As the leader in aftermarket steering systems, PSC Motorsports knows a thing or two about getting Jeeps to drive better on-road and off. When the JL was launched, one of the biggest changes to the all-new Wrangler was to the steering system. Gone was the traditional engine-driven power steering pump and cast-iron steering gearbox. In their place was a remotely mounted electric steering pump along with an aluminum steering gear housing.

Understanding that these systems could fall short when you mix in larger tires and a front differential locker, PSC wasted no time creating an all-new steering kit for the JL. To prove out the company’s hydraulic-assist version of the kit, company owners Tom and Kim Allen piloted their fresh 2018 Jeep Wrangler Sport build on the first annual Nitto JL Experience. Of course, this was no regular Wrangler, as PSC teamed up with the crew at Tribe 16 in Fort Worth, Texas, to create one incredible Jeep.

Fit with a custom multilink suspension, Dynatrac 1-ton axles and riding on 40-inch-tall Nitto Trail Grapplers, PSC’s JL had no trouble navigating the 1,000-plus-mile adventure. While we’ll have more on the company’s all-new JL steering system coming soon, for now, check out our video breakdown of a JL that’s quickly setting the bar for others.

Quick Specs

 Jonesin' for JL content? Click here for a custom Jeep by Fabtech.

Over the last several years I’ve been upgrading our camping and travel gear for overlanding. I’ve learned to travel light, pack smarter and live easier—and compressed my belongings to include items that make traveling better. The five products highlighted are durable, inventive and high quality. Each item has its place in my vehicle, no matter where in the backcountry I travel.

1. VSSL’s Suunto Supplies Flashlight + Kit

If you’re like me, you make sure your gear can work for you in multiple ways. You make it effective and reliable. Meet VSSL, (pronounced "vessel"), from Abbotsford, Canada. VSSL has created a unique solution that combines a high-powered LED flashlight with an emergency or supplies kit. This cool aluminum-encased travel tube doubles up as an LED flashlight with an SOS alert, red light night vision mode and a full-on supplies kit for emergency accessories.

The VSSL Suunto Supplies flashlight includes items such as a razor blade, fire starters, six-hour beeswax candle, waterproof matches, signaling mirror, reflective trail markers and first-aid supplies. Also included are primitive fishing gear, a wire saw and a P38 military GI-type can opener (for emergency food needs). The Supplies kit is compact, smartly designed and can fit pretty much anywhere in your vehicle or camp box.

In addition to important preparedness contents, the VSSL Supplies flashlight kit comes with a Suunto compass. It’s a “best in its class instrument” and can be accurate to approximately half a degree. This Suunto compass is globally balanced, meaning you can find your way back home no matter if you’re in the northern or southern hemisphere. It's perfect when you need to find your way when directionally challenged.

I’ve used the VSSL test model on a few remote camping excursions. It’s easy to use, bright and solid. Long press to turn on. Two intensity modes for brightness, one red light mode, SOS mode, then off. You need to migrate through all modes in order to turn your VSSL off, however.

Cool, compact and concise. I give it the thumbs up if you want an all-in-one flashlight and supplies kit.

$142.95 | VSSL Supplies Suunto Edition Flashlight

2. Off Grid Trek’s 28w Solar Panel

Keeping ancillary items juiced up is critical—no matter where you are. Canadian company Off Grid Trek makes solar products designed for you to go further, longer. Their 28w foldable panel has the ability to charge devices simultaneously, especially in a variety of weather conditions. Devices are easily charged with two USB charging ports on the back of the panel. A digital display on the back shows a variety of info: charging current, charging voltage and output voltage.

Off Grid Trek’s 28w solar panel uses SunPower Gen 2 Maxeon cells, which allow optimum absorption of energy in direct sunlight or even in diffused situations like cloudy skies or shady conditions. This product boasts a 23% efficiency rating.

Off Grid Trek’s solar products take up little space and can be deployed quickly. They are waterproof, rugged, efficient and cost less than comparable brands. My 28w foldable solar panel easily fit into a small bag when transporting and quickly clipped onto the back side of my backpack when hiking. This foldable model easily laid on most surfaces for ray-catching opportunities and has weathered several back country trips successfully.

$289.97 | Off Grid Trek’s 28w Solar Panel

3. Pull Pal’s RW6,000 Land Anchor

United States-based Pull Pal has been in business for over 25 years and has been manufacturing land anchors to help recover your off-road vehicle from sticky situations (if there isn’t anything around to winch to). Pull Pal has recently redesigned its RW6,000 land anchor. While the RW6,000 is for smaller rigs like UTVs, 4x4 Suzukis or buggies (with 3,000 GVWR and under), we effectively recovered our weightier 1989 Mitsubishi Delica van multiple times with it. Pulls on level ground didn’t involve vehicle assist whereas pulls up steeper hillsides did.

This land anchor took minutes to get ready, positioned and hooked up to our winch and pull us out of soft sand. It required little effort to use and was easy to carry. Digging the Pull Pal out after the pull was a different story. Be prepared to dig a little or a lot, depending on terrain type.

The redesigned RW6,000 shaved two pounds off its predecessor via its dimpled spade head, has an improved soft shackle connection (that can also be used with metal D-rings) and comes with a Hammerite-painted finish. An optional carry case is also available.

RW6,000 $420.95 | optional case $79.95 | Pull Pal RW6000 Land Anchor

4. Watershed’s Chattooga Duffel Bag

Crossing over from hunting and kayaking markets is North Carolina’s Watershed Drybags. Since it was founded in 1995, this company has designed, manufactured and sold heavy duty waterproof bags in America. The Chattooga duffel is one of their most versatile duffels, is 10″ tall x 19.25″ wide x 9.5″ deep and weighs in at a mere 1.6 lbs. Total capacity when rolled and clipped secured is 22 liters and it dons a 16” airtight ZipDry Ziploc-type opening. There’s definitely a trick to opening the ZipDry: grip tabs with your thumbs, kink the closure into a reverse “S” shape (bending sharply will open it) and pull the closure open. It takes a bit of getting used to, but once mastered, it's easy to do.

The duffel’s exterior boasts durable carrying handles, an abundance of hard lash points and numerous compression straps. Our coyote-colored bag is crafted with extreme attention to detail. It has withstood water, wind and mud. Easily transportable inside a vehicle, this unit could also feel at home atop of one.

Nature’s elements don’t stand a chance to penetrate inside the bag, although the fabric straps do get wet and may become stained over time. Various-sized duffels are available, from the diminutive Goforth (9" tall x 16" wide x 7.25" deep) to the oversized Mississippi (15.5" tall x 43.25" wide x 15" deep). Duffels are available in several colors, have RF-welded seams, are made of polyurethane-coated nylon fabric and have a lifetime warranty.

$129.00 | Watershed Chattooga Duffel Bag

5. Tribe One Outdoors’ Jungle Cords

Tribe One Outdoors is a Utah-based company that developed a line of cargo management solutions to stow your gear. Designed and manufactured in America, their products haven’t shown signs of wear, even after years of use. Our favorite from Tribe One Outdoors is their large Jungle Cords. Their Jungle Cord bungees can increase well beyond their actual size (they boast 4 feet of length that stretches to double their size). Since they’re made of heavy duty material and are braided, versus their single-stranded cousin, they offer up three times the strength due to its construction. They can be wound through themselves via their J-hook ends to make any custom length. Note: If you stretch this cord tightly enough, it’s a bit of arm wrestling to poke the hook into a braid opening as the braids compress down into one large association. No worries, though. Use your brute strength to push the hook through and you’re all set.

Jungle Cords can be anchored in a multitude of ways. You can use either the J-hook at either end or the unique PackTach connectors that come standard with each Jungle Cord two-pack (two connectors per cord). These connectors allow for 60 lbs of load force. They work great when the only anchor point is your tarp side or other soft material where there isn’t a grommet hole or something to anchor the J-hook to. Simply take off the plastic banana-shaped piece, slip it behind any thin pliable surface (with the banana shape facing away from you), and slip the J-hook into the center slot of the plastic and fabric (with the fabric between the hook and you). Now you have an instant new anchor point! The PackTach connectors work as a friction point in the material that stays static and creates the anchor point, without damaging the fabric. It's perfect if you need extra tie-down points for your tarp or rooftop tent during a windy day.

Tribe One Outdoors' Jungle Cords secure your belongings no matter where you travel. Our old bungees were quickly thrown into the shed, never to see daylight again.

Two pack $29.95 | Tribe One Outdoors' Jungle Cord

Whether you're looking to store gear securely or keep your contents in one spot, charge up your electronics, get your vehicle unstuck from the mud or sand or light your way to base camp, these five items will help make your life easier on the trail.

Do you really need a snorkel? It's useful for more than just fording rivers.

By the time the LBZ came along, the LB7’s injector issues had long been solved and the overheating issues associated with the LLY were a thing of the past. This engine’s beefier block casting, stronger connecting rods, higher pressure common-rail fuel system and updated ECM arguably made it the most powerful, drivable, reliable and tunable Duramax to date. Right out of the box, the LBZ produced 360hp and 650 lb-ft of torque. During this time frame (’06-‘07), these numbers not only outperformed the 6.0L Power Stroke’s 325hp and 570 lb-ft, but they beat out the 325hp and 610 lb-ft figures put up by the 5.9L Cummins as well. The LBZ was also the first Duramax to be coupled to the six-speed Allison 1000 automatic, which proved capable of handling more power than the five-speed version that preceded it.

