It might surprise you to find out that you don't need to drop $50k on a new Jeep Wrangler Rubicon to have off-road fun. In fact, it could be argued that the cheaper your trail rig is, the more enjoyment you'll actually be able to get out of it since you won't be obsessing about scrapes, dents or any of the other inevitable damage your ride will suffer in the name of adventure.

The question then becomes which affordable off-roader is your best bet? Ideally, an inexpensive 4x4 combines a reasonable purchase price with maintenance needs that won't bankrupt you down the road—or leave you stranded in the middle of nowhere. We've put together this list of our picks for cheap four-wheel drive fun that should keep the good times rolling without draining your bank account.

1. Ford Ranger

There are two very appealing aspects to choosing the previous-generation (1994-2011) Ford Ranger as an off-road option.

The first is its ubiquity. There were hundreds of thousands of these cheap, rugged compact trucks built in a wide variety of configurations, which means parts, donors and clean examples abound. That alone can go a long way towards making it easy to own a Ranger, especially if you plan on beating on it to the point where breakage is a fact of life.

The second best thing about the Ford Ranger is its mechanical simplicity. Despite being relatively recent in its production, the Ranger's basic V6 and four-cylinder engine designs are easy to repair and relatively reliable, and the chassis is likewise a cakewalk when it comes to suspension upgrades and repairs. A short-bed single-cab truck with four-wheel drive and a five-speed can often take you places larger pickups, like a Raptor, simply can't squeeze through.

2. Suzuki Sidekick

Suzuki has a good reputation in the off-road community due in large part to the popularity of the Samurai, a pint-size four-wheel drive SUV whose prices have shot up significantly over the course of the past few years.

If you're still looking for a Suzuki sport-utility but want to save some bucks, then we're happy to direct you to the Sidekick. Somewhat larger than the Samurai, but featuring a body-on-frame design and the availability of either two-door or four-door body styles (with the former delivering soft-top, open-air fun), and low-range four-wheel drive, these trucks are often overlooked.

The Sidekick was rebadged as both a Chevy and a Geo under the Tracker name, and was sold from 1989 to 1998. Power comes from a 1.6L engine that produces between 80 and 100hp, depending on which model year you’re looking at, and there's a healthy aftermarket supporting modifications to the platform.

3. Jeep Cherokee

The Jeep Cherokee might as well be the mascot of cheap off-road fun. Although rust and abuse are starting to take their toll on the number of used Cherokees still available, the XJ's long production run (1984-2001) means that the odds are still in your favor of finding one of these unibody wonders.

With a short wheelbase, two and four-door designs and in later models a 4.0L straight six that would be revered for being virtually unkillable, the Cherokee is the perfect blank canvas for creating an inexpensive off-roader. The SUV responds well to lifts, can fit serious tires under its wheel wells and offered a number of different four-wheel drive systems. With the support of the Jeep community online, there's really no end to the amount of mixing and matching you can do with parts, transfers cases and engines in the pursuit of 4x4 perfection.

4. Land Rover Discovery II

The Land Rover Discovery II is perhaps the most controversial entry on our list of affordable off-roaders. There's no doubt that this four-wheel drive SUV is cheap. You can score clean trucks for under $5k, and beaters for even less than that, almost anywhere you look in the country.

The thing is, there's a reason why they're so cheap. The Discovery II is notorious for giving its owners trouble, with major problems like head gaskets and driveshaft grenades joining a litany of minor irritants relative to electronics, interior trim and overall build quality.

Still, the bones of the Land Rover are excellent. It's an extremely strong off-roader, with a center locking differential and an undercarriage that can take a serious pounding all day long. It also comes with seven passenger seating, which means you can take the entire family off the beaten path if you'd like. Then there's the legions of Discovery II fans out there who can serve as a massive online support group to deal with all of your Land Rover repair woes.

If you're not too bothered by the Discovery II's luxury and convenience features going on the fritz, and you're handy with a wrench, you can probably keep the vehicle on the trail without too much of a hassle. Just remember to bring spare parts with you wherever you go.

5. Mitsubishi Montero

Mitsubishi's global off-road reputation is one draped in glory, having run its Pajero SUV in a number of successful racing campaigns (including the famed Paris to Dakar rally).

In the United States, the Japanese automaker took a more low-key approach to the 4x4 market, renaming the Pajero as the Montero (or the Dodge Raider for a brief few years). You've got a range of choices here, starting with the short-wheelbase '80s models all the way up to the later post-2000 models that, like the Discovery, featured three rows of seating.

Hardcore trail fiends will want to avoid more recent Monteros, which don't feature the same tough platform as the original trucks. The second-generation (1992-2000) represents the sweet spot between muscle (sold rear axle, full frame) and technology (full-time four-wheel drive with lockable front and rear axles for low-range crawling).

Not many people have jumped on the Montero train, making these Mitsubishis relatively inexpensive compared to Toyotas and Nissans of the same era.

Here are six more Jeep Wrangler alternatives for off-road fun.

Earlier this month we took a look back at Ford’s line of EcoBoost turbocharged three and four cylinder engines that power everything from fuel-sipping Fiestas to the vast majority of Mustangs that are sold today, but that represents just one part of the EcoBoost family.

Now it’s time to conclude our EcoBoost 10-year anniversary special with an overview of the V6 EcoBoost engines that can be found in countless fullsize pickups, SUVs, sedans and even the Ford GT Supercar.

2.7L  EcoBoost V6

Starting at the smaller displacement levels and working up, we begin with the 2.7L twin turbocharged “Nano” EcoBoost V6 that first debuted in the F-150 pickup back in 2015. Depending on its specific application, the 2.7L EcoBoost engine makes as much as 335hp, and the updated second generation version of the 2.7L EcoBoost in the 2018+ F-150 makes a stout 400 lb-ft of torque.

While there will always be those who will prefer the naturally aspirated V8s the EcoBoost V6s were designed to replace, it’s hard to deny the power potential of turbocharged engines, and even the “small” 2.7L EcoBoost can be upgraded for additional power rather easily.

Livernois Motorsports, for example, has a tune for the 2.7L F-150 that claims gains of up to 68hp and 65 lb-ft of torque on an otherwise stock vehicle. Naturally, even bigger gains can be had with additional modifications. It's certainly enough to break the 400 mark at the crank.

However, when it comes to enthusiast-oriented applications, the two most interesting uses of the 2.7L EcoBoost engine aren’t in pickups but in the Ford Edge ST and Fusion Sport. The recently debuted Edge ST is the first of Ford’s ST-branded performance SUVs, and its 2.7L EcoBoost engine makes 335hp and 380 lb-ft of torque going to all four wheels.

The Fusion Sport also uses the 2.7L EcoBoost, and its 325 horsepower and standard all-wheel drive system makes it one the great sleeper cars of the modern era. Sadly though, it will no longer be available as Ford shifts away from small cars and sedans in the American market.

3.0L EcoBoost V6

Next we get to one of the more recent additions to the EcoBoost family: the twin turbocharged 3.0L V6 that debuted in 2016. Up until the 2020 model year, the 3.0L EcoBoost was only found Lincoln products including the MKZ sedan and Aviator SUV. The 3.0L EcoBoost can also be found in the 2017+ Lincoln Continental where it makes 400hp and 400 lb-ft of torque that reaches the ground through an all-wheel drive system.

For 2020, the 3.0L EcoBoost is also available in the redesigned, RWD platform Ford Explorer where it makes 365hp in the Platinum trim and 400hp in the high performance Explorer ST.

While to this point the 3.0L has only been available in a rather niche assortment of Lincolns, there are still tunes available via the aftermarket that have seen gains as high as 387hp and 418 lb-ft of torque to the wheels.

Now with the engine appearing in the hot-selling Explorer, it’d be reasonable to expect the aftermarket to embrace the 3.0L EcoBoost platform even more in the coming years. It will certainly be fascinating to watch.

3.5L EcoBoost V6

Last but not least we get to the engine that's been the backbone of the Ford EcoBoost line for the last decade: the 3.5L twin turbocharged V6. Not only has this engine been found in everything from work vans to high performance sedans, in the F-150 it actually sits above the 5.0L V8 in terms of power output and price.

Like the other V6 EcoBoost engines, the 3.5L EcoBoost has been used in both longitudinal and transverse applications, with the latter being used by cars like the now-departed Ford Taurus SHO and the outgoing Explorer Sport. In both of those applications the 3.5L produced 365hp and 350 lb-ft of torque.

For truck use, the 3.5L EcoBoost has been available in the F-150 since 2015 and is also the standard powerplant for the 2018+ Ford Expedition, where it outputs as much as 400hp and 480 lb-ft of torque.

Not surprisingly, the 3.5L EcoBoost engine has plenty of aftermarket support, with a simple tune capable of adding over 80hp and 80 lb-ft of torque to an otherwise stock engine. If you want to go further, intercoolers, intakes, exhaust systems and even turbo upgrades can push the 3.5L EcoBoost toward the 600hp mark.

That's before you get to the top dog of the Ford's current truck engines: the second generation 3.5L EcoBoost that powers the Ford F-150 Limited, Ford F-150 Raptor and Lincoln Navigator SUV. In these vehicles, the twin turbo 3.5L makes 450hp and 510 lb-ft of torque.

If the factory figures aren't enough, there's still room to go up from there with an inexpensive tune capable of pushing an otherwise stock Raptor toward the 500hp mark. It might not have the V8 sound of the first generation Raptor, but there's no denying its performance capability.

Ford GT EcoBoost V6

Finally, we save the best for the last with the 3.5L EcoBoost V6 that powers the 2017+ Ford GT. While the engine powers an exotic, carbon fiber monocoque supercar, the engine itself actually has quite a bit in common with the standard F-150 EcoBoost engine, including the heads and engine block.

However, thanks to things like different camshafts, a unique intake manifold, larger turbochargers and a dry sump oil system, the GT's EcoBoost V6 puts out 647hp and 550 lb-ft of torque, making it the halo engine of the entire EcoBoost line.

