Prominent “Frontier” script on tailgate in-keeping with current pickup trends

Can you believe it’s been almost eleven years since we saw significant change in the Frontier? And even then, the change was little more than skin deep and was otherwise a carryover from when the Frontier was last given a full redesign for the 2005 model year. Up in Canada, meanwhile, the wait for some significant Frontier news has been even longer; when the 2020 model received a new powertrain, the Canadian market was skipped.

Well, wait no more because we now have that powertrain, only that’s only a small part of the story as it’s wrapped ‘round an all-new truck for 2022, one that’s a whole lot bolder looking and more purposeful than previous.

It starts with the grille; actually, it starts with the whole front fascia, really, as it’s been crafted to look as if taken from a single block of steel. And plastic, I guess – but I digress.

For the areas that required fastening – say, where the fender meets the headlamp lens or taillamp lens – the panels have been given a kind of tongue-in-groove look, which is actually pretty original and unique. Although not totally unique as lead designer Hiran Patel says that the Nissan hardbody truck from the ‘80s was the inspiration that lead to that “as one” look. The larger space between the windows and rocker panels, meanwhile, also serves to recall the older truck and really adds a nice level of chunkiness to the proceedings. The bedwalls are also taller to ensure they properly meet the bottom of the side windows.

Other great details abound especially on the Pro-4X package which gets underfloor skid plates the cover the gas tank and transmission, red tow hooks and a new take on the new Nissan emblem that sees it painted red. In Canada all trim come standard with 4WD unless you include the 2WD special order King Cab S truck that is reserved for fleet ctomers. Other than that, no 2WD as according to Nissan, 2WD just doesn’t sell in Canada meaning we get 4WD at base. Which is mostly good, though we won’t see the 3,408-kilogram tow rating the U.S. is reporting, because their figures are based on 2WD trucks. With 4WD the base S (and burliest tower) is good for 2,944 kilos. Still plenty for jet skis and the like.

Both King Cab and Crew Cab are available for every model except base S, which gets only a King Cab option and only in Canada can you get a Pro-4X with the smaller King Cab. All King Cab models get a six-foot bed, while Crew Cab spec means a five-foot bed unless you select the SV long-wheelbase model (3,550 mm as opposed to 3,200 mm), which opens up enough space for a Crew Cab and the longer box.

A manual transmission, it seems, is also no longer in the cards as every Frontier sold both in Canada and the US gets the exact same powertrain: a 3.8-litre V6 good for a generous 310 horsepower and 280 pound-feet of torque, fed through a nine-speed automatic transmission.

On the subject of transmissions and powertrains: since every Canadian Frontier gets AWD, every truck gets a shift-on-the-fly 4WD system with 2WD, 4HI and 4LO modes that are connected to an electronically-controlled transfer case. There’s also hill start assist and hill descent control while the Pro-4X model provides an electronic locking differential.

Of course, it doesn’t stop there for the Pro-4X as it also gets special Bilstein shocks and those aforementioned underbody panels. For those looking for even more performance bits, Nissan did confirm that its Nismo performance division is already working on installable upgrades for the new Frontier.

Inside, we find more of the chunky, blocky styling language that’s been applied to the exterior. The dash, for example, looks to be divided in two but held together by an x-brace that also doubles as the centre stack – if you look closely, you can see more of the tongue-in-groove styling used for the head- and taillights.

The interior is also finished in materials and colours chosen to reflect outdoors gear – think neon oranges and flat greys – and the materials have been chosen for their durability. It should come as little surprise that Apple CarPlay and Android Auto come standard, while wireless charging (but no wireless CarPlay) is an added option along with a Pro-4X-specific nine-speaker Fender audio system. All that is controlled, meanwhile, by an eight-inch touchscreen while a nice-incher is available as an option.

In addition to getting the bonus Pro-4X King Cab option in Canada, we also get Nissan Safety Shield 360 tech as standard that adds rear auto-braking and cross-traffic alert, automatic emergency braking with pedestrian detection, blind spot warning, lane departure warning and high beam assist, as well as intelligent adaptive cruise control. This being a Nissan, the Frontier also gets the brand’s very good Around View parking camera.

That’s some pretty good kit for a base truck but don’t ask us how much all that’s going to cost; Nissan hasn’t announced that as of yet.

The 2022 Nissan Frontier is scheduled to go on sale in summer of ’21.

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Cars aren’t that different from us humans in some ways.

For instance, cars are best to be up and moving about on a regular basis. We know that being a couch potato is bad for us, and remaining stationary for extended periods can spell disaster for the health of your car, too.

