When it comes to Ultra4 drivers, many of them are dedicated to their sport in ways most people don’t understand. As the season progresses after KOH and racing continues across the country, most drivers spend a large portion of their free time preparing their vehicles and themselves to take on the competition. For many, having time to do anything else seems nearly impossible. But for one veteran driver, KOH and the regular Ultra4 season makes up only a part of his racing career.

I recently sat down with Missouri-based Team Nitto driver Derek West to chat about his motorsports program and how he manages to do it all. In addition to competing in the Ultra4 races that take place all over the U.S., Derek also competes in several other hill-climb and woods racing competitions, where he has enjoyed great success. Derek has taken the podium several times in the last year, and has even outperformed some of the top rockbouncers in the world. I got a brief history on how he got his start in motorsports, and asked him some questions that only somebody who competes in both types of racing could answer.

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Driving Line: When and how did your racing career begin?

Derek: My racing career began in 2002, before Ultra4 ever existed. I was racing a 1993 Jeep Wrangler YJ, which, funny enough, was my wife’s daily driver. I would have a friend bring tires to the events I raced, and we would swap them onto the Jeep for the race, then swap them back afterwards. I did that until the body was so badly beaten that the door would no longer close. That snowballed into a dedicated competition rig, which led to building a pro-modified crawler to race the W.E.ROCK and XRRA series around 2007. My first Ultra4 race was in 2009, when Dave Cole called and invited me to race King of the Hammers.

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DL: What’s the biggest difference between Ultra4 series races and the other forms of racing you compete in?

Derek: I’d have to say the biggest difference that stands out to me is the amount of prep you do before each race. In Ultra4, your car needs to be perfect before you start the race. You’re generally racing for hours at a time, and even the smallest problem can destroy your day. For the hill-climbing events, you’re racing for a very short period of time, and are able to fix issues on the fly before the next race.

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DL: How do you prep your vehicle differently for each event? 

Derek: For Ultra4 Racing, there is a lot more involved. I go through a complete checklist and make sure every detail is as best as it can be in advance. For hill-climb, I normally swap the tires over to my “Missouri-cut” Trail Grapplers, which I groove myself for more forward bite up the hills, and that’s really it. Much less to worry about.

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DL: Do you prefer door to door action or racing against the clock?

Derek: It’s all fun for me. As a competitor, I’ve always liked racing against the clock so nobody can interfere with my race. In Ultra4, the door to door action doesn’t really affect me much. There’s mutual respect between the drivers in our sport, and it’s usually not an issue.

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DL: What are some of the advantages and disadvantages of racing an Ultra4 car against a field full of rock bouncers in the other events you race?

Derek: I’ll start with the disadvantages. The first is potentially the tire size. I run a 40-inch tire, where most other guys run 43s. It hasn’t been a huge problem, more a matter of ground clearance than anything. I’m also heavier than most other guys, due to all the redundancies of desert racing, such as a fuel cell, spare tire, more cooling components, fuel pumps and other items needed for longer races. I’m not sure I have any advantages when it comes to my equipment. Where I excel is in my experience. I have a great car built by Jimmy’s 4x4, and I’ve been driving a long, long time. That combination still works. Knowing what I can and can’t do is also important. One of our season finales was a bounty hill, and I was the first to try it. I almost made it, until I didn’t and crashed hard. Two other racers did make it. I’m still learning finesse on some stuff, but when it comes to negotiating obstacles, I’ve had lots of practice and I’m pretty decent at it.

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DL: What type of racing do you prefer?

Derek: It’s a toss-up. Ultra4 racing is awesome, because it’s fun to have that door to door action with other guys and having a gap you need to close. Also communicating with your pit and the team effort—it’s this complex thing that’s just a lot of fun. The only downside is how hard it is on the vehicle, and takes so much time and effort to clean and prep it to get it back to perfect again. Hill climbing is the opporiste: 10 hours of driving to a race to drive for one minute. But I do get to hang out with and mingle with other drivers and talk to fans and stuff, and if things go well, the car is still in good shape and there’s no need to fix anything when you get home.

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DL: Do you feel more people in your part of the country are taking notice of the capabilities of Ultra4 vehicles?

Derek: I’m not really sure what they think of me and my Ultra4 car. Overall, I think they recognize that I’ve done it a long time, and that I’ve got a well-tuned machine that works for a lot of different stuff. They recognize that it’s pretty cool that I can go from one extreme to the other, and fit right in. I feel like I’m on an equal playing field with the rock bouncers, but if they were to try and race Ultra4, the playing field wouldn’t be so level. But even then, there are times when I’m out-gunned.

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One look at his track record shows Derek has the ability to consistently stay on the podium no matter the type of competition. Derek’s next race is the Ultra4 Tear Down in Tennessee, where he will face a field of 4400 drivers in the next battle for points in the season. Derek consistently places well in the Ultra4 races, so we’re excited to see how the rest of the 2019 season pans out for him and his team. 

Photos courtesy of Jonathan Wright and Black Dog Photography & Design.

Stay on Driving Line for more Ultra4 race recaps throughout the year, and get the inside scoop on some of the top drivers in the sport!

MacGyver was a great TV show from the '80s about a man who was really smart and could get himself out of a bad situation by improvising and using the resources he had at hand. There are many times during a hot rodder’s existence where improvising is required to fix something that left you stranded by the side of the road or in the pits at the track for a quick repair. That said, changing a tire should not be a MacGyver moment. Tire/wheel/brake issues are extremely common, and the tools required to perform maintenance or repairs are inexpensive and should be readily available in your garage. Here are the vital tools necessary to remove and properly replace a wheel and tire, and the ways you should and shouldn't use them.

Don’t: Tip your car to one side and hold it in place by a few two-by-fours. Sometimes there are no other options, but then if that’s the case, is it really worth risking your life just to change a tire?

Do: Use a three-ton floor jack. For most cars, a one-and-a-half ton will probably do the job, but once you get into the realm of full-size SUVs and trucks, the one-and-a-half will not cut it (I’ve busted smaller capacity floor jacks by underestimating the weight of the vehicle I was lifting). It’s better to be prepared for anything.

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Don’t: Depend on a jack when working under a vehicle or when the vehicle is missing a wheel.

Do: Get a pair of two jack stands, at a minimum, but four is better. I’ve seen jacks fail, and they almost always lose height over time (and I mean quick, like over the span of hours). Yes, one jack stand is probably enough to change a tire, but it’s not great to flex the frame like that for long periods of time, especially not a unibody vehicle. Having two jack stands enables the home mechanic to also rotate tires and properly lift either side or end of a vehicle.

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Don’t: Use two wrenches intertwined or a pipe extension on a 3/8-inch ratchet.

Do: Use a half-inch breaker bar. Sometimes adding a pipe extension is necessary or unavoidable, and in a pinch intertwining two wrenches will work. On the other hand, owning a breaker bar is wonderful, as is any tool used for the specific task it was designed for. There’s no worry of tools slipping as you try to torque a lug nut and you can focus all your muscle on loosening the stuck fastener. Also, they’re not expensive compared to other tools because the design is very simple.

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Don’t: Ignore gravity.

Do: Use wheel chocks. Or at the bare minimum a pair of 8-inch-long two-by-fours. Anything to keep the wheels car from moving while you’re working on it. Harbor Freight sells a pair of rubber wheel chocks for less than $7. There’s really no excuse.

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Don’t: Use your bare hands.

Do: Get a pair of leather gloves at Harbor Freight. Or at the very least change into old clothes and use a pair of latex or nitrile gloves. Tires are dirty. Wheels get covered in brake pad dust. No reason to look like Pig Pen from Peanuts after a simple tire change.

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Don’t: Install lug nuts dry.

Do: Use a little dab of anti-seize on each of the studs. Wet climates and differing metals can cause lug nuts to rust and anodized aluminum lugs can gall. A tiny amount of anti-seize on each lug can prevent future problems and a tube of the stuff will last for years.

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Pro-Tip: If you forgot to use anti-seize, keep some penetrating fluid handy for especially stubborn bolts. WD-40 is OK, and heat can be used sometimes (but it can be destructive in delicate areas or near paint), but penetrating fluid is better for hard to loosen bolts and nuts. Liberally spray the affected area, wait about 10 minutes to allow it time to penetrate, then try to break it loose again.

Now that you know what gear to use, here's how you measure for and install new wheels and tires.

Several weeks ago, we took you to Off Road Evolution to get the sneak peek behind Mel Wade's latest build. Starting as a bone stock, pre-production 2020 Jeep Gladiator Sport, Mel and the EVO team began tearing into the truck in preparation for the upcoming 2019 Easter Jeep Safari. After an intense 10-days of wrenching around the clock, Mel and his team completed the build and it's hardly recognizable from the last time we saw it. 

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Sitting high atop a set of 40x13.50x17 Nitto Trail Grapplers and KMC Machete beadlock wheels, the Gladiator, dubbed OG40 (Overlanding Gladiator on 40s), is one of a kind. It rides on an EVO short arm suspension system paired with King Shocks for a smooth but predictable ride. Doing the heavy lifting under the Jeep is a set of Dana Spicer Ultimate 60 axles with electronic locking differentials. The OG40 is sporting a Warn Winch, KC HiLites Pro6 and Flex LED lights, a Roam Adventure Co. roof top tent, ARB Fridge-Freezer, Bestop Sunrider soft top, and EVO sliders, bumpers, rear tire gate and bed rack. 

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In order to put the new build to the ultimate test, Mel and his crew took the OG40 Gladiator to Moab for the annual Jeep event. With a plethora of trails ranging from mild to wild, Moab is an ideal proving ground for this build. We rode along with the EVO crew as they tackled Steel Bender, a moderately difficult trail in Moab that's full of fun obstacles. The Jeep handled the trail with ease, putting to rest many rumors of wheelbase and departure angles being problematic for the pickup truck. It seemed to just flow over the rocks without a hiccup, and that's exactly what Mel built this truck for.

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Check out the video above for more details on this incredible build, and to see it in action on the red rocks. Mel has lots of plans for this Jeep for the remainder of 2019, so be sure to stay tuned as we see what this build can do in some of the world's toughest environments.

We've also got the details of the first race-modified Jeep Gladiator that competed & finished at King of the Hammers, here.

Pickups are gradually emerging from the shadow of muscle cars and becoming truly collectible. With so many hundreds of thousands of these work-oriented steeds having been built, prices generally remain affordable, and the Lego-like nature of their features and options also allows for quick and easy customization for buyers seeking to build a fun daily driver from a classic truck.

Still, not all brands have seen the same spotlight shone on their efforts. While Ford, Chevrolet and, to a lesser extent, even GMC attract attention on the pickup scene, Dodge has been left wandering the wilderness. This presents a real opportunity for Mopar fans to scoop up the third-generation D Series pickup, a modern and competitive alternative from a Big Three builder.

Future-Looking Features

When the D Series was redesigned for 1972, Dodge was intent on following the same path towards comfort and convenience that its rivals had also started down just a few years earlier. This was a pivotal era for pickups, with the realization that more and more buyers weren't just bouncing through farm fields or abusing them on construction sites. They also wanted something they could drive to and from work without having to deal with agrarian crudeness.

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The list of changes Dodge made to the D Series formula was extensive, and included both wholesale mechanical upgrades as well as smaller but compelling features that could be added together to create a more pleasant overall experience from behind the wheel.