In a classic case of not knowing what they had until it was gone, diesel enthusiasts longingly remember the LBZ as the last Duramax built before the modern day emissions crunch kicked in, which spawned pollution control technology that reduced fuel economy and greatly hampered long-term engine durability. As such, LBZ-laden Chevrolet Silverado and GMC Sierra HDs continue to hold their value, despite being 12 years removed from production. To be sure, the LBZ mill wasn’t without its faults. Even though its connecting rods were the strongest found in any Duramax up to that time, the pistons weren’t up to the task of surviving in higher horsepower applications. Although the variable geometry Garrett GT3788VA turbo had been introduced on the LLY, its sticking issues had yet to be ironed out.

Below, we’ll go over all the ups and a few (very few) of the downs associated with what has become arguably the most highly sought after Duramax ever built.

LBZ Hard Facts

Stronger Block

Preparing for added horsepower and torque over the outgoing LLY, GM cast slightly more webbing into the main bearing regions of the LBZ’s gray-iron block. Taller main bearing caps and 4mm deeper bores for the main cap bolts were also employed. To make way for the deeper main bolt holes, the main and cam bearing oil feed holes were made 2mm smaller with no detrimental effect on engine cooling or long-term operation. Minor alterations were made to the crankshaft as well, along with the use of a different reluctor wheel.

Stronger Rods

Though the LBZ’s rods were still forged from steel and made with a cracked-cap design, more meat exists in the lower section (big end) of the rod than what you’ll find on LB7 or LLY rods. In the diesel performance world, this added strength equates to them handling as much as 100hp (or roughly 200 lb-ft) more than the LB7/LLY units. Naturally, the beefier I-beam style rods bring more mass to the rotating assembly (1,173 grams apiece vs. 1,155 grams for an LB7/LLY rod), but the additional mass seems to be well-placed. It’s rare to find a bent rod when a modified LBZ is torn apart. The pistons are another story.

Weaker Pistons

Whereas the rods were the weak link in the LB7 and LLY mills, things flip-flopped in the LBZ. The cast-aluminum pistons are highly susceptible to cracking when higher power levels are seen. Most failures occur in engines saddled with larger injectors and that have been graced with a larger turbo (or even compounds). As is shown in the photo above, almost all pistons crack along the center line of the wrist pin beneath it. When a piston lets go, you definitely know it, as it’s accompanied by a nasty miss, excessive blow-by and smoke out the exhaust.

650RWHP or Lower

Even though the general consensus in the diesel aftermarket is to stay at or below 650rwhp with any LBZ-powered truck, we’ve seen tuner-only engines and even some bone-stock LBZs crack a piston in the past. This adds weight to the theory that quality control issues existed during the piston casting process. GM is rumored to have switched production plants midway through LBZ production and that the new foundry experienced inconsistencies with its metallurgy, which had devastating consequences to those that chose to modify their trucks, and even for some that left them completely stock.

Trouble at the Wrist Pin

The LBZ piston’s use of wrist pin bushings is also believed by many to be a contributing factor in OEM piston failure, along with a thinner wrist pin being utilized. By comparison, the LB7 and LLY pistons weren’t fitted with wrist pin bushings. In the image above, a thicker, LB7 wrist pin has been installed in a Mahle cast-aluminum replacement piston bound for a cylinder in a rebuilt LBZ. To the left of it, a factory LBZ wrist pin is shown. On top of the wrist pin issues, some engine builders conclude that the OEM pistons receive inadequate cooling in performance applications, where they’re often subjected to tremendous heat.

Higher Pressure

One of the ways GM was able to up the horsepower and torque ante over the LLY came in the form of cranking up the pressure of the common-rail system. For the LBZ, maximum pressure in the injection system was increased to 26,000 psi (vs. 23,000 psi on the LB7/LLY mills). The job of creating that pressure was again left up to the Bosch CP3. The higher-pressure version used on the LBZ moves 195 to 200-lph worth of fuel (as we’ve seen tested on a flow bench) and is a very desirable pump in the aftermarket, especially when a second CP3 is added to any Duramax engine.

New Injectors

Complementing the higher-pressure CP3 were new fuel rails and improved injectors. Still supplied by Bosch and still of a solenoid-style design, the injectors remained accessible from outside the valve covers on the LBZ. However, the injector body diameter changed from what was available on the LLY (so they aren’t interchangeable) and they were equipped with a revised seven-hole nozzle.

Larger Turbo Inlet Manifold

Instead of bottlenecking airflow into the compressor side of the turbocharger like what had been done on the LLY, the LBZ came with a much larger turbo inlet manifold. As a result, the turbo isn’t forced to labor as much to build boost. This means the larger diameter pipe and smoother transition provide considerably cooler intake and exhaust temps for the engine, not to mention that it improved responsiveness.

Sticking Turbos

Fairly similar to what many 6.0L Power Stroke owners experience, the Garrett GT3788VA VVT is known for its turbo vanes sticking from time to time. It happens when corrosion and carbon accumulation cause the unison ring (the piece within the exhaust housing that moves all of the vanes in unison) to seize in place or not allow full travel. Either scenario leads to poor drivability and, while the turbo can sometimes un-stick itself under spirited driving, the most cost-effective way to solve the problem is to remove the turbo, pull it apart and have it cleaned.

Plastic Impeller Water Pump

After phasing plastic impeller water pumps in on late model LLY engines, all LBZs left the factory with them. While the plastic impellers, which are pressed onto the pump’s steel shaft, lower inertia and tend to reduce the risk of failure at high engine rpm, they can spin on the shaft and cause overheating issues (namely while cruising). Once cavitation sets in on higher-mileage engines, the plastic impellers are more prone to damage and failure, too. However, having said that, most plastic impeller water pumps still manage to last between 150,000 and 200,000 miles. And when they fail it’s usually due to a bad pump seal—not the plastic impeller.

Want to know how to get the most out of your LBZ? Read through out list of budget diesel mods!

Subaru is killing it these days. At least in terms of the sales game, that is. With most of its lineup consisting of small and midsize crossovers and SUVs, the brand has been right there to satisfy American’s unending appetite for those kinds of vehicles.

On the other hand, there hasn’t been a lot of action lately when it comes to the enthusiast side of Subaru’s lineup. The WRX and STI are aging and should be scheduled for replacement soon, the BRZ has seen only minor changes since its debut over six years ago and even the turbo version of the Forester was cancelled with its move to the new Subaru Global Platform.

Like most, we are anxiously awaiting to see what the future holds for the WRX and STI, but at the same time there’s another car that Subaru could sell that’d be a guaranteed enthusiast darling and build some major excitement for the brand: a WRX-powered Crosstrek.

More Than a Bigger Hatchback

The Crosstrek, if you didn’t know, is one of Subaru’s most popular models, and is essentially an Impreza hatchback with more ride height, larger tires and the rugged outdoorsy look that’s so popular right now.

Unlike a lot of other compact SUVs that are merely slightly higher riding hatchbacks, the Crosstrek is a pretty capable soft roader, thanks to 8.7 inches of ground clearance and Subaru’s famous symmetrical all-wheel drive system.

It’s no Jeep Wrangler when it comes to off-roading, but the Crosstrek has actually shown to do quite well, and its light weight and small footprint make it a great vehicle for exploring off the pavement.

Needs a Better Engine

There is, however, one thing that holds the Crosstrek back from being a truly exciting machine: its lack of power. Aside from the recently announced hybrid model that’s coming next year, all Crosstreks come powered by a 2.0L flat four engine that makes just 152hp and 145 lb-ft of torque.

While those numbers are adequate for many buyers in the segment, the lazy acceleration has been the biggest complaint from those who have driven and reviewed the Crosstrek. But the lack of power is something that wouldn’t be terribly hard to fix if Subaru wanted to.

The brand already has a 2.0L turbocharged flat four that powers the WRX. It makes 268hp, 258 lb-ft of torque and comes mated to either a six speed manual transmission or a CVT automatic—and dropping that engine in the Crosstrek would be a pretty straightforward engineering effort.

A Segment All Its Own

Not only would it instantly solve the issue of being underpowered, a 268 horsepower Crosstrek would be an instant hit, and it would essentially create a segment of its own.

Rather than a stiff riding, turbocharged hot hatch, the Crosstrek WRX would have a compliant ride, plenty of suspension travel and be as much fun in the dirt or snow as it is on the pavement. It would also still have all the practicality and adventuring ability the regular Crosstrek is known for.

Like the WRX, this turbocharged Crosstrek could be offered with a six-speed stick for those who want a proper rally experience or with the CVT for those who are just looking for a Crosstrek with more power under the hood.

The current Crosstrek starts at just under $23,000, and even if the turbo version started just below $30,000 it would still offer a lot of bang for the buck. Given the increasing popularity of rally and safari style builds for both Subarus and other cars, the Crosstrek WRX would be perfectly suited to today’s tastes. As for the exterior, the only change we'd suggest would be the addition of the WRX's signature hood scoop.

We’ve already seen a number of brands start shifting their performance DNA into crossovers and SUVs, and the idea of Crosstrek WRX sounds like the perfect way for Subaru to do that while still staying in line with its outdoorsy image and rally racing heritage. So what do you say guys? Make it happen.

Want to know what gear to bring with you on your off-road Crosstrek adventures? Here are 5 of our favorites!

