heat the vehicle, but not both.

To be fair, internal combustion engine vehicles also use more gas during winter. But, if I had to take an educated guess at why some owners don’t plug in as much in winter, it’s that sometimes there’s just no point doing it.

<strong>TAG:</strong> <em>Michael Bettencourt bought his first EV in late 2011 and has followed the Canadian EV scene ever since. Follow him on Twitter @MCBet10court</em>

The winter charging conundrum

snowbot (1)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

Tired of shoveling? High-tech snow clearing makes it easier than ever

driving (1)

Much of Canada might be seeing unseasonably warm weather into November, but we all know that winter is coming. Sooner or later, the temperatures will drop and the roads will have the potential to become treacherous. Here are five things to remember when driving in winter that can help keep you safe, sound, and secure on the road.
<h3><strong>Black Ice</strong></h3>
The term gets thrown around to describe nearly every slippery road that isn't snow-covered, but the so-called invisible ice shouldn't really come as that much of a surprise. It's called "black" because it's a thin layer of ice that blends in with the pavement and is tougher to see. It is caused by snow or moisture from the air melting in the sun and then freezing to the cold asphalt. But it's not actually invisible, there are signs of black ice you can look for to help stay safe.

If you are on black ice, don't make sudden inputs to the gas, brakes, or steering, because that increases the risk of losing control. Instead, keep your steering as straight as possible. Let off the accelerator gently and let physics slow you down. If you need to stop in a hurry, you were already driving too quickly for winter conditions.

<img class="alignnone size-full wp-image-163460" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/winterremember-2.jpg" alt="Winter Driving" width="2500" height="1667" />
<h3><strong>Washer Fluid Check</strong></h3>
Summer windshield washer fluid usually says it is safe down to 0 C, just like water, but that doesn't mean you can leave it until it freezes outside before adding the winter fluid. You don't want to forget to add winter fluid, because frozen summer fluid expands and can destroy fluid lines buried in your engine bay and crack washer jets that can cost hundreds to replace. You also can't add a splash of winter and hope the mix will be fine to -30 C. Start adding winter washer fluid as soon as the temperature hits single digits and you should be good to go when things get cold. Keep an extra container in the trunk, too, because damp winter roads make your glass dirty much more quickly than summer pavement and you don't want to be caught with a dirty, smeared windshield and no fluid.

<img class="alignnone size-full wp-image-163459" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/winterremember-3.jpg" alt="Winter Driving" width="2500" height="1667" />
<h3><strong>Litter box in your trunk?</strong></h3>
Using kitty litter to get your car unstuck from the snow is a classic winter tip, but while it might work, there are much better options. Scoopable litter is made from clay, intended to clump up when it gets wet, so it absorbs any melted snow and quickly becomes mostly useless for traction. It can also turn into a solid mass in your trunk. Instead, get a fine rock material like crusher dust or similar crushed stone. If you're really stuck, a shovel and special plastic or metal panels called traction (or recovery) mats are your best bet short of a tow truck. They also fit in your trunk.

<img class="alignnone size-full wp-image-163461" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/winter-2.jpg" alt="Winter Driving" width="2500" height="1667" />
<h3><strong>Modern Car Technology is Amazing</strong></h3>
For decades, the right technique to stop in the snow was a skill called threshold braking. Applying the brakes until the wheels start to lock, then backing off. Unless you spent loads of time practising, you weren't very good at it and that's OK. Modern cars and trucks have anti-lock braking, and that largely makes threshold braking pointless. Instead, a module under the hood automatically grabs and releases the brakes in the blink of an eye when your tires start to spin. Stability control systems even brake each wheel at different levels to help you steer while you try and stop. But unless you've experienced the systems working, they can scare you into making things worse. ABS and stability control systems are noisy, making a machine gun-like noise under the hood. They make the pedal pulse furiously, too. If you hear or feel that, don't take your foot off of the brake. Let the computer do the thinking, unless your name is L'Estage or Villeneuve.

