Subaru has never been afraid to do things differently. Witness the cargo-bed terror of the Brat, or the "someone's definitely going to buy this" optimism behind the Baja 'ute. Would it surprise you to learn, then, that the Japanese brand didn't just confine its creativity to weird trucklets, but also poured its efforts into a series of unusual coupes throughout the formative '80s and '90s?

Of these, none have been more forgotten than the Subaru XT. Despite gobs of personality and ultra-low production numbers, this wedge-shaped oddball doesn't get nearly the same attention as the DSMs, Supras, RX-7s, and ZXs that were its peers.

Style Over Substance

Up until the mid-'80s, Subaru was known primarily for its utility-focused vehicles. The Justy,  Brat and, to a lesser extent, GL (in wagon form) all had a practical side that overshadowed whatever fun image might have also been in the marketing mix.

Although the Brat had generated buzz, the automaker was looking to spark a fire in American import buyers that would potentially land them in the same sliver of the market that was taking chances with the slew of Japanese sports cars that were beginning to infiltrate U.S. roads.

The decision was made to bet big on Subaru's ace-in-the-hole: the low profile of its boxer engine designs. The company's horizontally-opposed four-cylinder motor allowed for it to be placed deep in a vehicle's engine bay, freeing up stylists to build a car with a eye-catching Bertone-inspired wedge body that would stand out from the pack.

Looking the Part

Featuring a drag coefficient of just 0.29, pop-up headlights and flush door handles, the Subaru XT looked like nothing else in the company's line-up. The trunk sat high—as did the curiously clunky greenhouse—with air deflectors at the wheels and an air dam at the front helping to make the coupe the most aerodynamic car in the world when it was released for the 1985 model year. The XT even featured a single windshield wiper that tucked discretely under the hood when not in use to prevent any disturbance of the vehicle's airflow.

The XT's cabin was even wilder. For reasons lost to time, Subaru designers felt compelled to attach a pair of blocky pods at the 9 and 3 positions on the steering wheel, and then fill them with buttons—18 in total. Add to that the L-shaped steering wheel spoke (with buttons of its own nestled into its arc), the thoroughly-awesome digital dashboard (complete with a vanishing-perspective orange outline of the road ahead) and a joystick shifter, and you had a recipe for either confusing or delighting fans of the until-now frumpy brand.

Where's the Beef?

If only the Subaru XT's mechanicals had been able to live up to the searing first impression made by its styling. With no real motorsports program underway at the time, engineers had to rely on off-the-shelf drivetrains like the 1.8L four-cylinder unit that would come standard with the coupe. Rated at a paltry 94hp, it was no match for the turbocharged threats being sold by its countrymen—not even when it gained a turbo of its own and added a mere 16 extra horsepower to the mix (although torque rose from roughly 100 lb-ft to 140 lb-ft).

Choosing the XT Turbo also added four-wheel disc brakes as well as an adjustable suspension system that allowed for driver-selectable ride height (the aspect of the car that has aged worse than perhaps any other). Four-wheel drive remained an option as a part-time system on Turbo cars that could be activated on the fly via a button at the top of the shifter (which controlled either a four-speed auto or five-speed manual gearbox). Eventually, non-Turbo models would also gain access to all-wheel drive.

Facing slow sales, in 1988 Subaru introduced the XT6, which swapped in a 2.7L flat-six to give the vehicle 145hp and 156 lb-ft of torque, and which required the lengthening of the front bodywork just a smidgen to accommodate the larger motor.

You could order the XT6 with either front-wheel drive or a new full-time all-wheel drive system, with the latter car retaining the height-adjustable suspension setup found on turbo models. It also featured an overly-complicated "Cybrid" adaptive steering system that relied on bespoke hydraulic fluid and a flotilla of finicky motors, pumps and sensors that very quickly went off the rails.

Echoes Through Time

The Subaru XT's dramatic styling would come to define the car, for both good and bad. Lacking the power to attract true enthusiasts, the XT was viewed more as a novelty than a legitimate sporty option, leading it to languish in showrooms. In its home market of Japan, where it was named the Alcyone after the brightest star in the Subaru brand's logo (the constellation of Pleiades), it was a total after-thought, with 8,000 units sold representing less than 10 percent of global lifetime production. In America, the company decided to completely skip the 1990 model year before calling it quits after 1991.

While the vehicle may not have had any impact on Subaru's reputation during its brief time on Earth, it did create a legacy that would continue for decades in the form of Subaru's XT trim level. Typically given to special versions of its popular crossovers and SUVs outfitted with turbochargers, it's a fair bet that not a single current Forester XT or Outback XT owner has any idea that the badge on the back of their vehicle is inspired by the most unique-looking Subaru ever built.

The Mazdaspeed Miata is another import that has fallen out of the collective consciousness.

Spring is in full bloom for most of us now, and for Jeep enthusiasts that also means the coming of the annual Moab Easter Jeep Safari in Utah. In addition to being one of most important Jeep gatherings in the world, the Easter Jeep Safari usually brings with it a number of exciting concepts built by Jeep itself to show the creative possibilities of their vehicles. Not surprisingly, the focus for 2019 is on the all new Jeep Gladiator pickup.

For this year's event Jeep built six different pickup concepts, and we found four of them in particular to be especially cool thanks to their heavy amounts of custom work, off-road improvements and plenty of throwback style.

1. The Jeep Wayout

First up we have a Gladiator-based concept called the Wayout. Inspired by the overlanding movement, it's been fitted with a rooftop tent and custom auxiliary fuel tanks built into the bed. Ground clearance is boosted with a two-inch Jeep Performance Parts lift kit and the 17-inch steel wheels have been painted to match the body's Gator Green color as a nod to the original Willys pickups that led to the reborn Gladiator of today.

2. Jeep JT Scrambler

Also looking to the past for its inspiration is the JT Scrambler Concept. While it's not extensively modified, the Jeep design team did a great job of capturing the look of the early '80s CJ Scrambler with this project. It's loaded with goodies from the Jeep Performance Catalog, but it's really the stripes and graphics that set it off, along with the roll bar and freedom top done in a color called "Vintage Amber."

3. Jeep J6

Next up is perhaps the most impressive Gladiator concept of the bunch. Based on a standard Gladiator Rubicon, the J6 sports a a two-door cab, a configuration which isn't currently available on the production Gladiator. It clocks in and 201 inches long and its 118.4-inch wheelbase is equal to that of the current four-door Wrangler. To set it off even further, the J6 concept has been equipped with retro-themed badging. Its Metallic Brilliant Blue paint was inspired by the '78 Jeep Honcho.

4. Jeep M-715 Five-Quarter

Last but not least we get the only of the bunch that's not based on the new Gladiator. Based on a 1968 M-715, this restomod concept sports a body laden with both carbon fiber and aluminum components and a fully reinforced frame with a relocated front axle and modernized suspension. Equal attention has been given to the interior, which features a blend of both vintage and modern inspiration, but perhaps best of all the Five-Quarter gets its power from a Mopar "Hellcrate" supercharged Hemi engine making over 700hp.

The Gladiator has been one of Jeep's most talked-about new vehicles in a long time, and this blend of modern and retro-inspired concepts takes the excitement to a new a level. We can't wait to see what comes next as more builders continue to get hold of the platform.

Off Road Evolution is making the ultimate Gladiator build, just in time for Easter Jeep Safari.

What do you do when there's a missing link in your line-up and you've run out of development dollars? If you're a major car company, you do your best to beg, borrow and steal a stop-gap model—sometimes in-house, sometimes from another brand—slap on a new badge and shove it into showrooms with your fingers crossed.

Sometimes, everything works out. Most of the time, if doesn't. Check out these badge-engineered weirdoes that not even a salesman two units away from their monthly quota could love.

1. Kia Elan

The Kia Elan took a circuitous path to its badge-engineered birth. Chances are those two names are familiar apart but uncomfortably incongruous together, with Kia being known primarily for affordable mass-market machines and the Elan typically associated with Lotus, which marketed the roadster throughout the '80s.

It turns out that in the early '90s Lotus was looking for a little extra cash. Enter Kia, which knew that the British brand was about to end production of the front-wheel drive Elan convertible. Somehow, a deal was struck that would see almost nothing visibly changed about the sports car other than the tail lights at the back and the badge on the hood.

Marketed as the Kia Elan all the way until 1999, it actually picked up a little straight-line speed from the 151hp 1.8L four-cylinder engine that its new parent was forced to use (after losing out on the rights to the Isuzu-built engine favored by Lotus).

2. Lincoln Blackwood/Lincoln Mark LT

If you exclude whatever the Escalade EXT might be (hint: a chromed-up Chevrolet Avalanche), Cadillac has never made a true pickup truck. Why not? Because Lincoln had already tried, and failed.

Twice.

The first effort was the Lincoln Blackwood, a full-size truck that took everything people liked about the Ford F-150 and made it more expensive and/or harder to use. Witness the carpeted cargo bed with split tailgate and power tonneau cover (which was produced by a third-party supplier), making it effectively impossible to actually haul anything that might sully its stately appearance. Fewer than 3,500 people cared enough about the Blackwood to take one home, a far cry from the hundreds of thousands of F-150 sales.

Next up was the Lincoln Mark LT, a much more blatant badge-swap of the F-150 that didn't even really try to differentiate from its Ford sibling. Sure, there was a unique grille, and some JC Whitney-style chrome cladding on the rocker panels, but other than that this was a Blue Oval job with a scary-high window sticker. Offered just a few years after the Blackwood disaster, it would chug along until the 2008 recession killed Lincoln's pickup dreams dead and Ford figured out that people would pay a ton of money for regular F-150s with the word "PLATINUM" etched into the fenders.

3. Aston Martin Cygnet

We've already gone in-depth on the travesty that was the Aston Martin Cygnet, but we'll sum it up for you here: vaunted luxury performance brand runs out of cash, gets scared by upcoming emissions regulations and makes a backroom deal with a very surprised mainstream Japanese brand to buy a tiny two-seat economy-hatch.

The end result? A Toyota in Aston Martin drag sold at a shockingly high price to a handful of people we fervently hope are still getting holiday cards each and every year from the Gaydon, UK corporate HQ.