Collete Davis is a professional race car driver and stunt driver who has numerous wins under her belt across multiple forms of racing. From sports cars to rallycross, drift competitions to monster truck, open-wheeled speedsters to karts, she’s raced just about everything in her 10-year career, and she’s only 24 years old. At the tender age of 15 she started kart racing and quickly made a name for herself. In addition to racing, Davis is an entrepreneur and, in 2017, was TLC’s host of “Girl Starter,” a competition TV show for female entrepreneurs.

I sat down with Davis to hear her story.

What got you into racing?

“For me it started by being really curious as a kid. I started taking apart things mechanically, like lawnmower engines. I found out if I learned more about engines and cars (learned how to work on them) I could also compete in them. After my first experience with a go kart I was hooked. It took of lot of practice before my first race; I started this when I was 15 years old, not four or five like a lot of other kids. I started racing in karts and within the first year, won my first championship with my Dad. We fought through together and won it. That win helped me convince my parents to keep trying this. When I first started out it was just me and my Dad—a two-person team against a lot of big teams—we had to overcome that to do well.”

What's your favorite type of racing?

“That’s a hard one. A lot of the racing I’ve done is very, very different. Sports car and road racing is really different than rallycross. And, monster truck racing is just completely different than the rest (you do a lot of stunts in those types of competitions). For me, I really did enjoy my time in rallycross. It is a very intense type of racing, you have 10 laps to make it or break it. On cold tires you have to be able to send it as fast as you can on your first lap or you’re never gonna win it."

The level I experienced with rallycross was insane. Everyone was within a half a second or a few tenths of a second of each other. It was really intense; I didn’t have that background and I was forced to adapt to learn fast and had a lot of fun. We got to jump cars too, like 100-foot tabletop jumps. That was the first time I got to jump any car. That was definitely a rush, for sure! You needed to learn how to road race, to go through dirt, and over jumps. It definitely made me a better driver. I learned how to drive well—whether at speed, through dirt, through transitions, or with parts flying off of cars. Plus, having contact at just about every corner with other cars. It was really, really fun.”

What has been your most challenging experience to date?

“Hmm…for me as a driver…it would be constantly adapting and being expected to perform your very best with no practice (which now I’m very used to). In the beginning, I didn’t come from a wealthy family like most racers do. Starting out like that just meant I didn’t get all the track time or could afford the track time like the others. My seat time was during a race, not before one. My practice was always in front of a lot of people. In the end it made me a better driver as I had to adapt, like, right now. I didn’t have the luxury of a lot of test days. It’s made me a more adaptable driver but it was also one of my biggest challenges. I made the best out of it versus making it a hindrance to me. Most of my testing was a few laps the day before the race, or during the race. Now, having done that for ten years, I can often reflect on a different type of racing and different vehicles I’ve driven…but it definitely took a while to overcome the mentality of having to force myself to ‘snap’ into it.”

How has racing changed you?

“I don’t know. For me, it gave me something to live for at a really young age. Until I found racing, I didn’t know what I wanted to do. I used to play every single sport. I was really competitive. But nothing ever grabbed me like racing did. Immediately, once I started kart racing, I found what I wanted to do when I grew up. I graduated high school at 16 the next year and I did every single thing I could do to get out of school as fast as possible so I could go to college (which happened to be at Daytona Beach, Florida) so I could start my racing career. It was a light switch for me when I found racing, I knew what I wanted to do and looked at that goal beyond anything else that was happening. I kept myself motivated with that goal in mind.”

What advice would you give to women that want to start rallying or racing?

“Find out if you love this. Find out if this is a passion. You can always start at lower, fun levels, by going kart racing or your local track to try it out. If you get the bug—go for it! Don’t let anyone else’s impression of what a racer should be or what you should look like affect what you want to do. If you love it, absolutely go for it!”

This goes to show that anyone can do anything in life—especially women. Collete wants to encourage female empowerment in male dominated industries. She’s trying to challenge what a woman can be in today’s world, and is making major waves while doing so.

Photo courtesy of Collete Racing, Monster Jam, Red Bull GRC, and Microsoft.

Hallie Deegan is another racer making waves and breaking barriers. 

The Performance Racing Industry (PRI) Trade Show is the gearhead’s holy grail of speed parts, techie tools and everything in between. It’s hard not to be in a good mood despite multiple cases of “shiny thing syndrome” causing people to collide in the isles. We are all after one thing: the latest parts and tools innovations.

It’s not possible to list every single thing that caught our eye in the mecca of parts. Nobody has the attention span for that (Neither do we!), so we picked out a few that we thought you might enjoy. Our holiday wish list just got longer. Hey, we can dream!

1. BuildPro Welding Tables

We’ve never been so infatuated with a work table until we saw the BuildPro welding tables on display. The fixture’s modular design will instantly take the edge off of complicated projects, improve work quality and decrease waste while saving time. Leveling feet ensure accuracy even on uneven floors, and there are clamps, brackets and accessories to accommodate any job.

2. Miller Multimatic 220 AC/DC

The compact size and low weight of this new Miller machine is what first piqued our interest, but what we learned next blew our minds. This welder does it all: TIG, MIG, flux-core and stick. The Miller demonstration booth further proved its quality and ease-of-use.

3. Ridge Gate MaxDuty Compact Trio 

This three-in-one riveter is heavy duty despite its small size. It’s the ideal compact solution for fastening rivets, rivet nuts and rivet studs. 

4. Ultrasonic LLC Ultra 2000M 

When we walked past an unnaturally shiny pile of used parts, we knew we were looking at the work of an Ultrasonic cleaner. It is an effective and labor-saving method of cleaning a wide variety of engine, mechanical and electrical components, instruments, jewelry and other items, without damaging delicate pieces.

5. TRUMPF TruTool FCN 250

TRUMPF’s TruTool line offers compact, ergonomic 360-degree cutting tools, which allow for a clear view of the cutting line, no matter what odd positions you end up in. This particular example is designed specifically for fiber composite materials.

6. Evolution Stainless Steel Saw Blades

Having to run to the store in the middle of a project after you wear through all of the fiber discs that you purchased just hours before can be aggravating. Evolution’s industrial stainless steel saw blades cut cooler, faster, and more accurately and safely. When we picked up the fresh-cut pipe immediately after it was cut, it was cool to the touch. According to Evolution, one of these blades can last as long as 20 or more abrasive cut off wheels!

7. COOLSHIRT Systems 

Don’t sweat your next race. COOLSHIRT Systems offers complete kits for motorsports competitors, and they can even customize the package for specific needs.

8. Clear View Filtration

Clear View see-through oil filter assemblies are the best way to determine the condition of oil without hassle, no matter where you are. The ability to visually inspect contaminants without the mess of standard filters means it can be checked more frequently, which could save your engine and your bank account.

9. MarkinBOX Portable Marker

MarkinBOX has several solutions for dot peen marking machine needs. The electromechanically controlled carbide stylus tip assemblies are used to strike various surfaces in a succession of dots to create permanent marks that help identify a component’s part number, date code, serial number, company logo and any other identifying mark imaginable. The machines are fully programmable and customizable for a wide variety of applications.

10. Racing Electronic Communication Systems

Racing Electronics has innovation communication solutions for both race fans and race teams. Their complete systems for crewmembers and in-car communication are hard to beat. Or for race fans, there’s FanVision, which brings you right into the action with broadcast video, in-car camera feeds, live statistics and in-car audio for events like the Monster Energy NASCAR Cup Series and NHRA Mello Yello Drag Racing.

See the new electrifying concept cars from the LA Auto Show.

Autonomous Sensory Meridian Response, better known as ASMR, is a rare experience best described as a sound that produces a tingling-like sensation on the skin that most often starts on the head and moves down the back. It has similarities to auditory-tactile synesthesia (the link between hearing and touch). If you’re still a little unsure what ASMR is, it’s similar to the feeling of satisfaction from popping bubble wrap. Nobody needs to do it, but everyone likes it and wants to do it.

We here at Driving Line love tires (because most of the vehicles we love need them) and we thought it would be interesting to make an ASMR video that centers around tires and all the sounds associated with them. Imagine new tires squeaking on a smooth shop floor.

ASMR videos have become a phenomenon recently, and while we don’t really get most of the ones out there, we totally understand how people can sit for hours listening to detailed audio of one of the things they love. If you love cars as much as we do, you need to put on your headphones and turn up the volume. This is the tire shop like you’ve never heard it.

Into wheel and tire videos? See our Life of a Wheel video.

In the world of sport compact cars, the Dodge Neon SRT-4 can lay perhaps the greatest claim to being the heir apparent to late comedian Rodney Dangerfield. Despite the phenomenal potential of the platform, surprising levels of factory speed support almost from day one and an incredibly low purchase price—especially now on the used market—the turbocharged version of Mopar's entry-level offering still "can't get no respect" from performance fans outside of a small, dedicated cadre of Neon lovers.

Taking It to the Streets

The genesis of the SRT-4 project can be traced all the way back to the SEMA show in the late-'90s. At the time, Chrysler was looking for ways to expand its performance car offerings past the Viper, which was well-suited as a halo model but priced out of reach of the majority of customers. Tom Gale, the design exec directly responsible for both the Viper and the earlier Dodge Stealth, was inspired by the energy of street culture embodied at the show, and realized that if Chrysler could tap into that wave of enthusiasm it would probably find itself awash in profit.