<img class="alignnone size-full wp-image-163462" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/mirror-3-scaled.jpg" alt="Winter Driving" width="2560" height="1709" />
<h3><strong>Clear Your Roof</strong></h3>
We understand that nearly everyone has an SUV or pickup now, not a car, and that means a roof that is high up. But snow won't stay up there forever just because you can't reach it. Nope, it will slide off your roof shortly after your vehicle warms up inside. The snow can then fly off when you hit the brakes and block your view. Or the snow can fall of when you’re moving and smash into the windshield of another vehicle. Don't risk a ticket or causing a crash. Your best bet is to get a telescoping snow brush to get all of the snow off of the top of your vehicle.

Winter driving can be a challenge no matter what part of Canada you live in or the skill level you think you have. However, these five tips will make things a little bit easier for you when things turn cold. The weather might be stressful, but driving in it doesn't have to be.

Five Things to Remember When it Comes to Winter Driving

Row of plows (2)

There’s no getting around it — icy, snowy, wet, ugly weather is on its way. As you gear up to gripe and complain about the inevitable onslaught of lousy driving conditions, spare a thought for the snowplow operator whose job it is to slog through city streets all season long.

Norberto Santos, manager of operations and maintenance, has been with the City of Toronto for more than 20 years. He’s operated every manner of plow – loader, grader, sidewalk machine – through all types of weather, including Toronto’s famous January 1999 blizzard.

“We didn’t need the army,” he comments about then-mayor Mel Lastman’s decision to call in the military to help with snow removal.

Here’s what he wants other drivers, to know about how snowplow operators keep the city plowed and clear.
<h3><strong>Every snowstorm is different</strong></h3>
Although the city has a systematic approach to managing snowfall, according to Santos, each operation is slightly different. “We may get a storm with a quick five centimetres when only sidewalk machines and salters go out,” he explains. “Then, three hours later, a snow squall arrives. Now you’ve got 10 cm, everything you did earlier is obsolete, and you have to start from scratch. Every storm is different.”

That said, Santos says over the past two decades changes in weather have made the job less arduous. “Due to the fact that we don’t seem to get as much snow, the actual [snow-clearing] operation is easier,” he said.
<h3><strong>Snowplow operators are driving through the same conditions as you</strong></h3>
“People should know operators are trying to get to work just like the rest of the public,” Santos said. “Most of them don’t live close to the plow; they get called in and have to drive to the plow. So, they are driving in the same conditions as people are complaining about.”

When asked about the worst conditions for a plow operator, Santos doesn’t hesitate — the first few hours of accumulation.

“We are operating in the same conditions as every vehicle on the road. The roads are slippery, so we’re also watching our speed,” he said. “Because our vehicles are heavier, we have to slow down faster; we don’t have the same stopping distance as everyone else. We have to be extremely careful. We’re not special.”

<img class="alignnone size-full wp-image-163251" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/residential-plow-1-scaled.jpg" alt="Snowplow" width="2560" height="1920" />

Santos points to Dufferin Road as one of the most challenging in the city — specifically from Rogers Road north to Eglinton Ave.

“We’ll get salt trucks stuck because the traffic’s not moving,” he said.

“We’re trying to lay salt and we can’t. Busses are everywhere blocking the road because they get stuck. Try to fit a piece of equipment through all that. No one wants to move for you.”
<h3><strong>Tailgating a snowplow is a bad idea</strong></h3>
Each piece of equipment has its challenges. According to Santos, the graders and loaders are the trickiest to operate by virtue of their size.

“Visibility around the vehicle is minimal,” he said. “You have very big plows at the front, and you can’t see behind you.

Tailgating can be a problem. Santos says drivers frequently travel too close behind a plow.. Occasionally, pedestrians will even try to walk around the equipment.

“People need to understand, we’re not driving a Toyota Prius,” said Santos. “We’re operating pieces of equipment that take patience and skill to drive. We shouldn’t be blocked or interfered with. We don’t need the extra stress as operators.”
<h3><strong>and so is taking a swing at a snowplow</strong></h3>
Finally, a word about windrows. You know, those piles of snow left at the bottom of a driveway after a plow has cleared the road? Yes, they’re called windrows.

