2008 Jeep Compass Limited 4WD






With Jeep, there’s always going to be a battle between the marketing
If you're a Jeep enthusiast, you might not be too keen on the Compass, but as a city-friendly crossover it works. (Photo: Justin Couture, Canadian Auto Press)people and accountants against the enthusiasts that live, breathe and dream the brand. Some products are 'Jeep' to the core, like the new Wrangler and its four-door Unlimited sibling, while others, like the Compass, are likely to incite ranging debate. You can’t blame Chrysler (then DaimlerChrysler) for coming up with the idea, because something along these lines was exactly what was needed to spur sales. People love Jeeps, but not all of them are trail-blazing renegades. Some like the look and the attitude, but don’t really care for the transfer case and locking diffs. In the context of an urban society, the Compass is a good fit for the brand, not to mention that it’s also the right size for today's steep fuel prices.




While I’m still preferential the Jeep classic school of design, which is boxy, upright and retro, the Compass’ curvier flanks have grown on me over time. The large, round headlamps and seven slot grille give it a cute looking face, and the pumped up fenders endow the body with a greater sense of substance. But comparing the Compass to some of the other Jeeps, you’ll notice that it doesn’t seem to have that chiseled and robust look that’s generated by setting the windows into the body work, rather than making them flush as they are with the Compass and other cars. This was done purposely, to soften the visual message, to let people know that it is more civilized and
In the case of the Compass, chrome equals class, not bling. (Photo: Justin Couture, Canadian Auto Press)refined. Tarted up with silver bumper trim and chrome wheels, the Compass Limited is well dressed for suburbia or downtown; all models come equipped with 17-inch alloy wheels, which are a nice visual addition




One of my favourite changes to the Compass lineup this year is the Rallye Group, which, in a way, gives the little Jeep a bit more credibility. The Compass is the only Jeep that isn’t Trail Rated, but the Rallye package is, in a way a substitute. It beefs things up in terms of appearance, giving it a sporty look, and rallying happens to be something that’s highly regarded as one of the most grueling forms of racing. Order it and you get black-painted split 18-inch five-spoke wheels and sportier looking front and rear valances, plus a rear spoiler. It also comes with a pair of rally-style spotlights that sit in front of the main grille. It may be just an appearance package, but it really works with the Compass, empowering its attitude. Even though Jeep has never gone rallying before, looking at the Compass dressed up in such a manner makes a person think Jeep might just want to enter it in the WRC. In fact, I recall there being a bit of talk about rally racing as being an inspiration for the Compass when it was launched as a concept car. Now, if only they’d drop the SRT4’s 280 horsepower turbocharged engine under the hood there'd be the bite to back it up.




Like most small crossovers and a growing number of hatchbacks, the Compass is available with either front or four wheel drive. I’d recommend going for the latter not only because a Jeep really ought to have all four wheels as driving wheels, but because you get a better engine. Regardless of whether you opt for the manual or CVT, with electronically controlled four wheel drive (featuring 50/50 locked power distribution) you get a 172 horsepower 2.4-litre engine, which is much more than the FWD Compass with the CVT that is downgraded to a 2.0-litre with 158 horsepower. A note to all those who are keeping a close eye on fuel economy figures - a front wheel drive Compass with the 2.4 and a manual transmission gets better fuel economy than the 2.0 FWD CVT, not to mention the fact you're skipping out on paying for the gearbox; it pays to




