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? 

Toronto,-,February,8:,Snowy,Roads,On,February,8,,2013

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.

The government has required seat belts, ABS, and stability control in cars and trucks for years. Even back-up cameras have been mandatory since 2018, so why aren’t winter tires? Winter tires are proven to reduce crashes and save lives, so why isn’t there a national winter tire mandate? Should there be one? We take a look at winter tires and one of the biggest dirty words of the last three years.

Right now, only Quebec tells drivers that they have to use winter tires during the winter months. British Columbia requires it on select roads and highways during the winter driving season, allowing drivers to make their own decisions in the parts of the province where snow and ice are less common.
<h4><strong>Quebec’s mandate a big success</strong></h4>
Quebec launched its mandate in 2008 and has made a few changes to it over the years. Before the introduction of the law, officials in the province estimated that 90 percent of drivers were already using winter tires. After the law, the figure climbed to around 95. Quebec saw that the 10 per cent of drivers using all-season tires in the winter were involved in 33 percent of winter crashes.

In the two years after the winter tire laws came into effect, Quebec saw 574 fewer people injured in winter road collisions. Deaths and serious injuries were down by three percent. A winter tire use increase of just five percent of the total vehicle fleet made a big difference to road safety.

Since the winter tire mandate in Quebec, the number of annual crashes in the province has been cut in half. From around 55,000 a year to under 27,000. This despite more than a million extra drivers and vehicles on roads in the province. The number of people killed in crashes fell from 720 in 2006 to 488 in 2010. The number of deaths continued to fall when Quebec tightened the tire criteria, dropping to 318 in 2014.
<h4><strong>Collisions much more frequent in winter</strong></h4>
The winter months are when collisions are at their highest in Canada. The RCMP reported that in 2017 collision claims went up 49 percent in December and January. Nearly a third of all collisions happen when it is wet, snowy, or icy, conditions that occur most often in the winter driving season.

Yet in one of the two places where laws require winter tires, the laws don't actually require winter tires.

In BC, the rule allows tires with an M+S sidewall marking. The M+S marking requires no testing on snow or ice and is defined largely by the tread surface having at least a 25 percent "void" area. Performance tires intended for powerful cars and summer driving can meet that qualification and wear the badge. BC's legislation for "winter tires" really only requires all-season rubber.

<img class="aligncenter size-full wp-image-173640" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1016254981-scaled.jpg" alt="winter tire mandates" width="2560" height="1918" />
<div class="x_default-style">Quebec is much more strict, at least in theory. The rules require a 3PMS (three-peak mountain snowflake) certification. But that certification requires a tire to deliver just 12 percent better traction in packed snow than the standard reference tire, which is at least an "all-season" tire. Before late 2014, a tire with the word "Studless" on the sidewall qualified.</div>
<h4><strong>Costs can be prohibitive</strong></h4>
Many provinces have looked at winter tire mandates, and most have said no to the idea. The reasons are generally not related to safety, but to the burden that the mandates put on consumers. A second set of tires is expensive. The cost and time required to change them over twice per year are not insignificant. Storage of tires is also a factor.

Yes, you can change them yourself. The average person likely can't. And probably shouldn't.

Crucially, these costs put a larger burden on those who are least able to afford them. Canadians with incomes below a living wage, with jobs and commitments not offering the flexibility to spend a day waiting at the tire shop for a winter changeover, and many others.

Instead of the stick of winter tire mandates, governments have looked toward the carrot. Newfoundland and Labrador passed a law requiring an insurance discount for winter tire use, though most are receiving an insignificant five percent savings. Ontario passed similar legislation, though the discounts can be as little as two percent. Making these more of a baby carrot to incentivize drivers to winter rubber.

Manitoba Public Insurance, the province's public insurer, offers low-interest loans to help drivers pay for winter tires and wheels. The loans offer terms of up to 48 months at prime plus two percent. Nearly 200,000 Manitobans have applied for the program to help ease the costs of better traction.
<h4><strong>Winter tires are the best option</strong></h4>
We spoke with Steve Olmstead, Director, Social Responsibility &amp; Advocacy at CAA Atlantic. CAA has been advocating for its members and promoting road safety for more than 100 years.

