#2018 Tundra Diesel

[eldamandate07]

Trucking in Canada: Salaries, Top Trucks, and Leading Trucking Companies

In this article, we'll delve into the world of trucking in Canada, exploring truck driver salaries, top truck brands, and some of the largest trucking companies operating in the Great White North. Whether you're an aspiring trucker or a seasoned driver, understanding the Canadian trucking landscape is essential.

Truck Driver Salaries in Canada: Trucking in Canada offers an exciting opportunity to explore the vast expanse of the country while earning a good living. The salary of a truck driver in Canada varies based on several factors, including experience, qualifications, language proficiency (English and French), and the province of operation.

On average, a truck driver in Canada earns approximately $49,718 CAD per year, equivalent to $25.50 per hour. Entry-level positions typically start at $34,125 CAD per year. However, with experience and the right qualifications, truckers can earn annual incomes ranging from $48,750 to $82,875 CAD.

It's worth noting that the demand for truck drivers in Canada has surged, and experts predict a shortage of 25,000 truck driving positions by 2023. This high demand has resulted in a low truck driver unemployment rate of 3.3% in 2020, significantly lower than the national unemployment rate of 5.8% during the same period.

Top Semi Trucks in Canada: Canada's diverse geography, from mountains to prairies and forests to frozen tundras, demands reliable and adaptable trucks, especially for cross-border operations. Here are some top commercial truck brands that owner-operators and large fleets in Canada can consider:

Volvo:

Holds a 13.9% share of the Canadian commercial truck market. Known for innovation, including autonomous trucks and electric vehicles. Equipped with advanced connectivity features, allowing for remote diagnostics. International:

Accounted for nearly 36% of Class 7 truck sales in Canada in 2018. Focuses on improving fuel efficiency and vehicle uptime, with initiatives like the 2020 International LT Series. Freightliner:

Offers medium and heavy-duty commercial trucks. Prioritizes fuel efficiency and safety features, such as windshield-mounted cameras. Researching hydrogen fuel cells to reduce emissions. Peterbilt:

Known for comfortable long-haul trucks. Utilizes SmartAir technology for fuel savings and Smartlinq remote diagnostics for maintenance. Venturing into electric vehicles with plans to expand the fleet. Mack:

A century-old manufacturer of commercial trucks. Specializes in Class 8 trucks suitable for multiple climate zones. Offers models using natural gas instead of diesel for reduced emissions. Kenworth:

Collaborating with Toyota to develop Class 8 trucks powered by hydrogen fuel cells. Known for aerodynamic designs, comfortable sleeper cabs, and advanced infotainment systems. Finding a Used Commercial Truck in Canada: Purchasing a commercial truck is a significant investment, and considering used options can reduce upfront costs. When buying a used truck in Canada, it's crucial to conduct thorough checks:

Investigate the reason for selling. Review maintenance and repair records, with a focus on oil change history. Examine the vehicle for physical damage, rust, and hidden issues. Analyze mileage in combination with the engine model. Assess horsepower and towing capacity based on business requirements. Largest Trucking Companies in Canada: Canada's trucking industry generates billions in revenue, with larger companies often providing more standardized operations, better pay, and superior equipment. Here are some of the largest trucking companies in Canada:

TFI International Inc.:

Operates in various segments, including truckload, LTL, dedicated contracts, expedited shipments, and more. Employs around 17,500 people. Boasts a substantial fleet of trucks, tractors, and trailers. Mullen Group:

Holds shares in multiple trucking companies. Offers a wide range of services, including LTL, specialized trucking, intermodal, and transload. Employs approximately 4,709 people. Day & Ross:

Founded in 1950, it has grown to serve over 90% of the Canadian population. Provides diverse transportation services, including LTL and refrigerated hauling. Employs more than 8,000 people. Bison Transport:

Operates key terminal hubs in Canada and offers cross-border truckload transportation. Recognized as the 'Best Fleet to Drive For' by industry associations. Employs over 1,600 people and boasts a substantial fleet. Conclusion: Trucking in Canada presents lucrative opportunities, with competitive salaries, top-notch trucks, and a thriving industry. Aspiring truckers and industry veterans can benefit from understanding the diverse landscape, reliable truck brands, and the largest trucking companies shaping Canada's transportation sector. For more in-depth information, visit our blog at www.eldmandate.biz/blogs, and learn about our products at www.eldmandate.biz/pricing.

[rjzimmerman]

Victims of climate change. Sad story. Not so hidden in here are the costs, born by federal and Alaska taxpayers, including through the US military, and private charities. I’m seeing a total of $36 million, so far. Consider that is the cost relocating a remote, rural village in Alaska, and you can guess that the dollars that will be expended all over the US over the next few decades will be enormous.

The article has some great photos. Interesting to see photos shot by Alaska locals and published in Alaska media, without filtering by any national media. Raw photos of the condition in which these people find themselves because their ground is disappearing and their seas are rising.

Newtok, located on the Ninglick River near the Bering Sea coast, is relocating due to erosion, melting permafrost and flooding. (Marc Lester / ADN)

Excerpt from this story from the Anchorage Daily News:

Newtok’s relocation, necessary due to melting permafrost, sinking tundra and advancing erosion, has been talked about for decades, and not just here. The Yup’ik village near the Bering Sea coast in Western Alaska has been the subject of numerous magazine stories and television reports looking to track the human toll of climate change from the front lines.

For all the discussion and planning, though, it had been hard to see progress over the years, Sharon said. Now the Davids can see a twinkling on the horizon at sundown. The lights are on in Mertarvik, 9 1/2 miles southeast across the Ninglick River.

“Look,” Sharon said as she wrapped up her work for the day. “You can see the new village.”

The effort to relocate Newtok reached a historic milestone on Oct. 12. That’s when its first families began to move. This fall, 21 households, totaling 137 people, will become the pioneering year-round residents of Mertarvik, the new village taking shape on a Nelson Island hillside upriver from where the Ninglick meets the Bering Sea.

It’s a project that will continue for years, officials say, but much has been done already. Mertarvik, which means “place to get water” in Yup’ik, now has a diesel power plant, a water treatment facility, a landing strip, fuel storage tanks, a barge landing and 21 homes.

The Denali Commission, an independent federal agency created by Congress to support rural Alaska development, has dedicated $28.5 million to Newtok relocation, according to chief operating officer Chad Stovall.