4. Honda Crossroad

For a five-year period in the 1990s, Honda decided that the best way to deal with the SUV-sized hole in its showrooms was to import the Land Rover Discovery lock, stock and barrel, and etch its own logo onto the grille. The Honda Crossroad was entirely lifted from Rover (which Honda owned 20 percent of at the time), with no improvements or updates made, meaning that it offered fantastic Land Rover reliability to thousands of soon-to-be-disappointed Honda loyalists.

Fun fact: This is the only Honda road vehicle to ever be offered with a V8 engine.

5. Dodge Circuit

It turns out that Tesla wasn't the only company to borrow the best chassis bits from Lotus in building an electric sports car. Rather than the Elise, however, Dodge tapped the Lotus Europa, a slightly larger two-seater, as its chariot of choice for its 268hp EV, the Dodge Circuit.

Lotus got so much EV business in the early 2000s because it was willing to farm its mid-engine expertise out to automakers that could only commit to low-volume orders (with MR cars offering the best weight distribution for at-the-time heavy battery packs). The Circuit never made it to American showrooms—and neither did the Europa, for that matter—but it goes to show that good ideas rarely exist in a vacuum.

6. Toyota Cavalier

Not content to let Chevrolet and Geo have all the badge-engineering fun with the Corolla-derived Prizm, Toyota demanded its own slice of the American dream for budget-conscious buyers in its home market. This is how the world came to know the Toyota Cavalier, which was an exact analog for its USDM counterpart save for the badge and, strangely, a nicer leather interior.

Built in America in right-hand drive form, equipped with a four-cylinder engine and an automatic transmission, and shipped to Japan, the Toyota Cavalier did its best to acquaint an international audience with the ennui associated with owning a J-body. Not even a TRD edition of the car (featuring an 11-piece body kit), nor two unsuccessful appearances in the All Japan GT Championship racing series (18th place represent!) could keep Japanese car buyers interested in the Cavalier, which would be killed off in the year 2000.

7. Volkswagen Routan

Here's a wild idea: Let's take a Dodge Grand Caravan, strip it of all the cool features that set it apart from its competition (no Stow 'n Go, no Swivel 'n Go), and try to sell it in Europe where #vanlife is real and there are quite honestly dozens of established competitors that can instantly tell that VW badge on the hood is lying.

Oh, and when that doesn't work, bring it to America.

8. Mercury Villager

Ford had a long, long history of repurposing its own vehicles as Mercury models throughout the '80s and '90s. In fact, it was almost expected. We can only guess, then, that the reason the company passed over its own Aerostar and Windstar models in favor of badge-engineering the Nissan Quest into the Mercury Villager minivan was because it felt it needed a challenge. Not only that, but Ford would build the Questillager at its own plant, too.

Is this the first rebadge that was done on a dare? Obviously yes.

9. Chevrolet Forester

It's a Subaru Forester with a Chevy badge, and it was only sold in India. No changes, no updates, no nothing: just pure, in-your-face corporate synergy in action.

Sorry BRZ/9-2X, but this is the best cross-brand Subaru power move of all time.

10. Cadillac Catera

The last entry on our list is a sad tale of just how out-of-touch Cadillac was with its customers at the end of the 1990s. Concerned that younger buyers were being left cold by the large, plush sedans and coupes that filled its dealer lots, and concerned about the threat from upstart Japanese luxury brands like Lexus and Acura combined with BMW and Audi claiming a larger slice of the premium pie, the company's product planners panicked, blacked out and when they woke up found they had made the fateful decision to sell an Opel as a Cadillac.

The Opel Omega might have been a perfectly acceptable car, but saddled with the "Caddy that zigs" marketing campaign, a Fisher-Price plastic interior and anonymous styling that was easily mistaken for the much cheaper Chevrolet Malibu, it never had a chance as the Catera. Throw in build quality issues, questionable reliability and low to middling performance, and this rebadge would further sink Cadillac into the mire from which the Art and Science styling campaign of the early 2000s would be forced to rescue it.

The full story of how the Aston Martin Cynget came to be really is wild.

The FK8 Honda Civic Type R is a phenomenal machine both on the street and on the track. It’s fast, fun, practical and offers a ton of value for the money. It’s also a car that you can leave 100-percent stock and be plenty happy with.

That doesn’t, however, mean there aren’t areas on the car that that can be improved and upgraded with the aftermarket, and one of the most common first modifications for FK8 owners has been a set of new wheels and tires.

While wheel and tire upgrades have usually meant swapping out undersized factory wheels for something of a larger diameter to better fill the fenders, most Type R owners changing their wheels have actually been downsizing in diameter.

When Honda engineered the FK8, it equipped the car with a massive set of 20-inch wheels wrapped in ultra low profile 245/30/20 tires, and the reasons for this have been debated in the community since the car came out.

Some are convinced the choice to use such large wheels was entirely for marketing and appearance, while others have suggested the 20s and ultra low profile tires were fitted to provide quicker steering response and help eliminate torque steer when matched with the Type R’s trick front suspension setup.

While there may be legitimate engineering reasons why Honda put 20-inch wheels on the Type R, that hasn’t stopped countless owners of both daily driven and track-spec FK8s from switching to an 18-inch setup. Here are five of the biggest reasons why.

Increased Wheel Protection

The FK8's factory tires aren’t just low profile, they are some of the thinnest tires ever to be equipped on a production car. Not surprisingly the Type R forums and social media groups are full of stories of owners damaging their stock wheels on potholes and other imperfections on the road.

Much of this depends on where you live and the condition of the roads, but it’s obvious that the tiny sidewalls don’t offer a whole lot of protection for the wheels. Of course some will get lucky and never have an issue, while others have already had to fix or replace damaged wheels multiple times.

Comfort

Next up is ride quality. With the larger sidewall of an 18-inch tire versus the rubberband of the stock tires, a smoother ride should be another benefit. Even with the factory tires, the Type R rides surprisingly well for what it is, and going with a higher tire to wheel ratio should only improve things bigger cushion between the wheels and the road. This will be especially beneficial to those with long commutes or the owners who take their Type Rs on long road trips.

Less Unsprung Weight

Thanks in large part to their huge diameter, the Type R’s factory wheels aren’t particularly light. We weighed a factory wheel and tire off our FK8 project car and on our scale it came in at a porky 50.6 pounds, with nearly 30 pounds of that coming from the wheel. Whereas the new wheel and Nitto NT05 tire combo is approximately 10-percent lighter.

Depending on tire choice, switching to an 18-inch setup should provide a significant reduction in weight, especially if you opt for a forged or flow-formed wheel. Even with the wider, fatter 18-inch tires that most people use when switching setups, the net result should still make for an overall reduction in vital unsprung weight.

Improved Tire Choice

While many 20-inch tire sizes are quite common these days, the Type R’s ultra low profile 245/30/20s are still pretty exotic. There are options available in the stock size, but one of the biggest benefits of switching to an 18-inch setup is having a much larger selection of tires to choose from, and usually at a more affordable price.

Whether you are looking for something cost effective for a daily driver or a super sticky setup for track days, 18s will simply give you a lot more choice. They will be easier and faster to find in the event you get a flat and need an emergency replacement.

Aesthetics

Last but not least, we get to the aesthetics of downsizing the wheels. Beauty will always be in the eye of the beholder, but the look of the Type R’s factory 20s and super thin tires are polarizing to say the least.

We’ve actually gotten used to the look of the stock wheels after several months with our FK8 project car, but there's still no denying the visual appeal of a meatier tire fitted to a wider wheel. Simply altering the wheel to sidewall ratio can make for a significant change in a car's look, and the Type R is a great example of this.

It's for these reasons and more that we've decided to make the jump down in size and swap out the factory wheels on our daily driver/track Civic Type R. With the help of Nitto Tire and Titan 7 Wheels, this will be the first modification for our FK8, and we'll be returning shortly with more details on our chosen setup and some impressions from the road. Stay tuned!

 Learn more about the 2018 Civic Type R, here.

In the automotive world, the word Hemi has always meant big power. However, when it comes to big power outside of a Mopar chassis, the LSx has long been the more popular option. But that's not to say it can't be done.  Here are a few people who thought out of the box and built five Hemi-swapped cars that you've never imagined.

1. 2,386HP Hemi-Swapped Supra

Many would say that swapping a 2JZ out of a Supra is sacrilegious. If you have to replace a 2JZ with another motor, it has to be epic. Prospeed Autosports out of Houston, Texas is no stranger to building high horsepower drag cars. They’ve built dozens of 1,000+ horsepower cars, some breaking the ¼ mile in six seconds. When looking to build a Supra with more reliable power than the 2JZ could handle, Prospeed went all out to build a fire breathing drag car.

In place of the iron block inline six is a billet 527ci Hemi V8 built by Arrow Machine of Brenham, Texas. Paired with a massive 106mm Precision Mod turbocharger, the Hemi-powered Supra puts out 2,386hp to the wheels on methanol!      

Why would someone pull a proven motor, cut up a Supra and stuff a Hemi with a giant turbo in its place? According to Prospeed, the answer is simple: “so more time can be spent racing and less time on maintenance with the engine.”

2. 1953 Willys Wagon SRT8 

This unsuspecting '53 Willys Wagon has been restored inside and out. Under the skin is a front clip from a Chevy S10, and the rear springs, swaybar and all four brakes are from a Ford Explorer.

For those who don't know, after its inception, Willys become Kaiser-Jeep, which was bought by AMC, which along the way became the Jeep brand and was bought by Chrysler. So when it came to modern day power options, it was only natural to inject some Hemi power under the hood. The 6.1L Hemi crate motor looks right at home in the Willys's engine bay. All 450hp is managed by a Dodge Viper six-speed manual transmission sending power to the 8.8-inch rear end with an LSD.

3. The Japanese Challenger: Hemi-Swapped Infiniti G35

What if you liked the Infiniti G35 design but also lived by the “Mopar or no car” mantra? You build your own Japanese Challenger.