Olmstead stressed the importance of using proper winter tires for winter driving. "Preparing for winter driving pretty much begins with tires. And it could pretty much end with tires too. Winter tires are the best piece of gear that you can have for <a href="https://www.wheels.ca/features/take-the-stress-out-of-winter-driving-with-these-driving-tips">winter driving</a>. They perform for conditions, they reduce the distance to brake in most conditions," he said.

"The reason for that is that they have customized rubber for those conditions and that helps achieve contact between the tire and the road. So there's nothing else that comes close to winter tires in terms of performance, and that gives you safety and traction," he said. “Along with good driving habits, you've got to drive for conditions." So is the Association for winter tire mandates?

"From a safety perspective, we know that winter tires are the best option. And we would always welcome the opportunity to look at any draft regulations around a mandate," Olmstead said. But, he added, "we recognize that tires are expensive. And that it might not be easy for everybody to afford new tires." So that's a maybe.

<img class="aligncenter size-full wp-image-173639" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_640627375-scaled.jpg" alt="winter tire mandates" width="2560" height="1576" />

Safety innovations like airbags, active driver assists, and even seat belts (when they were new) slowly filter out into the fleet of cars and trucks on the road. This makes these devices more affordable for buyers who can't afford a new vehicle because within a few years the features will be found in lower-priced used cars. Winter tires are a consumable, so they don't have the same pass-on benefit.

Olmstead suggests that to boost affordability, winter tires would likely need some sort of subsidy. "So the idea behind (the mandate) makes sense for safety purposes. But then the cost and subsidy questions press pause on it."

It's easy to look at the scenario from behind an office desk. Drivers stuck for hours in Vancouver just a few weeks ago might have a different view, as might those involved in the triple-digit snowy pileups on Ontario's highway 401. For the opposite view, ask last February's temporary residents of Ottawa how they feel about additional safety legislation.
<h4><strong>Education is key</strong></h4>
The real solution might be education. Making drivers aware of the benefits of winter tires in winter conditions. Showing drivers that they are less likely to be injured or killed on the highway with winter tires, even if they have 4x4 or all-wheel drive. Because a recent survey commissioned by the Tire and Rubber Association of Canada, a tire industry trade group, shows that it isn't cost that's stopping most drivers.

In that survey, only 26 percent of drivers said that cost was keeping them from winter rubber. That's virtually the same as the 25 percent who said that they just don't drive in bad weather. 57 percent said that they thought all-season tires were good enough, a misconception that has been proven false time and time again. Often with a trip to the body shop or the ER.

Should there be a winter tire mandate? The data says yes. But when it comes to politics and laws, the equation is much more complex than just the raw data.
<h4><strong>Winter Tire Use</strong></h4>
<img class="aligncenter size-full wp-image-173642" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2021_Winter_Tire_Usage_Canada.png" alt="winter tire usage canada" width="1200" height="675" />

Every year, the Tire and Rubber Association of Canada surveys Canadians about winter tire use.
Nationally, 76 percent of drivers say they used winter tires last year. In Quebec that number was reported to be 100 percent but 92 percent of Atlantic Canadians use winter rubber. Winter tire use was lowest in Manitoba and Saskatchewan where just 50 percent of drivers said they used winter tires.

Winter Tire Mandates: Should Every Province Have One?

Scenic,View,Snow,Covered,City,Highway,Slippery,Road,Drive,Cars

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

Driving in winter can be tough. Snow, slush, ice, and the constant threat of not being able to hit up the Tim’s drive thru prior to 6:00 am hockey practice are enough to wear on anybody’s mind, even though we know full well that winter shows up in Canada. Every. Single. Year. In fact, the scientific term ‘leukophobia’ is used to describe a fear of the colour white – and is a term which could be applied to wide swaths of Canadian drivers at this time of year.

Fortunately, there are a few steps to ease the anxiety of piloting the family rig through the worst Old Man Winter has to offer. With a few decades of combined experience under our belts (or driving gloves, as the case may be), we thought it a good idea to assemble a gallery of helpful items – including mindsets – which can take some of the apprehension towards winter driving and toss it in the bin.
<h3><strong>Snow means Slow (and smooth)</strong></h3>
<strong> <img class="aligncenter size-full wp-image-173424" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1576222195-scaled.jpg" alt="slippery sign" width="2560" height="1707" /></strong>

Our country’s most easterly province has an annual winter driving campaign in which they exhort to drivers that ‘Snow Means Slow’. It’s easy to chuckle at that basic rhyme but the sentiment is very astute. Accelerating gently from a stop in winter reduces the chance of wheelspin or automatic engagement of the car’s traction control, so resist the urge to speed away from every red light and stop sign as if you’re Richard Petty. Same goes for braking; even though modern cars are packed with safety equipment such as smart antilock brakes and stability systems, looking ahead and planning one’s stop takes stress out of winter driving.