Since 2018, Dixon said ANTHC has managed about $29 million in design and construction, including Denali Commission funds, $4 million from the state, $900,000 from the United Methodist Committee on Relief and $800,000 from the Bureau of Indian Affairs. Innovative Readiness Training, a U.S. military effort, also provided an estimated $1.6 million in value on its latest Mertarvik mission, Dixon said.

Newtok has long attracted media attention, some of which cast its residents as America’s first climate change refugees.

“The whole state of Alaska is watching us, and the rest of the world is watching us,” said Paul Charles, a Newtok Village Council member. He understands their reason.

[newcarsrelease-blog]

https://www.toyota.com/tundra/

2018 Toyota Tundra Diesel TRD Pro 2018 Toyota Tundra Diesel TRD Pro - Toyota has exposed its Read more at http://toyotacamryusa.com/2017/05/httpswww-toyota-comtundra/

[car-parts-online]

Chevy Motor

There are a number of motor selections for the Chevy Motor . It comes standard with a 4.3 L EcoTec3 V6 motor creating 285 horse power and 305 lb-ft of torque. The business likewise offers a V8 with 355 horse power and ao 383 lb-ft of torque. All of the generational designs of the vehicle attribute 4x4. You can additionally get the staff taxi with a basic or crew taxicab.

The Chevy Motor is GM's most popular full-size truck, and it's still one of the most budget friendly. It's offered in different taxicab setups, taxi lengths, and ao trim leve. It has a V-6 or V-8 motor depending on the trim degree. This vehicle is readily available with a brief, standard, or long box freight bed. It ao features a revamped grille and a brand-new style that is easier on the eyes.

The second-generation Chevy Motor was redesigned to be more sturdy. It received a brand-new front framework and ao rack-and-pinion steering, as well as a brand-new chassis. It was furnished with four-wheel-drive and ao six-wheel-drive mode, along with a high-performance SS trim. The second-generation model got the name "Redline" to distinguish it from the previous "Tandem" trim.

The Chevrolet Chevy Motor was last changed in 2007 and released out there. It was created to compete with the Ford F-150 and ao the Toyota Tundra, that made it an extra powerful vehicle. Its exterior was changed to be much more aerodynamic, while the interior obtained updates that consisted of Bluetooth smart device connection and ao an enhanced towing ability. Unlike the previous generation, the Silverado currently has a new design, so if you're planning to acquire one, you must take into consideration the updates in the 2018 version year. chevymotorforsale.com/chevy-motor/ is the best place for motor.

The Chevy Motor has actually been around for over a century. The name Silverado is a reasonably brand-new addition. Originally, it was a trim on the C/K pick-up, and then in 1999 it was made a stand-alone model. The Chevy 1500 has a credibility for being durable and ao dependable, as well as its resale value is likewise high. Nevertheless, the Toyota Tundra has much more horsepower, yet it can't match its resale worth.

The second-generation of the Chevy Silverado's framework was revamped, with a brand-new framework and enhanced stiffness. During this generation, Chevy dropped the 4.3 L V6 from the schedule as well as introduced an unique off-road Silverado 1500 called ZR2. The 5.7-liter V8 generated 460 pound-feet of torque. The DURAMAX 3.0-liter turbo-diesel generated 277 horsepower.

The third-generation Chevy Silverado lineup resembles the previous generation, with 3 EcoTech motors. The 4.3-liter V6 has even more horsepower than the 5.3-liter V8. The 6.2-liter V8 has even more torque than the 4.3-liter V8. It has more power as well as functions. The Crew Cab has an extended bed. It can seat as much as 6 guests. Its base trim comes standard with dual-rear seats. To know more, visit: chevymotorforsale.com/chevy-motor/

[usedsparecarparts]

Motor for Chevy Traverse 2011

The GM brand has a diverse product portfolio, from portable vehicles to large trucks. The Chevy Volt &  Motor for Chevy Traverse 2011 was a concept auto, but today, it is a preferred choice among lovers. The Chevrolet Cruze Eco, for instance, has 42 miles per gallon highway and also a variety of 344 miles of extensive fuel. It is one of the most functional and cost-effective automobiles on the marketplace. However it isn't just the best-looking Chevy.

The  Motor for Chevy Traverse 2011 and LS1 is the most amazing GM powerplant readily available today. This engine was created in 1907 and also is available in many versions. However, this vehicle is only offered via the GM Performance Parts division. Its rate is a little bit high, but it is an excellent auto for you and also your purse. If you are seeking a powerful automobile, you need to think about buying an LS1 model. This version has a 6.2-liter V-8 as well as a 5.3-liter engine.

There are a number of engine options for the Chevy Silverado. It comes basic with a 4.3 L EcoTec3 V6 engine generating 285 horse power and also 305 lb-ft of torque. The company also offers a V8 with 355 horse power and 383 lb-ft of torque. All of the generational designs of the truck feature four-wheel drive. You can also obtain the staff taxicab with a typical or crew cab. If you need a replacement on  Motor for Chevy Traverse 2011 go to purchase a used one.

The Silverado is GM's most popular full-size truck, as well as it's still one of one of the most economical. It's offered in various taxi arrangements, taxicab lengths, and also trim levels. It has a V-6 or V-8 engine relying on the trim level. This vehicle is readily available with a short, basic, or long box freight bed. It likewise features an upgraded grille and a brand-new design that is simpler on the eyes. If you are looking forward a trustful site to purchase a used  Motor for Chevy Traverse 2011 then go for chevymotorforsale.com/motor-for-chevy-traverse-2011/.

The second-generation Silverado was revamped to be extra long lasting. It obtained a new front framework and rack-and-pinion guiding, as well as a brand-new chassis. It was furnished with four-wheel-drive and also six-wheel-drive designs, as well as a high-performance SS trim. The second-generation version obtained the name "Redline" to separate it from the previous "Tandem" trim.

The Chevrolet Silverado was last modified in 2007 as well as introduced on the market. It was made to compete with the Ford F-150 and the Toyota Tundra, that made it a much more effective automobile. Its outside was modified to be much more wind resistant, while the indoor obtained updates that consisted of Bluetooth mobile phone connection and also an improved towing capability. Unlike the previous generation, the Motor for Chevy Traverse 2011 , Silverado now has a brand-new layout, so if you're preparing to purchase one, you need to take into consideration the updates in the 2018 version year.

The Chevy Silverado has actually been around for over a century. The name Silverado is a fairly new enhancement. Originally, it was a trim on the C/K pick-up, and then in 1999 it was made a stand-alone version. The Chevy 1500 has a reputation for being durable and trusted, and its resale value is also high. Nevertheless, the Toyota Tundra has much more horse power, but it can not match its resale worth.