The new trucks were wider and longer, which helped reduce bouncing over bumps while unladen, and also improved stability at speed. Further enhancing handling was the move to coil springs up front for the D Series' newly introduced independent front suspension (although four-wheel drive "Power Wagon" models retained a solid front axle). Brakes were better, too—you could now order the D Series with power discs, and larger hardware was installed at all four corners regardless of spec—and equipment such as cruise control were made available for the first time.

Along with its increased track and wheelbase, Dodge afforded the D Series with a larger passenger cabin that finally featured niceties such as proper sun visors, actual sound insulation and air conditioning. These items had been taken for granted for years in the passenger car market, but were only just starting to pop up in pickups. Dodge was also one of the first truck makers to introduce an extended cab model (called the Club Cab) that allowed for extra passengers to squeeze in behind the front row on tiny fold-down jump seats (when that area wasn't being used to haul cargo).

Big Blocks, Slant Sixes

A range of engine choices were available with the 1972-1980 Dodge D Series. Stalwarts like the Chrysler slant six could be found in 170 ci and 225 ci varieties, while a 160hp 318 CID V8 and a 360 CID V8 good for 180hp were the most common drivetrains. Towards the end of the decade, a rare Mitsubishi-sourced six-cylinder diesel (105 horsepower, 169 lb-ft of torque) also put in an appearance.

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The low overall output of the D Series drivetrains reflected the fact that the third-generation D Series was looking the EPA and energy crisis era square in the face. That didn't stop Dodge from trying to push power through to its pickup buyers in the form of optional 400 ci (200hp) and 440 ci (255hp) engines.

The latter big block was often found under the hoods of the numerous special edition performance trucks that Dodge introduced in a bid to keep people interested in what had become a lackluster automotive landscape. The most famous of these was the Lil' Red Express, a flareside shortbed equipped with dual exhaust stacks and a wooden cargo box, although this model would be joined by vehicles like the Macho, the Warlock and the Midnite Express. Quick by the standards of their era, these trucks have gathered a cult following based on their unique style as well as how easily their pollution control-choked motors can be cleaned up for bigger power.

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Too Plain? Not at All

If there's one thing in particular that's held back the 1972-1980 Dodge D Series from enjoying the same interest level as its Detroit brethren (aside from somewhat lower production numbers), it's styling. Unlike Chevy's move from the classic '67-72 C10 to the slab-sided model that followed it, or Ford's big-then-bigger designs that evolved throughout the 1970s, the D Series remained largely the same throughout not just its third-generation run, but the redesign that would carry it from 1981-1993. This glutted the market with look-same, modestly-shaped trucks that, aside from the Lil' Red Express & Co., didn't have the same personality as competitors from the same era.

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If you dare to be different, however, the D Series provides good value as a classic truck you can drive comfortably in modern traffic. Parts might be a little harder to find, and you won't have nearly the same aftermarket support as you would while wearing a Bowtie, but don't let that discourage you from taking a chance on this overlooked pickup contender.

If you want to build a classic Chevy truck without having to deal with old steel, Snow White can show you how it's done. 

The two-door sport-utility vehicle is a rare beast on the modern market. Once plentiful throughout the '80s and '90s, the impracticality of a two-door setup in daily living finally won out over the benefits of a shorter wheelbase out on the trail and winnowed the available offerings down to one: the venerable Jeep Wrangler.

With Ford seeking to break Jeep's lock on the SUV "coupe" segment with its upcoming Bronco (which is rumored to be available in both two-door and four-door editions), we thought we'd put together a list of the best—and the weirdest—two-door sport-utility vehicles ever built.

Let us know if we missed any of your favorites.

1. Jeep Wrangler

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It's been known by several names, and ridden on many different platforms over the years—CJ, YJ, TJ, JK, JL—but Jeep's most popular two-door platform is the only SUV of its kind to have enjoyed continuous production since it first appeared on the scene in the 1940s. It has maintained its solid axles, removable doors and top, and incredible off-road prowess since the very beginning, and although recent models are far more modern in terms of drivetrain and creature comforts than their predecessors could lay claim to, the basic Wrangler formula continues to generate enormous profits for the brand.

2. Ford Bronco

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The Ford Bronco was the most successful of the me-too copycats seeking to jump on the SUV bandwagon largely built on the back of Jeep's early efforts. The first-generation truck (1966-1967) was a small and capable open-air trail toy that would eventually evolve into the still-convertible Big Bronco design that reigned from 1978 to 1996. These later models were based on the same chassis as the F-150 full-size pickup, with extra brawn and size to match.

3. Land Rover Defender 90

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The Land Rover Defender 90 is an almost mythical beast on this side of the Atlantic, a vehicle that was only rarely imported by off-road aficionados in the know. Named after its wheelbase, in inches, the Defender 90 represented the early '80s evolution of Land Rover's legendary Series III, gaining a number of chassis modernizations and features that made it marginally more livable on the pavement. Far from the beaten path, the Defender was an almost unstoppable 4x4, and it would live on until modern fuel, safety and pollution requirements snuffed out its production in 2016.

4. Chevrolet K5 Blazer

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The Chevrolet K5 Blazer was developed in direct response to Ford's Bronco, but it went all-in on borrowing from the C/K line of pickups right from its 1969 start. It also maintained its full convertible status into its second generation, switching to the Bronco's half-cab look in 1975 (and keeping it until it moved to the GMT400 platform in 1992).

5. Isuzu Trooper

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Chances are you're familiar with the four-door Isuzu Trooper, which has been sold under a bewildering number of nameplates (including Acura, Chevrolet, Opel, Holden and Subaru) over the course of its lifespan. The model we're concerned with, however, is the less-common two-door, which was primarily known as the Trooper on U.S. roads. Equipped with a surprisingly rugged low-range four-wheel drive system and a choice between stout four-cylinder and V6 engines, the Trooper has quietly carved out a niche as a cult favorite among 4x4 enthusiasts.

6. Toyota Land Cruiser

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The FJ40 edition of the venerable Toyota Land Cruiser has a global reputation almost as long and distinguished as the Land Rover Series I through III. Offered between 1960 and 1984, the FJ40's upright design would inspire the sorta-two-door FJ Cruiser in the mid-2000s, but more importantly it would play an enormous role in building Toyota's image as the purveyor of incredibly reliable vehicles. Like the Wrangler that leads off our list, the Land Cruiser kept things simple, but effective, when conquering new terrain from the Serengeti to the Mojave.

…And a Few Weirdoes, Too

Not every 2-door SUV hit the mark. Over the years, there have been more than a few sport-utility vehicles that have furrowed brows and stopped conversations dead as they rolled past the general public.

That being said, just because a truck gets weird, doesn't mean it's not worth celebrating. Here are five of the strangest two-door SUVs ever built, both good and bad.

1. Nissan Murano CrossCabriolet

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Undoubtedly the most bizarre modern crossover to have ever made it into a mainstream dealership, the Nissan Murano CrossCabriolet took a popular four-door family hauler, sliced off two of the doors, and then also removed the roof. The end result was a vehicle no one had asked for and few people would purchase. It's perhaps the most brazen "we don't care, we're building it anyway" example of brand chutzpah in automotive history.

2. Land Rover Range Rover Evoque Convertible

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A very close second? The Land Rover Range Rover Evoque convertible. The drop-top Evoque is a little less scandalous in its genesis than the Murano CrossCabriolet since the first-generation Evoque was available in two-door coupe form. Still, Land Rover remains the only luxury brand in recent memory to offer a fully-convertible SUV. Only a handful were sold, with even the fixed-roof Evoque reverting to a four-door-only design for 2019.

3. Isuzu VehiCROSS

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Here's a perfect example of weird also being good. From 1999 to 2001, Americans were able to buy Isuzu's futuristic-looking, V6-powered, pocket-sized off-road warrior. With both low and high-range four-wheel drive and an advanced computer-controlled torque distribution system, the VehiCROSS was in many ways ahead of its time. Just over 4,000 were sold in the United States, and this unique SUV represents one of the few instances of enthusiasts being able to buy a concept vehicle that was almost unchanged in production form.

4. Toyota RAV4

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The first-generation Toyota RAV4 was the vehicle that would define the "cute ute" segment after it went on sale in the mid-1990s. The two-door version offered the briefest of wheelbases but could be had with four-wheel drive and a respectable amount of ground clearance, intriguing more than a few truck fans with its unibody construction and car-like fuel mileage. A soft top was also available, and it outlived the hardtop as a beach cruiser for those who dared to be different from the traditional Jeep crowd.

5. Suzuki X90

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If the RAV4 was the zenith of cute ute design, then the much-maligned Suzuki X90 was its rock-bottom. Briefly offered as a competitor to the Toyota, the X-90's brief existence was marred by awkward proportions, middling performance, and very little in the way of on-road stability at high speeds. Hey, at least it had T-tops!

In the vein of weird vehicles, did you know that both Dodge and Kia have sold a Lotus? They're 2 of the 10 strangest badge engineered vehicles ever.

Nissan has a wide variety of vehicles, from tuners to trucks and everything in between. The Nissan Pathfinder has been around for just over 30 years and has carried passengers around via tarmac, dirt and snow seemingly forever. This unibody crossover started out as a body-on-frame SUV back in the day, but over its four generations, it’s certainly evolved.

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The latest rendition, the newly released 2019 Nissan Rock Creek Edition, is capable of zooming around town as well as traversing over bumpy single-track National Forest roads on your family’s overland adventure.

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Pathfinder Rock Creek Edition Launch Event

I just attended Nissan’s 2019 Pathfinder Rock Creek Edition launch in Missoula, Montana, and had the chance to take this CUV on- and off-pavement across dirt, mud and snow-filled tracks as well as through a few rain-induced flooded water crossings. Nissan took us through what this new edition offers to potential buyers, and then cut us loose in remote Montana to test the 4WD CUV for ourselves.

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Exterior Features

So why would a buyer pick the Rock Creek Edition over a standard SL or SV model? This special edition includes niceties such as a substantial 6,000 lb towing capacity, an incorporated hitch receiver with seven-pin wiring harness and an updated sleek, blacked-out look.

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Also included are plastic fender overflares, splash guards and an updated front fascia. This new Pathfinder edition also takes styling cues from the Nissan Titan pickup truck with its 18-inch dark-finished aluminum alloy wheels.

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Interior Elements

No matter if you’re crossing the continent or getting groceries, you want a comfortable cockpit. Nissan offers a choice of either leather seats on SL models, or a cloth/leatherette duo via the SV trim level. The seats are fairly supportive with pops of sporty orange stitching and accents throughout. Other interior materials felt solid and high quality, too.

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Nissan nailed the center stack design. Easy-to-use knobs are the perfect size for adjusting the volume and tuning, as well as climate control. The on-screen navigation is easy to read. This center console offers quick-charge USB, USB-C and DC ports, making it easy for travelers to plug in necessary electronics such as mobile phones or tablets. There are also additional charging ports in the rear of the cabin. It’s refreshing to see an auto manufacturer install USB-C ports.

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Also found in the center stack is the turn dial for the Pathfinder’s intelligent 4WD (4x4-i) system.