In fact, smooth driving is the key to all winter motoring. As you drive, imagine your grandmother is sitting in the passenger seat, holding an open pot of fresh gravy and wearing her Sunday best. Your job is to make yer way through town without Nanny Hynes spilling any gravy on her best bib and tucker. While a funny scenario to imagine, keeping that analogy in mind during winter driving helps promote smooth car control.
<h3><strong>Pack an Emergency Kit</strong></h3>
<strong> <img class="aligncenter size-full wp-image-173420" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1818299108-scaled.jpg" alt="portable jumper cables" width="2560" height="1707" /></strong>

Despite what retailers have told us for the last umpteen years, one needn’t load their trunk to the brim with emergency equipment once the first snowflake falls. The smart driver will make sure they have some basics: a stout snow brush, rechargeable flashlight, and lightweight lithium-ion battery booster pack are some great items to have tucked in the spare tire well of your car.

Sticking an extra pair of gloves in the, erm, glove compartment never goes astray, nor does stashing a blanket and first aid kit in the space with that flashlight and booster pack. Extra food like sealed granola bars is your call, especially if you live in an area where those things may attract unwanted pests. Same goes for spare bottles of water since there’s every chance in the world they will freeze and burst before you get a chance to use them. Better to simply grab that reusable one you take to the gym while heading out the door.
<h3><strong>Invest in a full set of winter tires</strong></h3>
[caption id="attachment_173421" align="aligncenter" width="2560"]<img class="size-full wp-image-173421" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1010894746-scaled.jpg" alt="winter tires" width="2560" height="1709" /> Winter tire. Car on snow road. Tires on snowy highway detail.[/caption]

Whilst the days of lining your engine block with some stout canvas or lacing up a set of complicated snow chains prior to each journey are long in the past, there are a multitude of steps drivers can take to prepare their vehicle and make the winter months more bearable. Atop the list? Winter tires.

The next time Uncle Walt sputters indignantly that he got along just fine for years with two bald tires on his clapped out rear-wheel drive Dodge Aspen, remember that tire technology has come a long way from the bad-old-days of yore. Today’s winter tires from major manufacturers like Nokian and Michelin have better tread designs and advanced rubber compounds perfectly suited for our cold climate. The compounds in winter tires remain pliable at temperatures below 7 degrees Celsius, meaning that unlike some all-season tires they won’t turn into hockey pucks when the mercury dips into the thermometer’s nether regions.

Don’t sleep on the benefits of winter tire tread design, either. They are packed with something called sipes, which are those little zig-zag spaces you see in each tread block. They are designed to open ever so slightly when pressed into a driving surface, providing more biting surfaces in the never-ending quest for traction in all directions – accelerating, braking, and cornering. To illustrate, try this experiment: take a block of Styrofoam from an Amazon package and slide it across the kitchen table. Moved relatively easily across the surface, right? Now, score a few shallow cuts in the Styrofoam and push the block across the table again. Different, huh? That’s sipes at work – or the basic concept behind them, anyway. Toss in grippy rubber and you’ve the ticket for surefooted winter confidence.
<h3><strong>Prepare Your Car</strong></h3>
<img class="aligncenter size-full wp-image-173423" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1265644231-scaled.jpg" alt="winter wiper blades" width="2560" height="1708" />

Beyond tires, there are numerous tasks one can do to prepare their car for winter. Getting a fresh oil change never hurts, since devastatingly cold overnight ambient temperatures can turn motor oil into a syrup-like consistency. This means it’ll take longer than usual for that oil to cycle up around expensive parts first thing in the morning, potentially causing premature wear on your car’s engine. Fresh oil won’t completely prevent this, but it’ll help.