Not content with the stock 280hp 3.5L VQ power of his G35, Sandy Meyers pulled a 5.7L Hemi out of a 2010 Challenger and stuffed it between the front wheels of his Infiniti. Furthermore, Sandy upgraded the intake, fuel rails and injectors from a 6.1L Hemi. An AEM ECU ties everything together and gets the car running.

4. Miata Hellcat 

It never seems like a Miata has enough horsepower. YouTube channel KARR is solving that problem by pulling the NB Miata’s stock 140hp 1.8L four-cylinder and installing a 707hp supercharged Hemi out of a Hellcat.

The swap is currently a work in progress but KARR has gotten the motor mounted into the engine bay and is working on getting everything else mounted and running. Once they do, they will have a car under 3,000 lbs making 6x the power of the stock motor.

5. Prius Hellcat: PriuSRT8

American Racing Headers sought out to bring together two opposite ends of the automotive spectrum. They combined one of the most fuel efficient and hated cars on the market, a Prius, and a symbol of excess, a Challenger Hellcat, and created the PriuSRT8.

This swap goes beyond fabbing up some engine mounts. The firewall had to be cut and battery pack had to be removed, to name a few things. In fact, aside from the exterior panels, not much is left of the original Prius. The Prius body sits on a custom tube frame chassis, much like a drag car.

As if 707hp wasn’t enough, American Racing Headers added a bigger supercharger. The Hellcat motor now makes 1,000hp and passes through the ¼ mile in 9.38 seconds. Power is sent to the rear wheels through a six-speed manual, possibly making the PriuSRT8 the world’s only manual Prius.

There are a ton of crazy Cummins swaps as well.

When Travis Reeder and the Napoleon Motorsports team pulled into Long Beach, California last week, they were excited to embark on a whole new adventure. For Travis Reeder, coming off of his Formula Drift Pro 2 championship in 2018 and making our "top drivers to watch" list entering 2019, he knew the step up to the top Pro class of Formula Drift would be challenging. For Napoleon Motorsports, who cut their teeth in the Trans Am series, venturing into Formula Drift would be a whole new motorsport series to learn and master. For both driver and team, hopes were high on debuting their new Chevrolet Camaro EL1, believed to be the first drift car in the world powered exclusively by electric power.

Unfortunately, the car would have to wait until the second event of the season to formally debut the car as fire safety teams would prevent the car from turning a tire on the famed Streets of Long Beach course, but Reeder and the Napoleon Motorsports team would still have a successful debut via their backup plan. 

Pre-Race Hype

The paddock was abuzz at the Streets of Long Beach course, which takes over actual city streets in downtown Long Beach, California, as the team unloaded their Chevrolet Camaro EL1 on media day Tuesday leading up to the race weekend. The car, which was built to the strict FIA Formula E specifications for safety, cooling and fire containment, passed Formula Drift’s technical inspection with flying colors. Driving on Media Day is reserved for drivers who have previously competed on the Streets of Long Beach, so Reeder would have to wait to make his Formula Drift debut until Friday morning. As the hype around the electric-powered drift car spread through the paddock and the internet, a different kind of buzz started to build from the fire safety team.

Electric cars are still very new to public streets, popularized in recent years by Tesla and other electric vehicle manufacturers, but even newer to motorsports. While the FIA Formula E series raced on the same city streets of Long Beach in April of 2015 and 2016, the series hadn’t returned for three years, and it seemed as though if any city would be welcoming of an electric-powered drift car competing alongside traditional combustion engines, it would be Long Beach. However, the fire safety teams from the city and the Acura Grand Prix of Long Beach declared that they didn’t have enough time to train on the safety of the car in the event of an emergency and asked the Napoleon Motorsports team to park the car for the weekend. Thankfully, Justin Napoleon and the Napoleon Motorsports team had packed a backup plan in their team trailer—just in case.

“We were disappointed with the decision, but understand that safety is everyone’s primary concern and respect the decision that was made,” said team manager Justin Napoleon. “We overbuilt the car with several additional safety features including an auxiliary battery cooling system and an additional fire suppression system specifically for the batteries in case of an emergency. We followed the FIA Formula E rulebook, but at the end of the day, we will move forward with our plan B, and you’ll see us competing this weekend,” Napoleon told us on Thursday evening, prior to qualifying.

Friday Qualifying 

Travis Reeder’s 2018 Formula Drift Pro 2 Championship-winning Nissan S13 was prepped at the Napoleon Motorsports facility in Texas during the offseason, with several key updates to the chassis in preparation for the next tier of competition. Formula Drift’s Pro 2 series is limited to two specific tire manufacturers and a maximum tire width of 255mm, but the top Pro series has four tire manufacturer choices and is only limited in tire size based on the weight of the car. During the off-season, Reeder’s S13 was put on a 150 lb diet and sized up for a 275/40/18 Nitto NT05 tire. Thanks to the experience of Nitto Tire consultant and famed motorsport icon Ron Bergenholtz and the rest of the Napoleon Motorsports team, Reeder was able to extract the most grip out of the Nitto NT05 tire over the course of the weekend. Several strategic suspension upgrades were also implemented to keep the chassis competitive, and Reeder used the upgrades to lay down a qualifying score of 84 points. That was good for the 19th position, top amongst the 2019 rookie class, but his first round Top 32 tandem battle would be against fellow Nitto Tire teammate and 2015 Formula Drift Pro 2 champion Alex Heilbrunn.

Saturday Tandem Battles

Reeder earned the victory against Heilbrunn due to a spin just prior to the final hairpin turn of the Long Beach course and would face European champion and rising Formula Drift star Piotr Wiecek in the Top 16. While Reeder didn’t earn the victory against the more experienced Wiecek, who finished last season third in points, he definitely gave Wiecek a run for his money. Even Formula Drift commentator Ryan Sage was impressed with Reeder’s run, asking “Are you kidding me?!” as the run finished up. The grip and setup of Reeder’s car were dialed in just right, allowing him to keep up with Wiecek despite having around half the horsepower of the defending series bronze medalist.

The event would be won by Odi Bakchis in his Feal Suspension Nissan S14, with Forrest Wang taking second place in his Get Nuts Lab Nissan S15 and Chris Forsberg rounding out the podium in his NOS Energy Drink Nissan 370Z.

Both members of the Nitto Tire Ford Mustang RTR team would finish in the top 16 with Chelsea Denofa qualifying in 9th place and losing to Forsberg in the Top 16 round, while Vaughn Gittin Jr. qualified 11th but lost to Wang in the Top 16.

The final Nitto Tire driver, Ryan Tuerck, suffered a major crash in the final run of Saturday morning practice after qualifying seventh and was unable to make repairs to his Toyota FT86 prior to his Top 32 tandem battle.

Looking Ahead

“This was a great weekend for Travis and our team,” said Napoleon. “We’re bummed we couldn’t debut the Camaro, but we’re very happy with the finish in our inaugural event. The fans really embraced us and the innovation we are bringing to the Formula Drift grid, and we’re looking forward to debuting the car in Orlando. We’ve already started talking to the Orlando Speedworld officials to get them prepared for the car, and we’re confident that everyone will be ready for our debut at the next round.”

In a hint of what might be coming in future iterations, Napoleon suggested that this Formula Drift season is a test bed for future motorsports. “Drifting is a perfect sport to help us develop and push the boundaries of electric vehicle racing. Right now, the technology and capabilities of electric vehicle technology is a perfect fit for drifting because of how long the laps are and the downtime between runs, but we plan to move into other applications of the EV technology.”

The second stop of the eight round Formula Drift Pro Championship takes place at Orlando Speedworld on April 26th and 27th.

Have you seen the grassroots drift cars from the Jimmy Up Matsuri show?

When it comes to the car battles we most want to see, our minds often wander to the unattainable: Ferrari vs. McLaren, Shelby GT500 vs. Camaro ZL1 1LE or even Trackhawk vs. Urus. Rarely do we pick two cars that we see on the road every day, but there’s something equally intriguing about a battle between two cars we could go out and purchase tomorrow. These aren’t the battles of our dreams—they’re battles we can actively be a part of winning.

Such is the case with the rivalry between Civic and Miata fans, two hardcore groups of enthusiasts who both believe they drive the ultimate budget track car. In an effort to add to the debate, we hosted a battle between two very talented drivers, one from each camp, to see who really has the better setup and skill.

In the Civic corner, we have Duane Bada and his ’96 Honda Civic hatch. In the Miata corner, we have Chris Willard and his ‘99 Mazda Miata. Who will be faster around Chuckwalla? If you haven’t already seen the battle, watch it here, then come back to learn more about what makes these cars so special, and quick.

Duane’s ’96 Honda Civic

Up first is Duane’s Civic. You could call him a fan of the car, as he has already competed in, and won, the first episode of Driver Battles in a Civic. Now in his second appearance, he’s moved forward five years and a generation to 1996 and the EK chassis.

In the spirit of attainable cars, the engine has been swapped, but for one that is the height of cheap and plentiful. In place of the stock D16 is a non-VTEC B20. In his own words, it’s “an engine you’d find at the junkyard for $300.” That said, just because it’s cheap doesn’t mean it can’t make good power. Getting the most out of that cheap engine is a Hondata S300 ECU and B16 transmission with an MFactory limited slip differential.

Underneath the car are a set of Koni coilovers with Swift springs and Volk TE37 wheels wrapped in 225/45R15 Nitto NT01 tires. To help the car slow down, he upgraded the brakes with NSX calipers, Winmax W3 pads and slotted rotors.

Inside, Duane has made some basic track-focused upgrades, including adding a Recaro seat, BattleCraft shiftknob and hub and Personal steering wheel. This car may not be too crazy, but that’s kind of the point. If you’re a fan of Civics, you could make this car and get in on the battle yourself.

Chris’s ’99 Mazda Miata

Chris Willard may be racing a cost-effective Miata now, but it hasn’t always been that way. He used to track a Nissan 350Z and Porsche Cayman, but they were just too expensive. He said that it was, “tires, brakes, rotors all the time.” Now with the Miata, he can take it to the track as much as he wants without it costing a fortune.