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Two optional trim packages are available. Those opting for SL models can purchase the premium package, which dons an impressive 13 speaker Bose sound system and power panoramic sunroof. The SV model features a tech package, including NissanConnect with Navi and Sirius XM traffic, as well as heated elements like the front cloth seats, side mirrors and steering wheel. Hey, you’ve got to stay warm on those cold treks.

On-Road Performance

The Rock Creek’s impressive towing capacity allows owners to pull anything from a camper trailer to a boat—perfect for a family of adventurers. Nissan’s 3.5L V6 generates 284hp and 259 lb-ft of torque through their XTRONIC CVT engine. Both Pathfinder trim levels had sprightly acceleration with plenty of passing power. The vehicle offers up enough grip that it can make you forget you’re driving a seven-passenger CUV. At highway speeds, it was a comfortable cruiser offering up good ride quality and minimal noise.

Off-Road Impressions

The Nissan Rock Creek Edition’s 4x4-i system easily switches the rig from 2WD or 4WD auto to 4WD lock modes with the flick of a wrist and turn of the dial. Also found here are hill start assist and hill descent features.

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The Pathfinder’s suspension absorbed ruts, potholes and uneven off-pavement terrain with a cushy ride. This family adventure rig drove smaller than it was, but it was a tad too wide for my liking. As I drove through hard-packed and loose dirt, the Rock Creek felt planted and seemed willing to take on more, despite it coming with all-season tires. Plus, the 4WD system did exactly what it needed to do as the terrain became more challenging.

Adding Additional All-Terrain Readiness

As with most CUVs, a set of more aggressive all-terrain tires, such as Nitto’s Terra Grappler G2s, would give the Pathfinder more off-pavement prowess and a bit more ground clearance. Plus, the new compound should last for many overland adventures (up to 65,000 miles).

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A buyer looking to add even more attitude and traction could add a set of Nitto Ridge Grapplers, which have an aggressive look and offer even more off-road prowess in dry, wet and off-road situations. Both tires can be had in a 265/60/18, which is just a bit wider than the Pathfinder’s stock 255/60/18.

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The 4WD system was used when navigating through muddy trail sections. I quickly engaged 4WD lock and escaped muddy sections that begged for the 4WD to sink into it. Having a more extreme tread pattern would allow for even more increased traction than the stock tires when faced with these sticky situations.

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If you’re looking for a comfortable, stylish CUV that can tackle cross country tarmac trips, as well as handle milder off-pavement terrain, then the 2019 Nissan Pathfinder Rock Creek Edition should be looked at. This special edition package has a mark-up of an additional $995. However, if you were add all of these items a la carte, it’d cost $2,310. This adventure-ready CUV has an MSRP of $38,000 (including destination fee).

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Photos by Mercedes Lilienthal and Perry Stern

We also reviewed the off-road chops of the Kia Sorento, Mazda CX-9 and Jeep Grand Cherokee Trailhawk.

By bringing together three of the most exciting drivers in motorsports—Joey Logano, Ryan Blaney and Austin Cindric—with several of the world’s most well-known performance car builders and including Vaughn Gittin Jr., MoneyLion and Ford Performance is giving motorsports fans a once-in-a-lifetime opportunity to drive and own a car like no other on earth. Today, MoneyLion and Ford Performance announced the HERE WE ROAR Sweepstakes, which allows fans to register to win one of three custom-built 2019 Ford Mustang GTs.

Continuing through October 20, 2019, fans can register to win a 700-horsepower custom-built 2019 Ford Mustang GT in the HERE WE ROAR Sweepstakes by visiting the sweepstakes entry page or by sending a text message with the word “ROAR” to 95615 to receive a link to the website. Winners will be flown with a guest to Ford Championship Weekend at Homestead-Miami Speedway, November 15-17, 2019 to receive their car.

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To kick off the initiative, MoneyLion has created the HERE WE ROAR Mustang Build-off video series so fans can tune in to see how the cars were built from scratch by the Team Penske drivers and world-class builders. The series consists of several original episodes documenting each build in its entirety. Tune in to see the first episode, featuring the first car designed and built by 2018 Monster Energy NASCAR Cup Series (MENCS) Champion Logano, and World Champion Drifter, Fun-Haver, and founder of RTR Motorsports, Gittin Jr. The vehicle, themed around the word "WE" from MoneyLion's “Here We Roar” motto, was designed by Logano and Gittin, Jr. to reflect the importance of teamwork and community in the pursuit of any goal—whether pursuing a racing championship, a world-class car build or achieving one's own financial goals.

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The brand new, one-of-a-kind 700-horsepower 2019 Ford Mustang RTR, features a Ford Performance supercharger and touts the modern-aggressive styling of RTR’s complete exterior Design Package and RTR 20-inch Aero 7 wheels wrapped in Nitto NT555 G2 tires. Complementing those features is a Ford Performance adjustable suspension package that offers poised street driving, while being ready for spirited driving in the twisties all the way to thrilling track day fun. The design of the car was a true collaboration of Ford Performance teammates Logano and Gittin Jr., the RTR Vehicles’ team, and MoneyLion. In addition to tasteful design execution, the livery includes the signatures of key members of the build team: Ford Performance, RTR Vehicles, Logano, Gittin Jr., and Edsel B. Ford II, great-grandson of company founder Henry Ford. The names were incorporated into the livery and hand painted by pinstriper Skratch of Skratch’s Garage.

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“When you think about awesome Ford Mustangs, one of the first names that comes to mind is Vaughn Gittin Jr.,” said Joey Logano. “Vaughn and I have gotten to work together with some really cool projects before and this custom Ford Mustang project has been a lot of fun. It’s good to have a partner like MoneyLion get on board with this and give this thing away to a lucky fan. I can’t wait to unveil this thing at Talladega and let someone take home a sweet Ford Mustang thanks to MoneyLion.”

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The custom-built 2019 Ford Mustang GT will be introduced to the public during the Talladega Superspeedway Race Weekend, which features the MoneyLion 300 on Saturday, April 27. MoneyLion will be announcing more details of the reveal in the coming weeks.

“Once I heard about the opportunity to work with friend and fellow Fun-Haver, Joey Logano, I knew that this project was something myself and RTR Vehicles would want to be a part of,” said Vaughn Gittin Jr. “We have taken elements of our Mustang RTR production vehicles and added a very unique livery and made sure the future owner could have all the fun they’ve ever dreamed of from behind the wheel. We like to think 700-horsepower, big brakes and a well-dialed suspension system will put a smile on their face! It was super fun bringing MoneyLion’s ethos- the idea of only succeeding as a team, a community, and in general having each other’s back- to life through this build. I really relate to that mindset. This was a great team to work with and we all had a lot of fun during this build process. I cannot wait to see the smile on the winner’s face when we hand over the keys!”

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Later in 2019, MoneyLion will roll out two more custom cars, designed by Team Penske drivers Blaney and Cindric, who will be partnering with two yet-to-be-revealed top custom builders. The next custom cars will be revealed at Watkins Glen International (August 4) and the 1000Bulbs.com 500 at Talladega Superspeedway on (October 13) later this year. Watch for more details to come on these build partnerships, including custom builder reveals, in the coming months.

Speaking of Gittin and Logano collaborations, have you seen a NASCAR car drifting?

For the first time in Ultimate Callout Challenge history, a new champion is guaranteed to be crowned in 2019. After winning the first three UCC events consecutively, Lavon Miller and the boys at Firepunk Diesel are sitting this year out—so it’s anyone’s game this time around. But who’s got the best chance of winning the baddest diesel truck competition in the land? Having finished second the past two years, Derek Rose is certainly champing at the bit to pull off the overall win. Shawn Baca has killed it in the dyno portion every year, and with stronger performances during the drag race and sled pull he could easily nab the W for the Industrial Injection camp. But then, Jared Delekta, driver of Industrial Injection’s Cummins-powered ’01 Chevy Silverado, won’t exactly be willing to yield to his teammate—especially after having ran an incredible 8.07 quarter-mile at 180 mph and dyno’d 2,188hp in 2018.

With Cummins-powered trucks inflicting the most damage thus far at UCC events, it only makes sense that 50 percent of all 2019 entries are relying on the almighty inline-six—in one form or another—to carry them into the winner’s circle. From a couple of freakish P-pumped 12-valves to an army of cutting edge common-rail power plants, the following competitors are arguably bringing the most potent engine packages to UCC 2019. To find out how they fair, make sure you’re at Lucas Oil Raceway in Indy the weekend of May 3-5.

1. Derek Rose

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As mentioned, DNR Customs’ Derek Rose has come up just shy of First Place in the last two UCCs (2017 and 2018) but has also attended all three affairs in the event’s brief but growing history. Last time we checked, his center-drive ‘06 Dodge was slated to be packing a built Cummins engine with a deck-plate and a solid block, a triple-turbocharger arrangement accompanied by a water-to-air intercooler, triple CP3s, a full tubular back-half, a Moser 9-inch with a 9.50 pro gear out back and a 5-lug converted AAM 9.25 up front. This truck has run low nines in the past, but now weighs in at a reportedly lighter 6,050 pounds. Look for Rose to be in the top three by the time the dust settles at UCC 2019.

2. Shawn Baca

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One of the most recognizable names at UCC is Shawn Baca. His Dodge Ram, coined the Master Shredder 2, is known to put up some of the biggest dyno numbers in the nation, and Baca and his steed showed solid progress last year at both the drag strip (8.88-second quarter-mile) and on the pulling track (second place hook). Still sporting a triple-turbo arrangement, Baca’s deck-plated and excessively fueled Industrial Injection Cummins will once again be hit with a healthy dose of nitrous aboard the rollers. Look for Baca to lay down somewhere between 2,400-2,700hp and, barring any transmission trouble, launching issues or electronic gremlins, put together a low eight-second pass at the drag strip.

3. Jared Delekta

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As for Baca’s teammate Jared Delekta, he and the Industrial Injection Cummins-powered ’01 Chevy put on a show at last year’s UCC, having gone 8.07 at a blazing 180 mph through the 1320 and laying down almost 2,200hp on the dyno. Known as DeMaxed, the truck became a celebrity in the diesel industry when the Duramax and Allison combination were yanked in favor of a deck-plated 6.7L-based Cummins with two S488 chargers feeding an S594. Now running a single Garrett unit (albeit massive), the truck weighs less, the engine doesn’t see as much stress (cylinder, boost and drive pressure are all lower) and makes just as much power. Look for Delekta to be right in the thick of things in both the drag strip and dyno events, where DeMaxed may even dip into the sevens in the quarter-mile and clear 2,300hp or more on the rollers.

4. Chris Buhidar

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A multi-time Super Street class champion in the former National Hot Rod Diesel Association, Truck Source Diesel & Off-Road’s Chris Buhidar is no stranger to being the quickest at the drag strip. After finishing fourth place at UCC 2018 thanks to an 8.57-second pass at the drag strip, 2,238hp on the dyno and a sixth place effort in the sled pull, Buhidar ended up joining the ranks of the ODSS drag racing series last fall. There, his triple-turbo, 5.9L Cummins-Powered ’00 F-350 nicknamed “The Mick” mixed it up with some of the fastest Pro Street trucks in the country. Always a consistent performer, look for his leaf spring, factory frame Super Duty to finish toward the top again this year.