Investing in a proper set of winter wiper blades is also a good idea. These differ from normal blades since they protect the metal joints with a rubber cover, preventing the hinged parts of a wiper from freezing and failing to make good contact with the windshield. This helps to prevent the ‘chattering’ of blades across the glass, not to mention giving drivers a reliably clear view. (Frameless blades work well too –Ed.)
<h3><strong>There’s an App for That</strong></h3>
<img class="aligncenter size-full wp-image-173422" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1590808330-scaled.jpg" alt="winter weather app" width="2560" height="1707" />

Calling for help or avoiding trouble before it begins is easier than ever for those of us with a smartphone on hand. Apps like Waze can advise of traffic foul ups prior to getting ensnared in a wintery mess, while even basic map applications like the ones included on Apple or Android-based phones are decent at identifying bad traffic. Numerous weather apps will generally warn users of travel or weather advisories (bonus points if you’ve notifications turned on), allowing drivers to plan their journey – or move it to another day entirely. If the unthinkable happens and help is required, some phones can even make emergency calls when there is no cellular service whatsoever thanks to a network of satellites.

Take the stress out of winter driving with these driving tips

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)

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

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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

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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.

Road Rules: Get Protection for When You Need it the Most.

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

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Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

If you’re an automotive enthusiast looking for something cheap and fun in the secondhand market these days, things are a little rough. Ever since the COVID-19 pandemic hit us back in 2020, prices of iconic enthusiast-friendly classics have skyrocketed, making them, in some cases, more expensive than a brand-new sports car. But not all hope is lost, because there are still some hidden gems out there for any budget. One example is the first-generation MINI Cooper R50, an underrated future classic. It was sold here in Canada from 2002 to 2006 (2008 for the convertible).

When these cars came out, they were all about smiles per gallon. They were lightweight and tiny compared to anything else on the road, huge fun to drive and beautifully styled by non-other than Frank Stephenson. They also marked the return of the iconic MINI brand thanks to new BMW ownership.

Here’s a fun fact about these cars: in 2022, Hagerty UK listed the MINI Cooper R50 in its Bull Market List. Hagerty, a classic car insurer, considers that this generation of the MINI Cooper is currently at its most affordable and that it will slowly appreciate over time. Hagerty believes that the MINI Cooper is a future classic due to its significance in automotive history, but also because it’s a bookend car in the sense that it reincarnated the entire MINI brand that we know today.

Unfortunately, one of the reasons they’re so underappreciated and forgotten by enthusiasts is because of their shady reliability record. Stories of first-generation MINI Coopers blowing their engines, dropping their transmissions, or ending up with serious cooling or electrical issues are far too common, which has seriously hindered their appeal and resale value over time.

<strong>Finding the right Mini</strong>

Yes, it’s true that the R50 (base MINI Cooper), R53 (supercharged Cooper S) and R52 (Convertible Cooper and Cooper S) aren’t the most reliable cars out there. But it’s also true that if you pick the right one, you’ll end up with a MINI that’s “not bad”. That’s the one you’ll want to buy as a foundation for your build.

The good news in all of this is that you can still find a well-kept example with decent mileage in the vicinity of $10,000. When I bought my Cooper back in 2020, I paid $6,000 for a model that had never seen winter and it only had 115,000 km on the odometer. Needless to say, it was a keeper.

<img class="aligncenter size-full wp-image-174243" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6949.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

The first rule of thumb when buying an R50 is to stay away from anything that’s pre-2005. The early years were a nightmare, but in 2005, BMW basically overhauled the car, replacing several key components with sturdier and better parts. The transmissions were now supplied by Getrag instead of Midlands, which made them a lot more reliable.

The second rule when shopping for a first-generation MINI Cooper is to avoid the automatic transmission. As an enthusiast, you won’t want it anyway since it’s a CVT, but also because it was plagued with problems, leading to a <a href="https://topclassactions.com/lawsuit-settlements/closed-settlements/mini-cooper-class-action-lawsuit-settlement/#:~:text=Under%20the%20terms%20of%20the,mileage%20of%20the%20repair%2Freplacement.">class-action lawsuit</a>.

The final and perhaps most important rule of all: do not buy a Cooper S!

Now at this point, you’re probably wondering why? Why not start off with the high-performance, supercharged model for your performance build? The reason for this is that you’ll want to stay away from the complexity, as well as the oil consumption and cooling issues that resulted from the supercharger. The base Cooper, while underpowered, has a much simpler engine, while remaining a fantastic platform on which to build from.