A great way to keep the cost of your build down is to keep your stock engine, which is what Chris has done. He has been able to squeeze 135hp out of the 1.8L BP-4W engine with upgrades to the intake, exhaust and headers and a tune courtesy of a Megasquirt ECU. The horsepower number may not be that high, but with how well the Miata handles, it doesn’t need to be.

To help it get all the grip it can in the corners, Chris has installed a set of Xida single adjustable coilovers, Indotech Motorsport wheels and Stoptech brake pads. He even added Nitto NT01 tires sized 225/45R15, the exact same size as his competitor. On the back is an APR GTC-200 wing to get some aero.

Like Duane, the interior has only seen a few basic upgrades, with a Sparco R 325 wheel and Ergo racing seat. This Miata is a pretty typical build, with a ton of grip and just enough power to get the most out of it.

Just because a battle is between cars you can easily go out and buy doesn’t mean it can’t be epic. It certainly feels more epic to the people involved, and the best part is, there’s no reason why that person can’t be you.

Want to see which of these cars won? Watch the battle!

The 7.3L Power Stroke is a widely renowned engine that’s known to last half a million miles if properly looked after, but was it the most reliable Power Stroke ever assembled? We think so, and we think it’s pretty easy to illustrate why. More than a quarter century after the first one was produced you can still find thousands of 7.3Ls working the fields, highways and construction sites every day, not to mention the fact that aftermarket support for the 444 ci V8 is still abuzz with activity.

Sure they lacked the horsepower and torque the modern 450hp and 1,000 lb-ft behemoths do, but it was a different time and the 7.3L’s conservative power rating, combined with its rather simple design, culminated in an engine that’s extremely hard to kill. Below, we’ve narrowed things down to the top nine reasons the 7.3L is the most durable V8 to ever don the Power Stroke name. Have a different opinion? Let us know in the comments or enter the verbal fray on Facebook!

1. Not Enough Power to Hurt Itself

Some of you may find this reason laughable, but if you’ve ever driven a bone-stock 7.3L-equipped ’94.5-’03 Ford you know the struggle that is keeping up with modern day traffic. When the 7.3L debuted in mid-’94, it was rated at 210hp and 425 lb-ft of torque in Power Stroke form (the version of the 7.3L that Navistar built for International trucks was coined the T444E and came with different yet similarly-mild power ratings). While that kind of power matched or beat what Dodge and GM were offering at the time, you were still looking at 0-60-mph times of 14 seconds empty. Robust, iron parts, conservative power and low engine speed are the key ingredients for any diesel engine lasting forever—and if a 7.3L has gone unmodified yet been well maintained its entire life, 400,000 to 500,000 miles is virtually guaranteed.

2. Lack of Emissions Controls = Superb Reliability

A big reason why the 7.3L Power Stroke lasts so long boils down to the absence of emissions controls present on the engine. Aside from the use of a catalytic converter down stream in the exhaust system, the 7.3L’s sole means of meeting emissions regulations relied on the engine’s computer calibration to ensure the engine adhered to NOx standards. By comparison, the exhaust gas recirculation (EGR) system that had to be employed on its successor, the 6.0L Power Stroke, led to a myriad of operational problems (stuck EGR valve, cracked EGR cooler, contaminated engine oil, harder on coolant, etc.). Then, the addition of a diesel particulate filter (DPF) on top of EGR on the 6.4L Power Stroke virtually guaranteed you would never see high mileage.

3. Complex Yet Durable Fuel Injection System

Though a bit labyrinthine, the oil-activated fuel injection system used on the 7.3L Power Stroke is extremely reliable if properly maintained. The Caterpillar-sourced HEUI injection system had undergone extensive R&D before CAT leased the technology to Navistar for use on the 7.3L (as well as Navistar’s T444E, DT466E and I530E models). The HEUI system (short for hydraulically actuated, electronically controlled, unit injector) on the 7.3L revolves around a high-pressure oil pump sending oil volume through oil rails integrated into the engine’s cylinder heads, which allows oil to feed the topside of each injector. From there, the pressurized oil acts on an intensifier piston, compressing the fuel below it and resulting in injection pressures as high as 21,000 psi in-cylinder. CAT would also make use of HEUI technology on several of its own engines (some of which were the 3126, C7 and C9), all of which saw good success in terms of durability.

4. Long-Lasting Injectors

The HEUI injectors used in the 7.3L Power Stroke, though fairly complicated to the novice, are quite simple in terms of their fuel injection functionality. Single-shot operation means that—unlike the common-rail injectors used today, which can conduct five or more injection events per combustion cycle—the injectors aren’t as prone to wear. Even when split-shot injectors were introduced on the 7.3L (’97 model year California models and ’99 model year federal engines), a pre (pilot) injection event prior to the main event was made possible mechanically, so the plunger still only operated once per combustion event. Properly maintained 7.3L injectors are virtually guaranteed to go 200,000 miles between overhauls, with most lasting well beyond that.

5. They Keep Their Cool

Even though early 7.3L Power Strokes didn’t come with intercoolers, the ’94.5-’97 engines were able to manage exhaust gas temperature relatively well thanks to their conservative horsepower and torque ratings. Beginning in ’99, EGT was even more manageable thanks to the addition of an air-to-air intercooler. Even with aggressive aftermarket tuning in the mix (and the fact that the ’99-’03 engines came with considerably larger injectors from the factory), it takes a lot of work to get the pyrometer past 1,200 degrees F on a 7.3L-equipped Super Duty. In any turbocharged application, an intercooler undoubtedly makes life easier for both the engine and the turbocharger, and things were no different in the ’99-’03 7.3L’s case.

6. 6 Bolts Per Cylinder

Adding to the 7.3L’s commercial-grade attributes is its use of six head bolts per cylinder, something Navistar got away from on the 6.0L and 6.4L Power Strokes but that Ford reverted back to with its 6.7L in 2011. An untouched (or slightly modded) 7.3L can go its entire life with zero head gasket issues. Even modified versions will run for years or decades without lifting a head. We know of several 7.3L Super Dutys making 375-400rwhp (twice the factory amount) that survived more than 330,000 miles of heavy tow duty (well over GCWR) before popping a head gasket. Had these engines been fitted with head studs (a popular addition in the aftermarket, which makes the stock 7.3L head gaskets capable of living at up to 75 psi of boost), the failure likely wouldn’t have occurred at all. While the generally accepted threshold for boost on a 7.3L’s stock head bolts is 35 to 40 psi, you can get away with close to 50 psi for a while.

7. Simple Engine Design

Virtually nothing is exotic about the large bore, 7.3L V8. Its block is cast from gray iron, the crankshaft is made from forged-steel, the rods from forged-steel (although select ’00 and most ’01-’03 mills came with powdered-metal units) and the pistons from cast-aluminum. The engine’s lone camshaft resides in the traditional, overhead V8 engine location within the block. Like the crankcase, the cylinder heads were cast from gray iron and feature two valves and two pushrods per cylinder. Highly forgiving, hydraulic lifters actuate the intake and exhaust valves, while eliminating the need for periodic adjustments.

8. Fixed Geometry Turbo

A fixed geometry, journal bearing turbocharger kept the forced induction side of the 7.3L simple as well. The most uncomplicated of the lot would be the non-wastegated Garrett TP38 charger that graced the ’94.5-’97 engines (pictured above). Instead of being equipped with a wastegate, the exhaust side was opened up courtesy of a 1.15 A/R turbine housing (which helped keep EGT in check as they were non-intercooled engines). A wastegated version of the TP38 would be employed on early ’99 engines (and with a much tighter 0.84 A/R turbine housing), while a GTP38 model, complete with a larger wastegate and looser 1.0 A/R turbine housing, came on all ’99.5-’03 7.3Ls. In direct comparison, the VGTs that followed would prove fairly problematic on the 6.0L, the 6.4L and even the early versions (’11-‘14) of the acclaimed 6.7L Power Stroke.

9. Externally-Located Oil Cooler

It’s no secret that the engine oil in the 7.3L Power Stroke gets worked hard. In addition to the 20-60 psi of oil pressure being used to lubricate the engine, the oil in the high-pressure circuit gets pressurized to more than 3,000 psi. This builds tremendous heat extremely fast. Luckily, the externally-located oil cooler on the 7.3L is up to the task. In addition to its location exposing it to the cooling effects of outside air, its large internal passageways never plug up. In direct contrast, the oil cooler integrated into the lifter valley of the 6.0L and 6.4L Power Strokes is constantly exposed to excessive heat and features minuscule internal passageways that are prone to clogging and restricting coolant flow to other vital engine components. The only type of failure associated with a 7.3L oil cooler pertains to the seals on both ends, which can leak with age.

Want to know more about the 7.3L Power Stroke? We've detailed everything that made it so legendary.

Sometimes, unicorns really do exist. Not only is Tim Eull’s R1-spec Competition Yellow Mica RX-7 one of only 350 sold in the U.S. in that trim, but it’s managed to stay widebody-free for all this time. That’s not to say it hasn’t received its fair share of mods, because this car has been upgraded in all the right ways.

Out back, the stock taillights have been replaced with a set of 1997 RX-7 JDM ones, the engine has been given a Blowzilla TD61 turbo and even the dashboard has been signed by RX-7 FD3S project manager Takaharu Kobayakawa. He also has switched out the wheels and tires to a set of Work Meister S3s and Nitto NT05s.

To see everything that makes this car special, watch the video above.

Want to know more about this car? Read the full feature!

Not only is the business that built this truck, LGE-CTS Motorsports, a well-known California auto body and custom shop, but it's a two-generation family affair that at one point had 23 vehicles showcased at SEMA. While chatting with owners Sara Morosan and Theresa Contreras about LGE-CTS Motorsports, Sara talked about a few of their notable builds. One included their Father, Louie Morosan’s, 2018 Ford Super Duty. His love for this vehicle was evident, so we decided to learn more about it.

Made to Tow and Play

Original owners of LGE-CTS Louie and Gerry Morosan worked closely with Sara, Theresa and her husband Jason over the last two plus decades, and they recently retired and handed the company reigns over to them. Now, newly-retired Louie has more time to enjoy his prized 2018 Ford Super Duty XLT.“My Dad always wanted to build a Super Duty that was like a Raptor on steroids, so that’s exactly what we did,” Sara said.