5. Josh Scruggs

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Making a name for himself along the ODSS circuit, Josh Scruggs pulled off the 5.90 Index class win at Rudy’s Fall Truck Jam in 2018, so we know he can race. A few months later, he purchased Firepunk’s record-setting Pro Street truck last fall—the same exact truck that’s won UCC three years in a row. Now, Scruggs is looking to keep the momentum alive with this drag race, dyno and pull-proven chassis. Rumored to be powered by an Industrial Injection-built 6.4L Cummins when it arrives in Indy, we can’t wait to see what Scruggs has in store for this record-breaking, UCC-dominating truck.

6. Donavan Harris

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Always a solid performer across the board, Donavan Harris is returning for his fourth year of UCC competition. With help from industry heavy hitters such as Armor Inc. Diesel & Suspension, Dynomite Diesel Products, D&J Precision Machine and many others, the truck chassis dyno’d 2,024hp during recent testing—the most it’s ever made. A deck-plated common-rail Cummins sports a compact compound turbocharger system made up of a 106mm Garrett GT55 atmosphere charger feeding an 85mm GT55 on the manifold. Along with making at least 200 more hp, the truck is said to be 5,000 pounds lighter now. This should help Harris eclipse last year’s quarter-mile best of 8.58 at 165 mph with relative ease.

7. Todd Welch

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Representing the mechanical Cummins crowd once again is Todd Welch and the team from Power Driven Diesel of Cedar City, Utah. Their P-pumped second-gen is a favorite to many and this year it’ll be sporting two 106mm Garrett GT55s as low-pressure turbos in its triple-turbo arrangement. Though the truck has yet to show its full potential on the drag strip and chassis dyno (they even split the engine block in 2018), it has seen success in the sled pull portion of the event, where an SQHD axle allows them to run dual rear cut tires. With the potential to make well north of 2,000hp, it will be interesting to see if Welch and crew can put it all together this year at UCC.

8. Justin Andres

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Literally blasting onto the scene at UCC 2018, Justin Andres’ full interior ’05 Dodge rocketed to an 8.94-second pass at 154 mph on the opening day of festivities. Unfortunately, the incredible pass toasted his engine (cracking the block), sidelining him for the rest of the weekend. For 2019, Andres is bringing his street truck back to Indy with a fresh 6.4L Cummins from Freedom Racing Engines, along with a compound turbo configuration that utilizes a GT55 on the manifold, dual 12mm CP3s and 100-lpm injectors from Dynomite Diesel Products, and custom tuning from Done Right Diesel Performance. Trust us, this is one of the nastiest street-driven diesel trucks you’ll come across. It sent 1,700 hp to the pavement last year, so who knows what it’s making now… And in between events, you might even catch Andres in the cab soaking up the A/C, as it’s one of the only street-driven rides competing in the Ultimate Callout Challenge.

9. Frank Kuperman

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Frank Kuperman and the RevMax Performance crew go about things a bit differently than most UCC competitors. In 2017, they drove their two-wheel drive standard cab Ram all the way from North Carolina to the event in Indy, and once the competition was over they drove it all the way home with zero issues. Each year, the truck also competes on a 68RFE six-speed transmission—and uses UCC to show the world that RevMax builds one tough version of the often-dreaded Chrysler automatic. In 2017, the 68RFE lived through a 10.79-second quarter-mile pass. In 2018, it had no issues coping with more power and an even quicker 10.29. In a sea of crazy-powerful, over the top, competition-only trucks at UCC, this one is pretty unique.

10. Brett Marcum

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Despite 2018 being his first year competing, Brett Marcum finished in the top half of an ultra-competitive field of trucks. This time around, he’s looking to surpass his previous quarter-mile best of 9.37 seconds, lay down way more than 1,309hp on the dyno and lug the sled beyond 300 feet. With a fresh competition Cummins from Freedom Racing Engines, he might just be able to do it. We were privy to seeing the top-end of Marcum’s Cummins go together while visiting Freedom’s facility in mid-April, and it should have no problem surviving and thriving in each event at UCC 2019.

11. St. James Diesel Performance

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The crew at St. James Diesel Performance will look to build on their 20th overall finish last year. In 2018, their second-gen, a proven eight-second performer in its previous life, pulled off a 9.06-second pass at 148 mph during the drag strip portion of the event with Anthony Reams at the helm. Not bad for a leaf spring, factory frame truck that tipped the scales at 5,800 pounds on race day. The ’95 Dodge Ram 2500 conceals a triple-turbo’d 6.7L-based common-rail Cummins under the hood and is backed by a Firepunk Diesel four-speed.

12. Trevor Peterson

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After joining a list of drivers looking to qualify to compete in UCC 2019 back at the ’18 event, Trevor Peterson proved he was more than ready to run with the big boys. His ’06 Dodge—equipped with an Industrial Injection Shredder series 5.9L engine, dual CP3s, big injectors, a Randy’s Transmissions-prepped 48RE and Breakout Tuning Solutions' ECM tweaks—cleared more than 2,100hp on the dyno. A fourth place finish during the sled pull and a 10.06-second quarter-mile were good enough to get him into the big show in 2019. Look for Peterson to bring even more to the table during the dyno event, as well as put up single digit quarter-miles.

13. Travis Trent

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Travis Trent brings another Cummins-powered Ford to the Ultimate Callout Challenge, but this will be his first trip to UCC as a full-blown competitor. In 2018, he ran the UCC qualifier with solid results, his short bed ’05 F-250 having nabbed a 9.92-second quarter-mile pass, putting up 1,259hp on the dyno and finishing sixth during the sled pull. Set back in the frame as far as he could mount it, Trent’s common-rail Cummins sports a big single T6 charger from Tater Built Turbochargers, a water-to-air intercooler, 500-percent over S&S Diesel Motorsport injectors and tuning by Christopher Lamont Nelson at Energetic Motorsports.

14. Cory Witteveen

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Having put on a strong, first place showing during the sled pull qualifier in 2018 with his cut-tire ’05 Dodge, Cory Witteveen and his team earned a spot in 2019’s main attraction. Breaking away from all the common-rail technology, Witteveen’s vibrant red third-gen is powered by a 6.4L 12-valve and during UCC 2018 a serious 14mm P-pump from Hart’s Diesel was hanging off the side of it. His truck also saw some serious mph in the quarter-mile competition last year as well, so if Witteveen can get out of the hole quicker, nines shouldn’t be out of the question for him at the drag strip.

Get pumped for this year's Ultimate Callout Challenge by seeing how things went down last year.

In a perfect world, we'd all have an unlimited tuning budget. In reality, many of the decisions made about which performance parts to install on our cars are budget-related, asking us to try to squeeze the best bang for the buck out of the cash we've allocated for our rides.

Fortunately, with a little planning and some careful shopping, it's relatively easy to make dramatic improvements to your vehicle's capabilities without spending major money. Here are our recommendations for the three areas to upgrade first when trying getting the most performance out of your aftermarket upgrades.

1. Handling Upgrade: Ultra High Performance Summer Tires

Tires are the single most cost-effective improvement you can make to almost any vehicle. A big part of this has to do with their versatility. A larger, stickier contact patch will not only help your vehicle grip the pavement better while cornering, but it will also improve traction from a launch (boosting acceleration) as well as help you stop more quickly by digging its claws that much deeper into the pavement.

There are two main points to consider when evaluating a new set of tires. The first is sizing. Using the Plus Sizing rule, it's usually possible to maintain roughly the same overall diameter of your current wheel and tire setup while moving to a wider footprint.

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For example, if you have a 17-inch wheel with a 215 mm wide tire and an aspect ratio of 45 (215/45R17), you can move to an 18-inch wheel with a 225 mm wide tire with an aspect ratio of 40 (225/40R18) without having to worry about clearance or affecting your speedometer. This is considered a Plus One Size upgrade. If you're running a stock suspension setup, this can be an important consideration.

The second decision to make is what type of rubber compound best meets your driving needs. Most manufacturers typically offer a stickiness ladder of compounds starting at a street tire and moving all the way up to a dedicated track tire.

For everyday driving with spirited canyon carving thrown into the mix, a Summer Ultra High Performance tire is typically a good option. For example, a manufacturer like Nitto offers the NT555 G2, with a rain-ready tread pattern and a treadwear rating of 300 for this purpose. If your vehicle is going to be entering into autocross competition, a more aggressive compound like the NT05 with a 200 treadwear and a larger center rib is more appropriate. Higher treadwear tires with more rain channeling are better all-around performers that will last longer outside of a race track.

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Track tires that are street legal but truly intended for competition driving due to their low treadwear (and higher stickiness) rating of 100 combined with larger, continuous treadblocks, include the NT01 (road course) and NT05R (drag radial). The lower the treadwear, the more quickly a compound will wear out with regular driving and heat-cycling. The flip-side, of course, is greatly improved traction on dry pavement and more resiliency in a track environment.

2. Acceleration Upgrade: ECU Tuning

Most modern cars have had their engines tuned from the factory to walk a fine line between producing power, reducing fuel consumption and tailpipe emissions, and maximizing longevity. There's typically a fair amount of overhead in the first department for squeezing out extra output as long as you don't mind the additional fuel cost that comes with it. Further good news? Most tunes don't have to come anywhere near impacting the reliability, street manners or lifespan of your motor.

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There's more than one way to approach basic ECU tuning. You can flash your existing engine controller with an aftermarket tune, either at a shop or DIY with a tool that you purchase for communicating directly with your car's ECU. You can often also purchase a pre-tuned chip that takes into account your current setup (whether it's stock or features any extra mods you might have done like exhaust or intake), or send an older vehicle's ECU away to be programmed by a third party. Finally, you can head to a shop and have them put your vehicle on a dyno, producing a more expensive but completely custom tune.

Turbocharged and supercharged cars see the biggest boost in power from ECU tuning, but even a naturally-aspirated engine will unlock a few ponies with more aggressive management settings.

3. Braking Upgrade: More Aggressive Pads

Similar to factory ECU tuning, the brake pads that came with your car are intended to last as long as possible while generating minimal dust and noise, all while still providing safe levels of stopping power. The less you care about dust and noise, the more "whoa" you can add to your existing braking setup through a simple pad swap.

Dirtier rims and a bit of squeal aren't the only considerations you'll need to make when choosing an aftermarket brake pad, however. Again, the type of driving you do will have the most input on your decision.

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Ultra-aggressive track pads use compounds that aren't suitable for street use. They are designed to provide excellent initial bite and thermal management, but only when warmed up to competition temperatures. In regular driving, they will never get enough heat into them to provide a safe level of stopping power and can actually reduce the performance of your braking system. Install these pads once you're in the pit, not before you make it trackside.

With that said, there are a number of brake pads out there that balance bite and fade with an operating profile more suitable to street temperatures. If you're going to be driving your car on a road course every once in a while, but also want extra stopping power on the street, this is the type of pad you should look for. Just be aware of the need to clean your rims more regularly and replace your pads more quickly, and brace yourself for the occasional school bus squeal when coasting down to a stop. They also won't last as long as most gentler factory pads, and they may accelerate wear on your rotors.

While pads are important, if you're looking to fully upgrade your brake setup, you need to look at the entire trinity of braking.

At this stage in the life cycle of Forza Horizon 4, most of us have more credits than we know what to do with. Whether it be from finding the treasure chests in Fortune Island or getting lucky more than a few times on a Wheelspin, sitting on millions of credits is pretty common. Why not spend them on some of the best cars in the game?