The mission Gale put before his team, which included Marques McCammon, Dave Chyz, and Marc Musial, was simple: take the lowly, but popular, Dodge Neon sedan and do whatever it took to make it competitive with import performance rivals like the Honda Civic Si and the Nissan Sentra SE-R. It wasn't an altogether unreasonable request. Dodge had already built the lightweight ACR or "American Club Racer" version of the Neon, which featured a tuned suspension system aimed at the autocross crowd (with later models adding goodies like Koni adjustable shock absorbers), and the car had developed a reputation for nimble handling.

Initial prototypes for the quickened Neon made use of a supercharger to boost its four-cylinder output from the low 130s to just over 200, and after four months of development the "Neon SRT" (Street & Racing Technology) debuted at the SEMA '99. It took several more concept versions of the car, however, plus the intervention of the Specialty Vehicle Engineer team (responsible for the Viper and the Plymouth Prowler, and later renamed Performance Vehicle Operations, or PVO), before Chrysler's bean counters would let the project proceed towards production as a 2003 model. Helping to get the Neon past this hurdle were people like John Fernandez, PVO's director, and program manager Brad Dotson, with the latter lending his SCCA racing expertise to the effort.

The years of development time paid off nicely for Neon SRT-4 customers. PVO convinced Dodge that moving to the same 2.4L four-cylinder engine found in the Chrysler PT Cruiser would pay dividends, and a turbocharged version of this motor put down 215 flywheel horsepower and 245 lb-ft of torque at 14 psi—at least, on paper. It wasn't long before dyno-using tuners were discovering that the SRT-4 was actually churning out as much as 223hp and 250 lb-ft of twist at the wheels, which underscored just how underrated the motor was from the factory.

PVO also added a beefier transmission, clutch and half-shafts to the equation, to go with Tokico shocks, an upgraded chassis and thicker sway bars. Bigger brakes, a look-at-me wing and 17-inch rims rounded out the package, with interior updates including sport seats, carbon fiber-look trim, a boost gauge and a cue ball shifter. Interestingly, Dodge sold the SRT-4 without any mufflers, relying on resonators to keep its dual exhaust from waking up the neighbors.

The following year would see PVO transform into SRT, taking its name from the very Neon it had birthed into the world—and that wasn't the only change afoot. The Dodge SRT-4 lost the Neon appellation from its badge but gain a limited-slip differential, stickier tires and larger fuel injectors that helped boost reported power to 230hp and 250 lb-ft of torque (aided and abetted by more aggressive engine management). 2005 would be the final year for the SRT-4, heralded by a special ACR model that included unique 16-inch BBS wheels, a lower ride height, a 19 mm rear swaybar and adjustable Tokico Illumina shocks.

Making Waves

The impact of the Dodge Neon SRT-4 was immediate. Out of nowhere, here was a sub-$20k compact that weighed less than 3,000 lbs and could sprint to 60 mph in roughly five-and-half seconds, while also holding things together on a slalom course or autocross circuit.

Dodge would further up the ante by making a number of performance packages available for the SRT-4 right from the dealership. Available in Stage 1, 2 and 3 iterations, it was possible to tune the car to the point where it ran down the quarter mile in the 12 second range with a trap speed of 110 mph—all without sacrificing your warranty. On 100 octane (yes, it could be had with multiple octane tunes), a Stage 3 SRT-4 threw down 355hp and 365 lb-ft of torque, which was more than enough to embarrass a Mustang GT of its era. Aftermarket tuners regularly took the SRT-4 even further than that, making it one of the most potent front-wheel drive drag weapons of the early-2000s.

On the competition side, the SRT-4 caused a stir in SCCA ProRally, SCCA Speed World Challenge, NASA Us Touring Car, One Lap of America and even the Bonneville Salt Flats, where it would claim the title of world's fastest four-cylinder car. All that on-track success translated into fantastic sales for the model, which would move more than 25,000 units during its three years of existence—almost 10 times what Dodge had predicted—disappearing only when the Neon's decade-old platform was retired after 2005.

Faded Glory

Today, the Dodge Neon SRT-4 (or just SRT-4) is somewhat of a rarity. While SRT would go one to produce popular Mopar models like the Dodge Challenger Hellcat, the Jeep Grand Cherokee SRT and eventually the final generation Viper, the vehicle that replaced the hopped-up Neon—the Caliber SRT-4—never enjoyed the same level of performance or popularity, which cast somewhat of a shadow over its predecessor.

Scarcity hasn't translated into high prices, however, and the SRT-4 has remained surprisingly affordable given its potential. Finding one that hasn't been modded isn't easy, of course—factory or otherwise—but it remains an under-the-radar platform for budget-oriented speed junkies looking to walk a different path.

Looking for a sporty project car? Here are 5 unique & affordable Japanese imports.

The Performance Racing Industry’s plethora of performance parts and innovative tools attracted masses of motor heads to the Indianapolis Convention Center last weekend, December 6-8. To properly display their products and attract attention, manufacturers brought in performance vehicles of all kinds. The type of car depended on the kind of products offered, so we have a lot to show you. Here are ten out of the hundreds of cars that caught our eye.

1. Red Dragon 2.0 

Team Nitto driver Loren Healy pilots one of the fastest off-road vehicles, the Red Dragon 2.0, in Ultra4 competitions. The beast got a good cleaning before appearing at the MBRP Exhaust booth for all to see. Its Nitto Trail Grapplers stand hip-high and are clearly made to withstand even the most demanding environments.

2. Hot Rod Drag Week Celebrity Appearance 

Celebrity appearances include cars, too, like this Top Alcohol-powered 1957 Chevy wagon seen on Hot Rod Drag Week, driven by NHRA drivers Jonnie Lindberg and Richie Crampton. Powering the car is a supercharged Noonan 521-inch Top Alcohol engine, and the drivetrain is from none other than a Top Alcohol Funny Car. Per Drag Week rules, this 5,000+ hp monster is street legal.

3. One Badmar 

Since Alex Taylor’s Badmaro is equipped with twin 69/73mm Borg-Warner turbos, it only made sense for Borg-Warner to display it proudly at their booth. This eight-second streetcar has made headlines on Hot Rod. Beyond the turbos is a 427 tall-deck LSX block with Crower internals capable of handling over 2,000hp, all controlled through a Holley Dominator EFI system.

4. BMW E30 Meets M50

Speed Academy’s Dmitry Voronov displayed his 900whp road racer at the Spintric booth. The opened engine bay, angular BMW nose and wide front splitter worked like a high-strength magnet to attract us. Despite being an E30, the BMW has an M50-based engine. Check out Dmitry Voronov’s YouTube channel to hear the sounds.

5. The Third Stinky Pinky

Moser Engineering had “Stinky Pinky Three” front-and-center in their display. The 1966 Chevelle puts a whole new meaning to “pretty in pink” with its supercharged 557 ci big-block Chevy engine. This car is the third in a collection of brilliant pink speed machines that belong to “Disco Dan” Darns.

6. Build on a Budget

You may recognize this 1986 Ford Fox-body Mustang GT from the Horsepower Wars $10k Drag Shootout led by Power Automedia. “Beer Money” is the highest-horsepower car built with the least amount of cash on this list. Team Bigun put their money toward what really counts. A Borg-Warner 75mm cast wheel turbo is mated to the LS engine. All fine-tuning is done with a Holley Performance EFI system using a Holley HP engine control module. 

7. Black Storm

Black Storm, the Can Jam Motorsports Subaru, dropped jaws at the Motovicity booth. The Unlimited Time-Attack car (and possibly the sexiest Subaru in the world) was the Speed Ring overall winner and the Super Lap Battle overall winner for 2018.

8. A Mitsubishi What?

Mikie Sorrell’s home-built 1987 Mitsubishi Starion was a rare sight, but thanks to Safecraft Safety Equipment, we found it in all its beautiful boxy glory. Under the hood is a 512whp BorgWarner turbocharged Toyota 1JZ-GTE engine.

9. Fastest Four-Cylinder

PRI is the only place you can see Jett Racing’s Datsun 1200 drag truck sitting still. This is the world’s quickest four-cylinder powered car, reaching 229 mph and crossing timebox at 6.20 seconds in the quarter-mile. It was a model at the Mainline Dynolog Dynameters booth and won PRI’s Masters Of Motors “Boosted” award at the expo.

10. The Ghost

The Ghost, a 850+ hp Pikes Peak Hill Climb car, was named for its pearl-white paint. It resembles a modified 1960s hot rod, but the mechanics and electronics are state-of-the-art, including the built Chevy SB2 engine and GT-1000 dual element rear wing.

There were a ton of other amazing cars at SEMA this year, too.

There’s a new Ford Mustang driver in town, and it’s definitely a surprise. Joey Logano, the 28-year-old NASCAR Cup Series Champion of 2018, will be trading in his Ford Fusion and jumping into a new Mustang for the 2019 season.

While Ford was shooting a promo video for the big announcement, I was invited to join and photograph Joey with his new Mustang at Charlotte Motor Speedway, now famous for its Cup Series Roval.

This was my first time seeing a Stock Car driving on a big oval, as my experience is mostly from the world of import cars and drifting. Joey ran a few laps in the Cup car, and the sheer speed he was attaining blew me away. I could almost feel the downforce the car was generating by the blast of wind to my face as it slipped past the spot on the fence line where I was shooting.

Turns out the second big surprise was pairing Joey with Vaughn Gittin Jr., Ford’s “Fun Having” Mustang driver (I mean, Formula Drift driver). Of course, things got rowdy from that point on.