Louie is into everything about this truck, especially that his daughter, Theresa, designed and painted it. The paint catches attention and gives it an added detail that makes people do a double take. It’s subtle yet eye-catching.

Wheels and Tires

"His favorite part of the truck are the fiberglass fenders that give it that nice, wide stance,” Sara said. “My dad loves the way the Nitto tires fill in the fender wells.” Louie tows a lot with his truck—that’s why he didn’t get the Raptor—and the 38x12.50R20 Nitto Trail Grapplers are great with towing and getting their trailers to all the off-road rural areas. “The Nittos handle so well on- and off-road, which is really important to us.”

Getting Good Use

While Louie loves to take his Super Duty all over, his preferred place to visit with it is KOH (the King of the Hammers race in Johnson Valley, CA). There is such a multitude of things to do on the trails there with the 100,000+ off-roaders in attendance. It’s a wide open space allowing him to go pretty much wherever he wants.

Out of all the vehicles Louie has had (and he’s had a lot over the years), the Super Duty is his favorite. Right now, Louie and his family are using the truck mainly to haul other vehicles and projects where they need to go. “Of course my Dad is using it and enjoying his retirement, too. He just bought a house in Havasu so he could tow his boat out there.”

Future Suspension Upgrades

As far as changing up the truck, Louie would like to upgrade the rear airbags with long, tapered bags. LGE-CTS Motorsports used lighter, load-progressive rear springs like a Raptor, so the bags will help take on some of that load for towing and improve the ride.

A Family Affair

LGE-CTS Motorsports auto body and custom shop built their reputation based on customer service and doing what they love. “I don’t think that will ever change … the customer service and love what for what we do! Our parents taught us that these people aren't just our customers but they’re an extension of our family. We treat each person like that—like they belong to our family the second they walk in that door, or the second we meet them,” Sara exclaimed.

One of the best qualities Louie and Gerry instilled in their daughters was that they were capable of doing anything as human beings. They never treated them like "girls." It helped Sara and Theresa turn into the women they are today. Not only do they share their passion for motorsports on- and off-road, but they empower others. “It can be so rewarding to get behind the wheel of something you love.”

Louie and his wife, Gerry, retired at the beginning of last year—December 31, 2018 was their last day. The next generation took over at the beginning of the year and now Theresa Contreras is President, Sara Morosan is Vice President and Theresa’s husband, Jason Contreras, is the Director.

Redefining a vehicle is important to Louie and his family. Whether it be fixing a 4x4 after a collision or creating a full custom build for SEMA—the possibilities are endless at LGE-CTS. Off-roading and everything automotive runs in this family’s blood. Nittos are also an important part of their family. “When you grow up around it, you live it and love it,” Sara says.

Super Duty photos by Aaron Okayama, retirement photos by Audry Jean, shop photos by Theresa Contreras

LOUIE’S 2018 SUPER DUTY XLT SPECS:

Chance Pugh, owner of Grappaholics, likes his Super Duty lifted.

When we last checked in our 2018 Honda Civic Type R project car we ran down some of the reasons why many owners of the FK8 Type R have been swapping out their factory 20-inch wheels and tires for a more a traditional 18-inch setup.

With added wheel protection, less weight to move around and improved tire choice among many of the benefits of downsizing the Type R’s wheel diameter, it wasn't a hard decision to drop the Type R's wheels by two inches. But now we had to figure out exactly which wheel and tire combo to go with.

Finding the Right Wheel and Tire Combo

First up were wheels. After researching various options favored by the Type R community, we got in touch with the team at Titan 7, a growing brand that offers lightweight, affordable and high quality forged wheels for a number of popular enthusiast vehicles, including the Civic Type R.

With 18 inches being to the go-to size for most Civic Type R wheel upgrades, Titan 7 offers several different styles and fitments designed to work specifically for the FK8 platform, and we opted for a set of their ten-spoke T-R10 wheels finished in a tough-looking Machine Black color.

Our specific set measures 18x9.5 with a +45 offset, a fitment designed to match right up with the Civic Type R without any need for fender modifications, even on moderately lowered cars. Compare that with the factory wheels, which measure 20x8.5 with an offset of +60, and the new wheels should fill the fenders nicely without being too extreme.

That’s before you even get to the best part about the Titan 7s: their weight, or lack thereof. With fully forged construction, our 18x9.5s weigh in at just 18.7 pounds each, nearly 10 pounds lighter than the factory Civic Type R wheel.

With wheels figured out, the next order of business was to select tires, and based on our experiences with our previous Mk7 Volkswagen Golf GTI, which saw a similar mix of street driving, autocross and track days, we once again opted for the proven Nitto NT05, which nicely handled a variety of uses.

Researching through Civic Type R forums and owner groups, a 265/35R18 tire was one of the most common recommendations, as it would provide both a larger contact patch and a significantly larger sidewall when compared to the factory setup.

Lighter and Meatier

With the wheels and tires both in hand, we excitedly headed out to get them mounted and balanced, curious to see not only how they looked on the car but also how the combination would compare in terms of weight.

Here you can see the difference in appearance between the 265/35R18 combo and the factory 245/30R20s. The new setup ends coming in .5 inches shorter in total diameter, but thanks to the bigger sidewall it actually looks just as large, if not larger.

Next up was the weight. Using our simple home scale, you’ll remember the stock wheel and tire came in at 50.6 pounds. And the Titan 7/NT05 combo? 46.4 lbs. While 4.2 pounds might not seem like a ton of paper, that’s with a wider, much thicker tire and a wheel that’s a full inch wider. Multiply that by four and you get almost 17 pounds of vital unsprung weight trimmed from the car.

As with any wheel and tire upgrade, there was a lot of anticipation about how the new setup would look, and as we affixed the Titan 7s using our set of Gorilla lug nuts, we couldn’t wait to see the change in the Type R’s appearance.

First Impressions of NT05s and Titan 7s

Back on the ground now with all four wheels and tires fitted, the first impressions are quite good. When compared to the standard Civic hatchback bodywork, the Type R has wider front and rear fenders, and the more aggressive wheels and tires do a great job of filling them up.

But at the same time they aren’t so aggressive as to look out of place on a car with a stock suspension setup. We certainly haven’t ruled out suspension upgrades in the future, but the Titan 7s look great even at factory ride height.

Hopping behind the wheel, there was a noticeable change in feeling right off the bat. It’s fair to say the steering feel is a bit different and perhaps slightly less direct with more sidewall on the tires, but the shaving of weight is noticeable from the driver’s seat during both acceleration and cornering.

While a car like the Civic Type R will never ride as smooth as a Cadillac, it certainly absorbs road imperfections better with the larger sidewalls of the 18-inch tires and emits less harshness into the cabin. Best of all you don’t have to nervously cross your fingers every time you hit a bump, hoping that you don’t dent a wheel.

Anytime you swap the wheel and tire sizes on a car there’s going to be some trade offs involved, but when it comes to the Civic Type R, we feel like the move to a wider lightweight wheel and an equally capable performance tire is well worth the effort.

Of course, how the car looks and how it drives on the street are just two parts of the experience, and needless to say we are looking forward to getting our FK8 back onto the circuit soon so we can see how the new wheel and tire setup performs in a track day environment.

For now though, count us among the believers that the Civic Type R should have come from the factory just like this—with a little less wheel and a little more meat on the tires. With a bit of assistance from Titan 7 and Nitto, we’ve taken a car that was already great and made it that much better.

Find out why everyone is swapping out their 20s for 18s.

Whether intentionally or accidental, there have been few secrets worse kept in the automotive industry than the coming of the C8 Chevrolet Corvette. In fact, it seems like there were rumors and hints about a drastically different C8 brewing before the current model C7 ever came out.

But finally after what seems like a good half decade of speculation and spy shots, General Motors itself has officially confirmed the coming of the C8 Corvette for the 2020 model year and has released some official photos to go along with the news.

A camouflaged prototype of the new Corvette was shown at an event in New York attended by GM CEO Mary Barra, and she even hopped in the car to ride shotgun for a quick drive on the streets of Manhattan.

If for some reason you haven't been paying attention to the rumors over the last few years, the big news about the C8 Corvette is the switch to a mid-engined platform, and while GM didn't release any actual official info about the car, the new drivetrain layout is quite obvious from the car's profile.

What GM did confirm, however, is a date at which we assume the C8 will be fully revealed—July 8, 2019. Rumors have suggested there will be several different variants of the C8 released, with the entry level model to come first.

Whatever the case, it sounds like in a little less than three months from now, the speculation about the C8 Corvette can finally come to an end. It's sure to be a dramatic departure from the current car and we can't wait to hear more this summer.

See more pics of the 2020 mid-engine C8 Corvette, here!

The camping industry is huge, and so is the world of UTVs, ATVs and dirt bikes. If you’re into both, you likely own, plan to buy or have at least seen a toy hauler. Essentially, it's a travel trailer with a large garage/cargo area and a ramp at the rear, and toy haulers have become a staple in the small, off-highway vehicle world over the past 15 years—and for good reason. In addition to serving as a means to protect, shelter and transport your machine(s), they double as a living quarters. They’re also highly affordable, infinitely configurable and most models are light enough that a late-model half-ton pickup can suffice as the tow rig.

Four-Seat RZR-Friendly

But despite the immense popularity of toy haulers, manufacturers have been relatively slow to introduce floor plans that accommodate long wheel base side-by-sides while simultaneously keeping the price affordable for entry-level buyers. Jayco is one of few names that’s successfully been able to do this with its Octane Super Lite 260. In just over 30 feet of overall length, this toy hauler sports a cargo area big enough to accommodate a RZR XP 4 1000, full LED lighting, 13,500 BTU roof A/C, two-burner range, a fridge, a bathroom, queen-size bunk beds and sleeps as many as eight people.