While the absolute best cars often come from Forza Editions in Wheelspins or modding more tame cars into performance beasts, there are some pretty excellent cars available for purchase, if you have the credits. Here are the top five cars available in Forza Horizon 4 that all a million credits or more each. High rollers only.

5. McLaren Senna: 1 Million Credits

Just because a car is on the cover doesn’t mean it’s the best car in the game. Thus is the case with the McLaren Senna in Horizon 4. Don’t get us wrong, it’s an amazing car that feels great to drive, but it doesn’t quite make it to the top of our list. That said, it’s also the cheapest. If you only have a million and want to spend it on one car, this is the one to do it on.

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4. Koenigsegg Agera RS: 2 Million Credits

When it comes to speed, it doesn’t get better than the Agera RS. With a perfect 10 speed rating, it can chase down the fastest of hypercars. The only problem with it is that all that speed can be a bit tough to handle. Excellent twitch reflexes are a must to make this car work. As the only car on this list without a 10 in handling, it’s quite apparent how much more difficult it is to navigate winding courses at speed in this car.

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3. Aston Martin Vulcan: 1.5 Million Credits

If you want to live out the most supped-up version possible of your James Bond dreams, you buy this car. The giant wing out back helps it hug the corners, and it isn’t any slouch in the speed department either. We love cars that can stick in the corners without getting loose, and this car fits that to a tee.

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2. Ferrari F50 GT: 1.2 Million Credits

We had thought that the LaFerrari would fill Ferrari’s spot on this list, but it doesn’t make the cut. Even after all these years and subsequent supposedly better cars have been released, the F50 GT is still the best-performing Ferrari ever made, at least according to Forza. It’s fast, turns well and gets up to speed in an instant. Buy it and don’t look back.

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1. Pagani Zonda R: 1.7 Million Credits

Sure, when it comes to value for money, there are probably better cars you can buy, but when it comes to value for money on cars over a million credits, nothing beats the Pagani Zonda R. It feels just like a hypercar should, with enough speed to get up to the back of any car and enough maneuverability and control to whip around them when they try to block you. It may cost a boatload of credits, but it’s all worth it when you’ve found your next favorite car to drive around Britain in.

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Almost out of money after your big spending spree? Here are the 5 best cheap cars in Forza Horizon 4 to spend your last few credits on.

If you’ll recall, last year while we were in Tokyo we stopped by a place called Abe Chu, which is considered the headquarters of Japan’s Dajiban scene. Based on the Japanese pronunciation of the words “Dodge Van,” the term is often used to describe a cult group of Japanese gear heads that enjoy cruising, modifying and even circuit racing the 2003 and earlier Dodge B-Series van.

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The Dajiban movement has followers all over Japan, along with a small but growing group of enthusiasts in other countries including here in the U.S. As we mentioned in our previous Dajiban story, we actually picked up a 1996 Ram Cargo Van chassis last year with the idea of making a fun project out of it.

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An inquiry with the California DMV, however, showed us the ‘96 van was loaded with registration back fees, and combined with some of its other mechanical needs, we started keeping our eyes open for another Ram Van that was more roadworthy.

Fortunately though, our old van was able to find a new home with a fellow enthusiast in the Midwest who was simply looking for a rust-free chassis to start with.

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Project Van Chosen

As for its replacement, we'd looked at a few candidates in recent months, and a few weeks ago, we came across an ideal contender for our needs. It's a 1999 model Ram 1500 medium wheelbase conversion van powered by the venerable 5.2L small block V8.

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While most Ram Vans can be had for relatively cheap, the problem with many of the cargo types is that they are quite beaten up after decades of business use and hauling. The conversion vans, on the other hand, were originally designed to haul families in comfort and seem to be a little better taken care of.

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Our particular van is far from perfect, but given the fact it’s 20 years old, it’s decent for its age. The air conditioning blows cold, it passed the emissions test with flying colors and the previous owner recently drove it from California to Florida and back with no issues.

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Cosmetic Upgrades Needed

It has about 150,000 miles on it, and a test drive showed it to be in good running order. Cosmetically, there are plenty of areas that will need some love, including a good interior cleaning and refresh, a fresh coat of wax and hopefully removal of the aging 1990s graphic decals.

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For example, the original fender flares and running boards installed as part of the conversion van package have seen better days and will be the first things to be removed. We also think the van happens to look a lot better without them.

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Newer Van, Retro Feel

Even it’s in current form the van is surprisingly fun to drive. It won’t win any drag races, but the V8 makes a nice sound and despite being built in the late ‘90s it has a distinctly ‘70s feel to it. That's not surprising considering the B-series vans used the same basic structure from 1970 until 2003.

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It’s also incredibly roomy and comfortable, with four captains chairs and a rear bench seat that can be folded into a bed. While we don’t plan on going full bohemian hipster and doing a #vanlife Instagram adventure, this van would certainly be a good candidate for it.

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As for our plans with the project, no details are set in stone, but naturally, we’ll be taking a lot of inspiration from our Dajiban buddies across the Pacific and perhaps injecting a bit of classic ‘70s era custom van style, as well.

While there isn’t a ton in the way of off the shelf aftermarket support for a Dodge Ram Van, there is a lot of opportunity for cool DIY projects and low budget upgrades that can make this thing a whole lot cooler.

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Perhaps someday it may become a freak on wheels complete with race car suspension and a Mopar Hellcrate motor upfront, but for the meantime we are planning to have some affordable and unique fun in a family hauler with a whole lot more personality than your typical crossover SUV.

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Stay tuned because next time we’ll be back to show just how much difference a weekend’s worth of time can make when it comes to bringing back a paint job, stripping away old decals and more.

The Dajiban adventure has begun.

The Dajiban scene in Japan is like nothing else you've seen.

Last November, the automotive world was wowed by an American electric car brand startup called Rivian that showed its fully electric, off-road capable pickup truck and SUV prototypes at the LA Auto Show.

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While there’s no shortage of new EV brands out there promising a wide array of vehicles, Rivian’s technology seemed uniquely poised for success in the truck-crazy U.S. market. Not only did the media and general public take notice, but auto industry titans and mega investors did too, including a little outfit called Amazon that recently jumped in with $700 million investment.

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This week, Ford announced that is partnering with Rivian to develop an all new Ford-branded battery electric vehicle. As part of the deal, Ford is investing $500 million into the company and in return will sell its own vehicle based on Rivian’s “skateboard” platform at some point in the coming years.

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Rivian’s own electric trucks are shooting to be on sale by late 2020, and right now it's unclear exactly what form the Ford-badged vehicle will take. Ford has already announced that it will build a zero emissions pickup based on the F-150, so it's likely this vehicle will be quite different than that one.

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Perhaps it will take some inspiration from the upcoming Bronco and “Mini Bronco” SUVs? Maybe it will be a lighter duty truck for city dwellers? Or maybe the Rivian/Ford collaboration will result in something entirely different.

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Whatever the case, it should be a great benefit for newcomer Rivian to partner with an established automaker and a great way Ford to get a share of what looks to be some very impressive technology.

Electric vehicle fan or not, the future of the global automotive landscape continues to get more interesting and potentially a whole lot more exciting.

Curious about the specs of the 0-60mph in 3 seconds Rivian? Read more about it, here.

If you read our previous feature story on Snow White, the ’57 Chevy pickup, you would know that Rob Logsdon and his team at Premier Street Rods of Lake Havasu, Arizona are on a roll with producing top-notch custom trucks. Recently, they’ve been working with their sheet metal replacement parts for ’55-’59 GM Task Force trucks, which includes reproduction cabs. In the world of classic restoration or customization, finding rust-free original steel is costly and hard to come by. Unless you are a purest with deep pockets, starting with new pieces is the best solution to building a truck like this.

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Producers of both replacement parts and turnkey vehicles, they churned out Snow White and took the world by storm. The truck was immaculate and left fans wanting more. However, they didn’t want to replicate Snow White, so they waited for a new project to intrigue them. When approached by the owner of this ’56 Chevy, the team knew they had found their next project.

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New Frame on the Ground

This latest truck was first delivered to Premier with their cab and sheet metal already on it. The plan from there was to make it low, dark and mean. Though it was headed in the right direction with the exterior metal, the outdated and original frame was holding it back. It would have taken countless hours restoring and customizing the tired old frame to plant this truck on the ground, so they decided to start fresh.

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Completing the job here is a modern airbagged chassis from the folks of GSI Machine & Fabrication that is kept level at all times with an AccuAir management system. The front of the chassis utilizes an IFS system and rack and pinion steering, while the rear has a parallel four-link with Watts link. Equipped with a set of 14-inch Wilwood disc brakes and an E-Stopp emergency brake system, this foundation makes the truck handle like a modern vehicle.

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Better Panels and Bed

As stated before, the exterior is new, giving them a solid canvas from which to work. One misconception with bodywork is that you can simply bolt on new sheet metal and call it a day. This is rarely ever the case, as each panel on a vehicle needs to be lined up together (and modified) so that the gaps between them are even. No two trucks are the same and they each require prep work before receiving paint. After preparing the metal, they decided to give the truck a more aggressive appearance and exaggerated the exterior lines with body filler.

Other modifications included reducing the depth of the bed floor and adding a Mar-K Maple wood to it.

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It was further modified to open up with the use of air shocks from Tricky Air Suspension to reveal two pairs of compartments, the Accuair reservoir and fuel cell. Once the body work and modifications were completed, it was covered in Porsche Slate Gray paint. As an added touch, the bumpers and other trim pieces were nickel-plated and brushed for a unique look.

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LSX Power

Making this truck an absolute terror on the road is the LSX engine under the hood fit with a Holley high-rise intake and Eddie Motorsports accessory drive kit. As if that wasn’t enough, a pair of Precision 66mm turbos were added, and Brian Macy at The EFI Store tuned the Holley engine management system for maximum performance. Transferring power to the rear end is a rebuilt 4L80E transmission that delivers rotating force to the Currie 9-inch Fab-9 rear end that is equipped with an Eaton Truetrac limited-slip differential and 4.11 gears. The custom exhaust pours spent gasses out the sides of the front fenders to let everyone in the near vicinity know that 1,000hp is readily available.

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Updated Interior

Inside the cab is a clean and functional interior—much nicer than the farm truck style of the original. They added a set of Dakota Digital gauges and an Ididit steering column with a reproduction ’56 Chevy steering wheel. On the dash is a Custom Auto Sound head unit that controls a Kicker stereo. Also on the dash is a Vintage Air climate control system, keeping everyone inside cool in the Arizona heat. Ron Mangus Interior was tapped to create and upholster the custom door panels, seat and headliner. The interior was then topped off with pieces from Lokar Performance Products for a completed look.

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Sinister Wheels and Tires

It’s a known fact that wheels and tires can make or break the look of a completed build. For this truck, the team sought out a set of 20-inch Billet Specialties B-Forged 252 RXL wheels for a sinister yet refined look. As for tires, this truck needed a set with an upscale appeal and capabilities to handle the demands of the wicked power plant. Filling these needs well for this slammed ’56 are meaty 245/40ZR20 and 315/35ZR20 Nitto INVO tires. Not only did these tires meet the specific sizing requirements of the build, but they finish off the look as well.