Time will tell how Ford continues to develop and improve it's EcoBoost engines, but 10 years later the widespread adoption of turbocharging has dramatically reshaped Ford's products. The next decade will be equally telling as Ford continues to refine its EcoBoost platform while at the same time making the shift toward electric vehicles. We'll see you again in 2029 to catch up on things!

Do you still want a V8 Raptor? Ford may actually be working on a version powered by the GT500's blown V8.

Ever since Dodge decided to rework its Challenger with the SRT Hellcat Widebody and later the Scat Pack Widebody, people have been wondering whether the same changes would be applied to the four-door Dodge Charger as well. Now after a few months of prototypes and rumors, Dodge has spilled the beans on the 2020 Widebody Chargers.

If you are at all familiar with the Widebody Challenger, there aren't many surprises as to what the Charger's Widebody upgrades will include. Not only will the cars feature the more aggressive, flared fenders and other exterior touches, but there will be a number of suspension and braking upgrades as well.

For the Charger Scat Pack, the Widebody will be an available option package that will feature the same 485hp 6.4L V8 as the standard Scat Pack, but with a variety of performance upgrades. For starters, underneath the widened fenders will sit 20x11-inch wheels mounted with 305/35/20 tires.

The Widebody package also includes a revised suspension setup with adaptive Bilstein dampers, stiffer springs and a larger rear sway bar. The package also includes six-piston Brembo front brakes that are said to be good for a three foot shorter stopping distance than the standard Scat Pack. Dodge also claims significantly better performance all around when compared to the "narrow" Charger Scat Pack, with the quarter mile coming at 12.4 at 111 mph and .98g of grip on the skid pad.

When it comes to the 707hp 2020 SRT Charger Hellcat, the Widebody and associated upgrades are now standard equipment, and the included upgrades are very similar to those that come with the Scat Pack's Widebody Package.

With the wider tires, bigger brakes and more aggressive suspension tune, Dodge claims the 2020 Charger Hellcat will run the quarter mile in 10.96 seconds, pull .96g of grip and lap a 2.1 mile road course 2.1 seconds faster than the old Charger Hellcat.

Both the the Charger Scat Pack Widebody and Charger SRT Hellcat Widebody will be available to order this fall, with deliveries to begin early next year. Pricing hasn't been announced but we'd expect the costs to fall in line with its Challenger platform mate.

All in all, Dodge has continued to do a great job keeping the now ancient LX platform relevant by adding more performance and goodies, and now the only thing we are still waiting on is for them to finally add a stick shift option to the Charger.

Not sure which Challenger you should buy? Read our buyer's guide!

The art of the print ad might be diminished somewhat in our digital age, but there's still a treasure trove of unusual art aimed at auto buyers lurking in the archives of every car company out there. The most entertaining ads are time capsules that drag you back to the aesthetics, in-jokes and cultural references that ruled the day they were released, and while some might not have aged as well as others, there are definitely more than a few Madison Avenue ploys worth revisiting for the laughs alone.

Check out our picks for some of the strangest automotive ad campaigns ever to have been unleashed on an unsuspecting public.

1. 1970 Ford Maverick Wants Jazz Flute

One of the most entertaining aspects of vintage car advertising is the complete lack of context that was part and parcel of numerous print promotions. Whether they were linked to pop culture touchstones too ephemeral to have stood the test of time or trying themselves to establish a catchphrase is often almost impossible to figure out.

Take this Ford Maverick ad, for example. A couple dressed in SCUBA gear, standing on a beach, beside their brand new coupe. Outdoorsy, fun, adventurous, and of course, the only text visible reads "and a little more jazz."

What's missing here, Ford? Is Miles Davis lurking in the background, just beneath the waves, stirring up some underwater Bitches Brew? Is that tank perched on the Maverick's hood filled not with a mixture of oxygen and nitrogen, but instead the dulcet tones of Dizzy Gillespie's horn? Have they been breathing PURE JAZZ as they explore the sub-sea beauty of the ocean world?

We'll never know.

2. Mazda's Predator

The Mazda CX-7 was a reasonably interesting to drive mid-size SUV that was eventually split in half to become the CX-9 (larger) and the CX-5 (smaller). What it almost certainly never was, was any kind of mythical car-slaying beast as portrayed in this semi-apocalyptic advertisement.

Even the tag phrase Predator Ride doesn't make much sense. Does the Mazda eat these cars, which also have spines and rib cages, after hunting them down in unsuspecting mall parking lots? Or is this a failed tie-in to one of the many terrible "Predator" movie sequels, intimating that the alien murder machine stalks its prey from behind the wheel of a fuel efficient three-row people mover? Mazda actually did a series of these ads specifically for the Bulgarian market, where apparently no one wants a family hauler unless it is also a ruthless killer.

3. Quiet But Deadly

SsangYong, a Korean auto brand owned by Mahindra, adopted a similar "let's leverage killing" mantra with this ad for its Actyon Sports Dual Cab 'ute. The general gist of it is that its diesel engine is so quiet you could easily sneak up on a wild boar and then blow it to pieces from the rear deck. Not pictured: thousands of creepy stalkers placing orders for the Actyon Sports Dual Cab.

Incidentally, SsangYong ran two additional ads in this campaign. One depicted a rhino trying to have vehicular intercourse with the trucklet, while the other showed it tearing an ATM out of the wall and dragging it with a chain. At least they're consistent.

4. The Ghost of Thunderbirds Past

Let's say the year is 1974, and you're in the market for one of the longest cars on the market, with perhaps the most plush Burgundy Luxury Group interior money can buy. You're trying hard to decide which velvet-like upholstery best matches your velour tracksuit, when suddenly you see the image of a woman in white sitting in the passenger seat of a Ford Thunderbird. Hovering just above her is a faded but sternly terrifying face, still visible through the sunroof against the darkness of the night. It's the Ghost of Thunderbirds Past, and its eyes stare deep into your own, imploring you to make the right choice.

SOLD!

5. Opel's Black Magic Manta

Is there a more compelling call to action in the car-buying world than a woman in an evening gown walking a black panther on a white chain beside an Opel Manta that appears to have plaid seats? Humbly, we submit that there is not.

6. Honda's Love Machine

Let's be honest, if a date pulled up to your house in a Honda Odyssey and then laid down a carpet of rose petals along your walkway that led not to the passenger door of the van, but one of the sliding rear doors, which then opens with such force that it blows even more petals all over the ground, you probably wouldn't get into that van. You'd call the police.

7. Golf Innuendo Is Golden at Dodge

The tail-end of the sexual revolution lead to a lot of weird vibes and ugly divorces once the '70s rolled around. Seeking to capitalize on all of that bad mojo was Dodge, who decided to weaponize that most sexy of sports—golf—and then awkwardly combine it with one of its popular muscle cars—the Charger.

The end result was an effort where Lee Trevino, a man known more for his prowess on the links than his success with the ladies, tried his best to put a brave face on Dodge's swinger innuendo while filling the public's head with images of golf pro key parties and sullen, silent cups of coffee the morning after with someone else's spouse.

8. Doubling Down on Group Activities

Dodge's forays into alternative lifestyles didn't limit its threesomes to the golf course. Consider this ad—coincidentally, also for the Charger—that presents the car as a legitimate rival to a woman's affection for a man named Ralph.

Is Ralph proposing marriage to the car, or to her? Will she "learn to live with" that, too? Or will she hook up with Lee Trevino across some smoky pro shop bar and instead rediscover her own agency and ability to love again? Let's hope Dodge Fever isn't contagious, Lee.

Looking for more automotive oddballs? Check out the weirdest car names of all time.

Iteration is a powerful process. The cycle of putting forth effort, time and money in exchange for a little less failure and a little more knowledge each time around ultimately leads to an end product worthy of the late nights and cliché blood, sweat and tears. It would make sense then, that after multiple markedly different versions of his 1969 Chevrolet C10, Dan Glauser has developed a show-and-go machine worthy of his every investment.

Starting With a Slammed Suspension

Version zero of the C10 came as a $2900 purchase in Willcox, Arizona circa 2013. With a 350 under the hood, a manual four-speed transmission, a gooseneck hitch in the bed and blocks welded to the rear springs to counteract the squat resulting from heavy towing, it was safe to say there was room for improvement.

Not long after purchase, Dan and some friends stripped the truck to the frame for a full-on restoration. Version one included a notched and powder coated frame, Classic Performance Products control arms and a 4/6 drop—4-inch lower ride height in the front and 6-inch lower in the rear. An engine swap tops off the restoration with a boosted 4.8L LS replacing the farm truck’s old 350ci SBC motor.

Adding an LS and Bags

A year went by with version one completed and roaming the streets of Arizona before the engine blew, and turned the pistons into paperweights. Cue the montage of engine three being swapped in and a bagged suspension setup replacing the 4/6 kit on all four corners.

Version two emerges from the garage with the current setup: a 750whp Don Hardy forged 383ci stroker LS under the hood, a 76/75mm Precision Turbo pushing air into its lungs and Billet Turbo 400 transmission mated to the motor.

Final Version

After another year or so and with autocross now on the C10’s resume, the bags got the boot and the truck went under the knife once again for a full chassis upgrade. This is how version three of the truck sits today: a Porterbuilt Fabrication front drop member, full back half frame, built Currie 9-inch rear, additional custom bracing throughout the middle of the chassis and Ridetech coilovers bringing the build down to earth.

Budnik Wheels' Vapors wrapped in Nitto NT05 rubber—305/35R19 up Front and 315/35R20 in the rear—transfer the power to the pavement, while a Baer 6P six-piston brake setup keeps everything under control.

The interior retains a clean and classic look, with the Budnik Stiletto steering wheel and Sound Xpression stereo bringing the "mod" to restomod.