Windrows are not popular among homeowners with driveways. Snowplow operators know this. They know this because, after plowing a residential street creating numerous windrows, it’s not unusual for peeved residents to sprint after the equipment or the driver. It’s why drivers are instructed not to interact with the public.

<img class="alignnone size-full wp-image-163252" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/Sidewalk-scaled.jpg" alt="Snowplow" width="1920" height="2560" />

“Sometimes they grab onto the cab of the truck while yelling at the drivers, or grab a shovel and take a swing at the tires,” Santos said.

“It’s not as if we have much choice. Where else are you going to put the snow?” Santos said. “It has to go somewhere.”

Finally, although we haven’t yet this winter experienced a major snowfall, know that city staff are, at this very moment, checking road conditions and monitoring forecasts and pavement temperatures. They will do this 24-7 for the rest of snow season, which, sadly, lasts until next April.
<h3><strong>Winter upkeep by the numbers</strong></h3>
13 – number of hours it typically takes to clear sidewalks after a snowfall

14-16 – the number of hours after the snow stops falling it can take plows to clear neighbourhood roads.

$135 – fine for not clearing snow from public property.

200 – Number of city salt trucks

300 – Number of city sidewalk plows

600 – Number of city snowplows

1,500 – Number city staffer at the ready to tackle winter, 24/7

262,000 – number of driveway openings cleared by plows with special blades within about two hours of neighbourhood street plowing being completed.

$90 million – what the city spends each year to deliver winter operations

5 things snowplow operators want drivers to know

tires (1)

Winter tire changeover, and its partner in crime in the spring, are an essential part of owning a vehicle in most of Canada, but it's also one of the most difficult. It can feel like every one of Canada's more than 20 million vehicle owners are all vying to get the same service done at the same time by the same handful of garages, a task that's gotten tougher and potentially riskier since COVID-19. Mobile tire change services offer an alternative that works around you, instead of the other way around, to get your vehicle ready for the next season.

With such high demand for unloved and low margin tire changeovers, getting an appointment can be tough. Full-service mechanics often don't want to turn away repair work, so they limit tire appointments or eschew them completely except for regulars. Even the biggest tire chains can see lines an hour before opening as customers try make the day's list. If you have a great relationship with your mechanic, you might grab one of the prime appointments, but if you don't, then you might spend hours or days waiting for winter to hit.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-2-scaled.jpg"><img class="alignnone size-full wp-image-163137" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-2-scaled.jpg" alt="Mobile Tire Services" width="1707" height="2560" /></a>

For some owners, there's an alternative. A mobile tire service brings their equipment to you, handling your seasonal tire change right in your driveway by appointment only, so you always know when your tires are going to get changed.

There are mobile tire services across Canada, ranging from big national names like CAA to smaller local options and everything in between. We spoke with two of these services to learn more about mobile tire change services.

"The way our model runs," said Crystal Karam, owner of Tirechangers.ca which operates in Ottawa, around the GTA, and more, "is we need to have winter or summer tires already on rims. They need to provide their lock for their wheel locks and have the car door unlocked. We don't sit in the vehicle; we just open the car doors to see the sticker [with tire pressure information]."

The entire process can be done in nearly any driveway. What's needed? "Space around the vehicle... for the technician to have movement around the vehicle with all the equipment." The technician also needs somewhere to park their vehicle, but you're not likely to see a large truck parked at your house all day. You're more likely going to see a van or a pickup. "They don't have anything more than just the jack, an air compressor to fill the tires with air, and the other equipment that they need to swap the tires in a safe and efficient manner."