The figure puts it on par with the Subaru Impreza and the base Outlander (which incidentally shares its engine), but for some reason the horses making the power don’t feel 100-percent there. And though the engine has variable valve timing and four valves per cylinder, it is ultimately short on refinement. Plunge your foot to the floor to pass (which you will often do, to get those ponies into action),
CVT transmission has an AutoStick manual mode. Do not underrate the usefulness of this feature in combating the 'rubber band' effect. (Photo: Justin Couture, Canadian Auto Press)and the needle swings up, staying pegged near the redline until you reach your final target speed, due to the CVT. That might take a while, which will mean you’ll have to sit and listen to the engine wind itself up, and that isn’t very pleasing. Thankfully, Jeep has added the AutoStick function to the Compass for '08, which gives you access to six artificially created ratios. But, if you avoid flooring the gas pedal, the Compass’ powertrain is generally okay; most of the time the revs are kept low and engine noise is out of the picture. Unfortunately, I also wasn’t able to match its fuel economy ratings to the EnerGuide estimates no matter how hard I tried. After a week of driving, much of which was spent on the highway, I only managed to get 9.7 l/100 km, which is well above the 9.2 l/100 km city rating the Compass 2.4 4WD is rated at. I guess it’s not entirely bad for a compact crossover, but in the grand scheme of things it is isn’t something to write home about.




Both the Compass and the Patriot have the same interior, but context plays an important role in how their cabins are perceived. The materials used for the dash and door panels are simple, and a bit on the crude side; soft touch materials are essentially limited to the seats and steering wheel. On the Patriot, this approach can easily be argued as a very good
The simplicity and storage spaces were well thought out, but the materials are a let down. A new cabin is on the way for '09. (Photo: Justin Couture, Canadian Auto Press)thing. You can rough it up, and live life to the fullest without giving the cabin a second thought. Should mud splash on the dash, just wipe it down and things are good. But, with the leather, chrome, fancy navigation and more refined urban image, the Compass deserves a bit more. Big changes will happen for model year ’09 - I’ve seen them in person - so, stay tuned for more details.





There’s also a lot of appeal in the Compass’ practicality and interior space. Though the exterior says “hatchback”, the seating point says “crossover”. Comparatively, you sit higher up in the Compass than you do in the Caliber (by over an inch) which provides a commanding view over the road. I also like Jeep’s inclusion of a wipe-down vinyl cargo bay floor, and same goes for the flat-folding rear seats. Depending on the model (they’re standard on North and Limited), the rear seats also recline, for a bit of extra comfort.
Theoretically cool, but have you ever seen these speakers being used? (Photo: Justin Couture, Canadian Auto Press)Rear legroom is good, and the back seats are comfortable. This particular Compass came with the Music Gate swing-down speaker system that’s mounted on the inner panel of the tailgate; Chrysler says it’s perfect for picnics and parties on the beach. It’s a cool idea, but I’ve yet to see anyone use it. Much more useful, in my humblest opinion, is the removable and rechargeable LED flashlight, and the 115-volt household socket. Being based on the Caliber, and being the more car-like of the compact Jeep twins, the Compass, particularly this Limited model with its wider tires, handles better and feels more polished. If it weren’t for the Grand Cherokee SRT8, this would indeed be the best handling Jeep ever made. Given that Jeep tuned the ride mainly for paved roads and less for the wilderness, the Compass is comfortable over smaller bumps like manholes and streetcar tracks that would otherwise send shudders through a Wrangler or Liberty. ESP stability control and ABS brakes come standard on all Compass trim levels, including the most basic model. A tire pressure warning system also comes standard on all trim levels. There was a lot of talk about brand dilution when the Compass was launched, but I think for the most part that’s breezed over, partly because the Compass has proven to be a success, and partly because I really think people don’t seem to care too much. Yes, Wrangler owners might still get a bit riled up over the idea of a unibody, front wheel drive-based Jeep that isn’t Trail Rated, but I see no harm in the Compass. It sells well and helps get people into the brand, which is no bad thing.With a refined interior (which is on the way), I think the Compass could easily raise its desirability factor. It has the image, the features and the look, plus the price is definitely right at $15,245 for the base model

2007 Ford Edge HySeries





If you want to look at promising cars that are on sale today, look no further than
Looks like an Edge, but there's much more to it. (Photo: Justin Couture, Canadian Auto Press)the Ford Edge. It currently stands proudly in the number one position atop the crossover sales charts, selling a remarkable 130,000 units in the United States last year, not to mention a not to shabby 14,347 units here in Canada since it was launched - and a handful or two in the Middle East and Asia. But if you want to look at what cars hold promise for tomorrow, also look no further than the Ford Edge... this Ford Edge.