Now that the truck is complete—with complete in huge air quotes—the tally stands at three chassis rebuilds, three engines, three rear ends and eight transmissions: “My buddies laugh [about] how often the truck lives on the lift because I’m always changing something. Between me, my dad and my buddies we’ve built the truck.”

While it may be the source of some jabs and jokes, it’s exactly that level of iteration that has gotten Dan’s C10 to the autocrossing, tire shredding, neck breaking, burnout machine we spotted at LS Fest West.

Can't afford a classic truck but want the look? This '57 Chevy shows how new steel can be just as good, if not better.

Scuderia Southwest’s Scottsdale Motorsports Gathering is one of the biggest and most eclectic “cars and coffee” events in the country. It’s no surprise, then, that walking through the rows of cars gathered and awaiting the sunrise over the nearby McDowell Mountains is something of a sensory overload. Each month’s theme is an excuse for local car collectors to bring out a new pick from their garage, be it to join a sea of convertibles, flex with other off-road rig owners or park next to every generation of Ferrari in the main show area. That being said, there’s one car in attendance nearly every month that pulls in fans regardless of the theme or crowd gathered: John Washington’s BMW ZGT.

The Ultimate BMW "What If"

The whole look and feel of the car is based off a “what if” scenario: What if the BMW 507 was a huge success and rivaled the iconic Mercedes-Benz 300SL rather than nearly pushing BMW into bankruptcy? What if a successful 507 in turn led to BMW developing an answer to the legendary Ferrari 250 GTO? The rabbit hole runs as deep as one cares to go, but it’s very possible the answer lies, aesthetically at least, in the ZGT.

Upon first glance it’s difficult to understand what exactly this car is beyond the badging. The only body panels left from the factory are the doors, and even those have had a cap bonded on to help transition the shoulder line from the front to the rear of the car.

Long Way From a Z3

Based on a low-mileage 2002 Z3, the initial prototyping took approximately three years to complete. Melding together the modern underpinnings and mechanicals of the Z3 with body lines of a classic grand touring chassis took time, especially if the kit was to be reproduced and sold as a reliable product.

The result is a no-cut, no-weld installation made to directly replace factory body panels using the factory hardware. The installation takes about 40 hours to reach a paint-ready stopping point, which isn’t bad considering how fundamentally the kit changes the look and feel of the car.

As Fun as Ever

With an M54 straight-six under the hood and Nitto Motivo tires on all four corners, the coachbuilding process hasn’t lessened the famous driving fun of the Z3 one bit.

Interior-wise, the car remains largely factory, with the driver-focused cockpit and low seating position not requiring too much tinkering.

Common Sense Upgrades

With a mechanical fan delete kit and water pump upgrade from BimmerBum installed, the notorious plastic fan (and the radiator-destroying shrapnel it turns into upon failure) has been removed. Considering the car has been driven to BMW events on both coasts of the United States multiple times since its completion, the peace of mind provided by taking out this weak link is likely worth the cost.

While some what-ifs lead to Miatas on all-terrain tires and LS-swapped 240SXs, this one led to a one-of-a-kind coachbuilt grand tourer with the class of yesteryear and performance of today. That’s a win in our book.

This BMW is made for the street, but others are made for the track, like Buildjournal's E46 M3. 

Every vehicle needs tires, so why not get some that both perform well and look good? If wheels are the jewelry of the car, then tires are the unique accent to that jewelry—or at least they should be. So often tires are merely focused on performance, which makes finding one that puts looks at the same level as keeping you connected to the road so refreshing. Nitto is well versed in connecting a tire with the road, and for the new NT420V, they kept two things top of mind when designing it: optimal performance and exceptional aesthetics.

Nitto’s new NT420V luxury tire was designed to strengthen your connection to the road, improve driver communication and look great while doing it—and it shines in all those areas. With bold, unique diamond patterning on the sidewall and an eye-catching, asymmetrical tread pattern, it’ll complement aftermarket wheels for a distinctive wheel and tire combination regardless of the type of SUV/truck.

Every part of the NT420V is designed with intention. That asymmetrical tread pattern was not only created to look good, but also give it excellent performance in wet and dry conditions. One side provides dry handling and the other wet performance, and together they create a distinct look not found elsewhere.

They didn’t stop there, though. In addition to the distinct tread pattern, they also made sure that the tires aren’t directional. That means when you buy a set, you have the ability to cross-rotate, which can substantially increase tread life for longer overall tire life (meaning you might save a bit of money in the long run).

Nitto has had a lot of experience with this size and type of tire, having long provided enthusiasts with the NT420S. Building on this legacy, the NT420V features a revised tread block pattern created using Nitto’s proprietary computer simulation technology, reducing road noise while ensuring all-season performance. And finally, the NT420V now comes in select LT-metric sizes in the F load range offering ¾-ton truck owners a unique, all season performance tire as well. In total, 32 different sizes will be available to fit rims ranging from 20 to 24 inches.

The NT420V is a luxury tire that won’t let you down whether your day consists of people hauling in an assortment of weather conditions, posting up at the valet station for an evening out on the town or towing a boat to the lake. It’s the best tire for an assortment of SUVs, including the Lincoln Navigator, Cadillac Escalade, Chevy Tahoe and Suburban, BMW X5 and X7, Ford Expedition, Edge and Explorer, Mercedes GLC and GLE AMG, Jeep Grand Cherokee, Land Rover Range Rover and Dodge Durango. The NT420V is also the ideal tire for a number of trucks, like the Chevy Silverado 1500 and Avalanche 1500, Dodge Dakota and RAM 1500, Ford F-150, Toyota Tundra and Nissan Titan.

Click here for more information, specifications and sizes of Nitto's new NT420V SUV/Truck tire.

Many truck owners use their vehicles for a variety of jobs, but most trucks leave the showroom floor with only one intended use (which is usually work related). Enter the new, off-road Tremor package from Ford. The new package turns the 2020 F-Series Super Duty truck into an off-road machine with the touch of a button and without losing the payload capacity and towing abilities Super Duty owners have come to expect. It combines the weekday work truck duties with fun, weekend adventure off-road.

Technologically speaking, the Super Duty gets selectable drive modes that incorporates Trail Control, plus a special rock-crawl mode. The hard parts were upgraded, too. Some of the off-road upgrades that come with the Tremor package include 35-inch all-terrain tires (the largest stock tires fitted to a heavy-duty pickup), a 2-inch front-end lift and a shorter air dam. These upgrades create 10.8 inches of ground clearance and best-in class water fording at 33 inches, which leads to the best approach and departure angle of any Super Duty ever, measuring in at 31.65 degrees and 24.52 degrees, respectively.

Additional hard part aspects of the Tremor package consist of off-road improvements like progressive rate springs to balance heavy duty towing while controlling body motion over uneven roads beyond the pavement. Custom 1.7-inch piston twin-tube dampers soften severe impacts on the trails and potholes on the streets. Plus, it uses a locking rear differential with electronic shift-on-the-fly engagement and a Dana limited slip front differential. A number of other off-road parts were added to the Tremor as well, including off-road running boards, extended-axle vent tubes and the stout skid plates found on FX4 models.

The Tremor option will be available for a number of 2020 F-250 and F-350 Super Duty trucks with either the gasoline 7.3L V8 or the third-gen 6.7L Power Stroke diesel engine. To get the Tremor, you'll need to get a 4x4 single-rear-wheel SuperCrew truck with a 6.75-foot box, and if you want it on an F-250, it'll need to have the high capacity trailer tow package. The Tremor Off-Road Package launches later this year at your local Ford dealer.

Click here to see the new RTR Ford F-150.

As if bone-stock diesel pickups aren’t capable enough right out of the box these days, thousands of enthusiasts are doubling their horsepower while continuing to tow or haul anything they need to. On top of that, they’re practically transforming their trucks into show pieces by bolting on big, offset wheels, stretched tires and de-badging them. Jake Bosie’s ’12 Ram 2500 blends in perfectly with the modern diesel landscape. His sleek, silver Quad Cab short bed sports 22x12-inch American Forces on 33x12.50 NittoRidge Grapplers, a stout set of rear traction bars and only the Cummins badges on the front quarter panels remain.

But how did he effectively double the truck’s factory horsepower? Believe it or not, with a 6.7L Cummins under the hood it was fairly easy to to pull off. What’s more is that the valve cover has never been removed, the injectors and injection pump are stock and the factory automatic transmission has gone untouched. The majority of the performance gains came by way of EFI Live tuning from Motor Ops, but the addition of a fixed geometry, BorgWarner S400 turbocharger paved the way for the 520hp wall to be broken. Then to ensure ample low-pressure fuel supply is always on tap for the factory CP3, a PowerFlo lift pump was installed.

Below, we highlight each mod that helped take Jake’s fourth-gen to the next level—and even explain why the factory 68RFE automatic is still alive and ticking with four-digit torque on tap.

Fixed Geometry Turbo: What Every 6.7L Cummins Needs

Although no internal parts or injection system changes have taken place on Jake Bosie’s 105,000-mile ’12 Ram 2500, upon popping the hood it’s apparent that the 6.7L Cummins’ factory Holset VGT has been replaced. In fact, the OEM exhaust manifold, air intake and turbo downpipe have all been done away with in favor of a second-gen swap kit from Fleece Performance Engineering. By fitting a second-generation Cummins style exhaust manifold and a larger BorgWarner S400 fixed-geometry turbo onto the engine, the failure-prone VGT is eliminated and the horsepower wall it brings with it can be breached. Thanks to the 6.7L engine’s displacement advantage over the previous 5.9L, spooling an S400 is extremely easy with aftermarket ECM tuning.

BorgWarner S467.7

Larger in every way, the fixed geometry S467SX easily outflows the factory VGT. It sports a 67.7mm inducer cast compressor wheel that can move 90 lb/min (approximately 1,285 cfm). On the exhaust side, a 74mm exducer turbine wheel with an 83mm inducer exists inside a spool-friendly 0.90 A/R exhaust housing. A 4-inch diameter downpipe transitions into a 5-inch exhaust system just beyond the firewall. With the right amount of fuel in the mix, this turbo can support 750rwhp or more in the 6.7L Cummins application.