Below, we’ll outline what’s happening to your car while it sits unused on the street, or in your driveway or garage. With a look at how long periods of non-use can affect the health of your vehicle, we’ll also outline some ways to fend off possible problems, before they start.

If you’re a new car shopper, remember that these same things may be affecting brand new vehicles sitting for extended periods on dealer lots, too. So-called ‘lot-rot’ has been linked to an increase in complaints from new car owners in the months following their purchase.

Here’s the sticky.

The Battery

Your car’s battery suffers the most at times like these. Cold temperatures and long periods without any recharging from the engine can take months or years off of its lifespan. Electronic components that run in the background while your car is parked pick away at its charge even further.

If you had to boost your car at least once last winter and haven’t changed the battery yet, there’s a good chance it won’t survive this winter, if you’re not driving regularly.

Fend off battery trouble by using a trickle charger at all times while your vehicle is parked for more than a few days. You can grab one for fewer than fifty bucks at Home Hardware. Hooking it up takes a few moments, and will extend the lifespan and reliability of your battery.

If your battery was a bit shady last winter and you haven’t driven your car in a month now, you may want to double-check that it still starts your engine.

Rodents

Your car is full of delicious things that rodents love to eat, and build nests from, and urinate on. It’s also warm and sheltered.

Rodents like mice, rats, and squirrels come for the cheerios and fries your kids scatter around the back seat and stay for the delicious stuffing inside of their child seat or a nearby piece of footwear, which they’ll use as nesting material.

Rodents can scare an unexpecting driver, spread disease, and damage your vehicle. Make your vehicle less attractive to nesting rodents by cleaning and vacuuming it thoroughly, and keeping the area where your vehicle is parked clean and free of food sources like garbage, bird feeders, and the like.

Brakes

At all times, your car is exposed to moisture and dampness in the environment and air around it that can cause certain parts to rust. Your car’s brakes contain several of those parts.

When you drive your car, the rust that forms on those parts is cleaned off automatically when you use the brakes. When your car is parked for extended periods, rust accumulation on these parts can go unchecked, as there’s no braking being done to clean the rust away.

Sometimes, that rust accumulation causes unwelcomed noises and sensations when you’re driving later on, like a grinding or rubbing sound when you hit the brakes, for instance. Usually, this goes away after a few minutes of driving. In some cases, rust buildup can cause more serious damage and problems with other parts of the braking system.

Ensuring your car’s brakes are properly serviced and maintained can help extend their life, and going for an occasional drive, even if it’s just to get some fresh air, can help keep rust formation on braking components in check.

Tires and Suspension

Your tires naturally lose air over time, which is why checking and adjusting your tire pressure is one of the most important maintenance tasks in the book.

If your car has been sitting for an extended period, and especially in the wintertime, chances are its tire pressures need adjustment. Driving on improperly inflated tires results in poor fuel economy, poor handling, and accelerated tire wear which costs you money.

Be sure to check and adjust tire pressures often, and especially before driving a vehicle that’s been parked for a long time. Some tires may flat-spot when parked for days on end, which can result in vibration or unwelcomed sound when the vehicle is driven. Usually, this disappears within a few minutes of driving.

Remember: you can’t check tire pressure by looking at the tire. You’ll need to use a gauge.

Like your tires, some parts of your car’s suspension are made of rubber components that like to be stretched and squashed as you drive your car, to help keep them limber and flexible. When those rubber pieces remain stationary for extended periods, they can become stiff and inflexible, just like that flat-spot on your tire.

The result is the same: drivers may experience unwanted noises or sensations for the first few moments of driving.

Proceed With Caution

Hopefully, your car can tackle an extended period of non-use without any headaches. Using a trickle charger, minding your tire pressure, and going for a weekly drive for some fresh air as a bare minimum can all be helpful.

Just use your intuition when you do get out for that drive, though: after adjusting tire pressures and driving for a few minutes to quiet your rusty brakes and flat-spotted tires, does anything feel or sound unusual or out of place?

If it does, it probably is. If in doubt, get it checked out by a professional for maximum peace of mind.

The post Here’s What’s Happening To Your Hunkered-Down Car During the Long COVID Winter appeared first on WHEELS.ca.

General Motors pretty much gave it all it had in the warmup to Monday night’s unveiling of the 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing.

It kicked things off last week with an online media reveal of the four-door cars that was conducted by members of the engineering and design staffs. During the discussion, several mentions were made of Cadillac’s dominance in recent years of the Rolex 24 at Daytona, the first of sports car racing’s three big events, the 12 Hours of Sebring and the 24 Hours of Le Mans being the others.

