Land Rovers are not my thing and probably never will be, Series IIA or otherwise. Sure, I lusted after the Defender 90 and 110 when they were officially imported to The States years ago, but I’ve never had a strong desire to own a Land Rover. And while I spend plenty of time in my garage modifying, servicing, and repairing (newer) vehicles, an automotive restorer I am not.
While surfing the web I stumbled upon North American Overland and their video documenting a complete restoration of a Series IIA Rover. The video is very well done, and I would be surprised if any gearhead, regardless of specialty or bias, was not impressed by the impeccable attentional to details. Impressive!
1996 F-350 7.3L Power Stroke/T444E with 255/85R16 Toyo M/T
It’s time to finish this slow, drawn-out tire review. If you need some background read the previous related post here: Toyo M/T Part 5
After a mere 1,278 miles traveled over twelve days, the measured treadwear on this set of 255/85R16E Toyo M/T tires went from 19/32″ when new, to 18/32″ on the front axle and 17/32″ on the rears.
Front 255/85R16 Toyo M/T worn 1/32″ after 1,278 milesRear 255/85R16 Toyo M/T worn 2/32″ after 1,278 miles
It’s well known that diesel torque, weight, towing, and high speeds all contribute to wear, and sometimes tires wear faster initially, then slow to a more palatable rate. However, after removing a set of Dick Cepek F-C II 285/75R16D tires that were hardly wearing, same as when they were mounted on a lighter rig, this Toyo M/T wear was unacceptable. While I’d run sets of Toyo M/Ts before, I’d put them on a lighter Toyota 4Runner and a 2005 Jeep TJ, and hadn’t experienced this kind of wear. The old F-350 T444E/7.3L Power Stroke was not a daily driver—logging few miles per year, though most were working—so the tires could have lasted years if I would have left them on the truck.
We can’t always have new tires, but I prefer deep rubber, tread that not only starts meaty but stays that way for a while. Depth and void are critical components of traction, so shallow tread not only means less longevity, but also potentially less grip, sooner, after fewer miles.
LT255/85R16E Toyo Open Country M/T
There was another niggle, the extremely common right-pull of the Toyo muds. I had resigned myself to living with this on the F-350, but combined with the fast wear it more than I cared to tolerate.
My solution was to return the tires for a “ride complaint”. Some manufacturers offer customers this resolution for certain issues, sometimes they even advertise this warranty for new patterns, or for lines that have proved exceptionally popular and/or reliable. However, even when this option is available it typically expires after more than 2/32″ of tread are consumed…which was going to occur in less than 2,000 miles! In this situation I’d more than earned this option with one of my local Les Schwab dealers, having purchased many sets of tires for several platforms in recent years. The truck had to wear shoes, but which ones? A few sets of 285/75R16 treads had been squeezed onto the factory 16 x 7-inch forged aluminum Alcoa wheels, though I much prefer the 255/85 size. Same height, look great, less filling. This quickly narrows the options and I needed to buy them from Les Schwab Tires.
Maxxis Bighorn LT255/85R16D
Maxxis Bighorn MT-762
Les Schwab is not the least expensive tire dealer around; in fact they can be comparatively expensive these days since Discount Tire moved into the region. Yet, through the years I’ve been mostly happy with the service from most dealers, and willing to pay a little extra depending on the products and services. The Toyo M/T has always been a relatively expensive tire, particularly from Les Schwab dealers, while Maxxis Bighorns have been a good value. When I purchased my first set of Bighorns from Les Schwab several years ago they were a deal, and the prices still seem relatively good in 2016. Then and now, similar dollars are needed to buy five LT255/85R16 Bighorns, or four Toyo Open Country muds, so I did.
Mounting Bighorn 255/85R16 on the stock 16 x 7 inch forged stock F-350 wheel
The Bighorns are not a zero compromise choice or design. They also wear fast, even on lighter platforms, and by modern standards they are loud. But if tolerating rapid wear was a necessity, I’d prefer a less expensive product. Plus, they have never caused any of my rigs to drift right (Toyota, Jeep, or Ford), have provided excellent traction in most terrain, and are more flexible at a given pressure while offering a more comfortable ride. All tires can be punctured, but I’ve yet to put a hole in a Maxxis tire; though I did have a sidewall split on my first set on the same F-350, which was replaced under (pro-rated) warranty.
Still A Toyo Fan
I’m compelled to share that while this set of Toyos were a disappointment at the time and I decided to dump them, I’m still a fan of the Toyo brand. Toyo makes high quality tires that typically require little weight to balance, and I’ve purchased another set of Toyo truck tires recently. Wear is not always the predominant factor when choosing new rubber, and all tire choices involve compromise.
As critical as I was of the wear at the time, over the past two years I’ve again been driving heavy diesel pickups regularly, have seen similar, rapid tire wear, and with more than one brand. Those details will have to wait….
Recently we received VW’s TDI Customer Goodwill package in the mail.
-$500 Visa card
-$500 VW dealership card
-Roadside assistance for three years
To activate the cards the registered owner must take the package to a Volkswagen dealership, with proof of ownership, driver’s license, and the car. After the vehicle’s odometer is recorded and eligibility confirmed, the goodwill package is activated. Our loyalty cards are good through December 2016.
Because I perform the routine maintenance on our Jetta Sportwagen TDI, the $500 dealer monies will be used to purchase oil and filters, or maybe a set of tires. We will definitely spend it on wear items we can use beyond 2016.