High-Flow, One-Piece Exhaust Manifold   

The second-gen style exhaust manifold is a key reason why Jake’s 6.7L retains good drivability despite having a much larger turbo feeding the engine. Made by Steed Speed and offered with the Fleece second-gen swap kit, it centrally locates the turbo on the manifold and features a T4 divided flange (vs. the non-divided T3i factory flange). Thanks to the improvement in exhaust flow and efficiency, the S467 is quick to light—even with the factory injectors and CP3 still in the mix.

Electronic Exhaust Brake

Like many 6.7L Cummins owners, Jake’s decision to pursue more horsepower by adding a fixed geometry turbocharger left him unable to use the truck’s factory exhaust brake function. However, with the inside line on a groundbreaking new electronic exhaust brake from Fleece Performance Engineering, he was able to bolt a pre-production system onto his truck for testing. Now, he has the best of both worlds: the added reliability and power provided by the S467 charger and the use of an exhaust brake to help slow his 7,400-pound missile down.

In-Tank Lift Pump Upgrade

Although it’s impossible to see here, Jake opened the Fleece Performance Engineering catalog once more and added one of the company’s in-tank PowerFlo lift pumps. Unlike external, chassis-mounted aftermarket fuel systems, the PowerFlo pump resides within the tank, seamlessly integrates with the factory wiring harness and provides vastly quieter operation. On top of that, it utilizes an active fill bucket so it can never suck air or be ran out of fuel. The PowerFlo pump can also support as much as 800rwhp—peace of mind for anyone planning for future CP3 and injector upgrades.

Finely-Tuned Factory Automatic

As for the 68RFE six-speed automatic, it’s stock for now. While many consider pushing 570rwhp and 1,140 lb-ft of torque through a stock 68RFE transmission living on the edge, Jake opted for transmission control module (TCM) tuning when he had the folks at Motor Ops calibrated the ECM for more horsepower. Thanks to the TCM tweaks, the slushbox’s optimized shift schedule, increased line pressure for firmer shifts, and improved torque converter lockup strategy, it's stayed alive for more than 10,000 miles so far. To be sure, Jake isn’t living in fantasy land. He knows the ‘68 could let loose at this power level any time, and when it does he plans to tear it apart and beef it up himself.

ECM Tweaks & On-the-Fly Tune Changes

Motor Ops was also responsible for extracting every ounce of power from the stock injectors and CP3, and after Jake’s Ram cleared the aforementioned 573rwhp and 1,140 lb-ft on the dyno there was little doubt he’d chosen one of the top names in the Cummins tuning game. Five custom tuning calibrations, created via EFI Live, are available on the fly thanks to this CSP5 switch mounted on the dash, to the left of the steering column.

Nitto Ridge Grapplers

Tired of half-worn mud terrains howling down the highway but not yet willing to run an all-terrain, Jake found a happy medium with the Nitto Ridge Grapplers. Like so many others that’ve made the switch to Nitto’s hybrid terrain tires, he reports that the Ridge Grapplers provide a quiet ride, more-than-adequate traction when off the beaten path, even wear and are quick to eject rocks. The Ridge Grapplers aboard his Ram measure 33x12.50R22LT.

22x12 ‘Forces

Setting the truck off, cosmetically, while simultaneously keeping pace with today’s big-wheel craze is a set of American Force B02 Trax SS wheels. The polished, one-piece eight-lug 22x12-inch wheels feature a -40 offset and 4.93-inch backspacing. With a 3,640-pound load rating, they’re also built to allow eight-lug trucks to carry on with their usual, hefty workloads.

Controlling Axle Wrap

With 1,140 lb-ft of torque to grapple with, it doesn’t take long for the rear AAM 1150 to wrap and the leaf springs to twist into an S shape. To get the rear axle and suspension under control, Jake installed a set of pre-load adjustable, single tube traction bars from Flight Fabrications. Both the frame and axle mounts are made from ¼-inch thick, laser-cut steel, the traction bars themselves are made of 1.75-inch diameter DOM tubing and greasable forged-steel Johnny Joint rod ends from Currie Enterprises are employed. The rear U-bolts have also been upgraded from the ½-inch factory pieces to 5/8-inch diameter units.

Looking to add a fixed geometry turbo to your 6.7L Cummins? Start your search here!

Without a doubt, one of the things we love most about Gridlife is how it always seems to bring out something new each year. 2019 brought out even more new stuff than past years, along with a lot of our old favorites along the way. Time attack, drift, music and lifestyle, even wheel-to-wheel racing—there were surprises seemingly around every turn.

And while you'll undoubtedly read lots of high-level, overarching event coverage around the web, here's a more granular look at six cars and drivers impressed us the most in the drift segment.

1. Vaughn and Chelsea RTR Mustangs

Everywhere these two go, they seem to shred a little bit harder, solo or (especially) in tandem. Gridlife was no exception.

Rain or shine; alone or with lucky ride-along passengers; morning or evening; Friday, Saturday or Sunday (after most had gone home); they were out there, slaying NT555 G2 Nitto tire rubber and putting on a hell of a show for fans and automotive photographers alike. Just two weeks after Hyperfest and a week before FD New Jersey, they were pushing as hard as ever—now that’s dedication.

2. Ryan Tuerck in a Toyota Corolla

After his brutal wall slam in Long Beach, Ryan Tuerck’s GT86 demo car had to be converted to his Formula D competition car, which left him without a demo car for bash-style events like Gridlife.

Not to worry—Tuerck is tight with Toyota, who set him up with this awesome RWD-converted Corolla drift machine.

If this car looks familiar, it should. Built by Papadakis Racing, it's mechanically very similar to Fredric Aasbø’s RWD Corolla FD competition car. The handshake agreement between Tuerck and Toyota specified that the car had to be returned in the condition it was loaned, so Ryan didn't go as crazy with it as he probably would’ve liked. But that didn’t stop him from shredding his fair share of Nitto tires.

3. BMW E46 and Saab "Saabaru" Wagons

Falling in close proximity to Wisconsin's annual Final Bout drift bash (held the weekend prior), this year's Gridlife Midwest Festival attracted plenty of advanced pro-am and amateur drifters.

While several of them left us with positive lasting impressions, maybe none did so quite as much as these two tire killers in their loosely matching E46 and “Saabaru” 2JZ-powered drift wagons.  

If either one of these machines were mine, I would probably baby it. Not these guys. Every session they turned up the wick, smoked out the crowd and looked great doing it.

4. Adam LZ Nissan S15

Another Hyperfest holdover, Adam LZ and crew made their first trek out to Gridlife as major players this year.

He treated fans to 2JZ-powered Nissan S15 drift demos and ride-alongs, and entertained showgoers all weekend.

He logged fewer runs than at Hyperfest, and we can’t recall seeing his SR20-powered S13 take the tarmac at all, but nonetheless, it’s always great to see someone so influential in the digital space killin’ it in the real world.   

5. Twin Yellow BMW E46 M3s

Call us suckers for harmony and symmetry, but we really liked this sportsman drift effort.

Speaking from personal experience, we're well aware of just how difficult it can be for one gearhead to finish one project car, let alone two BFFs to finish their cars at the same time and in completely matching trim! But that seems to be exactly what's happening here.

We don't recall having seen either of these two drift Aces half past Gridlife, and we can tell they were staying a bit on the cautious side of crazy. But we really hope to see more of them in the future, and we're excited to see what they have in store for us.

6. FCP Euro Mercedes E55 AMG

Something else we're really stoked on is the number of European cars being retrofitted for drift duty. E30s, E46s—they’ve always been preferred chassis across the pond, so it only makes sense that they would be here, as well. But this is ridiculous.

Not only is it an E55 AMG—at a time one of the most powerful and sought-after in the Mercedes line—but it’s campaigned and cared for by the true professionals at FCP Euro, builders of two of three World Challenge TCR competition cars that drove demos during the weekend.

Not even a small engine fire could keep this drift taxi out of contention, when one cropped up Friday night. It popped back up on the grid the next day, as eager and ready to get some as the day before.

But Wait! There’s More!

Can you believe it? All this content and we haven’t even touched on all the time-attack, wheel-to-wheel racing, and general partying that went on at this year's Gridlife Midwest Festival.

Keep an eye out for part two with all that stuff, coming very soon.

Don't forget to follow Gridlife and Driving Line across the web and social, for even more yet to come this year.

What kind of engine is necessary for pro-level drifting? Click here for the engines of Formula Drift.

Platform sharing is a common practice in the car industry. After all, when it can cost as much as a billion dollars to bring an all-new vehicle to market, it only makes sense to get as much out of that major capital investment as possible by spreading the technology far and wide throughout a company's lineup.

There's another form of parts sharing, however, which sometimes makes strange bedfellows of vehicles that seemingly have nothing to do with each other. We're talking about the weird world of parts bin brothers, with one vehicle serving as the organ donor to another in a back alley swap of lights, switches and sometimes even mechanical bits, all done under the cover of darkness with little or no corporate acknowledgement beyond a signed check and a promise never to tell.

Let's take a look at a few of our favorite automotive hand-me-downs.

1. The Lamborghini Diablo's Headlights

When you're a small company spending most of your development dollars on things like enormous V12 engines and bespoke all-wheel drive systems, the little details can sometimes slip through the cracks. Such was the case with the Lamborghini Diablo, which underwent a facelift at the end of the '90s that forced the supercar to give up its trusty pop-up headlights in favor of a more modern, crash-friendly setup.

Enter Nissan, which just happened to have a warehouse filled with 300ZX headlights gathering dust. Italian-Japanese synergy saw the Z32 lighting fit flush into the Diablo's front fenders, giving it a renewed lease on life that carried it through the final few years.