It was obvious that Cadillac anticipated big things from its teams at Daytona last weekend and even emailed reporters a link to a commercial teasing the cars that was shown during the NBC telecast.

Everything was going to plan – except that Cadillac didn’t win the race. It came close. The Chip Ganassi Racing entry being driven by Renger van der Zande was second late in the running but a flat tire ended the team’s hopes with only minutes remaining.

That didn’t spoil the party, though. Cadillac officially unveiled the cars Monday night and you’d have to be a slug if you said you weren’t impressed. We’re talking about two ultra-high performance sedans that, the company says, “combine on-track excitement with luxury and comfort.”

Sounds good. Let’s take a closer look, starting with the power.

The CT5-V Blackwing uses an upgraded 6.2-litre supercharged V8 that, because of a higher flow air-intake and revised exhaust system, is rated at 668 horsepower and 659 lb-ft of torque. The company says that this makes the CT5 the most powerful production Cadillac ever built.

Now, get this: each CT5 V8 is hand-assembled at GM’s plant in Bowling Green, Ohio. Each engine is numbered and its plate is signed by the builder. Now, that’s luxury, in my books.

The CT4-V Blackwing is an evolution of the Cadillac 3.6L Twin-Turbo V6 and features an improved air intake system coupled with revised control system software to create 472 horsepower and 445 lb-ft torque.

Both cars come with Brembo brake calipers (they come in grey, blue, bronze and my favourite, red) for controlled braking on the track and, if necessary, sudden stops on the street.

We know that both cars have plenty of power (GM-estimated top track speed: more than 300 kilometres an hour; GM-estimated 0-100 kph: 3.7 seconds) but because of its racing heritage, speed plants like the ones at Canadian Tire Motorsport Park are the best places to stretch the legs of these two beauties.

There are other elements that go into making these cars fly like eagles – electronic limited slip rear differential, advanced suspension refinements, magnetic ride control, improved steering response and handling on the track – but that’s enough about speed and smoothness.

Because just as it’s highly unlikely that people who purchase luxury automobiles that double as off-road vehicles actually drive them onto the tundra, the same goes with people who will purchase these two dillacs. The cars might be track worthy but chances are they will probably never see one.

For those folks, here’s what interesting about the insides of the cars.

There are three levels of premium interiors (Base, Mid-level and Up-level) boasting unique trim and technologies including standard wireless Apple CarPlay, Android Auto capability and wireless phone charging.

The high-performance front seats can be adjusted 18 ways and include lumbar massage. The carbon-fibre seats in the CT5-V Blackwing cost extra but will likely be worth it.

As is the case with most manufacturers, Cadillac has been working on seat design that will improve comfort. The seats in these cars are designed to improve lateral support during track-day driving and adjustability to make people of all shapes and sizes feel comfy in other environments.

The seats have heat and driver’s memory settings plus those previously mentioned 18 adjustments.

The high-performance steering wheel comes with magnesium shift paddles and traction control. The steering wheel on the CT5-V is standard and an option on the CT4, which has one that’s less fancy. Meantime, the manual transmission centre console has a gearshift featuring a 3D-printed medallion cap.

A 12-inch-diagonal HD display includes unique V-Series Blackwing graphics and Track screen performance settings with timers for 0-100 kph and quarter-mile acceleration. A Performance Data Recorder will provide new levels of driving analysis. There are three display personas: Tour, Sport and Track.

The audio system has 14 speakers in the CT4-V Blackwing and 15 speakers in the CT5-V.

Reservations for both vehicles are now open with deliveries expected this summer. Pricing begins at $67,198 for the CT4-V Blackwing and $89,898 for the CT5-V.

Norris McDonald / Special to Wheels.ca

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The COVID-19 global pandemic led to some interesting, and at times, worrying human behavior. From unfounded conspiracy theories to a dwindling video game retailer whose stock somehow exploded overnight due to a group of Reddit trolls, it’s fair to say people don’t fare well when asked to stay at home for months on end.

In my case, the pandemic had me panic-shuffling through Facebook’s Marketplace pages in search of the next big thing in automotive ownership. And, for some reason, I ended up buying an old German sport sedan. I know, not the best idea. But hear me out.

In case you haven’t noticed, many iconic models sold between the 1980s and 1990s have recently spiked up in value. Looking for a vintage air-cooled Porsche 911? Forget about it. A well-kept Acura Integra Type R? Good luck. A naturally aspirated BMW M car? You missed the boat on that one a while ago, pal.

This sudden growth in automotive values is attributable to two things: generation X, which grew up during the 80s and 90s, is now looking for the cars of its childhood. Also, as we head deeper into a world of electric crossovers, classic, analog performance machines are becoming a rarity. Since I was afraid of missing out on an opportunity to save a classic while I could afford one, I pulled the trigger on an early 2000s BMW 5-Series.