Besides looking a little like an earth-bound space ship, this particular Ford Edge is special. It’s the only one in the world that’s been converted from gasoline to run on hydrogen and electricity. It’s one of over two-dozen hydrogen-powered vehicles that Ford has built over the past decade, and like the rest it’s out on the road being tested for durability, gathering data. What makes it even more special is that it integrates the much-talked about series hybrid drivetrain with a Ballard fuel cell.


Without getting to in depth and technical, a series hybrid isn’t at all like the
There's no gasoline - or tailpipe emissions - here. (Photo: Justin Couture, Canadian Auto Press)hybrid that roams about on streets today; those are parallel hybrids. It shares the same rough definition of hybrid in that it runs on more than one type of power, but unlike, say, a Prius which uses both a gasoline-powered engine and an electric motor to propel it, a series hybrid’s propulsion comes strictly from its batteries. When the charge of the batteries is on the way to depletion, a power source - an internal combustion engine, or, in the case of the HySeries, a hydrogen fuel cell - fires up, acting like a generator to charge the batteries back up. In much fewer words, it’s like an electric car that’s got its own hydrogen-fueled power station. Conceptually, it’s the same sort of thing you’ll find in GM's much hyped E-Flex system in the Chevrolet Volt, though there are two key differences, the first being that the Edge HySeries is fully functioning and has racked up nearly 10,000 miles in the process, and two, that it runs on hydrogen, not gasoline (though a fuel-cell Volt has appeared in concept form, with China as a targeted market)


In the immortal words of the infomercial, but wait - there’s more. The Edge HySeries also happens to be plug-in capable, which is crucial to its execution and performance. Without factoring in the replenishing qualities of the hydrogen fuel cell, the HySeries’ lithium ion batteries are good for about 40 kilometers, which doesn’t seem like much, but it’s enough to sufficiently cover most peoples' commutes. The benefits of the HySeries’ plug-in function is that if it’s driven within this range, you won’t use an ounce of hydrogen, and thus your fuel consumption is effectively 0 L/100 km. Because not everyone's place of work has a power outlet to charge on, Ford says that you’d expect to get about 2.9 l/100 km (80 mpg) on an 80 km (50 mi) trip, which is pretty darned good.


When the fuel cell is factored in, the HySeries’ range extends to a much more impressive 360 km (225 mi), which means unlike a regular electric car, you won’t be left at the side of the road, stranded. And although hydrogen is doled out in kilograms and not litres, when the math is done it equates to an average consumption of about 5.7 l/100 km (41 mpg), which is still
An 8-hour charge means extra-high mileage, especially if your trip isn't longer than 40 km. (Photo: Justin Couture, Canadian Auto Press)vastly better than the current Duratec 35-powered crossover on sale, not to mention that the only thing that comes out of its neat, trapezoidal tailpipes is water vapour. Filling the 4.5 kg tank with hydrogen takes about five minutes. Charging the batteries from 40-percent to full on a standard 110-volt household socket takes eight hours.If all of this info weren’t enough to take in all at once, the pairing of the fuel cell with the series hybrid’s advanced battery packs and electrical drive means that the fuel cell need only be half the size of a regular direct, fuel-cell powered vehicle, saving cost, weight and complexity, though it puts a greater amount of strain on the battery pack. It also means that the hydrogen tank, the electric drive motors and the power unit are small enough to fit into a production Edge without compromising interior room, cargo space or needing a specially developed vehicle to accommodate its powertrain