2. The Lotus Esprit's Taillights

Speaking of small companies without a lot of resources, Lotus was in a similar dilemma when it came to sourcing taillights for the redesign of its Esprit sports car in the late 1980s. In bed deep with Toyota already on the engine tuning side of things (having lent its expertise to the Japanese giant), the Esprit benefited from lamps originally outfitted to the drift hero AE86 Corolla.

A persistent rumor exists that Toyota actually paid for part of its development contract with Lotus in Corolla parts. The real reason for their inclusion, however, can be found in an interview with Peter Stevens, who was responsible for the new look coupe. He claims that "tooling and homologation of unique taillights would have cost more than the budget for the entire car," and that the vehicle was as a result designed around the Trueno's blinkers.

3. The Lotus Elise/Exige/Evora's Engines

The drivetrain partnership between Toyota and Lotus didn't just pay dividends for the larger of the two companies. The Elise, Exige and Evora sports cars each featured a series of Toyota-built motors: naturally-aspirated and supercharged versions of the 1.8L Corolla motor for the Exige and Elise, and a 3.5L Camry-sourced V6 for the Evora (supercharged in the Evora S, and also available in special versions of the Exige). Lightweight British design combined with Japanese reliability makes this one of the best organ swaps in automotive history.

4. The Pagani Zonda C12's Motor

Another interesting heart transplant can be found inside the very first Pagani Zonda supercar. The C12 went with a tried, tested and true 12-cylinder mill built by Mercedes-Benz: the M120. This motor was most often found in the SL-Class roadsters and S-Class sedans, and it was also used as the platform for the brand's GT championship entry in 1997.

The original C12 is the most straightforward borrow, as it didn't even retune the M120 but rather took advantage of the 6.0L engine's stock 440hp and 460 lb-ft of torque. This number would climb as the Zonda took advantage of larger displacement versions of the V12 built by AMG later on in its lifecycle.

As an aside, the Zonda C12 also stole its climate controls from the pedestrian Rover 45 sedan.

5. The McLaren F1's Mirrors

Like the Pagani, the McLaren F1 also snuck in a third-party V12 engine and stuffed it behind the cockpit. The thing is, that motor was so thoroughly worked over by McLaren engineers that it barely resembled the unit found in the 7 Series it was pulled from.

Those Volkswagen Corrado side mirrors, on the other hand? Now we're talking!

6. Those UPS Truck Headlights

UPS has used a number of different manufacturers for their trucks over the years, relying on stalwart platforms from Ford, Freightliner and GM. Likewise, several companies have provided the bodywork as these vehicles have evolved into their current state.

The most recent iteration of the big brown UPS truck has a link to a somewhat forgotten, and definitely unrelated, piece of automotive history. The aero-look headlights that have been grafted onto the vehicle are straight from the Oldsmobile Alero, a car that hasn't been in production for 15 years. Apparently the supplier had a few pallets left over from the defunct brand's glory days, and just like that the familiar round-eye look of the UPS truck has been replaced with a modern squint.

7. All Those Switches Inside the Tesla Model S

As Tesla has found out after extensive quality issues with early run vehicles, building a car can be quite hard. It only makes sense, then, to lean on a partner for help whenever possible.

Fortunately for Tesla, it had been working with Mercedes-Benz parent company Daimler for quite some time leading up to the Model S launch. This meant that it could lift the shifter, steering column, wiper stalks, window switches and even the seat controls straight from the Mercedes-Benz parts bin. It's a fun mix of C-Class, R-Class, E-Class and more universal MB components. The accelerator pedal, however? That's a gift from Ford.

Want to go beyond parts sharing? Check out these weird badge-engineered cars that shared more than just a few bells and whistles.

Looking to have fun off-road, but don't want to join in with the Jeep crowd? Wanting to drive something 'different' is the primary impulse behind the entire customization component of the automotive hobby, and sometimes starting out with a unique platform already gives you a leg-up over the more common rigs you'll encounter out on the trail.

Still, you don't want to get stuck just for the sake of walking your own path. You need something that will get you home at the end of the weekend, not just raise eyebrows at the trailhead.

Which off-beat off-roader is right for you? Check out our suggestions below.

1. Isuzu VehiCROSS

The Isuzu VehiCROSS was so ahead of its time in styling that looks like someone parked a time machine in a mud pit. First displayed at the Tokyo Auto Show in 1993, Isuzu would raid its parts bin to bring the production model to America for the 1999-2001 model years.

What does that mean for off-roading fans? Despite its Mars Rover vibe, the VehiCROSS relies on tried, tested, and true hardware lifted from the Isuzu Trooper, one of the most ubiquitous rebadged automobiles of all time. This includes its 3.5L, 215hp V6 and much of its four-wheel drive system, a 'Torque-On-Demand' setup that shuttles power to the front axles as needed in normal operation. It did have a beefier suspension setup than the Trooper, making it a fun and rugged off-road option that combines out-there looks with low production (just over 4,000 sold) rarity.

2. Mazda MPV

Wait a minute—off-roading in a minivan? If that's a hard no for you, then you might want to check out of this list right now, because the Mazda MPV is the first of a couple family haulers we're suggesting you tackle the trail with.

Built on a platform derived from the 929 luxury sedan, the first-generation (1989-1991) Mazda MPV was a weird mutt of a vehicle. While it didn't feature sliding side doors like most other vans of its ear, it did offer a V6, a manual transmission and rear-wheel drive, with the option of a locking four-wheel drive system much like you'd find on a truck-based SUV. It wasn't intended to be used anywhere other than on slippery, loose surfaces, with the owner's manual actually warning against its operation on dry pavement.

Another bonus: The MPV actually came with a slight suspension lift in 4x4 form, meaning you can more easily fit off-road tires underneath it.

3. AMC Eagle

When is a station wagon not just a station wagon? When it's the AMC Eagle, a wood-paneled cross-breed that offered not just a four-door wagon model but also a coupe, sedan, a hatchback and later the Sundancer convertible.

It's hard to stress how truly odd the Eagle was when it first went on sale in 1980. Not only were there no other four-wheel drive cars on the market at that time, but AMC went all-in on the outdoorsy look by jacking up the ride height on its Concord/Spirit models and renaming them after the bird of prey. The full-time four-wheel drive system was a licensed Ferguson Formula design similar to what had been used on the Jensen FF in the 1960s and 70s, and allowed for the retention of an independent front suspension.

4. GMC Safari/Chevrolet Astro

The second minivan in our round-up of unusual off-road options is actually a two-for-one. Both the Chevrolet Astro and the GMC Safari were box-like eight-passenger models that provided an available all-wheel drive system starting in 1990. Surprisingly, it was another Ferguson Formula partnership, and was paired with the van's venerable 4.3L optional V6.

The stock all-wheel drive system will only get you so far off the beaten path, but both the Astro and the Safari can be swapped to a full low-range NP233 transfer case from the S10/S15 pickup trucks using nothing more than a floor jack and simple hand tools. Once installed, you've got the go-anywhere capabilities of a true locking four-wheel drive system combined with the versatility of a van you can sleep in when it inevitably breaks down on your next weekend trek.

5. Toyota RAV4

The first-generation Toyota RAV4 was offered as both a four-door and a two-door model, with the latter adding the extra bonus of an available removable top.

Sound like any other off-road 'utes you might have seen scrambling through your local mud pit? While the RAV4's all-wheel drive system and suspension aren't nearly at the level of similar-sized vehicles like the Suzuki Sidekick, its short wheelbase makes it nimble on the trail, and upgrades such as a lift, taller tires and a skid plate are all out there for the enterprising explorer who wants to drive something different.

6. Subaru Outback

It's hard not to see a lot of the AMC Eagle in the Subaru Outback. Brought to market in the 1990s in a bid to expand the Japanese brand's market to include more than just AWD-seeking northeasters, the Outback perfectly timed the rising SUV craze and quickly became a best-seller.

It also happens to be a fairly capable off-road chariot. Depending on whether it is sporting a manual or an automatic transmission, the Outback's all-wheel drive system either locks power distribution at 50:50 front and rear, or more actively manages it in the moment to seek out the best possible traction. A set of taller springs, decent tires and perhaps the XT edition's turbocharged engine, and you're good to go for anything that doesn't involve dedicated rock-crawling. Consider, too, the Subaru Forester, which shares much of its platform with the Outback wagon.

7. Toyota Tercel 4WD Wagon

If you're not afraid of fragility, or intimidated by the task of trying to find parts for a mid-80s Japanese car that very few people actually bought, then consider the Toyota Tercel 4WD Wagon.

Although slower than molasses with their 62hp four-cylinder engines, the little wagons are surprisingly tough, and their on-demand 4x4 system is particularly adept at parsing treacherous terrain. With a small but dedicated underground of owners sharing information on homemade skid plates and which lift kits and tires fit best under the wagon body, the Tercel 4WD is a very unique ticket to get you away from it all.

Looking for more weird SUVs? Click here for some of the weirdest production SUVs.

In the early part of this decade, rumors and speculation about a new rear-wheel drive sports car being co-developed by Toyota and Subaru had reached a fever pitch. Needless to say, enthusiasts were ecstatic about the idea of a new affordable sports car option on the market, and the idea of a car being built for driving enjoyment over fast lap times stood out in a market full of ever more powerful vehicles.

Finally in the summer of 2012, the Scion FR-S and Subaru BRZ went on sale in the U.S., and now that the cars have been available for nearly seven years, they've become an enticing option on the secondhand market.

While other performance cars have received substantial upgrades and power bumps over the course of their lifespans that make the newer models a lot more desirable than earlier examples, there haven't been any major changes to these cars over the years. That means a secondhand example can potentially be a great choice for someone on a budget. There have, however, been a number of different versions of the cars sold in the states, along with minor mechanical changes that are certainly worth being aware of if you're in the market for a used example.

That's why we decided to put together a quick buyer's guide to break down some of the differences and changes in the FR-S, 86 and BRZ over the years.