Honoring Automotive History

While I embrace tomorrow’s electric reality with much enthusiasm, the fact that the automotive industry is transitioning into cleaner propulsion methods signifies that an important change in car culture is also happening.

As a professional who’s revenue comes solely from writing about cars, I felt it was my duty to save at least one relic from the automobile’s petrol-addicted past. In the future, I want to open a garage door and tell my kid: “look, this is what cars used to be like.”

But that relic also needed to be an automotive icon, one that wouldn’t cost me an arm and a leg to buy. I had to find a car that people will remember, but also one that still hasn’t been ravaged by the market. And even if my criteria were straightforward: manual transmission, rear-wheel drive and V8-powered; finding that jewel wasn’t going to be easy.

Thankfully, Quebec’s 8 PM COVID-19 curfew meant I had a lot of free time on my hands. After cycling through car ads, I finally locked my sights on a 540i.

While the BMW M cars from that era, more specifically the E46 M3 and E39 M5, are now pretty much unattainable due to a rapid explosion in their market values, the “almost M car” variants are still somewhat affordable, yet they’ve also demonstrated a slow, but steady growth in value as well. I reckoned that if I could get my hands on a well-kept 540i at a decent price, it could possibly be worth more down the road.

The BMW 540i is worth considering for several reasons. First, it’s based on the E39 chassis, arguably the best sport sedan platform BMW ever built. This architecture can be found underneath the entire BMW 5-series lineup sold between 1995 and 2003. To the eyes of many, this generation of the 5-Series represents BMW’s “golden” era, offering an almost perfect blend of luxury and performance, all while presenting itself through a clean, understated yet timeless design.

The 540i also had the reputation of being a “baby” M5. Like its high-performance sister, it too was powered by a naturally aspirated V8, but of smaller displacement (4.4 versus 4.9-liters). It was also rear-wheel drive and could be had with a slick-shifting six-speed manual transmission.

Yet, while it pumped out a stout 282 horsepower and 324 lb-ft of torque (310 lb-ft on pre-2000 cars), allowing to sprint from 0 to 100 km/h of just over 5.5 seconds, the 540i looked no different than a humble 5-Series. In other words, only a true BMW connoisseur knows what it is.

As I write this, clean, low mileage examples are selling anywhere between $12,000 to $15,000 USD on websites like Bring a Trailer. Of course, manual-transmission cars, as well as models sold after the 2002 facelift, hold a better value. The crown jewel is the 540i Touring with a manual transmission. Anything in wagon form with a V8 under its hood is bound to climb in value.

Be Prepared Before Buying

I was thrilled to have found a beautifully maintained example here in Montreal with only 96,000 km on its odometer. The Orient Blue 540i Sport had spent most of its winters locked up in a heated garage, never seeing snow or salt. Furthermore, its service history checked out: only two owners, with most of its maintenance always performed at a BMW dealership. The Carfax was also clean, with no reported accidents.

That, by the way; making sure that the car has a thorough service history is an important step when shopping for an old BMW. While the 540i has proven to be considerably more solid than the rest of the 5-Series lineup, an old German luxury sedan remains – ahem – an old luxury German sedan. In other words, it won’t exactly be cheap to own. While it’s true that the 540i is less maintenance intensive than an M5, it still has its share of issues. If preventive maintenance isn’t performed, the financial consequences could be catastrophic.

During the car’s inspection, make sure to look for potential oil leaks, particularly around the head covers. This could be due to a dried-up head cover gasket. It’s the same story for the entire cooling system. Try to spot signs of coolant leaks from the system’s hoses. A good practice for old BMW engines is to eventually replace all hoses for sturdier aftermarket components.

Also make sure to run the engine on idle for an extended period. If you hear a loud ticking noise from the engine compartment, there could be something wrong with the VANOS system, which was BMW’s valve timing technology. It’s important to have the system verified every 100,000 km or so. Finally, while BMW’s 4.4-liter V8 utilized a timing chain, the chain guides themselves are made of plastic and can wear over time. It’s recommended to have them serviced when approaching 200,000 km.

All of this may seem terrifying if you don’t know what you’re getting into. But you’ll be happy to hear that the internet is a gold mine of information for the BMW E39. Also, try to quickly get in touch with a BMW specialist. Not only do they understand these cars better than your average mechanic, they’ll also typically charge less than a BMW technician. If well maintained, a well-kept BMW 540i manual is definitely a future classic that’s worth saving before it’s too late.

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