Another technical caveat worth noting is that the Hy
The coolest Edge ever built? (Photo: Justin Couture, Canadian Auto Press)portion of the HySeries, its hydrogen fuel cell, could be swapped out for another power source, like a diesel or a small gasoline engine, but the system was designed for hydrogen fuel cells, which is why Ford has pursued it. It would also need to rename the powertrain, but that’s a bridge that Ford will cross on another day.To most people, the Edge HySeries looks like an Edge that’s been featured on Pimp My Ride, not a $2,000,000+ research vehicle. But who says research can’t look cool? The exterior features Aston Martin door handles, custom wheel arch flares to accommodate its 22-inch Land Rover alloy wheels, and different window belt-line sills. Ford also reworked some of the body panels to accommodate the beautiful, brushed aluminum filler slots for the electric plug-in adapter and the hydrogen coupling for refueling. And the rear hatch has been painted matte black. I’ve got to say, it’s one of the coolest looking Edges I’ve ever seen. Why the wheels and the funky panda paint job?
Colour-coded instruments are much more technical and detailed than in the regular Edge, but there's so much more to keep track of. (Photo: Justin Couture, Canadian Auto Press)According to the HySeries’ stewards and engineers, it’s ‘cause it looks good


You can tell that the people who were in charge of the Edge HySeries program wanted their test bed to be as opulent and comfortable as possible, which is why when you open the door you won’t find a normal Edge interior. Instead, it’s got the seats, the door panel and console from a Lincoln MKX for that extra luxurious touch. In place of the standard navigation system is a brand new custom screen that provides the readouts and status of the powertrain - the what, the where, and the how much. It’s very similar to what you’d find on a Prius, but it’s much more detailed, with displays of charge functions, drainage and capacity - the arcane details that mean little to you or I, but everything to a developer



In place of the big, chunky buttons that scroll through the trip computer are push-buttons that tell the APU how to operate - to conserve power, to maximize acceleration or to put a priority in recharging the battery. The trip computer’s buttons now reside near the sunroof’s switch. And while the instrument bin may be the same, the gauges themselves
No nav here - get the down-low on what the fuel cell is up to on the centre stack. (Photo: Justin Couture, Canadian Auto Press)bustle with information. Colourful, bright, and full of information, each gauge delivers precisely what you need to know, about what engine or motor is working, what its output is, and what it’s doing... provided you know where to look.To start, you simply slot the regular Ford key into the ignition, twist, and let go. The dash and console display light up, but other than that it’s silent. After all this, you’d expect some whizzing, whining, or whirring like something out of a science fiction film but no, just silence. And what is it like to drive? To tell the truth, it’s particularly uneventful. And while the “engine” powering this CUV is cutting edge technology, the sort of thing we’re hoping to find in cars two or three decades from now, it feels normal, if a little anti-climactic. But then again, if this is what the future holds, it had better be normal to operate or there won't be many takers



Unlike most concept cars or one-off show vehicles, the Edge HySeries is not only fully functional but fully civilized; it has power steering, properly calibrated brakes, and the suspension is tuned to absorb bumps. Put someone behind the wheel of an Edge HySeries who’s never driven one before, and
It isn't as exciting to drive as other million-plus dollar vehicles, but that's not the point of the Edge HySeries. What matters is it's smooth, and that the technology works. (Photo: Justin Couture, Canadian Auto Press)they could easily be convinced that this is the norm, besides the faint whine of the electric motors as they put their power to the ground. From a pure driving standpoint, this two million dollar rolling laboratory is not only pleasing, but it’s serene and capable. Off the line, the Edge literally leaps forward, pushing you back into your seat as hard as the gasoline-powered version. It’ll also do 135 km/h (85 mph), which means that it won’t be left behind in traffic. What good is new technology if it can’t physically keep up with what’s around us today? Furthermore, the HySeries’ brakes don’t have the odd, snatchy, springy feel that most hybrids have, as its brakes do not recapture kinetic energy so slowing down is smooth and linear. Some energy is recaptured during coasting, but the rate isn't as high as with conventional hybrids.Provided hydrogen was as easy to find as natural gas (let alone diesel), I would have no problem driving a car equipped with this HySeries powertrain on a day-to-day basis. Even in this stage of development, I think it’s refined enough to sell to the general public, though durability and reliability issues are a different story.Ford is pretty adamant on letting us know that while the HySeries powertrain is being researched and developed, it won’t be ready anytime soon either, and it isn’t because the technology isn’t proven. Ford has racked up thousands and thousands of miles across the globe in its fuel cell research vehicles, and the components themselves are proving to be robust. What needs backing is the refueling infrastructure - the places to fill your hydrogen-powered vehicle up. Even if a certain Japanese automaker is leasing a road-legal hydrogen fuel cell vehicle in the state of California, Ford doesn’t
The way of the future isn't just green - it's black and white, with a bit of orange thrown in to spice things up. (Photo: Justin Couture, Canadian Auto Press)expect to be a part of the game for at least another eight or so years.