<img class="aligncenter size-full wp-image-174247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-r50-manual.jpg" alt="Mini Cooper R50" width="2000" height="1123" />

So, let’s recap. You’ll want to find a 2005 or 2006 MINI Cooper, non-S R50, equipped with a five-speed manual transmission and, ideally, without low mileage. Also make sure that the car has been properly maintained and has its service records. This is a European car after all.

<strong>The Tuning Guide – Handling</strong>

The R50 MINI is already a fantastic handling car, but you can make it even better. One of this car’s main problems out of the box is that its ride is very stiff. You can improve ride quality and durability with a quality aftermarket coilover set.

<img class="aligncenter size-full wp-image-174248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-bilstein-coilovers.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Take the time to carefully shop for the brands that are available. Try to go for well-established companies that have made a good name for themselves in the aftermarket and OEM world. I personally chose Bilstein due to its extensive experience with all sorts of vehicles, more specifically European cars. I went with the B16 set due to its adjustability. Working with a trusty mechanic, I was able to find a sweet spot between handling and comfort. The upgrade led to a car that handles better, rides smoother, but that’s also more solid when hitting rough pavement.

<strong>Wheels and Tires</strong>

Since the R50 has a power disadvantage versus the R53 Cooper S, you’ll want to keep those wheels as small and light as possible. From the factory, the non-S Cooper comes with 15-inch wheels. I recommend staying with those. If you plan on going larger for looks, do not exceed 16 inches.

There’s a great website called <a href="https://minicooper.fandom.com/wiki/OEM_Wheels_and_Tires#15%22_Wheels">minicooper.fandom.com</a> that lists all the available OEM wheels for a first-gen MINI Cooper, with the weight of each set. The lightest wheels are the R81 “phone-dial” type, weighing in at only 12 lbs. each.

<img class="aligncenter size-full wp-image-174249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/stock-wheels.jpg" alt="Mini Cooper R50 wheels mod" width="2000" height="1125" />

I personally couldn’t resist the look of the R90, Italian Job style 16-inch wheels. But I do realize that at 24 lbs. apiece, they’re on the heavy side.

Lastly, you’ll want to wrap those wheels with sticky rubber and if possible, not too wide. What you want from your MINI is to feel it at the limit, so you don’t want <em>too</em> much grip. From the factory, these cars come with 175-mm wide tires. I wouldn’t go past 205-mm, which is what I chose to put on my MINI.

<strong>Power – You’ll Need More of it</strong>

The biggest problem with the R50 is its lack of power. While immensely fun to throw into a corner due to its lack of body roll and small size, you might find things a bit boring in the straights. You’ll need to extract more horsepower and torque from that basic, but bomb-proof 1.6-liter, single overhead cam, 16-valve Tritec four-cylinder. Stock, it’s good for 115 horsepower and 110 lb-ft of torque.

But what this engine lacks in refinement, it makes up for it for by how simply it was engineered. When designing the MINI Cooper, both Rover and BMW wanted the car to be easily customizable. This also meant easily tunable. They therefore engineered a cast-iron block so it could endure massive abuse, either through natural aspiration, supercharging or turbocharging.

<strong>Breathing</strong>

The first step is to improve the engine’s breathing through an upgraded intake system. A cold air intake is typically the best route to take for this.

<img class="aligncenter size-full wp-image-174233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Engine.jpg" alt="Mini Cooper R50 intake mod" width="2000" height="1123" />

Just like the coilovers, carefully research each brand and find the one that is best suited for a MINI Cooper. Try to prioritize quality over low pricing. <a href="https://www.outmotoring.com/">Outmotoring.com</a> is a wonderful place to find aftermarket parts for all generations of the MINI Cooper. They suggested that I go with an A&amp;E cold air intake system for maximum gains. Upgrading your Cooper’s intake will also give it a pleasant, raspy snarl when climbing through the revs, further adding to the driving experience.

<strong>Exhaust</strong>

Intake modifications don’t do much if they’re not paired with a proper exhaust system. What you want from this tiny engine is to give it a chance to breathe properly, but also to adequately get rid of its waste.

A full exhaust system may be costly, but it’ll give you the greatest number of gains, especially if it’s mated to a proper intake system. In my case, I went with the Milltek setup, which is specifically designed for the R50 MINI Cooper.