Patience Pays Off

Good things come to those who wait, right? Well, don’t wait forever, but if you’re in the market for a new toy hauler definitely make sure you keep your eyes peeled for the right deal during the the fall and winter months (i.e. the off-season). When yours truly held off on buying a fresh Jayco in the spring last year, I ended up landing a decent deal on a leftover ’18 model over the winter. In the dealership’s attempt to move it off the lot, it was listed for nearly $12,000 below MSRP. Knowing I’d never get that kind of cash knocked off of a ’19 model, my wait was over. I pounced. So what does buying a Jayco Octane Super Lite 260 get you? Follow the still-shot tour below and see for yourself.

Subtle Surprises

We were moderately impressed to find that things like exterior speakers, an electric awning (20 feet long) and tongue jack, whole-house LED lighting and the legwork required to install a backup camera came standard on the Jayco Octane Super Lite 260. To the best of our knowledge, in years past these luxuries would’ve only been available as add-on options. The toy hauler also lives up to its Super Lite name in that it tips the scales at just 6,323 pounds empty. Its gross vehicle weight rating checks in at 9,995 pounds.

Garage Space: The Deal Sealer

Above, you’re looking at more than simply the Jayco Octane Super Lite 260’s vinyl flooring. You’re seeing the primary selling point for a RZR 4 XP 1000 owner. The distance from the non-slip ramp to the face of the sink cabinetry (left) is 12.5 feet, or 150 inches (a RZR 4 XP 1000 measures 146 inches) and is also exactly eight feet wide from wall to wall. However, the total cargo area length spans a total of 17.5 feet between the ramp and pantry/TV cabinet (right).

Plenty of Anchor Points

If you’re prone to filling up the cargo area of your toy hauler with all kinds of things, you’re in luck with this one. There are a total of 10 flip-up D-rings for securing your toy(s) for the ride, including one attachment point that’s clear up by the bedroom. Each D-ring is tied directly into the toy hauler’s I-beam frame.

Gather ‘Round

In addition to allowing for plenty of cargo, the open floor plan and deep garage space facilitate a great social atmosphere. In the end camping is about people—and a lot of us camp and ride in big groups—so having ample room to congregate, unwind or enjoy a meal together enriches the entire experience. FYI, the indoor/outdoor dinette table came with the hauler.

Proper Ventilation

These are a must-have when you’re transporting vehicles to the trailhead (and luckily, all toy haulers have them): garage vent ports. Designed to keep the garage free of the inevitable odor of gasoline, a high-mount vent brings in air from outside the trailer and allows it to exit the garage at the rear, opposite side of the trailer via a second vent. Just don’t forget to open them before you load up.

More Play Than Rest

When you dedicate nearly two-thirds of your interior to garage space, something on a 30-foot toy hauler has to be compromised. In the case of the Jayco Octane Super Lite 260, that compromise is a master suite. Instead of a traditional-style master bedroom at the front of the toy hauler, it shares the width of the front of the trailer with the bathroom. Still, the master area sports a queen size bed (although it seems more like a full), overhead storage and its own dedicated window.

Bare Necessity Bathroom

The bathroom contains only the basic essentials (toilet, single bowl sink, simple cabinet, stand up shower), but we’re OK with it. After all, if you own a toy hauler you’re not exactly escaping the urban landscape to hang out in the latrine. Total fresh water capacity checks in at 96 gallons thanks to two 48-gallon holding tanks.

Bunk Beds and Sleeper Sofas

Electrically raised and lowered, queen-size bunk beds offer room for four at the rear of the toy hauler. The bottom bed is comprised of two separate sleeper sofas, each with its own fold-down cup holder. A mid-ship, twin-size fold-down sleeper sofa is also bolted to each wall for accommodating two more.

Meal Prep Station

Kitchen amenities prove more than sufficient, with a dual bowl, stainless steel sink and corresponding cutting board covers, a stainless two-burner range, a convection microwave and an 8 cubic feet, two-door fridge/freezer combo. As with the rest of the woodwork in the unit, the sink, range and fridge are surrounded by Chocolate Maple wood cabinetry, and this is also where the hot water heater panel is located.

Rearview Safety & Solar Power Prep

Being pre-wired for a backup camera is ultra-convenient and something yours truly plans to take advantage of. With no shortage of blind spots in the 51-foot truck-and-trailer combination, an RVS system will be relied on to effectively give me eyes in the back of my head. Speaking of prewired, if you’re into harnessing the power of the sun, the Jayco offers “solar on the side” and a roof-mounted solar prep package standard. Solar on the side is used for keeping 12-volt items such as lights, fans and batteries working or charged, while the roof-mounted solar prep means some of the legwork of installing a full-on solar charging system has already been performed (but it’s up to you to source your panels, controller, etc.).

Life Made Easy

An electric tongue jack is easily one of the Jayco’s best standard features (also notice the propane tank enclosure, which conceals two 20-pound propane tanks). It’s especially handy if you’re using a weight distributing hitch system that requires you to raise and lower the toy hauler more than once when hooking up.

30-Amp Service, Ample Storage

Standard for most toy haulers, the Jayco makes use of 30-amp power and the retractable power cord saves time when packing everything up. At the front of the toy hauler, a sizeable storage compartment exists under the master bedroom. It’s where the hitch, wheel chocks, stabilizer pads and virtually every other outdoor necessity can be stowed when not in use.

Leave the Level at Home

If you’re a stickler for a level trailer, these will make your day. Two stick-on bubble levels allow us to check the toy hauler for both front-to-back and side-to-side levelness. Note, it was our preference to forgo the mounting screws, as we didn’t want to drill four holes in our brand new trailer.

It’s Lightweight, But You Know It’s Behind You

From the outside, it’s easy to see how there is a 7-feet, 4-inch tall ceiling inside (88.5 inches to be exact). From the ground to the top of the highest point on the toy hauler’s exterior, it measures 11 feet, 4 inches. Also notice how dark the windows are. G20 dark-tinted, safety glass windows come standard and help keep the interior as cool as possible.

Only looking into a toy hauler because you don't think you can afford an RV? Getting one on a budget is easier than you think.

"Handling by Lotus." It was the call-out badge that puzzled more than a few performance car fans when they looked up to see that the vehicle boasting its British link was in fact a Japanese hatchback that most would have had to strain to identify.

In the early '80s, the Isuzu Impulse was the very definition of stealth import performance. With zero brand recognition, a scant dealer network and American enthusiasts just waking up to what imports had to offer from a performance perspective, the Impulse would spend a decade in the dark, re-emerging briefly at the beginning of the '90s to shine after a hi-tech redesign before leaving the market entirely.

Where did this unusual wedge come from? And why did it disappear with relatively little fanfare right at the peak of the Japanese sports car bubble in the early 1990s?

It Takes A Village

The answer to that first question is that the Isuzu Impulse had many parents. In 1978, Isuzu was a global concern eager to shed its industrial image and break into the American passenger car market. To do so, it turned to a familiar name: Giorgetto Giugiaro, the Italian designer who would unveil a narrow-at-the-front compact hatchback concept commissioned by the company at the Tokyo Motor Show.

Keep in mind, however, that Isuzu has almost always had a cozy corporate relationship with General Motors, with the American automaker having owned a sizable portion of the brand for close to a decade at that time. It's here that things begin to get truly multi-cultural, for while the sports car that would become the Impulse would have its lines penned by Giugiaro, it would sit on a platform lifted from the GM portfolio.

Imagine the scene: a gaggle of Chevrolet Chevettes sitting in the Italdesign showroom, with Giorgetto and his team tearing apart their pedestrian body panels to get at the T Series chassis sitting underneath. The "Ace of Clubs" prototype that intrigued Japanese crowds hid its modest underpinnings well, and within short order it debuted in its home country as the Isuzu Piazza.

The Japanese-American-Italian connection wasn't the end of the Piazza's globe-trotting influences. The final piece of the puzzle was the suspension tune by Lotus that would facilitate the car's famous sticker. Again, GM was to thank for this comprehensive chassis-and-tire upgrade (that would appear first in Japan, and then in America in 1988), as the General had invested in and was calling the shots at the British concern when the Piazza was being developed.

Turbo Power

After several years of sales in Japan, Isuzu brought the Piazza to America, where it was renamed the Impulse. It hit the ground running with a 90hp, 2.0L four-cylinder engine and transmission choices that included a four-speed automatic and a five-speed manual. This was quickly followed by a unique 140hp 2.0L turbo in 1985. The forced induction engine came with a number of innovations, including the Isuzu I-TEC electronic control system that could squeeze between 6.7 and 8.5 pounds of boost into the motor without the need for high octane fuel.

With 166 lb-ft of torque on tap, the Impulse was already a fairly confident performer, able to hit 60 mph in 8.5 seconds. This was on par with quick cars of the day. On top of that, the Isuzu had the looks needed to draw eyes away from Celica Supras and ZXs, especially the all-white Impulse RS Turbo that arrived in 1987. With its limited-slip rear differential and beefed-up chassis details, it laid a legitimate claim on being one of the most fun-to-drive, yet affordable sports cars on the market. Even base models would upgrade the following year by way of a 110hp, 2.3L four-cylinder.

By 1990, Isuzu had decided to move the Impulse away from its rear-wheel drive roots and onto another shared GM platform, this time a front-wheel drive setup that would be shared with the Geo Storm. Isuzu would design the new Impulse's sheet metal in-house this time, with the result being an attractive, but not ground-breaking coupe that retained its unique "eyebrows" over its headlights, paired with a more traditional greenhouse. A hatchback and rare wagon body style were also available.

Initially offering a naturally-aspirated 1.6L dual-overhead camshaft four-cylinder that delivered nearly as many horses (130) as the older turbo, it would be joined in 1991 by a 160hp turbo version of the same motor that was also good for 150 lb-ft of torque. This unit was yoked to an all-wheel drive system, and was only available for a single model year, as in '92 it was replaced by a 140hp, 1.8L engine. The Turbo cars were quick enough to slice a second and a half off of the original turbo Impulse's 0-60 time.

The "Handling by Lotus" arrangement also continued with the second-generation Isuzu Impulse, despite its dramatically different platform, and the car featured a unique passive rear steering system in Turbo RS models. What did Lotus get in return? The use of Isuzu's four-cylinder acumen in its own Elan front-wheel drive roadster.