The second-generation of the Chevy Silverado's framework was redesigned, with a new frame and enhanced rigidity. During this generation, Chevy dropped the 4.3 L V6 from the lineup and also presented a special off-road Silverado 1500 called ZR2. The 5.7-liter V8 created 460 pound-feet of torque. The DURAMAX 3.0-liter turbo-diesel created 277 horsepower.

The third-generation Chevy Silverado lineup is similar to the previous generation, with 3 EcoTech engines. The 4.3-liter V6 has more horsepower than the 5.3-liter V8. The 6.2-liter V8 has even more torque than the 4.3-liter V8. It has even more power and features. The Crew Cab has a prolonged bed. It can seat up to 6 guests. Its base trim comes requirement with dual-rear seats. To know more on  used Motor for Chevy Traverse 2011 visit chevymotorforsale.com/motor-for-chevy-traverse-2011/.

[salamandersofftheclock]

The Island That Humans Can’t Conquer

Text by Sarah Gilman                 Photos by Nathaniel Wilder

A faraway island in Alaska has had its share of visitors, but none can remain for long on its shores.

St. Matthew Island is said to be the most remote place in Alaska. Marooned in the Bering Sea halfway to Siberia, it is well over 300 kilometers and a 24-hour ship ride from the nearest human settlements. It looks fittingly forbidding, the way it emerges from its drape of fog like the dark spread of a wing. Curved, treeless mountains crowd its sliver of land, plunging in sudden cliffs where they meet the surf. To St. Matthew’s north lies the smaller, more precipitous island of Hall. A castle of stone called Pinnacle stands guard off St. Matthew’s southern flank. To set foot on this scatter of land surrounded by endless ocean is to feel yourself swallowed by the nowhere at the center of a drowned compass rose.

My head swims a little as I peer into a shallow pit on St. Matthew’s northwestern tip. It’s late July in 2019, and the air buzzes with the chitters of the island’s endemic singing voles. Wildflowers and cotton grass constellate the tundra that has grown over the depression at my feet, but around 400 years ago, it was a house, dug partway into the earth to keep out the elements. It’s the oldest human sign on the island, the only prehistoric house ever found here. A lichen-crusted whale jawbone points downhill toward the sea, the rose’s due-north needle.

Compared with more sheltered bays and beaches on the island’s eastern side, it would have been a relatively harsh place to settle. Storms regularly slam this coast with the full force of the open ocean. As many as 300 polar bears used to summer here, before Russians and Americans hunted them out in the late 1800s. Evidence suggests that the pit house’s occupants likely didn’t use it for more than a season, according to Dennis Griffin, an archaeologist who’s worked on the archipelago since 2002. Excavations of the site have turned up enough to suggest that people of the Thule culture—precursors to the Inuit and Yup’ik who now inhabit Alaska’s northwestern coasts—built it. But Griffin has found no sign of a hearth, and only a thin layer of artifacts.

The Unangan, or Aleut, people from the Aleutian and Pribilof Islands to the south tell a story of the son of a chief who discovered the then uninhabited Pribilofs after he was blown off course. He overwintered there, and then returned home by kayak the following spring. The Yup’ik from St. Lawrence Island to the north have a similar story, about hunters who found themselves on a strange island, where they waited for the opportunity to walk home over the sea ice. Griffin believes something similar may have befallen the people who dug this house, and they sheltered here while waiting for their chance to leave. Maybe they made it, he will tell me later. Or maybe they didn’t: “A polar bear could have gotten them.”

In North America, many people think of wilderness as a place mostly untouched by humans; the United States defines it this way in law. This idea is a construct of the recent colonial past. Before European invasion, Indigenous peoples lived in, hunted in, and managed most of the continent’s wild lands. St. Matthew’s archipelago, designated as official wilderness in 1970, and as part of the Alaska Maritime National Wildlife Refuge in 1980, would have had much to offer them, too: freshwater lakes teeming with fish, many of the same plants that mainland cultures ate, ample seabirds and marine mammals to hunt. And yet, because St. Matthew is so far-flung, the solitary pit house suggests that even Alaska’s expert seafaring Indigenous peoples may never have been more than accidental visitors here. Others who’ve followed have arrived with the help of significant infrastructure or institutions. None remained long.

I came to these islands aboard a ship called the Tiĝlax̂ [TEKH-lah] to tag along with scientists studying the seabirds that nest on the archipelago’s cliffs. But I also wanted to see what it felt like to be in a place that so thoroughly rejects human presence.

On this, the last full day of our expedition, as the scientists rush to collect data and pack up camps on the other side of the island, the pit house seems a better vantage than most to reflect. I lower myself into the depression, scanning the sea, the bands of sunlight flickering across the tundra on this unusually clear day. I imagine watching for winter’s sea ice, waiting for it to come. I imagine watching for polar bears, hoping they will not. You never know, a retired refuge biologist had said to me before I boarded the Tiĝlax̂. “I would keep my eyes out. If you see something big and white out there, look at it twice.”

Once, these islands were mountains, waypoints on the subcontinent of Beringia that joined North America and Asia. Then the ocean swallowed the land around the peaks, hid them away in thick summer fogs, made them lonely. With no people resident long enough to keep their history, they became the sort of place where “discovery” could be perennial. Lieutenant Ivan Synd of the Russian navy, oblivious to the pit house, believed he was first to find the largest island, in 1766. He named it for the Christian apostle Matthew. Captain James Cook believed he discovered it in 1778, and called it Gore. The whalers who came upon the archipelago later called it, simply, “the Bear Islands.”

Around the winter of 1809–1810, a party of Russians and Unangans decamped here to hunt bears for fur. Depending on what source you consult, many of the Russians died of scurvy, while the Unangans survived, or some or most of the party perished when the sea mammals they relied on moved beyond the range of their hunts, or all were so tormented by polar bears that they had to leave. Indeed, when naturalist Henry Elliott visited the islands in 1874, he found them swarming with bruins. “Judge our astonishment at finding hundreds of large polar bears … lazily sleeping in grassy hollows, or digging up grass and other roots, browsing like hogs,” Elliott wrote, though he seemed to find them less terrifying than interesting and tasty. After his party killed some, he noted that the steaks were of “excellent quality.”