2013-2016 Scion FR-S

While Toyota's version of the car was badged as "86" or "GT86" in other markets, here in the U.S. the car arrived as part of the now defunct Scion brand where it was sold as the FR-S. Scion operated a bit differently than other car makers, with "haggle-free" dealerships and not a lot of trim options.

Initially, there was just one variant of the FR-S available, packing a 2.0L naturally aspirated four-cylinder boxer engine that made 200hp and 151 lb-ft of torque. The only major "option" was a six-speed automatic transmission to replace the standard six-speed manual. The base price was $25,600.

A bit later in the model year, a limited run "10-Series" FR-S was introduced to commemorate the 10th anniversary of the Scion brand. Along with a unique exterior color, it also featured upmarket options that weren't available on the standard FR-S, including HID headlights, keyless start and automatic climate control. A 10-Series FR-S was priced about $2,000 higher than the standard car and would be the first of several special edition FR-S and 86 models sold in the following years.

If you are simply looking for a base platform to build on, a search around the classifieds shows the price range for an early FR-S with typical mileage and no major defects to be somewhere between $13,000 and $16,000.

If you are looking to daily drive the car, it might be worth trying to find one of the special edition models to take advantage of the additional creature comforts, but mechanically you'll be getting the same car either way.

Perhaps the biggest drawback of buying a used FR-S at this point might be having to drive a car from a brand that no longer exists. Then again, if you want your outdated Scion to become a Toyota, that's nothing a bit of badge-swapping can't take care of, and many FR-S owners were already doing that as soon as their cars rolled off the showroom floor.

2013-2016 Subaru BRZ

Hitting American shores right around the same time the FR-S arrived was the 2013 Subaru BRZ. Mechanically, the FR-S and BRZ were nearly identical with the same engine and transmissions and the same overall layout and body structure. The BRZ, however, had a slightly different suspension setting that was aimed a bit more toward neutral handling rather than the tail-happy nature of the FR-S.

A base model BRZ was priced a tad higher than a base model FR-S, but the extra money got you standard HID headlamps and a navigation system that will likely feel outdated compared to today's tech.

Unlike the FR-S, the BRZ was also offered in two distinct trims: the Premium and Limited models. While the extra money for the BRZ limited didn't get you any mechanical upgrades, it did include upgraded upholstery, automatic climate control, push button start and other minor add-ons.

As far as used car pricing goes, early BRZs tend to fall pretty close in line with their Scion counterparts, with perhaps a slight bump for the Subaru name. Clean title, unmodified examples of early BRZs with an average amount of miles seem to be priced between $14,000 and $17,000.

Some buyers will prefer the styling and branding of the Subaru, while others will favor the Scion, but unless you have specific preference, the differences between the cars are minute enough to just choose the best available example of either model.

2017-2019 Toyota 86

With the Scion brand phased out prior to the 2017 model year, the FR-S became known as the Toyota 86 in North America, and the car also received a refresh. Along with the new branding, the 2017 Toyota 86 got a new front bumper and headlight design, new taillights, new wheels and a revised interior with a new steering wheel design.

There were some minor mechanical upgrades, as well, including a bump in horsepower and torque to 205hp and 156 lb-ft for cars equipped with the manual transmission. Stick shift cars also got a shorter final drive ratio and the suspension settings were slightly tweaked as well.

As with the FR-S, there continued to be limited edition models including the 2017 "860 Special Edition" that featured unique exterior styling and the 2019 TRD Special Edition. For 2018, an "86 GT" model was added to the lineup with improved creature comforts over the standard car but with the same mechanical specs.

Naturally, being newer and slightly improved when compared to the FR-S, the Toyota 86 carries a higher price on the secondhand market. A look around the classifieds shows 2017+ Toyota 86s to bottom out at about $20,000 and go up from there depending on the mileage or whether it's one of the more desirable special edition models.

2017-2019 Subaru BRZ

As with its Toyota counterpart, the Subaru BRZ also received a refresh for the 2017 model year that included the same small horsepower and torque bump for manual transmission models, shorter rear end gear for improved acceleration and revised suspension tuning.

The 2017 BRZ also received updated styling, which included a redesigned front bumper with LED headlights, a new wheel design and an upgraded interior with a new steering wheel and a new LCD display on the instrument cluster.

Perhaps the biggest change to the refreshed BRZ was the availability of a new Performance Package that didn't add any horsepower but did add Brembo brakes up front, a set of SACHS dampers for improved handling and a unique wheel design. It's only available on the upmarket Limited models, but cars equipped with it will naturally be more desirable on the used market.

In addition to the optional Performance Package, there was also the ultra-limited, handling-focused 2018 BRZ tS, which featured stiffer springs, larger wheels, additional chassis stiffening and more aggressive aero with a large carbon fiber rear wing. Unfortunately, the engine was the same as the standard car. Just 500 examples were built, and its price was a hefty $33,495.

2017+ BRZs haven't sold in large numbers, and the few that are available on the used market seem to bottom out in the low $20k's with Performance Package-equipped cars being even harder to find and naturally priced higher.

Automatic vs. Manual

Whether you are in the market for a used example or even considering a new one, the biggest choice an FR-S/86 or BRZ buyer will make will likely be the transmission. When it comes to this, the best advice we can give is "go for the stick." While there's nothing inherently wrong with the six-speed autobox and paddle shifters in these cars, an automatic just doesn't seem to jive with the ethos of this platform.

While there are plenty of performance cars these days that come with fantastic automatics that are well-suited to their mission, in a small sports car that puts driver connectivity and fun over outright performance, a stick is the right choice. Not only that, but the power bump that came with the refreshed versions in 2017 didn't apply to automatic-equipped cars.

New vs. Used

One thing to consider with any late model used car is to make sure you compare the pricing of a pre-owned car versus a brand new. Especially if you are looking to buy a 2017+ model, it might be worth checking out new dealer inventory because depending on the exact incentives offered or how much a dealer is willing to deal, you may be able to find a discounted brand new car for nearly the same price as a one that's one or two years old.

Buyer Beware

While there are people who will advise against buying any car that's been modified, it's best to take things on a case by case basis. If you find a car that's been appreciated and tastefully upgraded by a caring enthusiast a purchase can make a lot sense, but always do your homework.

As with any used performance vehicle or sports car, you'll want to keep an eye out for crappy mods and signs of abuse. The fact that both the FR-S/86 and the BRZ were seen by many as drift machines means many examples have been beaten on and put away wet.

Even when new, the FR-S, 86 and BRZ offered some of the most fun you can have in a car for the money, and now that the cars have started to age, they can make great used cars as well. Whether you are looking to leave it stock and enjoy it, lightly modify it or build something serious, there is no denying the potential of this modern, lightweight, rear-wheel drive platform.

Want to wait for a new example instead? Check out the upcoming 2020 Toyota 86 Hakone Edition.

Over the years, we’ve had the opportunity to feature an assortment of incredible vehicle builds. More often than not, we’re only able to show you the final product. This leaves the months and sometimes years of hard work and build progress undocumented. It was with this in mind that we jumped at the opportunity to take a look at a build that’s taking place now (but very close to completion).  

It’s called the Trophy T. A hat tip to the famed Trophy Rat, it's something that blends the spirit of a hot rod, tech of a race car and art for art’s sake. Built and owned by Tim Odell of Vice Unlimited, the Trophy T is a hand-built four-wheel drive rig that merges used parts and new technology in a way few vehicles ever do. While we recently got a chance to sit down with Odell and chat (watch that video here), we wanted to give you a glimpse of what will soon be hitting the dirt (and street).

Don’t worry. We’ll have a proper feature breakdown with all of the details coming once the Trophy T is finalized. For now, we encourage you to check out this amazing build.

Diamond T Cab

The Trophy T moniker is derived partly from the 1946 Diamond T 404 sheetmetal that surrounds it. While nearly every panel has been modified in some way, much of the 73-year-old body has been well preserved.

Turbo LS

Looking to achieve a more balanced rig, Odell placed a 364ci LQ4 GM V8 just behind the truck’s cab. Feeding the ON3 Performance turbo are a set of custom stainless steel headers, which in addition the PAC Racing springs, a JEGs camshaft and MSD Atomic Airforce intake, create the 650hp it’s putting out.

9-Inch Diff

For builder Tim Odell, it’s often easier for him to build what he needs versus forking over thousands of dollars to buy a new part. This is how his custom 9-inch centersection came to be. Since his entire front suspension would be built from scratch, he was able to fabricate a housing that would tuck neatly into the front of the chassis.

HMMWV Portals

The custom front diff commands a set of gearboxes that came off of a retired HMMWV. While these portal boxes were originally designed to work with an independent suspension, pairing them with the long-travel A-arms took some serious fab work. Aside from being readily available, the ground clearance afforded by the portal boxes was a major draw.  

Flipped 14-Bolt

The rear axle would be another custom creation that was the result of necessity and having parts on hand. Starting off with a full-float 14-bolt rear, Odell chopped up the legendary heavyweight rear axle and created an off-set diff that would now have the housing flipped upside-down from its traditional configuration. Like the front, the 14-bolt is fit with a Detroit Locker.

Pinion Pump

Flipping the 14-bolt was necessary to have the tires turning in the correct direction thanks to the mid-engine layout. (The portal boxes upfront took care of that issue there.) While Odell isn’t too worried about the differential's strength, he wanted to make sure oiling wouldn’t be an issue. This is why there’s now a belt-driven pump sitting next to the yoke. This custom fluid pump should ensure that the pinion bearings stay fed at all times.

ProDash

Taking a look inside the cab you’ll find a Holly EFI 12.3-inch ProDash sitting above the mount for his iPad. This iPad setup will be paired with a Ride Controller module, which will work as a digital switch panel for the vehicle. Shifters for the 4L80e transmission and NP205 transfer case, along with the Wilwood hand brake can been seen peaking through the handmade aluminum center console.