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Winning Accolades

After the truck was completed, it was taken to Las Vegas for its debut in the E-Stopp booth of the 2018 SEMA Show. There, it was well received and earned a top 10 spot on Truck/Off-Road segment of the SEMA Battle of the Builders. The cherry on the top was winning a coveted GM Design Award for Truck of the Year. The team gave this truck their all and it paid-off in large fashion. Premier Street Rods is continuing efforts and already have plans for 2019 with a follow up build to Snow White to debut at SEMA and a ‘56 Buick to debut at the Grand National Roadster Show. From the details we were told about these upcoming builds, we expect that these vehicles will drop jaws just like this truck.

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Take a look at Snow White, the fairest '57 Chevy Pick Up of them all.

This year's competition started off different than past events. The streets of Long Beach were awash with the controversy surrounding Nitto driver Travis Reeder's all-electric, Tesla-powered 1LE Camaro. He wasn't allowed to run because the local FD didn't feel comfortable handling the car in an emergency situation. Luckily, Reeder had a backup car and was able to compete.

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The Nitto Tire Ford Mustang RTR team finished in the top 16 on their NT555 G2s with Chelsea Denofa qualifying in ninth place and losing to Forsberg in the Top 16 round, while Vaughn Gittin Jr. qualified 11th but lost to Wang in the Top 16 as well.

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The event was won by Odi Bakchis in his Feal Suspension Nissan S14, with Forrest Wang in second place with his Get Nuts Lab Nissan S15 and Chris Forsberg in third in his NOS Energy Drink Nissan 370Z.

If you were paying attention to last year's event, you already know that Chris Forsberg took first place. Will he dominate the podium again this year? Only one way to find out. Watch all the action live, above. Qualifying live stream starts at 11:30 EST, Friday April 26—and the main event starts at 1pm on Saturday, April 27.

Read more about last year's event in Orlando, FL here.

Perhaps the most underrated group of the lot at Ultimate Callout Challenge are the Fords. More specifically, the Power Stroke-equipped Fords. Usually the heaviest trucks you’ll find of the Big Three, even some of the most stripped down Super Dutys at UCC have a pronounced weight disadvantage at the drag strip. Aside from a near-2,000hp dyno pull at the inaugural event, we’ve yet to see a Power Stroke match what the top tier Cummins and Duramax competitors bring to the table on the rollers. Adding to the odds, we’ve not seen a strong sled pull finish from the Ford camp since 2016—but all of that could change in 2019.

With the likes of Aaron Rudolf from Rudy’s Performance Parts and Jesse Warren of Warren Diesel Injection competing, you know a substantial amount of resources has been poured into making their Blue Ovals as competition-ready as possible. And who could forget horsepower junkie Craig Briggs of Maryland Performance Diesel or Dan Snyder, the owner of Snyder Performance Engineering, an innovator in the 6.7L Power Stroke game? The “Go Big or Go Home” Shawn Ellerton will also be returning for his fourth go at UCC competition, while Sam Gabel and Dylan Grooms will bring their growing knowledge of the 6.4L to bear during their respective first trips to the main show.

Look for the Power Stroke camps to have their work cut out for them at UCC 2019, but make sure you rule none of them out. They’re all champing at the bit to get a Blue Oval in the winner’s circle.

1. Jesse Warren

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Based on his reputation and past performances at UCC, Jesse Warren is the unofficial pack leader for the Ford/Power Stroke camp. Even despite his 11th place finish in 2018, Warren is always expected to be in the mix for one of the top five spots when all the dust settles. After all, he finished sixth place overall at the inaugural event in 2016 and took home fifth place in 2017. On top of bringing a 6.0L Ford to the Cummins-rich environment that is UCC, Warren’s engine still sports the factory-based HEUI injection system. With loads of truck pulling experience and plenty of nine-second passes under his belt, look for Warren to end up toward the front in both of these events in 2019, along with a top 10 finish on the dyno.

Big Boost 6.0L

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Given the 6.0L Power Stroke’s widespread reputation for being unreliable, throwing gobs of fuel, boost and nitrous at one seems like a recipe for disaster to any outsider. But for those that’ve watched Jesse Warren’s progress with this engine platform over the years, they know he’ll be bringing yet another durable, extremely powerful 6.0L to Indy. Though Warren has ditched the air-to-water intercooler setup this year, his compound turbo arrangement has been upsized to two HX82s. The compressor wheel inducer on the atmosphere charger measures a whopping 4.7 inches (120mm), while the high-pressure units sports a 3.6-inch wheel. Larger, 760cc injectors are also being employed this year, as well as valve train upgrades in the form of solid lifters and a more aggressive cam.

2. Aaron Rudolf

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From his days adding 600hp worth of nitrous to his truck’s dyno numbers to the countless nine-second passes he’s made through the quarter-mile, Aaron Rudolf is a 6.4L guy through and through. Having set the UCC horsepower and torque record for the Power Stroke camp back in 2016 with 1,987hp and 3,005 lb-ft, it’s practically a guarantee that Rudolf will have enough spray on tap to match or surpass this feat on May 4. With a record-setting 6.4L-powered Pro Mod F-250 already under his company’s umbrella, expect Rudolf to bring a truck capable of running eights in the 1320.

3. Shawn Ellerton

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A familiar face at UCC and one that is perhaps best known for the 6.0L Power Stroke that self-destructed aboard the dyno in 2017, Shawn Ellerton will once again be trekking all the way from Alberta, Canada to compete in his standard cab Super Duty. This year, Ellerton and team have devised a plan to survive all events by running a big single turbo during the drag race portion of UCC, with a set of triples getting the nod on the dyno and sled pull (for bigger torque production). His built 6.0L sports Wagler Competition Products’ rods, Diamond Racing pistons, a Stage 3 cam from Colt, injectors from Warren Diesel Injection and 5,000-plus rpm tuning from Innovative Diesel.

4. Dan Snyder

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Despite his truck being a 2010 model year Super Duty, Dan Snyder relies on a 6.7L Power Stroke to motivate it. Stroked to 7.0 liters of displacement, the engine breathes through a two-stage, triple-turbo system. Stroker CP4.2 high-pressure fuel pumps and high-flow injectors from Exergy Performance offer up plenty of fuel to match all the air, while a 4R100 automatic (built by Snyder himself) stands up to all of the Power Stroke’s abuse. Though Snyder is yet to realize the full potential of his creation, it has sent him through the quarter-mile in 9.4 seconds (2018) and laid down 1,400hp (along with 1,933 lb-ft of torque) on the dyno (2017).

5. Craig Briggs

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When Craig Briggs and the team at Maryland Performance Diesel competed at the first UCC event in 2016, they brought an impressive compound turbo’d 6.7L-powered ’11 Super Duty coined “Dark Horse.” Unfortunately, the engine was hurt during its 1,614hp and 2,532 lb-ft performance on the dyno and the East Coast clan was unable to continue. Since then, Briggs and team have been absent from UCC but extremely busy designing better aftermarket components for the growing 6.7L aftermarket. Now, many of those cutting-edge components have made their way onto the engine they’ll be using to compete with in 2019. Look for the MPD guys to shine on the dyno and drag strip, but don’t count them out of a solid effort during the sled pull.

6. Sam Gabel

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Earning the right to compete in the main show of UCC 2019, BD Diesel & Auto’s Sam Gabel fought his way up through the ranks, so to speak. After putting up solid numbers on the dyno and running a mid-11-second quarter-mile during last year’s UCC Qualifier, engine carnage kept Gabel from competing in the sled pull. Not to be denied, he ended up qualifying at the Wagler Competition Products event in the fall, thanks to a 1-2-3 finish in the dyno, drag race and sled pull. Thus far, Gabel has knocked on the door of 1,400hp and 2,000 lb-ft on the rollers, as well as run 6.70s in the eighth-mile (mid-to-low 10s in the quarter).

Big Fuel & a Pair of Garretts

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Though we’re unsure exactly what Gabel’s engine setup will be for UCC 2019, last fall we know he made more than 1,330hp on a stock bottom end 6.4L Power Stroke. For air, a T6 flange Garrett GTX5533R Gen 2 atmospheric turbo was spotted feeding a GTX4508R. For fuel, a pair of Siemens K16s maintained rail pressure while 175-percent over injectors from RCD Performance took care of in-cylinder delivery. It will be interesting to see what setup Gabel brings to Indy, as well as how he fairs against the best in the business. As perhaps the underdog of underdogs (i.e. the rookie competing in the Power Stroke camp), he certainly has nothing to lose. Look for Gabel to lay it all on the line.

7. Dylan Grooms

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Signed up for the UCC Qualifier in 2018, Dylan Grooms wasted no time earning a spot on the 2019 roster. He and his 6.4L-powered F-250 kicked things off with 1,324hp and 2,345 lb-ft of torque on the dyno, backed it up with a 9.92-second quarter-mile and then lugged the sled far enough to guarantee a fourth place overall finish and a ticket to the main show a year later. Now, one year later, we can’t help but wonder if Grooms will reach for the third stage of nitrous again (his first engine saw some damage when doing this last year) or bring a completely different engine combination to Indy. Either way, it will be fun watching another qualifier compete in the top ranks.

Find out who the top Cummins competitors will be at UCC 2019.

It would seem that some people are just born with speed running through their veins. From the moment he could drive, Jerry Barker wanted to race. His first car was a 1956 Bel-Air, much like this one, and he admits that in the late '60s he, "would sneak into Warner Robins Dragway at night when it was closed, and race there until [he] would get chased off by the State Patrol." Eventually, this hobby became more serious when he began bracket racing at that same track every week, eventually winning the track championship in Pro ET. In 1984, he purchased Warner Robins Dragway, and he moved his own personal races away from his track, enjoying the cycle of buying cars, fixing them up, racing them and moving on to other ones. 

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In 2000, Jerry began a full schedule of NHRA events, competing first in the Super Gas class. The next year, he moved to the Top Sportsman class, winning seven Divisional Races and the NHRA Southeast Division Top Sportsman Championship in 2005. He was crowned "Driver of the Year" that year as well. 

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Back to the Start

As he approached 60 years old, Jerry decided to dial back his time behind the wheel at the dragstrip and focus more on just enjoying cars. His street cars, however, are built out of the same passion that drove him to success at the strip. His current '56 Bel-Air is an ode to where it all began, his first car that got him into racing.

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Jerry's 1956 Chevrolet Bel-Air began with a full nut and bolt frame off restoration. The exterior was resprayed to a two-tone combo of Viper red and Tuxedo black. The color combo perfectly captures that classic Americana vibe, while giving it some extra punch to back up the modern performance. 

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Modern LS2 Power

The heart of this Mid-Century coupe is an LS2 Corvette engine. Released in 2005, the LS2 has become a popular choice for restomodders, offering gobs of power with modern reliability and maintenance requirements. The GM V8 sends its power through a 4L60E automatic transmission and a 3.55 Ford 9-inch rear end in Fab housing.

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Getting Grip

For rolling gear, Jerry mounted up a set of staggered Budnik wheels, with 17x8 up front and 18x10 in the rear. Nitto NT555 G2 tires handle grip, while an Art Morrison 4 link and Koni coilovers make sure everything stays planted.

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Leather Interior

The interior has also received a makeover with black leather interior with red contrast stitching. Jerry can check all of the car's vitals through a set of Classic Instruments gauges and stays cool thanks to a Vintage Air and Heat system. 