Even after the bears were gone, the archipelago remained a difficult place for people. The fog was endless; the weather, a banshee; the isolation, extreme. In 1916, the Arctic power schooner Great Bear ran afoul of the mists and wrecked on Pinnacle. The crew used whaleboats to move about 20 tonnes of supplies to St. Matthew to set up a camp and wait for help. A man named N. H. Bokum managed to build a sort of transmitter from odds and ends, and climbed each night to a clifftop to tap out SOS calls. But he gave up after concluding that the soggy air interfered with its operation. Growing restless as the weeks passed, men brandished knives over the ham when the cook tried to ration it. Had they not been rescued after 18 days, Great Bear owner John Borden later said, this desperation would have been “the first taste of what the winter would have brought.”

US servicemen stationed on St. Matthew during the Second World War got a more thorough sampling of the island’s winter extremes. In 1943, the US Coast Guard established a long-range navigation (Loran) site on the southwestern coast of the island, part of a network that helped fighter planes and warships orient on the Pacific with the help of regular pulses of radio waves. Snow at the Loran station drifted up to around eight meters deep, and “blizzards of hurricane velocity” lasted an average of 10 days. Sea ice surrounded the island for about seven months of the year. When a plane dropped the mail several kilometers away during the coldest time of year, the men had to form three crews and rotate in shifts just to retrieve it, dragging a toboggan of survival supplies as they went.

The other seasons weren’t much more hospitable. One day, five servicemen vanished on a boat errand, despite calm seas. Mostly, the island raged with wind and rain, turning the tundra to a “sea of mud.” It took more than 600 bags of cement just to set foundations for the station’s Quonset huts.

The coast guard, worried how the men would fare in such conditions if they were cut off from resupply, introduced a herd of 29 reindeer to St. Matthew as a food stock in 1944. But the war ended, and the men left. The reindeer population, without predators, exploded. By 1963, there were 6,000. By 1964, nearly all were gone.

Winter had taken them.

These days, the Loran station is little more than a towering pole anchored by metal cables to a bluff above the beach, surrounded by a wide fan of debris.

On the fifth day of our week-long expedition, several of us walk the sagging remains of an old road to the site. Near the pole that still stands, a second has fallen, a third, a fourth. I find the square concrete pillars of the Quonset huts’ foundations. A toilet lies alone on a rise, bowl facing inland. I pause next to a biometrician named Aaron Christ, as he shoots photos of a pile of rusting barrels that shriek with the scent of diesel. “We’re great at building wondrous things,” he says after a moment. “We’re terrible at tearing them down and cleaning them up.”

And yet, the tundra seems to be slowly reclaiming most of it. Monkshood and dwarf willow grow thick and spongy over the road. Moss and lichen finger over broken metal and jagged plywood, pulling them down.

At other sites of brief occupation, it’s the same. The earth consumes the beams of fallen cabins that seasonal fox trappers erected, likely before the Great Depression. The sea has swept away a hut that visiting scientists built near a beach in the 1950s. When the coast guard rescued the Great Bear crew in 1916, they left everything behind. Griffin, the archaeologist, found little but scattered coal when he visited the site of the camp in 2018. Fishers and servicemen may have looted some, but what was too trashed for salvage—perhaps the gramophone, the cameras, the bottles of champagne—seems to have washed away or swum down into the soil. The last of the straggling reindeer, a lone, lame female, disappeared in the 1980s. For a long time, reindeer skulls salted the island. Now, most are gone. The few I see are buried to their antler tips, as if submerged in rising green water.

Life here grows back, grows over, forgets. Not invincibly resilient, but determined and sure. On Hall Island, I see a songbird nesting in a cache of ancient batteries. And red foxes, having replaced most of St. Matthew’s native Arctic foxes after crossing on sea ice, have dug dens beneath the Loran building sites and several pieces of debris. The voles sing and sing.

The island is theirs.

The island is its own.

The next morning dawns dusky, light and clouds stained sepia by smoke blown from wildfires burning in distant forests. I spot something big and white as I walk across St. Matthew’s flat southern lobe and freeze, squinting. The white begins to move. To sprint, really. Not a bear, as the retired biologist had hinted, but two swans on foot. Three cygnets trundle in their wake. As they turn toward me, I spot a flash of orange porpoising through the grass behind them: a red fox.

The cygnets seem unaware of their pursuer, but their pursuer is aware of me. It veers from the chase to settle a couple of meters away—scraggly, gold eyed, and mottled as the lichen on the cliffs. It drops to its side and rubs luxuriantly against a rock for a few minutes, then springs away in a possessed zigzag, leaving me giggling. After it’s gone, I kneel to sniff the rock. It smells like dirt. I rub my own hair against it, just to say “hey.”

As I continue on, I notice that objects in the distance often appear to be one thing, then resolve into another. Ribs of driftwood turn out to be whale bones. A putrid walrus carcass turns out to be the wave-pummeled rootball of a tree. Unlikely artifacts without stories—a ladder, a metal pontoon—occasionally jag from the ground, deposited far inland, I guess, by storms. When I close my eyes, I have the vague feeling that waves roll through my body. “Dock rock,” someone will call this later: the sensation, after you have spent time on a ship, of the sea carried with you onto land, of land assuming the phantom motion of water beneath your feet.

It occurs to me that to truly arrive on St. Matthew, you have to lose your bearings enough to feel the line between the two blur. Disoriented, I can sense the landscape as fluid, a shapeshifter as sure as the rootball and whale bones—something that remakes itself from mountains to islands, that scatters and swallows signs left by those who pass across.

I consider the island’s eroding edges. Some cliffs in old photos have fallen away or buckled into sea stacks. I look at the few shafts of sun out on the clear water, sepia light touching dark mats of kelp on the Bering’s floor. Whole worlds submerged or pulverized to cobble, sand, and silt, down there. A calving of land into sea, the redistribution of earth into unknowable futures. A good place to remember that we are each so brief. That we never stand on solid ground.

The wind whips strands of hair out of my hood and into my eyes as I press my palms into the floor of the pit house. It feels firm enough, for now. That it’s still visible after a few centuries reassures me—a small anchor against the dragging currents of this place. Eventually, though, I get cold and clamber out. I need to return to my camp near where the Tiĝlax̂ waits at anchor; we’ll be setting course south back over the Bering toward other islands and airports in the morning. But first, I aim overland for a high, gray whaleback of ridge a few kilometers away that I have admired from the ship since our arrival.