<img class="aligncenter size-full wp-image-174246" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/MINI-R50-exhaust-mod.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Designed and hand-built in the UK, the system is said to add about 15 horsepower while improving the exhaust note, but not to the point of getting you pulled over by the police. One other aspect I particularly like about this exhaust system is that the muffler’s tip fits perfectly well inside the bumper hole, put there for the OEM exhaust tip.

True MINI connoisseurs will argue that the R50’s original “Coke can” exhaust tip is part of the Frank Stephenson design. And it is. But Milltek’s system is discrete enough to make it look like an OEM part, all while significantly improving your car’s performance and sound.

<strong>Ignition</strong>

Now that air and exhaust are flowing through your engine faster than before, you’ll also want to improve the entire ignition system so it can keep up. Out Motoring sells a great package for this that they call the <a href="https://www.outmotoring.com/mini-cooper/out-motoring-MINI_cooper_ignition-upgrade-out-ig-kit-kingsborne-beru-standard-screaming-deamon-coil-tune-up-performance-upgrade-spark-plugs-coil-pack-high-volt.html">Out Motoring Stage 3 Ignition Kit</a>. It comes complete with an upgraded coil pack from Screaming Demon, upgraded NGK spark plugs, and performance Kingsborne wires. This engine modification may seem insignificant, but when you mix it up with a proper intake and exhaust upgrade, you’ll notice the gains.

<strong>ECU Reflash</strong>

This is a tricky one and I highly recommend you read up on it before you embark on an ECU reflash. It’s also important that the company you work with knows everything about your car before they send you the tune.

<img class="aligncenter size-full wp-image-174239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6945.jpg" alt="Mini Cooper R50" width="2000" height="1126" />

I learned this the hard way by working with Superchips, a UK-based company. They sell a great kit called the Bluefin which allows you to simply connect it to your OBD port, giving you up to 10 horsepower in the process. Unfortunately, I hadn’t informed them ahead of time that I had already installed the parts listed above. This led to a reflash that simply wasn’t compatible with my already tuned engine.

My recommendation is as follows: either you begin with this upgrade or, if you plan on doing it last, like I did, make sure to inform the company of all the upgrades you’ve done prior. Also make sure to work with a company that has extensive experience with gen-1 MINI Coopers. Superchips is a good one, but they’ve already begun to legacy their kits due to their age.

<strong>How About the Brakes?</strong>

Upgrading your brakes is never a bad idea, but I’ve realized that the stock Cooper brakes are plenty capable of withstanding the augmented horsepower and torque. That’s why I decided to stay with the original four-wheel disk setup. All I did was upgrade my brake pads with Hawk performance ceramic units.

<strong>Enough Gains to Have Massive Fun</strong>

If all these steps are taken properly, your MINI Cooper R50 should end up in the vicinity of 140 horsepower give or take. Considering that these cars only weigh about 2,500 pounds, that’s a great power-to-weight ratio.

You’ll also notice that the engine revs easier all the way to its 7,000-rpm redline and that the throttle response is improved. Lastly, since the car’s entire intake, exhaust and ignition system is overhauled, I suggest always running on 91-octane fuel or higher.

In total, expect these mods to cost you anywhere between $5,000 and $7,000. Considering how affordable these cars are right now, you could end up with a highly fun, analog, and vocal little brat of a hot hatchback for less than $15,000.

Buying and Modding a first-generation BMW Mini Cooper R50

wh-AskMechanic-Nov12

<strong>Dear Ask a Mechanic,</strong>

<strong>My 2009 Toyota Corolla has a warning light that stays on. I’ve brought it into the dealership, and they say it has to do with the tire pressure. At the time, they did something to clear the warning light and checked the tires. They said it would cost a lot of money to replace the sensor that is causing the warning light. They said that if I didn’t want to pay for it to be replaced, I could just live with the warning light being on and just be sure to check the tires now and again. But it’s annoying seeing the light on every time I’m driving. What do you think? – Tire tired</strong>

Automotive tire pressure monitoring systems, generally referred to as TPMS, have been around for more than 30 years. The earliest design, co-developed by Bosch and Porsche, used specialized wheels with calibrated pressure switches built into them. The system was costly and not widely used.