Even without a running a true race compound tire, they were able to reach some blistering-looking speeds on the everyday performance Nitto NT555 G2 tires, wrapped around RTR wheels.

The unassuming Stock car doesn’t look like it can generate that kind of grip, especially when you place it next to a GT car with carbon-this, and carbon-that, plus a giant rear wing.

The video starts with Vaughn in his RTR Mustang, sneaking up on Joey in the Cup car. Joey notices, and they start drifting parts of the Charlotte road course. Yes, Joey drifts the Cup Car—big steering wheel included.

As the video concluded, they were joined by an additional Mustang for a three-car donut burn-out. This mystery driver was Vaughn’s teammate Chelsea DeNofa—he pilots the other RTR Mustang in the Formula Drift series.

Tech talk in the drift community has created its own language throughout the years which I noticed had left Joey a little confused during the briefing he had with Vaughn and Chelsea before the filming began. But, as soon as he was behind the wheel himself, he was able to translate the drifting terms into ideas and actions he understood. Normally, it takes a person a long time and lots of practice to become good at drifting—it was remarkable watching Joey learn. After about 10 minutes, he'd really gotten the hang of it—and by the end of the shoot, he was drifting tandem with Vaughn and his RTR Mustang.

It was amazing to see someone from another racing discipline attempt drifting, and it was incredible to watch the three drivers interact with so little practice. They are truly racing professionals. Now, all I’d like to see is Joey Logano make a guest appearance at a Formula Drift round. Although, I don't think the prize money is as good.

See more photos from the Ford Mustang video shoot in the attached gallery below.

For more drifting and jump exhibitions, see our HANGTIME! video.

If anyone has been paying attention to car culture for the past couple of years, they have undoubtedly noticed the explosion of interest in vintage cars. Vehicles like the Porsche 911 and Toyota FJ40 Land Cruiser have risen exponentially in price as more and more enthusiasts want to recapture the cleaner, simple aesthetics of mid-century designs. Not surprisingly, as interest has risen, so have prices, many to the point of inaccessibility for fans. Some people have turned to the eighties and nineties for their retro fix, and these cars that once were commonplace for many millennials and younger gen-Xers have become collectible. Enter RADwood.

Created as a gathering for '80s and '90s cars, RADwood has been hosting meet-ups around the country for like-minded enthusiasts that wanted to bathe in the nostalgia of the raddest era. The most recent event was in Los Angeles at the incredible Petersen Museum. While the heavy-hitters of those decades were welcome, the spirit was democratic, giving equal attention to the more economical contenders as well.

Attendees were encouraged to dress up for the event, and the outfits were on point. A DJ and other musical acts kept the period-correct jams flowing throughout the day.

One of the coolest aspects of a RADwood show is the diversity of makes and models on display. With nearly every demographic of car culture represented, there's truly something for everyone. Everyday cars, like this fourth generation Mustang on Nitto NT555s, earn a spot among rarer exotics.

A show of this era wouldn't be complete without the poster cars that many enthusiasts covered their bedroom walls with. The Bugatti EB110 and Vector W8 were an incredible treat. 

Automakers weren't immune to the fun either. Acura brought out their CL couple concept that debuted in 1995 along with a mint Integra Type R.

To find out if RADwood is coming to your area this year, check out their schedule for 2019 here. To see more incredible '80s and '90s cars, flip through the gallery above! 

Want more RADwood goodness? We also have galleries from San Francisco and Atlanta!

What if you wanted to push yourself as a woman, no matter as a mother, daughter, friend, wife or even a professional? What if you wanted to excel at a new passion or push yourself outside your comfort zone, into the unknown of a male-dominated field? Well, I just did that. I competed in a 10-day, 1,600-mile challenging off-road competition called Rebelle Rally, as the driver of Team Free Range Dames. It’s an event that tests your mind, your body and your spirit. It’s an intense adventure, but it’s only for women. This experience not only changed me, it made me more confident, sure-footed and eager to conquer future challenges.

What Is the Rebelle Rally?

The Rebelle Rally is a unique women’s-only traditional navigational rally raid that’s held every year in October. With its third competition just under its belt, this off-road event typically starts north of Lake Tahoe and stretches to the Mexican border.

While the 1,600-mile course is top secret, each day shares wondrous surroundings, challenging terrain and limitless chances to test stamina.

The Rebelle Rally isn’t a race for speed, but it’s a vehicular-based event that uses traditional navigation (think map and compass) and driving intellect to find hidden checkpoints across the deserts of Nevada and California, including the legendary Glamis sand dunes.

Each team (a two-woman duo along with their rally rig) is tasked to find each checkpoint in the right order, while using only maps, a compass and a road book. The team with the most points after finding checkpoints across the 10-day competition wins. You can enter either a street legal 4x4 or crossover vehicle. In addition to winners for each class, there are quite a few other awards to be given out, too: the bone stock award, rookie award, international cup or team spirit award.

The kicker of the Rebelle Rally is that electronic navigational technology isn’t allowed. Nope, nada. Participants return to a time where smart phones didn’t rule the world and Google Maps couldn’t show you around. GPS systems or tablets weren’t available either. Instead, you determine daily routes from topographic (topo) maps and GPS coordinates that are given out at each day’s start.

The navigator plots checkpoints on the topo map, whereas the driver attends to their team’s personal base camp and vehicle. Communication between team members is very important, especially when deciphering where you are when you’re lost. If you’re not good in the communications or managing stress level department, this rally could either make you or break you.

There is no real prerequisite for the Rebelle Rally, other than to be a woman and have a 4x4 or AWD crossover to rally with. Competitors also need money to pay for entry fees, equipment and all the other incidentals along the way. What is very helpful, though, is to pack along a ton of determination, wit, stamina and inner-forgiveness. Women can be their own worst critics, so be sure to check that at the door when you arrive. You’ll have awesome experiences worth texting home about (but you’ll have to wait until after the rally ends to do that). You may also have devastatingly hard moments to deal with, too.

The Rebelle Rally Experience

“The rally is huge. By that I mean...the scope of the undertaking is so vast in terms of the preparation, the length of the event and all the things you are doing and keeping track of throughout it. But, you feel safe and cared for the whole time. You can tell every minute how much thought and preparation went into it before you even show up,” says Amy Hopkins, a three-time returning Rebelle who rallied as part of Team Sass-quatch this year. The first two years Amy participated as a navigator, but this year, as a driver.

Amy further states, “If you’re someone who has a really small comfort zone, [Rebelle Rally] is uncomfortable. You are outside for eight straight days, working hard, thinking hard, stressing out and being overwhelmed by the grandeur and beauty of the landscape and the bond you form with your teammate. It’s not possible to describe the depth of connection you make with the other Rebelles. You share this intense, amazing and HARD experience together. You’ll be connected with new friends like never before.”

It Changes You

I completely agree with Amy. The Rebelle Rally pushes you in many ways, even ways you didn’t expect. From time management to stress levels, body hydration to driving prowess, the Rebelle Rally challenges you. It’s a great lesson in elevating others, and in turn, it helps you elevate yourself. You’ll learn from your mistakes and celebrate your victories.

Even though you compete in teams of two, participants help each other when times are tough. I witnessed competitors dig each other out when stuck for the umpteenth time or stop and give each other hugs when it was apparent they were losing their cool. Smiles and laughter filled base camp even if everyone was weary. Women were happy to loan their tools or teach other competitors their tricks. A Rebelle even ran over to me to give me pre-wrap gauze when she saw my helmet blistered my forehead. Rebelles not only help each other, they learn from each other and lift each other up.

The Rebelle Rally is a community of women who are there to learn about themselves, learn from others and find success along the way. I’ve witnessed countless acts of kindness. Winning at the Rebelle Rally means something different for every competitor: finishing first in your class any given day, successfully tackling a crazy tall sand dune, navigating your way to a difficult checkpoint, finishing the entire rally (no matter where your standings were) or even getting to the start line is impressive. This rally is all about empowerment and bettering yourself as a woman, a competitor and a person.

This competition brings together women from all over the world and all walks of life. From mothers and marketing professionals to teachers and therapists, firefighters and freelancers to baristas and bus drivers, you meet the most interesting people. I’ve met lifelong friends during this journey.

Through unexpected happenstance or new-found friendly rivalry, the coolest women seem to partake in the Rebelle Rally. Competitors push themselves to reach their personal goals. No matter if it’s honing communication skills, leaning to compromise more efficiently or becoming a better off-road driver or navigator, this was an experience I’ll cherish for a long time to come.

Photos courtesy of Nicole Dreon, Richard Giordano, Tim Calver and Paolo Baraldi

Want to know what it takes to compete in the Rebelle Rally? Learn traditional navigation! 

The Ford Bronco is hot, with first generation models in particular skyrocketing in both popularity and value in recent years—and this is no doubt a big reason why Ford has decided to bring back the nameplate for the 2020 model year.

While there’s no doubt that the all new, high tech Bronco will have some throwback design elements, those who would just prefer to buy an actual, fully licensed, new version of the original ‘66-‘77 Bronco can now do so.

It’s happening thanks to an outfit called Gateway Bronco that has made an agreement with Ford to sell newly constructed first gen Broncos with the blessing of the Blue Oval itself.

Gateway has been in the Bronco building and restoration game for a while now, but these new models are built fresh from the ground up, using new bodies, new frames and new mechanical components all around.

There will be three different versions of the Gateway Bronco offered to start, with a couple of different powertrains including a fuel injected 347 Ford small block or the 5.0 Coyote motor from the Mustang GT. You can also choose from automatic or manual transmissions.