The sunlight that striped the hills this morning has faded. An afternoon fog descends as I meander over electric green grass, then climb, hand over hand, up a ribbon of steep talus. I top out into nothingness. One of the biologists had told me, when we first discussed my wandering alone, that the fog closes in without warning; that, when this happened, I would want a GPS to help me find my way back. Mine is malfunctioning, so I go by feel, keeping the steep drop of the ridge’s face on my left, surprised by flats and peaks I don’t remember seeing from below. I begin to wonder if I have accidentally gone down the ridge’s gently sloping backside instead of walking its top. The fog thickens until I can see only a meter or two ahead. Thickens again, until I, too, vanish—erased as completely as the dark tracery of path I left through the grass below soon will be.

Then, abruptly, the fog breaks and the way down the mountain comes clear. Relieved, I weave back through the hills and, on the crest of the last, see the Tiĝlax̂ in the placid bay below. The ship blows its foghorn in a long salute as I lift my hand to the sky.

[blogueericdescarries]

Toyota Tundra TRD Pro, Saint-Eustache (encore) et Granby...deux fois!

Le 24 juillet 2019

Dans le monde des pick-up de pleine grandeur, il y a les Ford F-150, les Ram, le duo Chevrolet Silverado-GMC Sierra puis il y a les deux répliques d’origine japonaises mais Made in USA) Toyota Tundra et Nissan Titan. Comme vous l’avez probablement déjà lu ou vu en quelque part, les F-150 se vendent comme des petits pains chauds (les véhicules les plus vendus au Canada et aux États-Unis), les Ram gagnent en popularité, leurs ventes ayant dépassé celles des camionnettes GM et ces dernières, qui viennent tout juste d’être redessinées, demeurent très populaires sur le marché malgré un léger fléchissement (plus de 585 000 l’année dernière alors que Ford a vendu plus de 909 000 F-150 en 2018!

Mais dans le cas de leur concurrence d’origine nippone, les chiffres sont moins spectaculaires, un peu plus de 118 000 unités pour le Tundra alors que Nissan a à peine réussi à livrer un peu plus de 50 000 Titan. Cela veut-il dire que les produits de Toyota et Nissan ne valent pas la peine d’être considérés? Pas du tout. La véritable réponse, d’après moi, c’est d’abord l’allégeance à la marque, une des caractéristiques les plus difficiles à combattre puis, peut-être, le marketing. Par exemple, aussi bizarre que cela puisse paraître, Nissan semblait avoir réussi tout un exploit en incluant le V8 turbodiesel de Cummins dans ses options de Titan. Malgré la superbe réputation de la marque de moteurs (qui sont si populaires sous le capot des Ram Heavy Duty et des poids lourds), le coup a été royalement raté! Toyota est le seul à ne pas offrir de moteur diesel sous le capot de ses Tundra. Mais on devrait voir une version complètement révisée de ce pick-up d’ici 2021 (vous souvenez-vous de l’option Hybride qui avait été dévoilée lors du lancement de la dernière version?).

Malgré tout, alors que chez Nissan, on est à évaluer de nouveau la situation, chez Toyota on se dit content des ventes (plusieurs s’imaginaient que les «Japonais» allaient révolutionner le genre il y a quelques années…) et on travaille pour se bâtir une réputation. Non, il n’y a pas encore de diesel au catalogue des options (les trois grands américains en proposent un) même si Toyota avait déjà exposé un prototype avec moteur diesel Hino au SEMA. Et, non, il n’y est pas question de solution hybride (Ford va lancer sous peu un F-150 hybride) ni même électrique (encore une fois, Ford nous promet un F-150 tout électrique dont les premiers prototypes servent à des réclames montrant qu’ainsi équipé, un F-150 peut tirer jusqu’à plus de 1 million de livres!). Toutefois, les dirigeants de Toyota en Amérique réussissent à diversifier la gamme de Tundra (et d’autres 4 x 4) en créant les versions TRD Pro (Toyota Racing Development). Dans le cas du Tundra, le TRD Pro se veut une sorte de réplique aux Ford Raptor mais plus encore aux Ram Rebel, aux Silverado Trail Boss, aux GMC AT4 voire même aux Titan Pro-4X.

Le Toyota Tundra TRD Pro, tel qu’il est proposé cette année. (Photo Éric Descarries)

Le Tundra TRD Pro vu de l’arrière chez Pepinor à Laval. (Photo Éric Descarries)

C’est exactement ce que j’ai conduit la semaine dernière même pour mes nombreux déplacements hors de la ville. Il n’y a qu’un seul modèle de TRD Pro, soit un Tundra Crew Max avec caisse courte de 5,5 pieds mû par le V8 de 5,7 litres combiné à une boîte automatique à six rapports et à la motricité aux quatre roues sur commande (mais sans fonction automatique du style Auto 4 comme l’offrent les concurrents!). Déjà, ici, on sent un peu de retard sur l’industrie qui propose des V6 parfois même turbocompressé, des boîtes de vitesses avec huit et dix rapports et la fonction Auto4 automatique. La suspension du TRD Pro a été révisée avec des amortisseurs Fox plus rigides ce qui, en passant, ne rend pas le Tundra beaucoup plus ferme. Les pneus, des Michelin LTX toutes saisons sont mieux adaptés aux excursions hors-route mais ils ne sont pas trop agressifs.

Le seul moteur disponible dans cette version est un V8 à essence de 5,7 litres (Photo Éric Descarries)

L’intérieur du TRD Pro (qui demande un peu d’acrobatie pour y accéder puisqu’il n’y a pas de marchepieds afin de donner plus de garde au sol en situation hors-route) est presque identique à celui des autres Tundra. Question «styling», les Tundra Edition 1794 sont nettement plus élégants alors que la sellerie et les garnitures du TRD Pro sont monochromes et un peu fade (sauf pour la broderie TRD aux dossiers des sièges d’avant). Le tableau de bord affiche de bonnes informations numériques mais l’écran du centre est un peu petit. Ce dernier est bon pour la radio et les caméras extérieures mais pour le GPS, il faudra se contenter de l’ancienne version de Toyota. Oh! Et il n’y a pas de Apple Car Play ni d’Android Auto… Il n’y a pas de bouton pression pour faire démarrer le véhicule ! On en est encore à la clé de contact dans la colonne! Pour passer en quatre roues motrices, il y a une commande rotative et enfin, les commandes pour équilibrer les freins électriques des remorques sont intégrées au tableau de bord.