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Onto the Next Generation

Jerry has passed his passion for racing down to his son, serving as crew chief for his own racing career. He recalls, "I had a new race car built in 2005 and shortly after that, my son Jeffrey started driving my Camaro that I had so much success with. Jeffrey continued driving the Camaro, and did better than I did in it, winning many races." Jeffrey went on, and is still the winningest driver in the history of Top Sportsman, with two NHRA World Championships and a room full of awards. Like father, like son.

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For more shots of this incredible Bel-Air check out the gallery below!

Also, don't miss Jerry's Bagged Suburban that we featured earlier this year!

Ask almost any automotive enthusiast what the best bang-for-the-buck is when it comes to a budget-friendly track car, and the answer will almost inevitably be "Miata." There are good reasons for the Mazda roadster's cult status among road course and autocross fans, as it's cheap, reliable and offers an incredibly balanced chassis that responds well to modifications.

Time has a way of changing the conversation about almost anything, however, and the chatter in the paddock is no exception. The earliest Miatas are now 30 years old, and while there's a healthy stock of replacement examples out there for track hounds, there are also a number of potential challengers to the MX-5's crown that have aged into that sweet spot between depreciation and decrepitude.

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Of these, none is more compelling than the C5-generation Chevrolet Corvette. Built between 1997 and 2004, the C5 was a huge leap forward for Chevy's flagship sports car in terms of performance, technology and practicality. Unusually, these advancements didn't come with a concomitant cost in terms of maintenance, giving the Corvette the ability to challenge exotics in both the corners and in a straight line without tagging in overly complex, prone to failure features and systems.

The C5 Corvette is on a completely different competitive level than the Miata, and while its bulk might make it less like a glove the driver slips their hand into and more like a boxing mitt at times, the lap times don't lie: This is a fun and fast high performance driving event option.

Let's take a look at 5 reasons why the C5 Corvette is poised to usurp the Miata as the ultimate budget track day car.

1. 4 Different Models to Choose From

There are three primary C5 Corvette models you'll find at any given race track, plus one outlier that we're mentioning only out of politeness.

First off is the Z06, which was offered from 2001-2004 (albeit with reduced engine output its first year). This is the most powerful C5 Vette money can buy, and it also includes a number of lightweight components (exhaust, glass, rims, reduced insulation) that chop nearly 40 lbs from its curb weight (just under 3,200 lbs) as compared to a base Corvette. Further sweetening the pot are brake ducts and a stiffer FE4 suspension setup, as well as a larger wheels and tires. It was the first Vette in a very long time to have been conceived as a showroom-ready track star, in contrast to the supercar-baiting personality of the C4 ZR1.

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Next, there's the FRC, which adopts the same "fixed roof coupe" design as the Z06 but forgoes the additional go-fast goodies. It was offered from 99-00 and came standard with upgraded FE3 suspension. The most common C5 is the standard hatch, which loses some structural rigidity compared to the coupes thanks to its removable Targa top, but is otherwise identical to the FRC (although FE3 is an option on these cars). A magnetic suspension system with driver-selectable stiffness was also offered in 2003 and 2004.

There's also the convertible, but it's not anyone's first choice here as it doesn't offer the same level of safety or aero to be worth picking up exclusively as a track-day toy.

2. LS Power Is Real

All versions of Chevrolet's C5 Corvette are motivated by an LS engine, with the 5.7L LS1 pulling duty everywhere but the Z06, which was outfitted with an LS6 (also displacing 5.7 liters). These pushrod V8s are exceptionally reliable and capable of withstanding a pounding, and don't suffer from the same oiling issues that would plague the LS3 in the later C6-generation cars.

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Stock power ranges from 1997's 345hp and 350 lb-ft of torque (with an extra 5hp appearing a year later) to the 385hp and 385 lb-ft of torque found in the 2001 Z06 (again, jumping by 20hp and 15 lb-ft for 2002). The latter LS6 revs higher than the LS1 thanks to its improved valvetrain, which makes it that much more engaging at the limit. A six-speed manual gearbox can be had with either engine and is a better choice than the lackluster automatic.

At the time, these were giant-killing numbers, and while the C5 might be outclassed by more modern hardware in a straight line, its lightweight design and excellent balance make it phenomenal at applying power on corner exit. Driven well, the C5 Z06 especially is still slaying cars costing many multiples of its purchase price on a road course.

3. Enormous Aftermarket

Not satisfied with 400hp? Fear not: 500hp is just a cam, intake and header swap way. The LS is one of the best-supported family of engines of the past 50 years, with go-fast parts ranging from entry-level to esoteric, ready to walk you up the ladder to however fast you feel you need your C5 to go. Additional cooling for the transmission, differential and engine are recommended regardless of what power you're putting down.

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Controlling all of that output is also made easier via the universe of suspension improvements available to the car. Stock shocks and springs are going to be fine for occasional track use, especially if the Corvette is already sitting on a factory-uprated setup. Coilover kits, lowering springs, adjustable and non-adjustable swaybars, polyurethane bushings and bigger brakes are all popular additions to the C5 formula. There is at least as much vendor support for the Corvette as there is for the Miata or other popular platforms like the Ford Mustang.

4. It's Safe

This might seem like a minor point, but hear us out. Park a Miata beside a C5 Corvette, and there are two things you'll immediately notice:

1. The Chevrolet is much, much larger.
2. The C5 has a roof (we're pretending the 'verts don't exist, remember?).

Consider both of these differences carefully. The Miata is a tiny, open car with no passenger protection other than a roll bar should things turn tragic on a race track (that lift-off factory hardtop isn't going to offer much protection from any serious impact). The Corvette, on the other hand, offers large crumple zones front and rear, a stronger overall safety cage around the cockpit and an actual roof (stronger on the coupes versus the hatchbacks, but still).

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You can invest in additional safety gear such as seats, harnesses and door bars for both vehicles, but stock-for-stock, a C5 is going to do a better job of protecting you in an on-track incident than a Miata would. Of course, there's also the argument that most Corvette offs occur at a higher rate of speed than they would in a Mazda, but the"'Vette is safer" argument holds true at almost any comparable velocity.

5. Prices Have Fully Depreciated

A daily-driver base model C5 Corvette with carelessly-maintained cosmetics can be snagged for between $8,000 and $10,000. The newer you go, the more you'll spend, but nice examples are in the mid-teens, with appealing Z06 examples falling into the $15-$20k range.

That's an astonishingly small amount of money for the whopping portion of performance that the C5 delivers. It's hard to think of a previous sports car with the power and handling prowess of this generation Corvette being available at such a reasonable cost. Even throwing in another $5,000 in potential upgrades (suspension, cooling, tires) still won't break the bank.

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One final point to consider: Miata prices are on the rise as clean NAs disappear and NB stockpiles start to get used up. It's not unreasonable to pay $10k for a good NC generation MX-5. While the Mazda is undoubtedly the better learning tool for novice drivers, in more experienced hands a stock C5 will obliterate a stock NC on the right ribbon of asphalt.

Counterpoint: Consumables

Not all is perfect in C5-land. Any 3,000 pound car with V8 power and torque is going to eat through consumables at a much higher rate than a lightweight like the Mazda Miata. That means you'll be replacing things like brake pads, brake rotors, calipers and tires more often during the season. You'll also need to stay on top of oil, coolant and brake fluid changes due to the heat generated by the vehicle.

More regular maintenance will add to your costs, but you'll also be spending more on each of these components due to their size. Bigger tires and larger brakes come with a higher cost, and oil changes will set you back, too, when you're dumping that much more synthetic into your motor.

Civics are as well known as Miatas as a budget track car, but which is better? Watch our Civic vs. Miata Driver Battle to find out!

While the Ultimate Callout Challenge standings have traditionally been dominated by Cummins-powered trucks, the Duramax faithful have proven they can hold their own against the best in the business. In years past, Duramax owners have finished in the top five during the sled pull, run plenty of tens, a fair amount of nines and even a few eights in the quarter-mile and made 2,000hp aboard the dyno. However, scoring top five finishes across all three events has eluded each GM competitor to date. Will their luck change in 2019? With names like Wade Minter, Tony Burkhard and Eric Merchant returning, it’s important to never say never with the Duramax camp.

In the GM segment of UCC, aftermarket names like Wagler, SoCal, Merchant, Danville and DHD rule the roost and some competitors have even gotten away from the Allison automatic in favor of simpler, more competition-friendly transmissions such as the Chrysler 48RE or GM TH400. Although the field of Duramax-powered trucks has dipped to half a dozen this year, it doesn’t make their chances of inflicting damage any less lethal. The ones that are making the voyage to Indy will have some of the most powerful 6.6L-based mills in existence—and their drivers have a lot of experience behind the wheel. Make sure you’re in Indianapolis May 3-5 to see how they fair.

1. Wade Minter

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Of all the Duramax competitors, Wade Minter may have the best chance of coming out on top. Our reasoning? He’s already placed fourth overall once, back in 2017. Minter’s Silverado is capable of running eights in the quarter-mile and has already laid down nearly 2,000rwhp on the dyno and turned in a full pull in the past. Supported by Truck Source Diesel (the same outfit behind Chris Buhidar’s ultra-competitive Cummins-powered F-350) and powered by a SoCal Diesel 7.1L stroker engine, Minter has some pretty solid names behind him. Trust us, this 2,000hp Bow Tie has the potential to place near the top in any given event.

Triple-Turbo’d, Former Work Truck

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Originally a cab-and-chassis truck, Minter’s ’06 Chevrolet Silverado 3500 HD (nicknamed “Ill Tempered”) is one of the quickest GMs in the nation, having gone 8.89 at 158 mph at UCC 2018. Thanks to the Duramax being stroked to 7.1L, the triple-turbo arrangement, no shortage of fuel provided by S&S Diesel Motorsport and an extra kick provided via nitrous, Minter should be able to equal his 2017 dyno numbers of 1,960hp and 2,727 lb-ft. Throw in a repeat of his full pull performance in the dirt from that same year and we could be looking at this year’s UCC champion.

2. Tony Burkhard

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A veteran truck puller of more than 15 years, it was no surprise when Dirty Hooker Diesel’s Tony Burkhard dug his way to a third place, 320-foot finish during last year’s sled pull event. For 2019, look for Burkhard to repeat this performance if not best it, along with improving on his low-11-second quarter-mile elapsed time at the drag strip and 1,673hp and 2,625 lb-ft dyno numbers. As a puller at heart, Burkhard fittingly has the truck, an ’06 Chevrolet Silverado HD coined Last Minute Hooker, configured to dominate the sled pull. His standard cab Bow Tie sports a custom coil over front suspension and Burkhard has a lot of time invested in finding the perfect suspension geometry for his needs. The one of a kind front-end also accepts suspension stops and sizeable CV axles from RCV Performance.

All-Billet Duramax

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Turning to Wagler Competition Products for a complete, billet-aluminum dry sump long block, Burkhard should have nothing to worry about in the way of his Duramax surviving the abuse it will see at UCC. The engine is fueled by Exergy Performance (big injectors and two gear-driven CP3s), is tuned by Danville Performance and is bolted to a Turbo 400 from Rossler Transmissions. Power makes its way to the front and rear axles by way of an SCS Gearbox quick change transfer case and through custom-built driveshafts from CCI Driveline. It’s no secret that the all-aluminum Duramax combined with the lighter weight powertrain was done in an effort to improve the truck’s performance at the drag strip—and we expect it to be much quicker through the 1320 this year.