It really is hard to be anything short of impressed with the Edge HySeries, simply because it’s a concept that not only makes sense on paper, but physically works in practice. At the same time, I feel a bit bad for the Blue Oval. Both it an GM showed conceptually similar vehicles at Detroit two years ago - the AirStream Concept and the Volt - and yet it was the Volt that garnered the attention despite the fact that at the time, neither vehicle had operating powertrains. As we speak, GM is hard at work fast-tracking the Volt, but it’s the Edge that’s out doing real world testing right now. And for that, Ford deserves not only praise but credit.The future looks bright for Ford and Hydrogen. And while the first HySeries-equipped production part might not look anything like the Edge, Ford’s futuristic crossover has certainly played a key role in its development.

HUMMER H3 4WD 4dr SUV
















The HUMMER Built For The Way You Live

The truth is in. The mid-size H3 is all HUMMER. It comes packed with all the legendary capability, strength and power you'd expect from a member of the HUMMER family. But it's also the most manoeuvrable, most fuel-efficient and most affordable HUMMER ever built. Which means it's just as comfortable making grocery runs or tackling city traffic as it is climbing a 406 mm (16 in.) vertical wall or wading through 610 mm (24 in.) of water. It's the compact HUMMER that's designed to fit your life - wherever you go.


Sized To Fit
Standing at 14 cm (5.5 in.) shorter in height and 7.9 cm (3.1 in.) shorter in length than its bigger brother, the H3 takes full advantage of its compact size. In fact, it's shorter in length and width than the Jeep Commander†, which means it can take manoeuvrability and accessibility to the next level. Whether it's dealing with highway traffic, parking on a busy street or tackling tough terrain on the weekend, it's got what it takes to meet all your everyday driving needs. It's the mid-size HUMMER with life-sized capabilities.



HUMMER Fanatics Unite!

Get your HUMMER fix on the official HUMMER Forum. Read all the latest buzz. Post your stories, questions and opinions. Share your favourite videos and articles and find new ones


Fuelled Up. Raring To Go

With a surprising fuel efficiency rating of 15.7L/100km (city) and 11.5L/100km (highway)†† , the H3 is the most fuel efficient HUMMER ever built. The truth is, it's actually more fuel efficient than the Ford Explorer†††† on city roads. But going further for a lot less, doesn't mean you have to compromise on capability. A 3.7L Vortec I-5 engine under the hood lets you flex your muscle while delivering an impressive 242 hp and 242 lb.-ft. of torque. The result is an everyday vehicle with all the power and brawn you'd expect from a member of the HUMMER family.

Stylishly Affordable

Good looks don't have to come at a cost. With a starting price of just $40,995 , the HUMMER H3 is more affordable than the Nissan Pathfinder SE††† . Even better, the H3 still turns heads - on and off the road. One glance, and you'll instantly know that it takes its striking design cues from its bigger brothers, including a signature 7-slot louvered grille, menacing tires, rectangular windows and an embossed skid plate. The HUMMER H3 - Affordable, stylish and definitely eye-catching.