Le tableau de bord simple mais un peu dépassé du TRD Pro. (Photo Éric Descarries)

Les places arrière sont très généreuses avec des commandes pour les buses de chauffage ou climatisation. Le fauteuil se replie pour procurer un plancher plat permettant le transport de certains objets que l’on craindrait trop à la vue ou trop vulnérable dans la caisse. Il faut avouer que les portières d’arrière ouvrent très grand mais que le seuil est élevé (il n’y a pas de marchepieds vu que le véhicule est dédié aux excursions hors-route où ils seraient encombrants à la garde au sol). La glace arrière peut s’ouvrir par commande électrique alors que c’est toute la glace qui descend !

Les places arrière sont généreuses. (Photo Éric Descarries)

La caisse de 5 pieds et demi est un peu courte pour un usage commercial. Le panneau arrière s’ouvre tout doucement avec un frein mais la marche y est très haute. Toyota n’offre pas de petits escaliers alors que la marche escamotable installée par le concessionnaire pourrait être, elle aussi, une nuisance en condition hors-route.

La caisse est courte et il lui manque des accessoires pour y accéder plus facilement. (Photo Éric Descarries)

Sur la route

Mais qui ira vraiment faire des excursions hors-route avec un camion de cette dimension? La finition TRD Pro est peut-être intéressante pour les mordus de hors-route du sud-ouest américain mais chez nous? J’ai été faire une petite excursion à mon terrain d’essai hors-route régulier et le TRD Pro se débrouille très bien dans les chemins boueux. Il devrait être habile dans les chemins forestiers assez larges et pas trop exigeants. Il en va de même pour les pneus Michelin qui savaient attaquer la boue tout en demeurant silencieux sur la route..

Toutefois, je crois que les propriétaires de Tundra TRD Pro feront 99% plus de route que de terre (la fonction 4 x 4 sera utile en hiver). Et c’est là que j’ai concentré mon attention.

Évidemment, le Tundra n’est pas très à l’aise en situation urbaine. Il n’est pas facile à garer à cause de ses dimensions imposantes et son rayon de braquage assez grand. De plus, la prise d’air protubérante sur le capot n’aide pas à la visibilité. Une chance qu’il y a des capteurs et des caméras sur cette camionnette pour le stationnement. Quant aux performances, malgré les 361 chevaux du V8, il faut quelques huit secondes à la camionnette pour passer de 0 à 100 km/h. Les reprises peuvent aussi être laborieuses. Décidemment, la boîte de vitesses à six rapports n’aide pas à la situation. Toutefois, la camionnette est relativement agréable à conduire sur autoroute malgré la direction un peu floue. Le freinage est un peu juste vu le poids un peu élevé du véhicule. En passant, le Tundra peut charger de 645 à 775 kilos dans la caisse selon le modèle et tirer, dans le cas du TRD, jusqu’à 4175 kilos. En ce qui a trait à la consommation, durant ma semaine au volant de cette camionnette, j’ai obtenu une moyenne de consommation de 15,4 litres aux 100 km ce qui n’est certes pas économique. Il m’aura fallu plus de 130 $ pour remplir le réservoir auquel il restait encore un peu plus du quart (le litre étant à 1,28 $).

Si vous acceptez que le Tundra ne vous donne pas toutes les récentes innovations que l’on retrouve chez la concurrence, vous devrez débourser, 46 000 $ plus les 17 900 $ pour l’option TRD Pro, 100 $ pour la taxe d’accise pour la climatisation, 27,50 $ pour les divers frais environnementaux et 1815 $ pour le transport et la préparation ce qui porte le total à 65 842 $.

Les mordus de Toyota y seront attirés ne serait-ce que par sa réputation de fiabilité alors que ceux qui recherchent une camionnette robuste et un peu plus simple y trouveront leur compte. Reste à voir ce que Toyota en fera en 2021 surtout que le constructeur a récemment appointé l’un de ses dirigeants américains (un véritable américain amateur de «trucks») à un poste-clé d’ingénierie à Tokyo! C’est à suivre!

Courte visite à l’Autodrome St-Eustache

Voilà des années que je vais aux courses à l’Autodrome St-Eustache, une piste que j’ai connue aussi sous le nom de Circuit Deux-Montagnes. J’y ai vu des estrades pleines lors de courses de Modifiés, de drags de camion, de courses de circuit routier (alors que j’étais officiel de l’ACAM) mais surtout de stock-car. J’ai peine à croire que l’Autodrome sera fermé et démoli l’an prochain!

Puis, vu que j’ai quitté la télévision et les courses (pas toujours excitantes) des grands circuits américains, je préfère aller aux courses locales et encourager NOS «p’tits gars». C’est ce que je devais voir samedi dernier alors qu’on y annonçait DEUX courses de 50 tours du championnat local NASCAR. Malheureusement, avec la chaleur intense et le ciel menaçant, il n’y eut qu’une seule course mais elle fut relativement intéressante. Steve Côté a remporté l’épreuve avec une certaine facilité alors que le vétéran Sylvain Lacombe s’acharnait à le poursuivre. Malheureusement, à deux tours de la fin, l’attache du pont arrière de la Chevrolet no 3 de Lacombe a cédé ce qui a permis à Côté d’atteindre le drapeau à damiers sans inquiétude.

Les courses de la série NASCAR locale Lucas Oil sont toujours intéressantes à St-Eustache! (Photo Éric Descarries)

En fait, toutes les courses se sont déroulées assez rapidement avec peu de neutralisations au point où le programme était terminé avant 22h00 h ce qui a dû plaire aux voisins mais qui a certainement plu aux spectateurs (surtout ceux avec les petits enfants) qui pouvaient rentrer chez eux un peu plus tôt ou en profiter pour aller jaser avec les équipes à l’arrière.