Based on a few reports and commentaries I’ve read, some of the VW faithful are very angry about this diesel debacle. My wife and I are not pleased, but we’re also not worked-up about the situation. Resale value may have fallen—likely this will be temporary—but our car is the same, runs well and fits our needs, we still enjoy owning it, and have no plans for a replacement. Granted this is a long-range view, and if we were planning to sell or upgrade soon we’d be upset. Some think the $1,000 is far too little and should be thousands. Instead of three years of roadside assistance I’d rather have extra years of bumper-to-bumper warranty, which would cost Volkswagen more.
Is there a better, manual transmission economy car available in the USA that’s so fun to drive? Nope. A contrary view is that our car has become more valuable, and is essentially irreplaceable because these little diesel cars have not been sold for several months, and it will likely be many more before (if?) they are sold again. Barring any major reliability failures, we look forward to the next 10 years and 150,000 miles.
Maybe it’s in our nature, or possibly our cultures, to survive by winning at all cost, including cheating? Though most learn that dishonesty is not the way, in theory if not in practice.
As my friend Mike commented, the ethics of the VW emissions cheating situation aside, didn’t the perpetrators think they would get caught someday? They should have…
This USA Today article indicates that the Bosch Corporation—you know, the important fuel-injection guys—warned VW not to use certain software during normal operation, in 2007. Then in 2011, a Volkswagen technician reportedly raised concerns about illegal practices and emissions levels.
Seems there was some (diesel) smoke early on, a warning about a smoldering fire.
Maybe I’m wrong. Maybe VW’s despicable deceit will hurt the future market for diesel cars in the USA, like GM’s pathetic first attempt to make light-duty automotive diesels decades ago? The action was very different, but could a generally negative public perception of diesel power return? This article argues yes. http://autoweek.com/article/car-news/why-volkswagens-diesel-betrayal-different
The author makes valid points about alternative technologies getting better, heck, even gasoline-powered cars have become extremely efficient and economical (if we buy those models). My guess is that VW’s 2.0L TDI engines could have met the standards, still drive well, while obtaining slightly fewer miles-per-gallon. How much less is the question. Maybe two–three mpg on the highway? If that’s the number was it worth the trouble VW? Would people have avoided purchasing TDI cars because the EPA rating was lower and/or the cars obtained slightly less mpg?
Maybe we will find out if there is an ECM update recall that corrects the programming, making the cars meet standards. If so I’ll likely do a back-to-back freeway fuel-economy test to document the change. When the 2.0L TDI engines conform there might be consequences, like the particulate trap might fill sooner, and the car may not meet emissions system warranty standards set by the EPA.
As a former owner of the 1.9L TDI with its relatively modest 90 horsepower and 155 lb-ft of torque (2000 specs), and a current owner of a 2013, no-DEF injection, 2.0L TDI Jetta Sportwagen that makes an impressive 140 horsepower and 236 lb-ft, the slight reduction in real-world fuel economy from the newer car remains impressive. Both were equipped with manual transmissions, which helps economy, performance, and driving pleasure. The ’13 2.0L has a 6-speed tranny with an extra cog on top, and the taller final-drive ratio lets the engine turn fewer rpm, which surely helps.
If diesel car sales are severely and permanently damaged in the USA because of VW’s actions it will be unfortunate for enthusiasts, the engine design and technology has so much to offer, still. However, even if this does happen I’m confident it will not hurt the diesel truck market. The buyers are generally not the same folks, as the green diesel car market and the impressively powerful (and efficient) full-size light-truck diesels target different customers. Diesel-powered trucks and commercial equipment are going to continue doing work and moving freight for the foreseeable future. Decades.
As a longtime diesel aficionado, I have some thoughts about the recent revelation regarding Volkswagen’s intentional cheating on emissions tests, allowing vehicles to apparently meet standards when they actually did not while traveling on public roads.
2000 VW Golf TDI
Looking Back Before Looking Forward
We have already passed the crossroads for light-duty diesel acceptance in the USA. The overly belabored weaknesses of 1970s and 1980s G.M. diesel designs have finally faded in the press (which occurred long ago in the minds of most consumers).
Installing the naturally-aspirated International 6.9L V8 in 1983 Ford F-series pickups was a good, modest start. A positive diesel future was sealed when Chrysler and heavy-duty engine manufacturer Cummins installed the venerable 5.9L ISB turbodiesel in a mature Dodge pickup body. Light-duty diesel emission requirements were limited in those days, but have been updated several times since, becoming much more stringent. Yet manufacturers have developed technologies to meet the standards while simultaneously and dramatically improving performance. The massive toque and horsepower offered in newer diesel pickups from Ford, GM, and Ram were reserved for medium-duty and larger commercial trucks just a few years ago. Sometimes manufacturers even met future emissions requirements early, as Cummins did at one point with their 6.7L ISB.
More Diesel Cars Please
Smaller automotive diesel options (cars) have been few, with VW and Mercedes being the main players in the U.S. for decades, and BMW joining the fray more recently. VW has been the volume seller of diesel automobiles, which has much to do with the lower price of their vehicles and the miles-per-gallon they have been able to squeeze from a gallon of fuel.
1.9L VW TDI engine. Not the part of the current controversy.
The unfolding scandal interests me not only because of my enthusiasm for turbodiesel cars and light-trucks, but I also have a long standing connection to the VW brand. In my youth, my first two vehicles were 60s vintage VW Beetles. Before that, I literally learned to drive a manual transmission in my Papa’s 1978 VW Rabbit diesel 4-speed. Two decades later my wife and I owned a 2000 Golf TDI, putting 166,000 miles on the odometer before taking advantage of the excellent diesel resale value, and buying a new, 2013 Jetta Sportwagen “clean diesel”. Siblings and parents own VWs, and with my encouragement two cousins purchased late model VW TDIs.
Is this ridiculousness by VW going to hurt diesel sales from other manufacturers in the long run? I don’t think so. The emissions are extremely low (when met) and the economy and performance advantages many.