The H3 Alpha - It Doesn't Just Lead, It

Dominates

The first V8-powered H3 is beating a path all its own. Introducing the 2008 H3 Alpha. The ultimate H3 that was just named 2008 Four Wheeler of the Year.** Its 300 horsepower 5.3L V8 not only gets you way out there with even greater authority, it can also tow up to 2722 kg (6000 lb.) - an increase of 33 percent over other H3s. While its capabilities are daunting, its level of refinement also separates it from the pack, with features such as standard leather-appointed seating surfaces, a premium seven-speaker sound system with in-dash six-disc CD changer and an available rearview camera system. It's the dominating mid-size SUV - H3 Alpha

Chevrolet Tahoe 4WD 4dr Hybrid LT

Tahoe Hybrid

Highlights:

Vortec 6.0L V8 engine with an EPA estimated MPG of 20 city/20 highway
Active Fuel Management™ technology
Two-mode full hybrid propulsion system
Automatic locking rear differential
Two-mode electronic ratio select transmission
StabiliTrak Electronic Stability Control System
Head-curtain side-impact air bags(1) for all rows
Eight-passenger seating
Lightweight, heated, leather-appointed front bucket seats with six-way power
Leather-appointed second-row three-passenger 60/40 split-bench seat
Third-row three-passenger bench seat
XM Radio(2) includes three trial months of service
Bose® speaker system
Ultrasonic Rear Parking Assist
Power-adjustable pedals
OnStar(3) with one-year Directions & Connections Plan, including Turn-By-Turn Navigation(4)
Lightweight 18-inch aluminum wheels
Lightweight aluminum liftgate with fixed rear glass
Lowered front end, lightweight hood, and aerodynamic front and rear fascia
Body-side moldings
Assist steps
Remote vehicle starter system
Touch-screen navigation radio(5)
Complete list of standard & optional features
View 360s

Tuning the A-Series Engine

The Definitive Manual on Tuning for Performance or Economy







Author: DAVID VIZARD

Subtitled: The Definitive Manual On Tuning for Performance Or Economy. Increase the power output of your A-Series! This fact-filled guide covers all aspects of engine tuning in detail, including filters, carburation, intake manifolds, cylinder heads, exhaust systems, camshafts, valve trains, blocks, cranks, con rods and pistons, plus lubrication systems and oils, ignition systems, and nitrous oxide injection. Applicable to all A-Series engines, small and big bore types, from 803 to 1275cc. 3rd ed. Hdbd., 8 1/4"x 10 1/2", 520 pgs., 735 b&w ill.

Big Rigs



Author: Stan Holtzman

"Big Rigs" is a fabulous photographic tribute to these venerable workhorses of the road--American semi trucks and trailers--from the past 100 years. "Big Rigs" provides a general introduction to the history of big rigs, with chapters devoted to all of the major makes of Class 8 diesel trucks: Mack, Peterbilt, Kenworth, Freightliner, International, Western Star, GMC, White, and more. You’ll find a short history of the maker, plus fabulous photos accompanied by extended captions describing model histories and backgrounds. In addition, period ads and brochures make this a complete and unique look at the history of American big rigs. Each chapter provides a short history of the maker and is packed with fabulous photos showing them in all their glory. These images are accompanied by captions that describe model histories and the backgrounds of these working trucks that ride our highways.

Format: Softbound
Pages: 160
Length: 9w x 12h
ISBN-13: 9780896587373
ISBN: 0896587371
Catalog ID: 140909AP

Custom Semi

Author: Bette Garber

With the success of Bette Garber's Custom Semi Trucks book,
this will be another installment of fantastic big rigs. Chapters focus on more spectacularly customized working trucks - Kenworths, Peterbilts,
Freightliners, Western Stars, Internationals, Mack, even a GMC, offering ultimate examples of beautiful paint jobs, sleeper units, lighting, and more. Side stories showcase 2- and 3-generation trucking families, plus “Monster Motifs” and "Cutting Edge" customization with examples of gorgeous paint, lighting, and custom metal work. A special section is devoted to trucks inspired by Harley-Davidson motorcycles.

Format: Hardbound
Pages: 160
Length: 10w x 10h
ISBN-13: 9780760321331
ISBN: 0760321337
Catalog ID: 139355AP