Chassis Construction

There’s a blend of reinforced sheetmetal and tubing that runs throughout the build. The primary chassis however is comprised of 1¾-inch, 0.120-wall DOM tubing. The entire chassis was notched, cut and formed in-house.

TIG Welded

Welding is a bit of an art form in itself. This is especially true for TIG welding. While using a MIG would have been a bit faster, Odell has taken the time to TIG weld every single piece on the Trophy T.

Rear Suspension

While there are still adjustments being made to the suspension, the overall set up is slated to stay the same. The rear is currently setup with trailing arm lowers that use a Fox 2.5 coilover and bypass shock. To keep the axle on center, the upper control arms have been triangulated. A Currie Antirock sway bar has also been paired with a set of custom arms to add stability to the mix.

Front Suspension

The A-arm suspension up front is using a coilover/bypass setup as well, along with the help of a Fox 2.0 nitrogen bumpstop. Though Odell says he’ll probably have a little shock tuning to do to have it all dialed in, he’s happy with the overall travel and ride height he has planned.

Grapplers

Putting the power to the ground will be a set of 40x13.50R17 Nitto Trail Grapplers. These will be mounted on a set of Hutcheson Rock Monster double-beadlock wheels (not shown). The reason for going with the Trail Grappler was two-fold. First, he needed a tire that wouldn’t compromise off-road performance, and he knew the Trails could deliver on that front. Second, he wanted something street-friendly since this vehicle would see plenty of pavement as well.

Details

This isn’t just an Ultra4 car, nor is it some single-use rat rod. The details than run throughout are outstanding and we look forward to showing you this project in its entirety once it is complete. For now, be sure to check out more photos of the build in the gallery below.

Learn more about the Trophy T from the builder in our Vice Unlimited Shop Profile video.

With fines for tampering with emissions equipment on diesel trucks becoming more common, demand for emissions-friendly performance parts has risen sharply in recent years. DPF-back exhaust systems that leave the diesel particulate filter undisturbed, high-flow DPFs and CARB-compliant tuning have all been brought to market. Thanks to the latter, enthusiasts are learning that an extra 150hp can be unlocked from each of the Big Three’s diesel workhorses with the emissions systems still intact—and with very few (if any) negative side effects. However, if you want to wring every last drop of horsepower out of what a modern day common-rail fuel system is capable of producing, you’re going to need more airflow (i.e. a larger turbo).

To keep power hungry late-model Ford owners street-legal, Fleece Performance Engineering came up with a drop-in turbo option that adds as much as 50hp to 6.7L Power Strokes that’ve already been tuned. Called the 63mm FMW Cheetah, it’s a direct, bolt-in replacement turbo for the factory unit. The air intake, EGR and CCV systems, and even the downpipe, remain completely stock. This is because the Cheetah is based on the Garrett GT37—the turbocharger that came on ’15-present Fords from the factory. By retaining the GT37’s variable geometry technology, no drivability or bottom end torque is lost down low, and thanks to the Cheetah’s larger compressor and turbine wheel you can knock on the door of 600rwhp up top.

For the lowdown on one of the diesel industry’s hottest products—and how easily you can install one on your Super Duty—keep reading.

The Cheetah

Known for its Cheetah line of turbochargers, which improve upon the factory Garrett or Holset units found on Cummins, Duramax and Power Stroke mills, Fleece Performance Engineering’s 63mm FMW version for the 6.7L Power Stroke is designed for the daily driver, the heavy-hauler and the racer. By sticking with the factory VGT platform, throttle response isn’t sacrificed in order to gain more top-end power and a simple turbo swap is all that’s required for installation.

63mm FMW Compressor

The 63mm FMW Cheetah gets its name from the 63mm (inducer) forged milled wheel compressor it uses (vs. the factory 61mm on ’15-’19 trucks). The proprietary, seven-blade compressor design moves enough air to support as much as 650rwhp. Its ideal operating range is between 40 and 45 psi of boost. As a bonus, the 63mm inducer makes the Cheetah legal in Work Stock type truck pull classes, where 2.5-inch (63.5mm) inducer or stock-appearing rules are commonly observed.

100-Percent Bolt-In

Thanks to making use of the factory GT37 Garrett’s exhaust housing, the Cheetah bolts right up to the factory turbo up-pipes that feed the engine’s exhaust gases into the inducer side of the turbine wheel. Additionally, the factory “Cobra head” downpipe still bolts directly up to the exhaust housing, which eliminates the need to run an aftermarket downpipe or exhaust system.

Turbine Wheel Upgrade

Because the factory turbine wheel runs out of efficiency around the 600-620rwhp mark—and due to the fact that the folks at Fleece wanted the Cheetah to support mild fueling upgrades—the turbine wheel was also upsized. In place of the 62mm (exducer) 13-blade stock turbine, the Cheetah utilizes a 66mm wheel with a 10-blade design. In addition to the extra 40-50hp it frees up, the Cheetah’s combination of a larger compressor and turbine wheel also results in cooler EGT for the end-user—a very good selling point for Super Duty owners that tow.

360-Degree Thrust Bearing

With the GT37 turbo’s factory turbine shaft being retained yet having a larger and presumably heavier compressor wheel hanging off of it, Fleece outfits its Cheetah with a 360-degree thrust bearing assembly. Located within the center cartridge, a 360-degree thrust bearing allows the layer of oil that the turbine shaft rides on to completely encircle the shaft, rather than 75 percent of it like the factory 270-degree bearing does.

Swapping Pedestals

Once the factory GT37 charger has been pulled, the turbo pedestal has to be removed and swapped over to the Cheetah. This presents an opportune time to clean up the cast-iron piece and hit it with a fresh coat of paint. If you’re installing the Cheetah on a ’17 or newer 6.7L Power Stroke, make sure that you reinstall the small oil filter that sits in both the turbo’s center cartridge and pedestal.

Tight Quarters

Although it’s no quick task to gain access to the turbocharger on a 6.7L Power Stroke, once you get there the Cheetah installs seamlessly. With its close proximity to the cowl limiting maneuverability, every technician has his or her own way of finagling a 6.7L turbo into place. Some mechanics prefer to install the turbo and pedestal together as one complete assembly, while others prefer to bolt the pedestal to the block first, followed by setting the turbo.

No Need to Buy a New Downpipe

Because Fleece does nothing to alter the exhaust housing outlet flange, the factory downpipe integrates perfectly and reuses the OEM V-band clamp. Just be careful not to damage the factory downpipe clamp during its removal, and don’t be afraid to ask for a spare set of hands when you reinstall the factory downpipe. Space behind the turbo is very limited, especially between the engine and firewall, so a pair of hands up top as well as down below will ensure the reinstallation goes smoothly—and that no downpipe rubbage occurs anywhere afterward.

Factory Up-Pipes

As with the downpipe (and as previously mentioned), the factory turbo up-pipes are reused. Here, the passenger side up-pipe has been reinstalled. While some technicians opt to pull both the passenger and driver side up-pipes during a turbo swap, the driver side unit can be left in place, albeit loosened. No matter what, the passenger side up-pipe requires removal. It’s also good practice to start with fresh up-pipe nuts (and especially gaskets) any time the up-pipes are broken free from the exhaust manifolds.

A Total Sleeper Mod

With everything reinstalled on the top of the 6.7L Power Stroke engine (namely the upper intake manifold), it’s impossible to tell that the Cheetah has even been added. As you can see in the image above, the factory air intake and EGR system haven’t been altered in any way, or removed. The only thing that really changes is the custom PCM calibration that’s required to glean the most performance out of the larger turbo.

40-50HP Gains

On the chassis dyno, a bone-stock, 6.7L-powered ’15 or newer Super Duty will put down roughly 390hp at the wheels, along with approximately 850 lb-ft of torque. Add aftermarket tuning and things jump up to 540hp and somewhere in the neighborhood of 1,100 lb-ft. During Fleece’s in-house testing, its ’18 F-350 dually laid down 384hp stock, 538hp tuned and 579hp with the 63mm Cheetah in the mix (and we’ll note that a 50hp gain was realized on the company’s single rear wheel truck). Add a stroker CP4.2 or a second high-pressure fuel pump to the mix and you’re well over 600rwhp with this turbo.

1,200+ LB-FT

Thanks to optimized tuning, the 6.7L Power Stroke’s torque curve is widened up with the Cheetah onboard. Peak twist checked in at 1,220 lb-ft on this F-350 test mule—enough to hardly notice when a tandem axle livestock trailer is attached.

Looking to improve the power of your 6.7L Ford on a budget? Check out these modification recommendations.

It’s always a treat to revisit the many builds, motorsports and adventures in Driving Line’s Photo Annual. From the one-of-a-kind Chupacabra, to Formula Drift Long Beach and driving to Alaska in a Jeep JL on the Alcan 5000, there was so much we did and saw this past year.

Take a moment to look back on some of our most gorgeous shots and be reminded how automotive enthusiasm makes our world a little bit more beautiful—and lets us get out there to see that beauty for ourselves. We also want to thank you for coming along on the journey with us. Here’s to another year of sending it harder than the one before.

If you weren’t out at Automotive Enthusiast Day this year to pick up your copy in person, don’t worry. You can always view the magazine online for free. Happy reading!

Not a subscriber yet? It’s free!

There’s so much new talent in Ultra4 these days that it’s become harder and harder for the old guard to fend them off. Wayland Campbell, Josh Blyler and Vaughn Gittin Jr. seem to always be in the mix or on the podium at each race. That said, woe be to the one who declares the end of the original Ultra4 drivers just yet. Derek West showed that the old guys still have a lot left in the tank, winning the 2019 Holley EFI Clash at Cross Bar Ranch on his Nitto Trail Grapplers.