Right Moves, Wrong Time

Despite that the first-generation Isuzu Impulse was generally well-reviewed as a vehicle that could hold its own with more expensive and better-known brands, it never achieved its goal of breaking Isuzu into the American mainstream. By the time the redesigned Impulse was ready to go, it enjoyed a mere three years of production (with one extra in Canada under the Asuna brand name) before a number of factors conspired to end Isuzu's foray on this side of the Pacific.

With sales gradually weakening throughout its first decade in the U.S.—by 1989 less than 17,000 Isuzus of any description made it out the door, less than half its best-ever year—the economic argument for continuing to pursue retail customers was evaporating. Then there was the collapse of Japan's economic bubble, a debilitating stroke that the country's economy still has yet to fully recover from, and one which executed a long list of overseas sports cars more distinguished than the Impulse.

Finally, General Motors became increasingly unwilling to play ball with Isuzu product planners who wanted access to a larger slice of the American automotive pie, restricting them to smaller and smaller segments until the company bailed wholesale on the country after 1993 and returned to building trucks and commercial vehicles.

Today, the Isuzu Impulse is remembered—when it is remembered at all—as a unique, stylish and legitimately engaging hot hatch that simply couldn't get its timing right to adequately attract a critical mass of budget-conscious sports car fans.

Love unique and weird vehicles? We've compiled the 10 strangest badge-engineered cars of all time.

Whether you’re looking to gear up to hit the outdoors more, or you need to upgrade your current camping supplies, there’s no doubt all that equipment can get expensive. It isn’t uncommon for individuals or families to spend four-figure dollar amounts on quality camping gear. As technology and urban environments have grown to become an integral part of our daily lives, more people are looking to escape to the outdoors than ever before, often times in their off-road vehicles. Outdoor and camping equipment companies have taken notice and are capitalizing on the demand for their products, many of which are designed around off-road camping. But what if you could find some of the most important pieces of your camping setup at a store that’s known for giving you the best bang for your buck?

That’s right, we’re talking about Harbor Freight Tools. More specifically, five of our favorite purchases from the low price leader to complete our off-road camping gear list. Each one of these parts plays a vital role in having a successful outing with mother nature in your off-road rig, so we packed the trucks and headed for the dirt to put the equipment to the real world test.

1. Thunderbolt Magnum 100 Watt Solar Panel Kit

First on our list is an item anyone who spends an extended amount of time off the grid should have. This Thunderbolt Magnum 100 Watt Solar Panel Kit is the perfect solution to keeping your batteries topped off while camped, as well as charging smaller electronics. What we loved most about this kit was the fact it came ready to go, with everything needed to charge your truck batteries and accessories in the box. Four separate 25 watt solar panels with angled stands make it easy to lay out in the sunniest spot of your camp, each individually wired to a central charge controller that protects your batteries from overcharging or discharging. The control unit display comes with a pair of alligator clamp connections for your battery and tells you the current voltage, both during charging and non-charging. This kit should be on anyone’s list who will find themselves off the grid for more than a couple days.

2. Pittsburgh 12 Volt 150 PSI Compact Air Compressor

The next item on our list isn’t necessarily just used for camping, or for your vehicle, but does a great job for both. The Pittsburgh 12 Volt 150 PSI Compact Air Compressor is a great solution for anyone who plans to air down their tires before hitting the trails. Often some of the best camping locations are way off the beaten path, requiring all the traction you can get from your tires. But don’t get stuck driving to the nearest gas station to refill them when you get back to pavement. This compressor kit comes with everything you need to get your tires back to highway pressure. Just clamp the leads onto your battery terminals, connect the coil hose to the compressor and thread the inflator onto your valve stem. This compressor will fill a 35-inch tire from 15 psi to 35 psi in just a few minutes. Even if you don’t find yourself airing down very often, it’s still a great, compact tool to have in the truck for your adventures.

3. Viking Lithium Ion Jump Starter and Power Pack

Often times when we’re camping in the the dirt somewhere with our trucks, we rely on the vehicle batteries to power our electronics or lights. This can spell disaster if your battery is drained too far or isn’t holding a charge. This Viking Lithium Ion Jump Starter and Power Pack is the perfect safety net for a dead battery. The unit itself has lots of useful features such as a USB port to charge electronics, a 12v cigarette lighter plug to power vehicle accessories and an LED flashlight for emergencies. This power pack comes in a nice zip case holding all the accessories in one place and can easily fit in most glove boxes. Harbor Freight claims the battery will hold up to a 70-percent charge after two years. We’re glad we picked one of these up for our travels—you never know when you’ll need it!

4. Camouflage All Purpose/Weather Resistant Tarp

So this next item may be a bit trivial, but it's still one of the most useful items in our packing list for an off-road camping weekend. Harbor Freight offers a wide selection of tarps for every purpose and size. We recently picked up a few of their Camouflage All Purpose/Weather Resistant Tarps to place under our tents, as well as to leave in the truck for inclement weather. Another added use is a clean surface to lay on when making repairs or working on the truck. The bottom line is, tarps are useful for many different things, and when it comes to value (and now styling), you can’t beat Harbor Freight. The camo looks great!

5. Predator 2000 Watt Super Quiet Inverter Generator

As much as we like unplug from our daily lives and head for the mountains, sometimes we need to plug in to keep the weekend going smoothly. If you find yourself constantly needing to use your truck’s batteries for charging stuff, running lights, tools or keeping a fridge cool, you might want to take a look at the newest offering from Harbor Freight’s generator line, Predator. We purchased a Predator 2000 Watt Super Quiet Inverter Generator, and we’re incredibly impressed. Having previously used the Yamaha and Honda variants of this portable, quiet generator, we can say with confidence that the Predator holds its own. With 2000 peak watts, an easy to use control panel, minimal running noise, multiple outlets and ability to run in parallel for doubling the power output, it easily competes with the leading brands. But perhaps it’s greatest feature is the price. For under $500, you simply cannot beat this generator. Take one look at the price of a Honda EU2000i generator and you’ll see what we mean. We’ve used this little generator for the RV, house, boat and dry camping. As long as you keep up with the maintenance, it’ll serve you right.

Well there you have it! These five items should be on your list the next time that coveted coupon book finds its way to your mailbox. Harbor Freight has made a significant and noticeable change to the quality of their products lately, and it’s only making us want to buy more of them. You can guarantee we’ll be heading back with our coupons to pick up more items for our off-road weekend adventures. But until then, safe travels!

New to off-roading? Here are 7 tips to make sure you do it the right way the first time.

As great as the current Ford Mustang GT is, the fact is the V8-powered examples can get pretty pricey pretty quickly, especially when optioned with the extra go-fast goodies and performance packages that enthusiasts crave.

Fortunately Ford also offers the EcoBoost variant of the Mustang, which has served as an affordable and sometimes overlooked version of S550 platform. While there’s always been an optional performance package available for the turbocharged Mustang, for 2020 Ford has just announced an even more capable EcoBoost Mustang built with DNA from both the Mustang GT and the now-departed Focus RS.

Simply called the “High Performance Package,” the new hopped-up EcoBoost Mustang is powered by the same 2.3L engine, but this time it’s based on the hotter Focus RS powerplant. In Mustang guise it makes 330hp and 350 lb-ft of torque, while also delivering a broader and more enjoyable powerband. It also gets its own active exhaust system that should deliver a symphony of crackles and pops.

Elsewhere, the enthusiast-oriented model gets the same Mustang GT-grade brakes as before, along with more performance-oriented suspension tuning and some tasteful and functional exterior upgrades, including a front splitter and more aggressive rear spoiler.

Perhaps most noteworthy, there will also be an available handing package that further amps things up with MagneRide dampers, a Torsen diff, a beefier rear sway bar and wider wheels with 265-width tires all around.

The new High Performance Package will be available with both the six-speed manual and 10-speed automatic, and Ford claims the automatic version will be able to hit 60 miles per hour in just 4.5 seconds. Cars are scheduled to hit dealerships beginning this fall with pricing to be announced within the coming weeks.

While there’s an argument to be made that V8 is always the way to go with the Mustang, if this new model turns out to be a rear-drive Focus RS that’s easier on the wallet, Ford just might have a new enthusiast hit on its hands.

If this isn't enough performance for you, then you should opt for the new 700+ hp 2020 Mustang GT500.

On the first weekend of April, #GRIDLIFE returned to where it all started: grassroots racing. Sixty-eight (mostly) bright eyed and bushy tailed drivers and their team members arrived at the Mid-Ohio Sports Car Course in time for Saturday’s 7 a.m. driver’s meeting, the first of the 2019 TrackBattle series. That is where we heard Motorsports Director Adam Jabaay describe the event’s relaxed atmosphere perfectly, “This weekend is for draining wallets, inducing smiles and making best friends.”

Starting at Mid-Ohio

It was the kick-off event for #GRIDLIFE’s 2019 TrackBattle season and the third consecutive year at the Mid-Ohio Sports Car Course, one of the most fun, challenging and rewarding tracks in North America. This weekend also marked the debut of #GRIDLIFE's new wheel-to-wheel series, the GRIDLIFE Touring Cup (GLTC), which showcases a wide array of cars and makes viewing and competing even more exciting. Fans who were unable to make it out to the track were glued to the livestream.

At #GRIDLIFE, competitors are also friends, and new enthusiasts are welcomed with open arms. After all, racing is about more than fast cars. It's about the friends you make along the way. Mid-Ohio is the perfect place for beginners to let their right foot get heavy with guidance from a dedicated instructor and multiple classroom sessions, because knowledge is power (literally). While the track rats blew the dust off their cars at blistering speeds around the 2.25-mile track, new drivers gained invaluable experience by maneuvering the 13 technical turns. Clear to partly cloudy skies and low-to-mid 60-degree temperatures had the cars running at their prime and the competitors racing with confidence.

Breaking Records

If the cars at Gridlife Mid-Ohio are clues to what is to come for the event’s 2019 season, then we are in for one hell of a ride. James Houghton broke the FWD record on Saturday while he was testing his Unlimited Class Acura Integra's handling, and then on Sunday, he smashed the overall Time Attack record with a 1:23.8 lap time, then sped on to set the bar even higher at 1:23.4 later in the day.