Parking lot changeovers are possible as well, though several of the services point out that they will need approval, sometimes written, from the property owner. Karam said that they have some companies as clients who will schedule a full day of tire changes for employees at the job site, with some employers even paying for the swap. "That's quite beneficial as well for people that are forced to have to go into work, at least they're not having to take time off of work, and they enjoy that," she said.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-3-scaled.jpg"><img class="alignnone size-full wp-image-163136" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-3-scaled.jpg" alt="Mobile Tire Services" width="2560" height="1707" /></a>

When customers are worried about COVID, a mobile tire service can swap your tires without any contact between owner and technician. "When our technicians arrive at our customer's door, they can call the customer to let them know that they've arrived." Karam said even billing and payment can be done over the phone, that customers "were able to have the whole service done from beginning to end, with no contact at all."

"A lot of the seniors were letting their friends and neighbours know that their service existed," Karam said of early 2020, adding that many customers said they were fearful of waiting at a garage. She said mobile changes have also been popular with parents trying to juggle the ever-changing restrictions and sudden requirements to isolate that have become common with schools.

Have things gotten busier with the pandemic? Once people discovered the service, yes. "I do think it is getting a lot busier with COVID. People evaluate the idea of having contact with service, and not having to wait in a garage or a dealership and having the comfort of staying in their own home."

We also spoke with Stephen Olmstead with CAA Atlantic. Through its regional clubs, CAA offers mobile tire changing to its members across much of Canada. Olmstead said that it was convenience, preparation, and trust helping to drive the growth of mobile services. "People want to be prepared and not surprised by winter weather." CAA can get your tires changed quickly, sometimes even the same day, he said. "Swap your tires while you're working or when you're at home or anything like that," Olmstead said. "So, it's basically as easy as ordering food for delivery. It's very convenient and it's timely." He also said that CAA's service is done by the group's technicians who are "famous for roadside assistance."

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-4.png"><img class="alignnone size-full wp-image-163135" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/11/tires-4.png" alt="Mobile Tire Services" width="960" height="720" /></a>

Mobile service isn't ideal for every customer. You need to have parking (or a landlord open to the idea). You also need to have both sets of your tires mounted on wheels. While some of these services bring along a tire changing and balancing machine, it's not the norm. It also tends to cost more because of that extra gear required in a larger service truck.

Mobile services can be more expensive than a swap in a shop, but, as Karam points out, their service only changes tires. You won't get any maintenance upsells, even if your air filter is looking a bit extra dusty. For many, that alone might just be worth any difference in price.
<h3>General Service fees:</h3>
Tirechangers - 59.99 per car, offering multi-car discounts.

CAA Atlantic - $59.99 or $69,99 depending on membership

CAA ON - $120 for base member per car, $100 for plus, $80 for premier.

Mobile tire services can save you time by coming to you

Cheerful,Black,Woman,Thumb,Up,On,Her,New,Car

Every driver – new or experienced – needs to be covered by insurance. But not enough of us understand that, just as drivers differ greatly, not all coverage is the same.  And not all customer service is the same. We asked <a href="http://www.onlia.ca">Onlia</a> CEO Pieter Louter some of the obvious — and not so obvious — questions about how technology and customer service has changed for insurance, and what these changes mean for you, the customer. Any time is a good time to examine your insurance needs and find the best fit for you. Onlia makes it <a href="https://www.onlia.ca/car-insurance">easy.</a>
<h3><strong>Q: How do I ensure I’m getting the right insurance for me?</strong></h3>
A: An understanding all of your insurance coverages is integral to purchasing the perfect policy. So be sure to do your research on what’s out there, and what protection is best for you.

Some providers — like Onlia — offer resources to help you better understand insurance in Ontario. <a href="https://www.onlia.ca/magazine">Our Safe + Sound Magazine</a> houses a number of articles that talk about the different types of coverages for car and home, what they include, and when you might need them.

Look for an insurer that uses clear and simple language to describe coverages. Insurance jargon can weigh down policy documents, but not all providers bury their coverage in hard to decipher language.
<h3><strong>Q: What are the different types of insurance that pertain to different types of drivers?</strong></h3>
A: The type of driver you are doesn’t necessarily inform the type of insurance you need, but it may inform the extra coverages and endorsements you opt for. Mandatory coverage in Ontario will include things like liability coverage, accident benefits, and direct compensation for property damage. Things like accident and ticket forgiveness are popular add-ons, as well as coverage for rental vehicles.