Compared to what the first-gen Bronco originally sold for, the Gateway version is going to be quite a lot more, with prices starting around $120,000 and going up from there. While that sounds expensive, it’s right in line with what similar reproduced models go for. You even get a five year warranty with it.

You can check out Gateway’s site for more info on each of the models, or perhaps place an order for one if you don’t feel like waiting for the all new model that Ford has coming. Or maybe you're hard core Bronco fan who'd like to have both versions sitting in your garage?

Sometimes, you just need to swap a diesel into your classic SUV.

Aside from the out-of-the-box off-road capability, one of the biggest draws of the Jeep Wrangler is the fact that you can easily remove the top. While most Wrangler owners can get years of use out of a fabric top, for those who venture off the beaten path more often than not, the lifecycle of the soft top can diminish greatly. At the forefront of aftermarket soft tops is a company well known in the Jeep world: Bestop. Despite the latest Wrangler JL platform hoarding every manufacturer’s attention across the board, Bestop continues to craft and perfect tops for Jeeps old and new.

The company’s latest offering is the Trektop NX Plus. The Trektop series is primarily known for its sleek and user-friendly frameless design. The NX Plus adds new conveniences along with an assortment of color fabrics to choose from. We got to a chance to check out the new Trektop NX Plus in person as our friend was looking to upgrade his well-worn soft top on his 2007 Jeep Wrangler. While you can find out more in our video review above, we’re breaking down some of key features in the article below. 

Two of the exciting takeaways from this new top is that you get a quality Twill material and you have the option of five colors in addition to black. This is the Oak Tan Twill, which is slightly darker than the Pebble Beige that’s offered as well.

This JK is set up on 1-ton axles and 40-inch Nitto Trail Grapplers that stick out well outside of the body. We mention this mostly because it’s very difficult to keep debris from slinging on the side of the Jeep. Surprisingly, the Oak Tan does a great job at masking the dirt. If not for the faint water marks on the tinted windows, you’d be hard pressed to know this Jeep drove 20 miles through a rain storm before getting to this spot.

Two-door JKs have limited storage options, so the map pockets are a nice built-in feature. While the outside of the top is tan, the inside in lined in black.

By unlatching the header panel, you can quickly fold back the forward portion of the top and take advantage of the Sunrider feature. To remove the windows, you simply unzip the back window and slide the side panels off. The entire process takes less than a minute.   

Since the Jeep’s owner was nice enough to let us test the new setup out, we got an excellent feel for how it works and on-road and off. Hopping on the highway, the first thing we noticed was how tight the top was. Even at 70 mph, the windows didn’t deflect nor did the fabric flap in the wind. Given this Jeep is far from stock, it’s difficult to make the comparison to OE road noise. However, we didn’t find it to whistle, and the fitment overall seemed to keep the cabin sealed nicely from the elements. While soft tops are a common wear item on a Wrangler, we’ve found it still pays to get a quality one when it’s time to replace the old one.

Thinking about a new top for you JK? Check out this best of both worlds hybrid top!

Increased emission regulations began to alter the diesel landscape significantly in 2007. That year, Ford, Dodge and GM all released engines designed to meet the new particulate matter (PM) and nitrogen oxide (NOx) limits mandated by the Environmental Protection Agency. For GM, an updated version of the 6.6L Duramax, RPO code LMM, was all that was in store, whereas Ford and Dodge unveiled completely new power plants (the 6.4L Power Stroke and the 6.7L Cummins, respectively). Basically an LBZ saddled with an intricate exhaust after treatment system, the LMM remained architecturally similar to the Duramax mills that preceded it. Despite the added complexities of the new emissions control system, GM was still able to increase power output and remain a step ahead of Ford and Dodge.

As is the case with most modern diesel engines, emissions-control devices account for the majority of premature failures. The LMM is no different, with its labyrinthine-like exhaust after treatment also contributing to poor fuel economy, diluted engine oil and reduced long-term engine longevity. In the aftermarket, cracked pistons remain common thanks to the LMM’s use of the same pistons employed in the LBZ. But outside of those shortcomings, the LMM came with several upsides. 1) It received cast-aluminum heads superior to any other Duramax produced, 2) it was equipped with revised injectors which provided both added power and more complete combustion and 3) it came bolted to the all-new GMT900 platform and was wrapped in a fresh body style.

Don’t forget to tune in for Part 5, where we spotlight the LML—the Duramax that brought more robust internals, a higher pressure injection system and additional emissions equipment to the table.

LMM Hard Facts

An Early-Production LMM Becomes Duramax Number One Million

It was during the LMM’s tenure that GM produced is 1 millionth Duramax. In April of 2007, engine number 1,000,000 was put on display at DMAX Ltd. headquarters upon final assembly. Fun fact: Every completed 6.6L Duramax undergoes an 8-minute hot-test on an engine dyno to verify its performance and build quality before it’s allowed to leave the Moraine, Ohio production plant.

Eliminating Tailpipe Emissions

In order to lower particulate matter emissions by 90 percent, the LMM came equipped with a diesel particulate filter (DPF) located down stream from the diesel oxidation catalyst (DOC). Designed to trap harmful pollutants that aren’t completely burned off in the combustion process, the DPF eventually accumulates enough soot to be periodically burned off through a process called regeneration (more on that below). Some growing pains existed in GM’s first go-round of equipping the Duramax with a DPF, as many of the units used in LMM applications (’07.5-’10 Silverado and Sierra HDs) were prone to cracking and leaking.

Regeneration

To keep the DPF from becoming chock full of particulate matter, a process called regeneration takes place, which effectively incinerates most of the soot buildup within the DPF. There are two forms of regeneration: active and passive. Passive regeneration occurs when the engine is producing sufficient heat to keep particulate matter low, such as in heavy towing or hauling situations. During active regeneration (commonly required on trucks that idle a lot or aren’t worked hard), the ECM calls for fuel to be injected on the engine’s exhaust stroke. This extra fuel is used to increase exhaust gas temperature in both the DOC and DPF to more than 1,000 degrees F in order to burn off the soot in the DPF. However, the fuel required to perform an active regeneration cycle (which occurs about once every fillup or roughly every 400 miles traveled) is the primary reason why the LMM-powered trucks took a hit in fuel economy.

How to Monitor Regeneration

The active regeneration process is triggered when a pressure difference between the inlet and outlet of the DPF is observed, but you won’t notice any regeneration initiation message on the dash, unless there is a problem. To keep tabs on the truck’s regeneration status, many owners turn to the Insight CTS2 from Edge Products (the original CTS monitor is pictured above). The color touchscreen monitor allows you to see when the truck is in regeneration mode, as well as watch the soot accumulation reading from the DPF (measured in grams on the bottom right). During regeneration, you’ll also notice EGT climb above 1,000 degrees, a difference in the engine’s idle and that injection timing has been retarded.

Bigger EGR Cooler

In addition to meeting the EPA’s new particulate matter standard, NOx emissions had to be reduced by 50 percent. This meant more exhaust gas recirculation (EGR) would be necessary on the LMM, which called for a larger EGR cooler for increased cooling capacity and operational lifespan. The square style EGR cooler used on the LMM is fairly robust compared to what you’ll find on other diesel engines, but they are known to plug up, crack and leak from time to time. The first step in trouble-shooting a leaking EGR cooler is often noticing that the engine is consuming coolant.

Intake Airflow Valve

The name of the game in meeting particulate matter emission standards is to maintain sufficient heat in the engine. This means the engine needs to be under some sort of load at all times, and the intake airflow valve (i.e. throttle plate) shown above allows the LMM to do just that. During instances of towing, hauling or spirited driving its services aren’t required. However, at idle, in stop-and-go traffic and cruising on the highway, EGT tends to drop considerably. It is here that the intake airflow valve (commanded by the ECM) is used to restrict the amount of incoming air, thereby controlling combustion temperature more precisely.

Different Injector Nozzles

Although they retained the same basic body architecture as the units found in the LBZ and still saw 26,000 psi worth of fuel pressure, the Bosch solenoid style common-rail injectors in the LMM were equipped with revised nozzles. Specifically, a six-hole nozzle with a 159-degree spray angle on top of the piston was employed, whereas the LBZ injector had used seven-hole, 158-degree nozzle. The same reliable Bosch CP3 high-pressure fuel pump was used for pressure creation—and it was still void of a lift pump supplying it fuel from the tank.

Same Module, Different Innards

Like the LBZ that came before it, the LMM uses a Bosch EDC16-based ECM, but it’s not the same unit that controlled its predecessor. The version aboard the LMM has slightly different internals due to its need to control the new emissions system, and it also communicates with the rest of the modules on the truck through an updated CAN bus system.

Enhanced Coolant Flow Through the Heads

To cope with the added heat (i.e. stress) the new DPF system and more active EGR system would undoubtedly produce, GM revised its cast-aluminum cylinder heads to better optimize cooling. In a direct comparison with the LBZ heads, the only real difference exists in the coolant passages. With the cylinders below them capable of seeing exhaust gas temperatures hotter than 1,300 degrees F in stock form, the ability to dissipate transitional heat more effectively was a big priority for GM engineers.

The LMM’s Kryptonite

Moving the same 16.8:1 compression, cast-aluminum pistons up and down in its bores as the LBZ, the LMM’s biggest weak link is also its pistons. Heat, added cylinder pressure, abuse and a lack of meat in the wrist pin region all contribute to these babies fracturing across the center line of the wrist pin, typically when power levels exceed 650rwhp.