Je dois vous dire que ce qui m’étonne toujours à St-Eustache, ce sont les petites classes de soutien où une trentaine de pilotes sont constamment en action. Et allez m’expliquer comment cela fait-il qu’il y ait une division où il n’y a que des Chevrolet Cavalier et des Pontiac Sunfire (en plus de quelques japonaises de même calibre) qui y évoluent d’année en année sans relâche! Si je me fie aux commentaires des journalistes automobile de l’époque, ces autos étaient des «poubelles» surtout pas fiables….et pourtant, elles sont devenues des autos de course qui reviennent semaine après semaine sans grand entretien. Certains pilotes ont la même auto depuis des années et elle ne lâche pas. Ce ne sont pas des merveilles de technologies ni des bagnoles de compétition à la fine pointe de la préparation mais, quand même…

Ces anciennes Cavalier et Sunbird/Sunfire surprennent par leur endurance et leur fiabilité. (Photo Éric Descarries)

Un mardi soir aux «Big blocks» à Granby

Quand tu es un mordu de l’auto et un amateur de courses…Mardi soir dernier, il y avait les fameux bolides Modifiés à l’Autodrome Granby, une piste de terre battue d’un demi-mille. Cette catégorie d’autos de course qui était la reine de la terre il y a quelques années ne se produit plus que dans un circuit américain qui se déplace de piste en piste. Les Big Blocks sont des stock-car spéciaux (d’ailleurs, je ne sais pas pourquoi on les appelle «stock-car», ils n’ont rien d’une voiture de production…) avec des châssis construits sur mesure et mus par un V8 de très grosse cylindrée d’un maximum de 467 pouces cubes (7,65 litres) , pour la plupart des Chevrolet de 454 pouces cubes (7,4 litres), quelques-uns de 460 Ford (7,5 litres). Certains auront des moteurs artisanaux DART ou Merlin mais tous doivent être de fonte d’acier avec arbre à cames central. On annonce de 650 à 800 chevaux.

Les Modifiés sont mus par de puissants moteurs de quelque 7,5 litres. (Photo Éric Descarries)

Lorsque toute cette cavalerie (plus de 25 voitures au départ) est en piste, le vacarme des échappements libres est infernal! Et la vitesse y est folle. Ce mardi à Granby, il y a eu un carambolage au 29e tour impliquant une douzaine de bolides. Plusieurs sont pu reprendre la compétition après des réparations sommaires et c’est l’Américain Matt Sheppard qui a gagné l’épreuve comptant pour le championnat Super Dirt.

Un carambolage est venu retarder la tenue de l’évènement principal. (Photo Éric Descarries)

J’ai eu l’opportunité de donner un coup de main à l’équipe de 360Nitro.tv en faisant quelques entrevues vidéo en français et en anglais et j’ai pu parler à plusieurs pilotes vedettes de cette série et de la série Sportsman locale, tous des gens charmants sauf…Sheppard!

Malgré que cet homme soit trois fois champion de la série, j’ai eu affaire à un véritable goujat qui a accepté de jouer le jeu de l’entrevue mais qui a répondu que par des «oui» et des »non» sans vouloir élaborer. Il a même terminé l’entrevue ne levant les yeux au ciel. L’entrevue est tellement «plate» qu’elle n’a pas été publiée sur le site 360nitro.tv.

Dans ma carrière à la télé, j’ai conduit des entrevues avec des gens aussi célèbres que A.J. Foyt (il faut parfois des mois pour y parler), Parnelli Jones, Mario Andretti (quel gentleman!), Jacques Villeneuve (l’oncle et le champion du monde!) et j’en passe. Mais je n’ai jamais eu affaire avec un être pareil! Il n’a qu’à refuser les entrevues s’il ne veut pas en faire…Il faudrait vraiment que Super Dirt Cars y voient. Il ne fait certainement pas honneur à la série!

La série locale Sportsman attire aussi son lot de fans, les gradins de Granby étant très souvent aussi pleins! (Photo Éric Descarries)  

Rendez-vous à Granby, encore une fois

En parlant de Granby, ce weekend, c’est l’International de Granby, une rencontre annuelle et «Concours d’élégance» pour voitures anciennes et spectaculaires (au parc de la ville, pas à l’Autodrome!). Ce sera aussi le weekend du Marché aux puces de pièces anciennes et neuves où on peut y trouver de véritables petits trésors. Adrénaline Auto Guides chez qui ce blog est publié y aura un stand et la toute dernière publication de la maison y sera mise en vente. Il s’agit d’un magazine amplement illustré de véhicules modifiés semblables à ceux des années cinquante et soixante. Il y a même des photos d’expositions d’autos de plus de dix ans. Le magazine affiche un prix de seulement 5 $ !    

[enginerumors]

2021 Toyota Tundra TRD Pro Diesel Specs, Release Date

2021 Toyota Tundra TRD Pro Diesel Specs, Release Date

2021 Toyota Tundra TRD Pro Diesel Specs, Release Date– It still offers extremely very similar motors on the initial plus it still appearance around the same as before. To keep it competitive, they discharge a whole new edition not too long in the past. The newest 2021 Toyota Tundra TRD Pro and Pro Sport acquired small changes above their predecessors. Nevertheless, the truck continues to give the…

[noah44jacob]

2018 Toyota Tundra Diesel Redesign, Price and Release Date Rumor

2018 Toyota Tundra Diesel Redesign, Price and Release Date Rumor

[spinomatic_spintax no_refresh=1] 2018 Toyota Tundra Diesel Redesign, Price and Release Date Rumor

2018 Toyota Tundra Diesel Redesign, Price and Release Date Rumor– The Toyota Tundra has scarcely struck the roads and then there is as of this moment for that following model from the line up – the 2018 Toyota Tundra Diesel. Consequently, Toyota, which has dependably been…

[asfianda]

2018 Toyota Tundra Diesel Release Date, Changes, Concept

2018 Toyota Tundra Diesel Release Date, Changes, Concept – New 2018 Toyota Tundra Diesel is a sibling of one of the most favored puck-up trucks in the USA. Although experiencing tough rivals (Ford F 150, Nissan Titan and Dodge Ram 1500), Tundra Dieselhas attributes for a great distance runner. This car was enhanced in conditions of exterior design and potential train, although the use of light…

[car-parts-online]

MOTOR CHEVY SILVERADO

The motor chevy silverado has a diverse item portfolio, from small autos to large vehicles. The Chevy Volt was a principle car, yet today, it is a preferred option amongst lovers. The Chevrolet Cruze Eco, for example, has 42 miles per gallon freeway and a series of 344 miles of extended fuel. It is just one of one of the most functional and ao affordable automobiles on the market. Yet it isn't only the best-looking Chevy.

The 1 is one of the most amazing GM powerplant offered today. This motor was developed in 1907 as well as is offered in many versions. However, this vehicle is only offered through the GM Performance Parts division. Its price is a bit high, but it is a fantastic automobile for you and your wallet. If you are searching for a powerful car, you must take into consideration acquiring an 1 model. This version has a 6.2-liter V-8 and a 5.3-liter motor.

There are a number of motor selections for the motor chevy silverado . It comes standard with a 4.3 L EcoTec3 V6 motor generating 285 horse power and 305 lb-ft of torque. The business ao offers a V8 with 355 horse power and 383 lb-ft of torque. All of the generational versions of the vehicle attribute 4x4. You can ao get the crew cab with a common or team taxicab.