Learn more about different types of car insurance on Onlia’s Safe + Sound Magazine.
<h3><strong>Q: What are the benefits of buying direct? </strong></h3>
A: Insurance has changed over the past 30 years. Sales used to take place in-person, through the mail or over the phone. Now this has moved online. Direct insurance with Onlia means the consumer has complete access to their policy and can change coverages with flexibility as needed. Many consumers will compare prices with aggregators, just like they do when buying a flight. By using aggregators to compare quotes, a consumer can collect information from a wide variety of companies, potentially getting a better price and making it easier to choose. As a consumer, you are in control of this process, and in the end, it saves time, gives you more information, and makes the whole process more efficient.

It’s a naturally more hands-on process — customers are closer to the product that they’re buying, which means they’ll be more in tune with their needs. By looking over a clearly worded policy themselves, they’ll have more opportunity to customize their policy to their individual needs. Life changes often and quickly, and your insurance should be able to do the same. Customers can make policy changes from their desktop or mobile phone in a matter of minutes, allowing them the flexibility to choose the protection they truly need.

Moreover, Onlia has sped up the underwriting process using sophisticated tools to analyze different data sources including weather patterns, government records (MTO records etc.). This means that less inputs are needed from customers to complete a quote — with more automated data, customers are ultimately provided a better quote based on the data sets. Time is money, right?
<h3><strong>Q: How is direct service different than working with a broker or a salesperson?</strong></h3>
A: Buying direct means that you’ll have 24/7 unfettered access to your policy online. No phone calls or paperwork required. Digital and direct insurers like Onlia give clients the opportunity to purchase and manage their policy themselves, all online — from making account changes like adding a new driver or bundling a home. Customers are in complete control of their insurance when they choose to buy direct.
<h3><strong>Q: Anything else to add?</strong></h3>
A: Just because our product is designed to be self-serve doesn’t mean you’re on your own, on your insurance journey.

Onlia has a team of trained specialists available online or by the phone to answer any questions for a more personal touch. During regular business hours, questions are answered by real people on social media, in Google My Business, through direct message and on the phone. But there’s also a robust FAQ and chatbot that’s always working. We are always ready to help navigate to make sure customers are supported.

How a digital provider is changing the car insurance landscape

Young,Man,Rubbing,Neck,In,Pain,From,Whiplash,Injury,Standing

Accidents happen, even to the best of drivers. As well, there are other regrettable moments on the road… not accidents, exactly. But incidents of note. Whether the police are involved or not, such incidents can impact your insurance rates — and, more importantly, your insurability.

To drive a car in Canada, you must be insured. But if you rack up enough accidents or traffic incidents, you might find it hard to purchase insurance in what is known as the regular or common market. That means you’ll have to find specialty insurance, which could cost several times the regular rate.
<h3><strong>WHO’S FAULT IS IT?</strong></h3>
You might think an accident is not your fault — and, so, your rates won’t go up and your record will not be affected.

But this is not always the case.

“There’s a major misconception that someone is in an ivory tower making pronouncement about who’s at fault in an incident. But there are very detailed rules — fault determination rules — under the insurance act. There are illustrations that show various scenarios, and who’s at fault,” says Fernand Vartanian, general counsel for Onlia Insurance.

Say you get hit from behind. That’s not your fault. But if you get hit from behind, and that impact causes you to hit the car in front of you… guess what? You’re at fault for hitting the person in front. Why? Because maybe you should have left more space. Maybe you were distracted.

Here’s another example. You’re at an intersection waiting to turn left, and as the light turns yellow, you make the turn. And someone runs the light and hits you. You’re at fault. You should have yielded. Or not made the turn.

“These scenarios are common,” says Vartanian. “And it’s pretty much codified as to who’s at fault. There’s not much discretion.”

Sometimes. Sure, there might be “he said she said” or “she said he said” and you can take it to the Collision Reporting Centre. But at the end of the day there are only so many accident scenarios and they’ve pretty much captured all the ways things can happen. It’s been studied and measured.”