Want more Duramax history? We also have breakdowns of the LB7, LLY and LBZ!

When Lincoln introduced the current Continental a couple years back, the general consensus was that it was a nice luxury car, but it lacked the swagger of earlier Lincolns, particularly the suicide doors that made the large, sleek Continentals of the 1960s such iconic machines.

It seems Lincoln has gotten the memo, because for 2019 the company is introducing a special version of the Continental to celebrate the car’s 80th anniversary—and suicide doors are back, baby.

Called the Lincoln Continental Coach Door Edition, the new version is a lot more than just putting new doors on the existing model. In fact, the cars are actually re-engineered by Lincoln before being shipped to an outfit called Cabot Coach Builders to complete the transformation.

It’s there that the cars will get a six inch stretch, which brings the rear legroom up to a truly executive level, with a flowing pass through center console and of course those suicide—or coach style—doors that open from the center via electric motors.

In keeping with the 80th anniversary celebration, Lincoln is planning to build just 80 examples of the Coach Door Edition for the 2019 model year, and given that exclusivity, it’s easy to imagine the cars selling out quickly. Mechanically, it will be the same as the standard Continentals, with a 400hp twin turbocharged EcoBoost V6 under the hood.

With the ever increasing popularity of SUVs, traditional luxury sedans like the Lincoln Continental are an endangered species, and it's cool to see Lincoln standing out from the crowd and looking to its past to bring back some that classic American swagger to this iconic nameplate.

Have you seen the new Jeep Gladiator?

In the game of overland vehicles, the Chupacabra stands alone. It doesn't quite fit into the vintage truck category, nor does it resemble any modern vehicle in existence. It's in a class all by itself, for its unique qualities of bringing classic car design to rugged truck engineering in such a seamless and almost natural way. The Chupacabra is without a doubt one of the most inventive and peculiar rigs we've covered on our Ride of the Week series, but we just can't get enough of it—and we have a feeling neither can you! Check out the video above for more details on what makes this car truly unlike the rest.

Don't miss the full feature on the Chupacabra!

Video games are a whole lot different today than they were for those of us who grew up playing them in the ‘90s and '00s. There was a time when a game delivered a fixed experience—what you got at release was what it’d always be. But that time is long gone.

Today’s games are constantly connected and always evolving as developers make tweaks and updates, add content and sometimes drastically change the experience as the months and years go on.

Always Improving

"Gran Turismo Sport" is perfect example of this. First released in the fall of 2017, GT Sport showed a lot promise with its impressive visuals and innovative online modes, but the game felt low on content and depth, particularly when it came to car and track selection.

But that was then. In the last year and change, developer Polyphony Digital has been treating GT Sport to regular monthly updates that typically include a new racing circuit and several cars—all free of charge for anyone who owns the game.

All of that, plus significant expansion of the game’s single player modes, have helped make GT Sport the best racing simulator available on PlayStation4 and an experience that is almost unrecognizable from the one we got at launch.

The latest update for GT Sport came earlier this month, and it added seven new cars to the game’s roster, along with a new place to drive them.

Fixing Their Shortcomings

We’ve already covered how GT Sport’s launch car roster was short on vintage racers, American muscle cars and many of the great JDM machines that the older Gran Turismo titles were known for—and the content updates have continued to fix that.

Among the cars added this month is the 1963 Chevrolet Corvette Sting Ray, which is a whole lot of fun to drive (or slide) around in stock form, complete with its narrow tires and excessive body roll.

Equally cool is having the ability to channel the late great Burt Reynolds in a ‘78 Pontiac Firebird Trans Am, a car that should fit right in on GT Sport’s unpaved rally courses.

Some of the new cars will cost you a bit more coin, and that includes the 1995 Ferrari F50, a vehicle which many consider to be the pinnacle of 1990s supercar design.

Fugu Z

The coolest addition to the game is a car that we here at Driving Line are quite familiar with: Sung Kang’s GReddy Performance Datsun 240Z, better known as Fugu Z.

This was the car that was awarded top honors at the SEMA Gran Turismo Awards back in 2015, and it's nice to see the widebody Datsun finally make its way into the game. What better place to take the Z for a spin than on the Tokyo Expressway South, the new course added for the December update.

Adding Tracks Perfect for Drifting

This is an addition to the Tokyo Expressway environment that’s been in GT Sport since launch and one of the two new layouts includes a wharf area that’s perfect for drift practice.

All in all we are very impressed with Polyphony Digital’s continuing efforts to expand and improve "Gran Turismo Sport" through these regular content updates, and are hoping 2019 will continue to bring more of the same.

With the PlayStation 5 likely on the horizon, there’s a good chance GT Sport will be the only Gran Turismo title released on this generation of Sony console. Here’s wishing the updates continue and the stripped down launch version becomes an ever distant memory for driving game fans.

Did you miss our last Gran Turismo article, Constant Improvements: 5 Ways Gran Turismo Keeps us Coming Back?

Ever since I started off-roading, it seems I always end up in the Western United States or British Columbia, Canada. Since I live in Portland, Oregon, it’s only natural to head out to investigate all the Pacific Northwest has to offer. Whether it's dense forests in the mountains, ocean or inland sand dunes or high desert sprinkled all over, I can play for miles and months.

I've toured around states like Washington, Idaho, Colorado, Utah, Nevada and California and seen terrain that varies from hard-packed dirt to huge boulders, gigantic mountains to sage lands or muddy bogs to water crossings—open land as far as the eye can see. The opportunity to explore off-road in the West is vast and seemingly limitless.

A Whole Different World Back East

However, attending this years’ Overland Expo East near Asheville, North Carolina opened my eyes to that part of the country. Not only was it one of a few times I’ve been on the East Coast, I had the chance to drive through some beautiful country. Rolling hills and thick deciduous forests lined the highways. Thick fog formed after torrential rain hit the day before. Clouds were tucked into valleys and mud was everywhere, but the lush greens of the surrounding countryside pierced through it all.

I wondered to myself, “How is off-roading on the East Coast? How is it different than what we had to offer?” Not only are their states smaller, but the terrain seemed vastly different. I talked to East Coast adventurers during that event to find out what their off-pavement life is like, versus what the West has to offer.

West Coast Terrain

I’ve ventured around western North America since 2006 (when I moved to Oregon from the Midwest), and I’ve learned a lot in that time. Before I moved, I never knew what “open land” was, nor what BLM stood for (it’s a segment of the US Government, called the Bureau of Land Management, that regulates public lands). When traversing through western states, you can pretty much park in any BLM designated area and primitive camp for the night. There are hundreds, potentially thousands, of miles of winding trails, offering up countless breathtaking views.

I’ve explored parts of Ouray, Colorado’s San Juan mountains and played in the orange sands of Sand Hollow, Utah, hard-packed sands of the Oregon beaches and light and fluffy sands of St. Anthony, Idaho and Glamis, California.

I've driven thousands of miles of desert trails, too, to train for and compete in the 2018 Rebelle Rally, an all-women’s traditional navigation off-road rally. The pine trees of Tillamook, Oregon, Mt. Hood and Tahuya State Park in Washington kissed our rig’s sides, while Moab, Utah’s slick red rock provoked us to visit again. The Western US is huge—it beckons you to explore it.

What’s the Difference?

“One thing that I notice as a difference between the East and West Coast is the plethora of public lands the West Coast has (from Colorado, Utah, Arizona, Nevada, to California) compared to the small amount of public lands East Coast 4x4ers get to enjoy,” says Eric Karahalis, an avid off-roader who is part of the Northeast Mitsubishi 4X4 crew and 'wheels an 1989 Dodge Raider.

He mentions that the most difficult thing about East Coast off-roading is the accessibility and proximity of lands to explore. “In Vermont and New Hampshire we have access to class 6 and class 4 roads that are public lands but they run through a lot of private property to the left and right of the trails.” Class 4 and 6 roads are avenues that provide transportation access to agriculture and forest access management that may not be maintained yet are open to the public.

Where to Go in the East Coast

Eric goes on to say that despite that, there are a lot of OHV parks on the East Coast for folks to enjoy, like Pennsylvania’s Rausch Creek and Anthracite Outdoor Adventure Area (known as AAOA) or the Metowee Offroad park in New York. In Maine, they have lots of state forests and forest or logging roads, and New Hampshire and Vermont have plenty of gas or coal company-managed roads.

The Uwharrie National Forest of North Carolina provides the only public off-highway vehicle (OHV) trail system in the Piedmont Region. This trail system ranges from meandering dirt roads to steep, rocky climbs. Stock SUVs to heavy-duty built rigs can be found here. As with many off-road areas on the East Coast, the Uwharrie National Forest requires any OHV visitor to purchase either a daily or yearly pass. Passes can include camping privileges, but note they are in designated areas only, with no open dispersed or primitive camping opportunities like in West Coast BLM areas.

Charly Aurelia, who was a firefighter and wilderness paramedic in Maine, has explored many parts of the East Coast. He mentioned several off-road areas to investigate: KAT (Kentucky Adventure Tour) trail, Horse Pasture Road (that starts in Gorges State Park in North Carolina and crosses into South Carolina), the George Washington and Jefferson National Forests in Virginia and the Georgia Traverse (which is a collection of county, state and forest service roads in North Georgia). There is also the Mid Atlantic Backcountry Discovery Route too (known as MABDR), along with others areas being developed.