3. Eric Merchant

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Another longtime sled puller, Eric Merchant (of Merchant Automotive) will be returning this year, competing in his blue ’02 GMC Sierra 2500 HD. After toasting his engine at the drag strip and scoring zero points on the dyno, Merchant was able to salvage a 17th Place overall finish with a strong performance during the sled pull last year. However, to say he’s looking to survive all events and make a bid for a top 10 finish this time around would be an understatement. Two weeks before UCC, Merchant was holed up on the engine dyno at S&S Diesel Motorsport, where extensive testing of his engine, equipped with a single, 3.0-inch smooth bore turbocharger, was being conducted. Look for Merchant’s Duramax to be packing his “budget compounds” at UCC and the truck to have a better showing on the dyno, a quarter-mile E.T. that beats last year’s 10.95 and a 300-foot effort in the dirt.

4. Dave Martin

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After his Sixth Place finish during the 2018 UCC Qualifier initially denied him entry into the following year’s main show, Dave Martin gave it another shot at the Wagler UCC Qualifier last fall. There, he took first place overall thanks to an 1,141hp, 1,825 lb-ft performance on the dyno, a 6.67-second eighth-mile and a first place hook during the sled pull. With a spot on the UCC 2019 roster, Martin began planning for even stiffer competition the following spring. His classic body Chevrolet Silverado HD features a chassis that’s already proven itself in the dirt and enabled the truck to run low tens in the quarter-mile, but look for Martin to improve upon those numbers May 3-5 in Indy.

1,300+ HP

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Put together with SoCal, Wagler and Carrillo parts at Locke Performance in Nappanee, Indiana, Martin’s triple-turbo Duramax was recently treated to an S400 valley charger in the hopes of freeing up some more ponies at this year’s show. Two BorgWarner S369s act as a single atmospheric unit. Fueling is provided by Exergy Performance, with eight 200-percent over injectors and a 14mm CP3 getting the nod. Martin’s fourth turbo checks in in the form of a bottle, as he plans to feed the reinforced Duramax mill a healthy dose of nitrous via a two-stage, progressive system from Nitrous Express.

5. Kodi Koch

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The biggest wild card in the Duramax camp is Kodi Koch, and we say wild card only because he may not physically make the event due to damage incurred during testing (this truck is plenty powerful and capable). On April 20, during Koch’s licensing runs at Emerald Coast Dragway in Holt, Florida, the truck’s air-to-water intercooler sprang a leak and wet the tires on a pass down the track, causing the truck to break traction and ultimately hit the wall. Now, Koch and team are in a race against time to repair the short bed Chevy and hightail it to UCC. We’re told the front tube section of the frame will have to be rebuilt, along with addressing several other, miscellaneous issues. With veteran horsepower junkie Dmitri Millard by his side, we have a hunch Koch may just make it to Indy.

6. Wade Boyd

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2018 proved to be more of a learning curve for Wade Boyd than a success. However, the engine trouble he faced after his 10.7-second quarter-mile pass (which kept him out of the following dyno competition and sled pull finale) did not deter him from building an even better engine and returning to UCC for 2019. This year, Boyd’s ’01 Chevy shortbed is packing a Duramax with full billet-aluminum cylinder heads from Wagler Competition Products, along with Wagler connecting rods and Ross pistons. In addition to running quicker at the drag strip and going as far as possible with the sled in tow, Boyd and team hope to break the record for the fastest Allison-equipped, Duramax-powered truck.

We've also profiled all of the top Cummins trucks of UCC 2019.

With the success of RTR Mustang package, it was only logical that the RTR team would go after the F-150 too. There’s no shortage of fans of the popular Ford truck and the 2019 F-150 RTR takes that design to the next level. It blends their signature RTR styling with some industry leading performance parts. Each part has been engineered to improve the overall look and performance of the already iconic truck. Plus, all F-150 RTR components have been validated by professional Ford test driver, Ultra4 off-road racer and East Coast Champion, Vaughn Gittin Jr.

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Functional RTR Styling

When they sat down to design the 2019 F-150 RTR, it was essential that every part they added to the vehicle would have a specific purpose. Keeping functionality in mind, there is plenty of signature RTR style, beginning with the RTR Upper Grille with integrated LED lighting and a special shape to increase air flow to the radiator for improved engine cooling and performance.

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Underneath the grille is a piece RTR calls a Tactical Skid Plate that increases available approach angle to conquer obstacles more easily and protects the factory front bumper and vital engine components when off-roading.

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Shocks and Tires

All dealer-built F-150 RTR Packages also include Dealer Only parts, badging and graphics that set the F-150 RTR apart from all the mundane haulers on the road and off of it.

Speaking of off-road, the package includes Fox Performance Series 2.0 suspension components. This setup provides a comfortable on-road ride and predictable off-road handling in the toughest conditions.

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The Fox suspension components also set the perfect ride height for a set of 20-inch RTR Tech 6 wheels. The RTR wheels come mounted with 295/55R20 Nitto Ridge Grappler tires that enhance and compliment the performance-oriented shocks for the best handling in multiple types of driving.

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RTR Interior

The F-150 RTR package accoutrements also found their way into the interior. Adding a touch of the RTR style already in place by Ford, RTR Floor Liners are included in the front and rear of the truck's interior. The RTR Floor Liners give all-weather protection for the interior and look good, too.

Rounding out the interior, and completing the sleek, personalized style of the F-150 RTR, each package has a serialized dash plaque that is personally autographed by Vaughn Gittin Jr.

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Standard with every 2019 F-150 RTR:

• RTR Upper Grille w/ LED Lighting
• RTR Fender Flares
• RTR 20-inch Tech 6 Wheels (Satin Charcoal)
• Nitto Ridge Grappler Tires 295/55R20 
• Fox 2.0 Performance Coilovers
• Ford Performance Cat-Back Exhaust
• RTR Dealer Graphics Package
• RTR Floor Liners
• RTR Dealer Fender Badges
• RTR Dealer Serialized Dash Plaque Signed by Vaughn Gittin Jr.
• Black Performance Lug Nuts and TPMS

See some of the origins of the production RTR F-150 from Vaughn's personal RTR F-150.

The '80s were a time of experimentation for many automakers emerging out from under the dark times imposed by the power-choking emissions regulations and energy crisis of the previous decade. New technologies were eagerly embraced, especially electronic controls that promised better engine management and a balance between power and pollution that had previously been out of reach.

Forced induction quickly became a favorite avenue to output for car companies both import and domestic. With the ability to more carefully meter fuel flow came the realization that turbochargers and superchargers had the potential to turn lackluster engines into potent powerplants.

Eager to push its flagship coupe to the forefront, Ford would tag-in each of these technologies when developing the ninth and tenth generation Thunderbirds. These back-to-back blown 'Birds would provide an alternative to the ubiquitous 5.0L V8 engine and remain an intriguing footnote in the history of the Blue Oval.

From Dud to Stud

The Thunderbird had spent most of the '70s muddling around as an almost comically-proportioned land barge. In 1980, the car was cut down to size in an attempt to reposition it as a more fuel-efficient vehicle, but it wasn't until the 1983 model year that it escaped the hard angles that had defined it for nearly a decade and embraced a new, free-flowing aero-friendly shape. Its 0.35 drag coefficient earned it the "Aero Bird" nickname both on the street and in NASCAR, where it started an impressive run piling up Sunday wins.

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1983 also marked the introduction of the Turbo Coupe, which was slotted in above the mid-tier 5.0 as the most expensive version of the car available. This was a bold move: The 2.3L engine had half the cylinders of the V8, but generated nearly the same horsepower (145 versus 140), paired with 180 lb-ft of torque with its Garret turbocharger pushing 10 psi.

The kicker was better fuel economy than the eight, a trick which Ford was counting on to lure in forward-thinking buyers curious about turbochargers. The car also came with a limited-slip rear differential and a sportier overall appearance inside and out, and in its first year it was manual-only, with the five-speed signaling to shoppers and rivals (like the BMW 6 Series) that the Thunderbird was serious about performance.

Close to 150,000 Aero Birds were sold that first year, a huge step-up over the previous squared model car, and of that number, roughly 10 percent were Turbo Coupes. This kept the turbo in the mix moving forward, gaining an extra 15hp a couple of years later and, of course, an automatic gearbox shortly after its introduction.

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A completely new Turbo Coupe body style appeared in 1987, matched with an improved intercooled IHI turbo setup that added 50 percent more boost. Many of the mechanical details were borrowed from the Mustang SVO, a vehicle that had also dared to threaten the supremacy of the 5.0. For five-speed cars, power jumped to 190hp, a number that was sliced to 150 if the four-speed automatic was ordered. Riding on the same Fox-based platform as before, the ducted hood and visually lengthened front end was a dramatic update of what had already been a popular model.

Supercharged

In 1989, it was time for a new Thunderbird platform, the MN12, that featured a longer wheelbase paired with an even more slippery aero package. Gone was the solid rear axle, and in its place was a fully-independent suspension front and rear.

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Most surprising, however, was the decision to debut the new T-Bird without a single eight-cylinder engine in the lineup. Instead, as an upgrade over the base 3.8L V6, Ford elected to offer a supercharged V6 of the same displacement. Called the Super Coupe, it delivered 210hp and 315 lb-ft of torque, and could be ordered with either a five-speed manual or a four-speed automatic transmission.

What else did the Thunderbird SC bring to the table? Sixteen-inch wheels, four-wheel disc brakes, a limited-slip diff and adjustable shocks joined the 12 psi of boost from its Eaton supercharger. By the time the SC left the market, output had jumped to 230hp and 330 lb-ft, making it a formidable grand touring car and giving it a 0-60 time of 7.5 seconds.

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Unfortunately, the tenth-gen Thunderbird arrived just in time to see the SUV onslaught decimate the concept of personal luxury cars. As compared to the Turbo Coupe, very few of these supercharged cars, less than 60,000, were sold. Even the standard T-Bird struggled to find an audience (despite Ford adding a 200hp 5.0 back onto the build sheet in 1991, and then replacing it with the new 4.6L modular V8 in '94), taking nearly nine years of sales to match what the earlier Thunderbird had done in a mere six. The Super Coupe left the scene in 1995, with the rest of the lineup ending production in 1997.

Blown Away

Although forced induction wasn't entirely new to the Thunderbird line-up (first-generation cars offered a very rare, 300hp supercharged V8 for 1957), the '80s demonstrated just how viable it could be in transforming less-than-exciting vehicles into something that was actually fun to drive. Surging into the '90s, Ford's supercharged T-Bird drove this point home and was a victim of market circumstance rather than any perceived inadequacies of the car itself.

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Is it a stretch to say that the experience with the MN12 platform would eventually lead to the string of supercharged Mustangs, SVT's Terminator Cobra in '03 and the GT500 shortly thereafter, as well as the supercharged Ford SVT Lightning pickup? There's no doubt that the confidence that Blue Oval brass had in the potential displayed in their supercharged past helped pave the way for blowers to dominate the company's performance future.

Like the Super Coupe, not every fast Fox was a Mustang.