Determination of fault is important. If an incident is not your fault, your rates should not be affected.

“Even if you get rear-ended four times in a year, they can never increase your premium because it's not your fault. If it’s not your fault, the deductible is waved, and you don't get charged for a rental.”

But, if you are found to be at fault, there will be a deductible and a cap on the rental.
<h3><strong>IS IT THE MOOSE’S FAULT?</strong></h3>
And then there are one-party accidents.

“If you hit a moose or object on the highway, depending on the insurance company, these incidents can be handled differently.”

Maybe it was the moose’s fault. But maybe you were going 150 in an 80 zone at the time, leaving you little room for maneuvering or braking.

“They'll know that based on the damage if you were speeding. And the black box in vehicle can give information about force, time, speed, etc. They can pretty much figure out if you did something wrong.”
<ul>
 	<li>You hit someone from behind, it’s your fault.</li>
 	<li>You’re turning left at a green light, and someone hits you, it’s your fault (you should have yielded!).</li>
 	<li>You have a collision in a private parking lot, you share the fault 50-50 with the other driver.</li>
</ul>
Fernand’s strongest piece of advice — as told to him from his dad — always keep two to three car lengths in front of you.

“All the rules from Young Drivers of Canada and the Safety Council of Canada… those are good rules,” he says. Most of all, don’t assume that you have the right of way and don’t assume that the other driver will stop, get out of your way, or miss you. The risk is not worth it.
<h3><strong>BE VIGILANT</strong></h3>
“And that's why we have red light camera — don't assume someone is going to stop,” says Vartanian.
<ul>
 	<li>It's not enough for you to pay attention. You need to constantly check your mirrors and blind spots and pay attention to your surroundings.</li>
 	<li>Don't be distracted... Most people know not to use their phone in the car. But our studies have shown that even if you're on Bluetooth you are still distracted — and our app will penalize you to some degree.</li>
 	<li>Don’t put makeup on or eat food while driving. It still counts as a distraction!</li>
</ul>
<h3><strong>WILL MY RATES GO UP?</strong></h3>
Minor infractions might cause your rates to go up temporarily if you are determined to be at fault.

“But red-light camera and speeding cameras, these will not affect your premiums, as they can't prove who was driving. So, it's a monetary fine — and typically those fines [from cameras] are more than if you got pulled over, to send a message.”

The consequences of being involved in a major infraction are more severe than many people realize, but even minor incidents can add up and cause trouble.

“If you get three minor convictions within a three-year period, your insurance provider may not renew your policy.  For some insurance companies, after two minor convictions, they won’t renew your coverage.”

So, it’s important to stay aware of the volume of incidents.

“Even one ticket will affect your premium, but if you have three, it will impact your ability to get insurance from a common market,” says Vartanian.

“If you are pulled over driving a friend’s car or whatever, it's on you. If convicted, your insurance will be impacted.”

An at-fault conviction stays on your record for six years, and that starts from the date of conviction, not the date of the infraction. Vartanian advises that if you get a ticket, the best thing to do is immediately attempt a plea and reduced fine. You want to take care of it right away.
<h3><strong>DON’T EVEN THINK ABOUT DOING THIS</strong></h3>
“God forbid you are charged with driving under the influence or dangerous driving or stunt driving. These are criminal code infractions, and you’ll never get regular insurance again. You will have to get insured through the insurance industry association — known as ‘facility insurance’ — and that can be several times the Ontario average of $2,500 a year.

You will be penalized for many years, Vartanian says. “So, get used to bikes and transit – or very expensive insurance.”

Insurance comes in handy when you need it the most- so it's important to make sure you have the right coverage. Providers like Onlia offer premium coverage at standard prices, and filter out the insurance jargon so you don't have to; you'll always know what you're buying. Get a <a href="https://www.onlia.ca/insurance/cart" target="_blank" rel="noopener">quote</a> today and be protected as soon as tomorrow.

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