East Coast trails can vary from lush green flatlands to black diamond rock crawling. Most of the OHV parks have to accommodate anyone from a novice to a seasoned rock crawler, says Eric. He loves exploring all of the free, legal off-road access the East Coast has to offer. Last year he ran part of the KAT trail, a thousand mile adventure loop through rural Kentucky. East Coast wheelers can experience any kind of terrain that West Coast wheelers can; they just lack big open lands and a limitless amount of beautiful vistas.

Guided Tours

In addition to traversing OHV parks, there are several 4x4 guided services to help you explore if you aren’t familiar with the area. Companies like Vermont Overland and Northeast Overland are a few of these entities. the leaders of these companies are experienced off-road enthusiasts who will take you on trails in Maine, Vermont or New Hampshire. They’ll make sure you find the trails properly and ensure you get out and home safely too. “A lot of East Coast off-road enthusiasts have a tendency to pay a guy to take them in and out of a trail network. There is a lot of private land and private property, as well as off-road 'do's and don’ts' that these guiding services offer inexperienced 4x4 enthusiasts,” Eric explains.

Off-road access is very limited due to the extensive amount of private land in the East Coast. However, similar to the West Coast, public land users should leave the land cleaner than they found it. Tread lightly by picking up trash, don’t tear up the trails and don't drive over vegetation unless absolutely necessary. Basically, respect nature. This helps ensure public lands stay open to motorized travel—no matter if you’re wheeling the East Coast or West Coast. “On the East Coast, if you are an off-roader, you will definitely spend a couple hours on the highway driving before you get to an off-road track, unless of course, you are lucky enough to live in close proximity to them.”

New England Off-Roading

In New England, there aren’t vast swathes of public land adventurers get to play in. In Massachusetts, for instance, the opportunity is very limited. Groups like Exploring NH know a good deal about wheeling in New Hampshire. Or, you could also hook up with another group or guided service that runs trails.

Andrew Pascarella, of the Auto Off Topic podcast, is also a passionate driver both on- and off-road. He runs into the same issue in Maine that Eric faces in New Hampshire and Vermont. “Maine has no class 4 or 6 roads. Most rural roads are privately owned by paper companies. The state of Maine has an agreement with these companies to give the public access to wilderness lands for camping, hunting, fishing. Sometimes you may have to pay an access fee, but the road system is large, decently maintained and almost devoid of people.” Charly says. He says Maine is blanketed with thousands of miles of logging roads. “I have gone miles on old two tracks in two to three feet of water (the whole time) to find a tiny cabin nestled next to a lake, complete with a canoe on the shore. It really is a vast and interesting place (relative to East Coast standards).”

Andrew further states that the Golden Road is an exceptional adventure route. Imagine a 96-mile four-lane-wide dirt road that you can traverse on. It was built by the Great Northern Paper Company to let logging trucks move timber from the company’s 2.1 million acre woodland area to its mill. Most of the trail is non-paved, however about a third of it is tarmac. “It's pretty damn epic. Off this road is a spider web of side roads you can explore.” Be aware, however, logging trucks still frequent the Golden Road. They drive similarly to ice road truckers, and won’t slow down for you. Be sure to give them plenty of room when you see one coming.

Additionally, Andrew says that the book "Maine Atlas & Gazetter" is highly recommended if you plan on exploring Maine. “The big take away here, is that if a person goes onto forums or Facebook groups and starts asking about roads, they won't get anywhere. Good roads are hard to find and nobody wants a bunch of random people running the roads not treading lightly…having to find the roads yourself keeps the casual people away.”

No matter whether you explore the East Coast or West Coast terrain, doing your research beforehand is important. I had no idea that most East Coast off-tarmac adventuring happens in state parks, private land or via guided services. A few East Coasters I talked to were surprised when I said you could camp pretty much anywhere on BLM land.

This goes to show that adventuring can be complex yet rewarding. Do your research ahead of time, especially when venturing towards the Atlantic or Pacific Ocean.

East Coast photography courtesy of Eric Karahalis, Jordan Melim, Andrew Pascarella, and Cole & Stacey Conner

Want to go totally off the grid? You need to learn how to navigate without a GPS.

This fall we added a new machine to the Driving Line Garage when I purchased a 2018 Honda Civic Type R as a full-time daily driver and kid-hauler, and part-time backroad toy and track day vehicle. In a recent story I covered some of my impressions and observations after two months of driving the Type R every day, but for this project the daily grind is just part of the story. In fact one of the greatest attributes of the FK8 Civic is it’s ability to double duty on both the commute and race track.

That’s why I couldn’t wait for the car to be fully broken-in and finally able to get on track, and that opportunity came earlier this month when I headed to Buttonwillow Raceway for the December edition of the track's Performance Driving Clinic.

Having already attended this program once earlier in the year in my old Golf GTI, I was pretty familiar with the format. Because of that, I expected to be able to get plenty of seat time and learn a whole lot about how the Type R performs on track. What I didn’t expect was the fog. Arriving at the Buttonwillow in the morning, the whole race track was covered in a thick winter fog, and there was some concern from the organizers and instructors that the visibility would be too poor for us to go on track safely.

Fortunately, by the time all of the cars had been through tech inspection and the drivers meeting had wrapped up, the fog had lifted enough for us to do some slow paced lead-follow laps, and it continued to clear up throughout the morning. For this event we’d be using the popular #13 layout but in a counter clockwise direction, which made for an interesting take on some of Buttonwillow‘s well known corners. After getting some helpful pointers from the instructors on hand, it was time to head out for some fun.

Now I'm anything but an experienced circuit driver, with just a couple of track days and a handful of autocross events under my belt, but even at my relatively low experience level, it was clear early on that the Civic Type R is a pretty special car on-track.

While the performance driving clinics are aimed toward building experience and not setting fast lap times, I had the chance to share the track with a variety of drivers at different skill levels (some in some pretty serious machinery), yet the little red Civic never failed to impress. Here are a few of my big takeaways from my first track day in the FK8.

No AWD, No Problem

I’d already gotten a pretty good idea of how well the front-wheel drive Civic Type R puts down its 306hp and 295 lb-ft of torque on the street, but I was fully converted on the abilities of a well set up FWD after driving it on the track.

Not only does the Type R’s dual axis front suspension and limited slip differential allow you to get into the throttle early and often, Honda has also done an incredible job of dialing out understeer from this car. Even going at a hot pace, front end push was rare and the car stayed extremely neutral. There was never a shortage of a grip, and the Type R's aero parts could certainly be felt on some of the track's higher speed areas.

Stay Cool

Like many Type R owners who have the occasional track day in mind, I was a little concerned over some of the stories I’ve heard about FK8s overheating at the track. However, I never saw the temperature gauge go above half during any of my sessions.

Of course, this particular track event was on a foggy, 55-degree winter day and with some combination of traffic or flags coming out, it was rare to get more than a consecutive lap or two of flat out driving—but that’s often how it goes at entry level track days. From what I've gathered, even backing off for part of a lap is enough to keep things from getting too hot. I’ll certainly continue to watch how the car handles different situations, but it seems to be the ambient temperature and how hard you are driving that will determine whether you have cooling issues or not. For someone of my casual level, I don’t really foresee it being a significant problem.

Long Live the Manual!

While I’m as big a stick shift fan as they come, there’s something to be said about a well-tuned dual clutch or automatic transmission on the race track. Instead of worrying about shifting or your footwork, you can focus entirely on your line, steering and braking. In the Type R though, the six-speed manual with auto rev matching is both incredibly fun and easy to use. Even if you aren’t a heel toe master, you can downshift with abandon and you don’t have to worry about upsetting the car or jerking things around.

I can see why old-schoolers might not like the rev match feature, but for the weekend warrior it helps give you the fun and connection of a manual but with the precision of a dual clutch automatic. In a way it makes you feel like you are playing Forza or Gran Turismo out there.

Accessible Speed

The thing that impressed me most about the Civic Type R on the track wasn’t necessarily how fast it was, but how easy and forgiving the car was to drive—especially for a rookie like myself. The power delivery, grip, strong brakes and overall setup of the car always encourages you to go faster, and in the rare occasions where I found the front end running out of grip, it was predictable and quick to get back on line by coming off the throttle.

My brother attended this event behind the wheel of his nearly stock 2002 Corvette Z06, and I was amazed at how well the Type R was able to stick with the C5. The LS6 would gain on me a bit in the straights, but in the corners we were nose to tail. Of course, the C5 is a much more tricky car to drive fast, but that just shows how confidence-inspiring the FK8 is.

The Hype Is Real

That brings me to final observation from the day. In street driving I’ve found the Civic Type R to get a lot of attention and start a lot of conversations, and the same can be said about the race track as well.

Throughout the day, I was approached by fellow participants who who were curious about the Type R and heard from instructors who were impressed and surprised by the what the winged Honda was capable of.

When I first purchased the Civic Type R I was excited as I’ve ever been about a new car, and taking it to the track only made that excitement and appreciation grow. I can’t wait to get back for more.

A couple months of daily driving, backroad excursions and now a track day have also given me a good idea of areas I’d like to improve on the car in the coming year. Smaller, lighter wheels and stickier tires with more sidewall are on my list of wants, as are some simple suspension changes and perhaps an exhaust with a bit more character.

The plan is to document those and other adventures as we continue our adventures of living the Type R Life. Stay tuned!

Here are our initial thoughts about daily driving the Type R.