Luke McGrew dominated the Track Modified Class with a quick lap time of 1:28.9 in his Dodge Viper ACR. "The weather held out really well,” he said. “The track conditions got better on day two; good enough for me to dip into the 28s, so I'm super happy about that!”

James Forbis' best lap time was 1:31.43, which placed him first in Street Modified. He had a blast piloting his Z06 Corvette around the course. "Everyone was driving the wheels off of their cars and having fun,” he reflected. “Thank you to the #GRIDLIFE staff and volunteers who make these events run smoothly. You give us racers one hell of a place to play. I haven't been this excited to run a series in a long time.” 

Brian Leazenby deemed the weekend as fan-freaking-tastic. “I learned a lot, pushed past my previous limits and am even more excited for the rest of the season than I was before,” he said. His test pilot, Ron Spear, tagged along in the Mustang to help Leazenby achieve his goals. Leazenby came out on top of the Street GT Class with a 1:35.8-second best lap. He’s already looking forward to #GRIDLIFE Midwest. 

Chris Neuman, behind the wheel of his BMW M3, smashed last year's Street Overall and RWD record by three seconds with a 1:36.0. "Austin Hertel and I had the best battle. He was right there with a 1:36.4 of his own," he said. "The competition is so much fun, and I can't believe how fast this class is getting. This car is a monster!" 

Last year’s Mid-Ohio TrackBattle was the only Spec Fit lap record that escaped Matt Williams in the 2018 season. Mother Nature heard his cries and kept the track dry through the weekend. His car proved itself as the fittest of the Honda Fits. The fastest lap of 1:52.201 earned him first place in the Specfit Sundae Cup.

After such an invigorating and awakening weekend, you better believe we are looking forward to following #GRIDLIFE's 2019 season. Be sure to flip through the gallery for more race car action from mid-Ohio.

#GRIDLIFE is all about breaking records and having fun.

While both the R35 Nissan GT-R and the 370Z have been on sale for over a decade using the same platforms, Nissan has continued doing its best to keep its performance platforms relevant. At the New York Auto Show this week, the brand has debuted special 50th anniversary editions of the 2020 370Z and GT-R, and an improved version of the top dog GT-R NISMO.

2020 GT-R NISMO

First up is the 2020 GT-R NISMO, which is packing several upgrades including revised carbon fiber body panels that have been altered to both to save weight and improve aerodynamics. This includes re-designed fenders inspired by the GT-R GT3 race cars and a new set of forged RAYS wheels that are even lighter than before. 

The car’s suspension has also seen some additional tweaks and the already impressive Brembo brake setup has been further improved. Under the hood, the 600hp twin turbo V6 has been honed for better throttle response and breathes through an upgraded titanium exhaust system.

50th Anniversary Editions

Also debuting in New York was the 2020 GT-R 50th Anniversary Edition that commemorates five decades of GT-R history going back to the original Hakosuka Skyline GT-R, which burst on to Japan's racing scene during the late '60s and early '70s.

It's from those Hakosuka GT-R race cars where the 50th Anniversary Edition gets its white racing stripes, but the color itself should be immediately recognizable as Bayside Blue, a color made famous by the R34 Skyline GT-R and not seen since that car left production in 2002.

Finally, the Nissan Z also gets a 50th Anniversary Edition for 2020, this one wearing special colors and stripes inspired by the iconic BRE race cars that became the stuff of the legend here in the United States.

As of now we have no idea when or even if Nissan is planning to release new versions of the Z and GT-R, but the company is hoping these new versions will help keep the excitement going as we ponder the future of these two Japanese performance icons.

Could the new Z and GT-R be electric? A Nissan's Chief Planning Officer hints that they might.

Another Ultra4 race is in the books, and yet again, the action on the course was riveting. For the first race of the 4WP Eastern Series, Ultra4 went to a brand-new venue, the Adventure Off Road Park in Pittsburg, Tennessee. Josh Blyler conquered the muddy conditions and the rest of the field with his Nitto Trail Grapplers to win the inaugural US Gear Tear Down in Tennessee. In a race that many thought would be dominated by Eastern racers, Western Series driver Levi Shirley battled for the lead before finishing second, and Eastern Series veteran Derek West finished third after qualifying first and looking strong all day.

Adventure Off Road Park

We couldn’t ask for a more quintessentially Eastern Series course than what we got at the Tear Down: trees, rocks, hills and mud—lots of mud. While it wasn’t a downpour, like was forecasted, it rained off and on all weekend, creating a slippery race line and havoc for drivers. Crashing into the trees was common. The first hill was so muddy and slippery that Ultra4 created a bypass around it after the first lap of the UTV race and continued to use it for all classes the rest of the day. Josh Blyler summed it up best: “It proved to be the very definition of tight, muddy East Coast woods racing.”

Despite the rain, spectators flocked to the stands. One nice thing about the Adventure Off Road Park was how easy it was for spectators to watch the race. With a few different spectator areas positioned on the outside of the course, fans could easily move from one spot to another to follow the action. It made the winding course much more enjoyable to follow.

Familiar Names Qualifying on Top

First up on the weekend was qualifying, with a few familiar names ending up on top. In 4400, Derek West took the pole position. A long-time off-road racer from the East Coast, Derek West has been making his competitors’ lives hard since before Ultra4 was even a sport. In 4800, Casey Gilbert continued his dominance with the top qualifying spot and left himself perfectly set up to continue his winning streak. Duane Garretson was the top qualifier in 4500, Ken Carter was the top 4600 Stock Class qualifier and Matt Zeiler would start on the pole for the UTVs.

Underclass Slipping Through the Course

As previously stated, the first hill of the UTV course was so slippery that it was immediately cut from that and every other race. That should give a pretty good idea of what the conditions were like. Slipping on the rocks and down hills into trees was the norm across all classes, including the underclasses.

Building off of his pole position, Casey Gilbert continued his dominance of the 4800 Legends Class, literally lapping the field on his way to a victory. There was a bit of drama for a moment, when he stopped because he thought that he had thrown a belt, but after inspecting the rig for five minutes, he realized that everything was fine and continued on to another win. Coming in second in the Legends class a full lap behind was Jonathan Terhune, with Irl Christie finishing third two full laps behind him. This was not a race for the faint of heart.

The race proved to be equally challenging for the other classes, as well. Finishing first in the 4500 Modified Class was Jesse Oliver, followed by Shawn Rants in second and Duane Garretson in third. For the 4600 Stock class, who were able to use another predetermined bypass on top of the first hill bypass, Jon Schaeffer finished first, Ken Carter second and Chris D’Auria third. They were also the only three stock racers to finish at all. Finally, Matt Zeller finished first for the UTVs, Dustin Robbins finished second and Anthony Yount finished third.

Three-Way Battle in 4400

If you thought the muddy conditions would keep any real competition from emerging, as what happened in 4800, you’d be dead wrong. From the moment Derek West took off from the starting line, a three-way battle emerged between himself, Levi Shirley and Josh Blyler. Josh is a familiar face at the front of Eastern Series races, as he won the Showdown in Shamokin last year, but Levi Shirley being at the front was a bit of a surprise. No one is questioning his talent, but considering how tight and slippery the racecourse was, it was quite different from the desert racing he is used to out west. But talent trumps all, and the drastically different racecourse didn’t matter.

Before the race, Josh Blyler got the inside scoop from his Nitto teammate Casey Gilbert, who had just finished winning the 4800 class, and decided to air down his tires to gain traction in the wet conditions and stick to their plan to drive more conservatively in an effort to keep the car and tires in one piece. As the day wore on with so many drivers having issues, this proved to be a great decision.

After swapping positions lap after lap, Josh Blyler emerged from the mud on top, just 24 seconds ahead of Shirley. West finished a few minutes behind them in third. It’s the fittingly exciting end this muddy and fun race deserved. Right behind West was Rusty Blyler, Josh’s father. “I also got to tangle with my dad for most of a lap and feel very blessed to be able to race with my father making memories!” Josh said after the race. Vaughn Gittin Jr. continued his run of solid finishes with a fifth place result in Tennessee, landing him at the top of the points race for now. There’s still a lot of racing to go, but his inaugural season in 4400 has been a complete success so far.

For the rest of the top 10, Alex Wacker finished sixth, Chip McLaughlin seventh, Jeff Caudill eighth, Nathan Gesse ninth and Mike Feagins tenth. Congrats to all of the finishers at the US Gear Tear Down in Tennessee!

Loren Healy stormed away from the pack at the 2019 MetalCloak Stampede.

Back in February we saw Subaru debut the all new Legacy sedan, which is built on the brand's new global platform and has had its six-cylinder engine option replaced by a new 2.4L turbocharged boxer four engine. But in this SUV and crossover-crazy world the far more important vehicle for Subaru is the new 2020 Outback, which has just been debuted at the New York International Auto Show.

The Outback has always been a Legacy Wagon with a taller suspension and some extra body cladding, so it’s not surprising that the new 2020 model gets many of the same upgrades and improvements as its sedan counterpart.

That includes the return of Outback XT model, which replaces the six cylinder version of the current car. Turbocharged Outbacks will make 260hp and 277 lb-ft of torque, while a 182hp naturally aspirated 2.5L boxer motor will serve as the base powerplant.

That is of course in addition to the standard Subaru symmetrical AWD system and 8.7 inches of ground clearance. Not surprisingly, the only transmission available for either engine is a continuously variable automatic with an eight-speed manual mode.

When compared to the outgoing car, Subaru says the new Outback is both stiffer and safer than before, and the cabin promises to be a much nicer place to spend time. All versions except the base car will also get a vertically-oriented 11.6 inch multimedia display.

There's no doubt that with all of these upgrades and improvements the new Outback should prove to be a popular vehicle for Subaru, and in XT form it has the potential to be solid enthusiast choice as well. It will be arriving in showrooms this fall.

With the Outback getting turbo power, now we just need Subaru to go ahead and build that Crosstrek XT or Crosstrek WRX and we'll really be in good shape. Go ahead, take our money.

Here's why Subaru needs to build the Crosstrek WRX.