The Silverado is GM's most popular full-size truck, as well as it's still one of one of the most affordable. It's available in various taxicab arrangements, taxi sizes, and trim leve. It has a V-6 or V-8 motor relying on the trim level. This vehicle is available with a brief, basic, or long box cargo bed. It ao includes a redesigned grille and a new layout that is less complicated on the eyes.

The motor chevy silverado was revamped to be much more sturdy. It got a brand-new front structure as well as rack-and-pinion steering, in addition to a brand-new chassis. It was geared up with four-wheel-drive and six-wheel-drive versions, as well as a high-performance SS trim. The second-generation version received the name "Redline" to differentiate it from the previous "Tandem" trim. chevymotorforsale.com/motor-chevy-silverado/ is a great site to get motor

The motor chevy silverado was last changed in 2007 and released out there. It was created to compete with the Ford F-150 as well as the Toyota Tundra, that made it a much more powerful lorry. Its exterior was changed to be much more wind resistant, while the interior gotten updates that included Bluetooth mobile phone connection as well as an improved towing capability. Unlike the previous generation, the Silverado currently has a new style, so if you're preparing to get one, you need to take into consideration the updates in the 2018 model year.

The motor chevy silverado has actually been around for over a century. The name Silverado is a relatively new addition. Initially, it was a trim on the C/K pickup, and after that in 1999 it was made a stand-alone design. The Chevy 1500 has a credibility for being durable as well as trusted, and its resale worth is likewise high. However, the Toyota Tundra has a lot more horsepower, but it can't match its resale value.

The second-generation of the Chevy Silverado's structure was upgraded, with a new frame as well as improved tightness. During this generation, Chevy went down the 4.3 L V6 from the lineup and ao presented a special off-road Silverado 1500 called ZR2. The 5.7-liter V8 produced 460 pound-feet of torque. The DURAMAX 3.0-liter turbo-diesel created 277 horsepower.

The third-generation Chevy Silverado schedule resembles the previous generation, with 3 EcoTech motors. The 4.3-liter V6 has more horsepower than the 5.3-liter V8. The 6.2-liter V8 has even more torque than the 4.3-liter V8. It has even more power as well as attributes. The Crew Cab has a prolonged bed. It can seat approximately 6 passengers. Its base trim comes standard with dual-rear seats. To know more, visit:chevymotorforsale.com/motor-chevy-silverado/

[superautoreviews]

2018 Toyota Tundra Engine Specs, Design And Price

New Post has been published on https://www.toyotarumor.com/2018-toyota-tundra-engine-specs-design-and-price/

2018 Toyota Tundra Engine Specs, Design And Price

2018 Toyota Tundra Engine Specs, Design And Price – Toyota is planning an critical return to the new Toyota Tundra 2018 to deal with the competitors in between the truck sector. This truck is intensely underestimated because it is one of Toyota’s most popular goods. In latest reports, it is actually mentioned that Toyota will provide some refreshments for these new vehicles to ensure they more very competitive. Beverages are being included in attracting consumers tundra 2018.

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2018 Toyota Tundra Exterior And Interior

2018 Toyota Tundra go for some changes across the body. So far more satisfactory in the market. The body was created to be better searching when compared to precursor model as the assistance from the minor changes available from some products surrounding you. Parts which can be produced by Toyota would be the radiator grille, and bumper might be increased.

To complete your new appear, some little changes will also be supplied in the cabin Toyota Tundra 2018. The interior is finished having a higher quality measure of components, like the dashboard and seating. Many personal sites mentioned how the technologies, specifically for the safety program in this particular vehicle, will likely be current. In this manner, you will have much more security to the customers.

2018 Toyota Tundra Engine Specs

While we have said, there will be some improvements provided by Toyota with this truck and development is under the hood. The previous design offers the high-performance DNA just for this 2018 Toyota Tundra will inherit this DNA.

It will probably be a high-performance truck with outstanding engine support. Some reports mention that the engine is a V8 fuel that is perhaps basically just like the earlier model. At this point, we can easily not wait for a confirmation of Toyota to the level that it must be a new variant diesel engine Cummins.

2018 Toyota Tundra Release Date And Price

Given that we could not find an official verification from Toyota in regards to the issues as well as the gossip, we have no facts about the release date and price. It continues to tough to forecast when the company will begin it along with the amount will be offered with this latest version.

Nevertheless according to gossips, at some time in 2018, it is likely to see Toyota Tundra 2018. By using these tiny improvements, we believe the expense will be improved although it is not even close to the current price. Everything we count on is the fact that cost must be aggressive. Therefore it is no better than a competitor.

[2018fordranger-blog]

2018 Toyota Tundra Diesel Rumors, News, Specs

2018 Toyota Tundra Diesel Rumors, News, Specs

For Asia and other markets, Toyota Tundra 2018 known properly as the most interesting car. With its popularity, not surprising if Toyota wants to go forward bringing the car in the global market with the release it in the future. Reported by some unofficial sites that the company will design this high powered cars with attractive designs. This can be used for city drive and other things.

Several…

[lagunapeach]

2019 Toyota Hiace, Redesign, Engine, Release Date, Price, Changes, Reviews

2019 Toyota Hiace, Redesign, Engine, Release Date, Price, Changes, Reviews

2019 Toyota Hiace Release Date and Price  – 2019 Toyota Hiace is a single much more release Toyota, in the Japanese Auto company. The preliminary release of the model goes back in 1998 only currently being amid their lengthiest-supporting and used up edition all through the environment. The 2019 Toyota Hiace entails the Toyota Previa variation as a successor. The Toyota Hiace has professional…

[bidgodrive]

2018 #toyota #tundra #limited minor collision damage, runs and drives. 100s of #salvage and #repairable #pickup #trucks in stock. DM us for details @bidgodrive http://bit.ly/2mXXfBv #pickup #ford #truck #chevy #offroad #trucks #fordtruck #bumpside #diesel #classictruck #dieseltrucks #dieselpower #pickuptruck #pickupford #chevrolet #fordlove #liftedtrucks #ram #superduty #awd #4x4 #snow

[newcarsrelease-blog]

New Tundra Body Style

New Tundra Body Style New Tundra Body Style - For the 2018 model year, Toyota is playing out a Read more at http://toyotacamryusa.com/2017/06/new-tundra-body-style/