Improvements in technology eventually allowed sensors powered by internal batteries to do the job. Each sensor transmits its information to the car’s computer using radio signals. While these sensors have become smaller and capable of transmitting more information (such as tire temperature and sensor battery strength), the basic premise of what is known as direct TPMS remains the same today.

At the same time, anti-lock brakes (ABS) have also become more common and its controllers are now much more sophisticated. This is also a way that tire pressure can be detected. Known as indirect TPMS, this method uses the ABS wheel speed sensors to monitor average tire speeds relative to one another.

Low pressure will result in a tire’s overall diameter becoming smaller. The tires sidewalls get smooshed out and the wheel is closer to the road, meaning the tire’s overall height is less and it will rotate slightly faster than a properly inflated tire. Eventually the average tire speeds reveal the imbalance, and the ABS module will turn on the TPMS warning light.

Automakers frequently use either type. Your Corolla uses the direct kind with four sensors in the valve stems. Since they have batteries built in them, they have a finite lifespan. The battery is attached to the sensor, so replacing the sensor is required to replace the battery, and the tires must come off the wheels to do it.

Like you, I hate having warning lights on, and TPMS is a useful system when it works, so I’d want to fix it. Just know that the sensors are probably all the same age, so even if only one is dead, the others may not be far behind.

While factory sensors can be expensive, aftermarket sensors are widely available, functionally interchangeable and potentially far less costly. I would expect that it will cost well under $100 for each sensor to be replaced and installed. You’ll most likely have to go an independent shop for this option, though.

<em>Ask a Mechanic is written by Brian Early, a Red Seal-certified automotive technician. You can send your questions to wheels@thestar.ca. These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.</em>

Dealing with the pressure from a tire warning light

wh-AskMechanic-Nov5

<strong>Dear Ask a Mechanic,</strong>

<strong>I have a three-year-old Mini Cooper. Recently two tires developed a bump on their side walls. I do hit the occasional pothole, but never at any high speeds. Because the wheels on the Mini do not have a conventional inner tube, I was told I would have to replace both tires (they have less than 18,000 kilometres on them). There is no warranty or insurance coverage, and it has cost me $750. What is going on here? – Tire Dinged </strong>

Unfortunately, you’re the victim of a couple of automotive industry trends. One is the market’s preference for larger diameter wheels and correspondingly shorter sidewalls. With less sidewall height to flex and compress, the likelihood that the tire will get pinched by something, like the edge of a pothole or a driveway lip, becomes even greater.

Mini’s use of tire sizes on the Cooper that are a smaller in overall diameter than what is common in Canada and the U.S. results in even shorter sidewalls.

Your cost sounds quite high, but you probably tried to match the remaining tires, which would be a major factor. Even if you didn’t, the Cooper’s less popular tires sizes mean there are fewer alternatives on the market. One of the Mini’s tire sizes, the 205/45R17, is a common factory fitment on Mazda’s MX-5, but the Japanese roadster doesn’t use run-flat tire

Run-flat tires are another factor in your replacement costs. BMW, Mini’s parent company, began transitioning to primarily using run-flat tires in the early 2000s, eliminating spare tires and saving on vehicle weight, space and production costs. The German automaker isn’t alone in using run-flat tires, Chevrolet’s Corvette has used them for three generations, but BMW is among the higher users of them in the auto industry.

The key benefit of these extended mobility tires is the ability for the heavily reinforced sidewall to safely permit continued driving without air pressure (albeit at reduced speed) far enough to reach a service station or garage. Most tire manufacturers have a policy of replacing and not repairing the tire once that happens. Some do not permit repairs at all.

Due to their heavier and specialized construction, run-flat tires are typically anywhere from 10 to 30 per cent more expensive than comparable tires. They also tend to increase ride harshness, a side-effect of the super-stiff sidewalls necessary for low pressure support. Many owners opt to replace run-flats with other tires (and rely on roadside assistance in a flat tire situation) when they buy a vehicle with them.

While it won’t help you with your car’s original tires, pro-rated Road Hazard warranties are available from select tire retailers and brands (often at additional cost) for future tire purchases, offering you a limited form of insurance protection.

<em>Ask a Mechanic is written by Brian Early, a Red Seal-certified automotive technician. You can send your questions to wheels@thestar.ca. These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.</em>

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Buying and Modding a first-generation BMW Mini Cooper R50

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