The race course at the Cross Bar Ranch in Oklahoma was split up into three laps and two loops that intersected on the short course. While the elements surrounding the race were not a factor, with only light rain that dried before racing got started, rocks on the racecourse became a problem for a number of drivers. Both Derek West and Levi Shirley broke wheels, with Shirley getting knocked out of the race entirely. What started out looking like a more subdued weekend ended up being as daunting as ever.

Setting the Tone

Qualifying set the tone for a tough race to come, with three separate rollovers on the short course. There were a lot of tight turns, and drivers who were careless were punished. When all was said and done, qualifying looked a lot like the finish of the race last year, with Loren Healy on top. Following him was JP Gomez, Vaughn Gittin Jr. and Shannon Campbell, the only Campbell racing 4400 with Bailey in a UTV.

Bailey only qualified in seventh in the UTV class, however, with Dustin Robbins, Jamie McCoy and Ryan Rockhold taking the top three spots. In 4500, Dan Fresh qualified first, with Jimmy Jack and Shawn Rants right behind him. 4800 only had four racers participating, and while Casey Gilbert was in his usual spot up front, his car had a number of issues, opening the door for Trevor Fults and Shaun Rajski to overtake him in the race. The 4600 stock class qualifying ended with Jon Schaefer in first and Chris D’Auria and John Snell behind him.

Underclassmen Action

Racing on Saturday started with the underclassmen and UTVs. Bailey Campbell had a great race, clawing herself from seventh all the way up to second. Cole Clark finished in first and Travis Zollinger rounded out the podium in third. With defending champ Vaughn Gittin Jr. now racing 4400, Dan Fresh took the win in 4500, but the story was still the same for Jimmy Jack—finishing second. Jesse Oliver came in third. Only three drivers were able to finish in the 4600 stock class, with John Snell finishing first, Chris D’Auria second and Jon Schaefer third.

Unfortunately for Casey Gilbert, he was not able to work out the problems that had plagued him during qualifying, including a broken throttle body. He was able to complete the race, but his streak of victories came to an end with Trevor Fults finishing a full lap ahead of him. However, since the other two drivers could not finish, he still finished second. Randal Holmes finished third, having completed a lap more than the fourth place driver before not being able to continue.

Charging to the Front

With the underclassmen done, it was time for the main event. Loren Healy roared off the line first with JP Gomez, but that order didn’t hold for long. Overheating problems quickly developed for Healy, and by the time the cars came through loop B, Vaughn Gittin Jr. was in first, followed by JP Gomez, Shannon Campbell and Josh Blyler.

As the day went on, Derek West kept picking of driver after driver, working his way up to right behind Vaughn Gittin Jr. who was in physical first for nearly the whole race. As stated earlier, he was last year’s champ in the 4500 class, and as he was still looking for his first 4400 class win, it would be a major statement to go back to back in Oklahoma, albeit in different classes. At last, the top three cars finished, with Vaughn Gittin Jr. coming across the line first, Derek West second and Josh Blyler third. Then, like all the best Ultra4 finishes, the waiting began. Had Derek made up enough ground to pass Vaughn on time? Or was Ultra4 about to crown a new 4400 champion?

After what felt like forever, the times came in. Derek West was crowned champion of the 2019 Holley EFI Clash at Cross Bar Ranch! Congrats to him and his team for running a great race, coming from a ninth place qualifying position to the victory. While Vaughn may have come up less than a minute and a half from the win, he will undoubtedly be victorious sooner rather than later. His first season in 4400 has been a total success, and there surely are more podiums to come.

“It was epic,” Vaughn said after the race. “It’s brutal. Every race I’ve done here is brutal. You’re on the limit of being ok or disaster the whole time.”

After the top two, Josh Blyler finished third, JP Gomez fourth, Chip MacLaughlin fifth, Shannon Campbell sixth, Rusty Blyler seventh, Michael Feagins eighth, Zandy Willems ninth and Chris May tenth. Congrats to all the drivers on a great race!

Keep it tuned to Driving Line for coverage of every Ultra4 race all season long!

There’s no other feeling like it. Arriving at some far-off, wilderness destination, devoid of civilization for miles in any given direction, equipped with nothing more than what you can fit in the bed of your truck. While the idea is nothing new, truck camping has been refined over the years as technology has advanced us into a new age of recreation. At the forefront of this innovation is a company that has been there all-along, from the very first days of serious off-road camping: Four Wheel Campers.

From the Beginning

Since 1972, Four Wheel Campers (FWC) has been manufacturing pop-up truck campers to fit a wide range of trucks and SUVs. But the secret to their sauce has always been their ability to produce a product that can handle the hardcore abuse of off-road travel. Currently, FWC offers five slide-in models, and three flatbed models, available for trucks and beds of all sizes from compact to heavy duty. Each slide-in model has several floorplans to choose from, leaving it to the customer to decide which best suits their needs. Their incredibly useful website allows prospective buyers to build out their camper, leaving every element of customization to the customer. The site even provides the physical weight of every option and a total weight of the package—something extremely useful and necessary for anyone who is serious about their off-road travels.

Last month, we were invited to FWC’s headquarters just outside Sacramento, California and got a full tour of their manufacturing facility, where every last component of these campers is built and assembled. After the tour, we were handed the keys to FWC’s premier show vehicle, a 2016 RAM 3500 built by AEV (American Expedition Vehicles), featuring a Hawk model 6.5-foot bed pop-up camper in black aluminum. We wanted to see what it was really like to live out of one of their campers for a week while traveling the Southwest United States, and this was the perfect opportunity.

The Truck

But first, let’s talk about the truck itself. AEV is an aftermarket vehicle builder, known for their Jeep and RAM conversions. The Prospector model is based on a 4WD RAM 3500 with a 6.7L Cummins, in the crew cab, short-bed variety. The truck is set on taller suspension with Bilstein shocks, features a heavy duty steel front bumper with a Warn winch, LED light bar, heat reduction hood, snorkel and many more options. Keeping the Prospector rolling is a set of AEV offset-correct wheels wrapped in 37-inch Nitto Ridge Grapplers, including a full-size spare. Front and rear ARB air lockers were installed to keep all four tires moving together. Because this truck was meant to travel long distances both on the highway and in the dirt, the Ridge Grappler was the obvious choice for a smooth, comfortable ride without sacrificing any off-road performance.

The Camper

While there’s no doubt this RAM is a formidable off-road machine, capable of everything from rocks to sand to mud and snow, it doesn’t make much of an overland vehicle on its own. In the bed of the truck is a Four Wheel Campers Hawk model pop-up camper, designed for a 6.5-foot bed. The camper really catches your eye, thanks to FWC’s smooth black aluminum paneling with silver accent. Walking around the camper, you can easily see a few details that make it a dirt-worthy camper. LED lighting all around, including flood lights and floor lights, let you see and be seen at night. Sealed propane tank storage containers keep dust and rain out. An outdoor shower, water fill and drain plugs allow for easy access. A full aluminum frame and paneling is lightweight, yet incredibly strong. Adjustable turnbuckles, cleverly hidden in the bed and accessible from the inside, keep the camper in place even on the roughest trails.

On the inside of this camper, you can find an ergonomic floor plan, consisting of a sleeping platform for two adults, a front dinette (which can be converted to an additional sleeping platform), two counter tops, Dometic brand sink and two-burner stove, large fridge/freezer, heater, two overhead vents and more storage cabinets than you can fill. Most remarkably, all of the above fits in the 6.5 foot bed, and you still don’t feel crammed in it. We found the camper had plenty of headroom when opened up (6 feet and 6 inches). The sleeping platform even slides out to the first cabinet, nearly doubling the amount of space up there.

The Specs

Let’s lay down some of the specifications before getting into our thoughts on the camper. At a base model dry weight of just 1100 pounds, the camper is extremely lightweight for how sturdy it feels. Both while driving and staying in the camper, you could feel how solid it really is. But more importantly, it’s what you don’t feel that’s the most important in an off-road rig. Unlike other pop-up campers we’ve driven around with it off-road, we barely felt the Four Wheel Campers Hawk model behind us even on heavy inclines, declines and side-to-side movement in the dirt. The camper holds 20 gallons of fresh water, which we found to be plenty for a week’s travel, unless you plan on showering every day. You can find a full spec sheet here.

The Test

We took this truck and camper combo from Sacramento to Moab, Utah, then down to Lake Powell, and on to Death Valley, California before returning home to SoCal. We totaled nearly 4000 miles, most of which was highway, but still a significant portion of the trip was on dirt. Our off-road travels spanned from graded fire roads to rock obstacles such as Baby Lion’s Back in Moab. Whether we were moving fast across lake beds or slow over the rocks, the truck and camper handled the abuse with ease. It almost seemed too easy to off-road and camp out of this setup. Although the winch and lockers were readily available, we couldn’t see ourselves getting into enough of a bind anywhere with this truck to really need it, especially in the beautiful, dry weather we had that week.

The Verdict

After spending a week in one, we can say with confidence, these campers truly are remarkable. When it comes to designing and manufacturing camping solutions for off-road vehicles, there’s usually compromise; whether it’s weight, durability, space, ease of use, simplicity or cost. But Four Wheel Campers has found a way to meet the strictest demands of the modern overlander, all the while walking the very fine line between function and form the same way it always has, since 1972.

While everyone’s definition of overlanding may be different, if your goal is to comfortably spend extended periods of time off the grid in a rig that you’re confident in, there’s no better option than a well-outfitted 4x4 truck with a Four Wheel Camper in the bed. But don’t take our word for it. Just ask the thousands of FWC customers who are traveling all across the globe in theirs. We can’t wait to try out one of their flatbed models, which just sounds like the perfect rig to get us down to the tip of Baja and back. Road trip anyone?

It's been over a year now since it was first announced that a Fast & Furious animated series would be coming to Netflix, and those of you have been itching for more of the franchise will be glad to know the series is scheduled to debut on the streaming service later this year.

Titled, Fast & Furious: Spy Racers the series will feature Dominic Torretto's teenaged cousin Tony as the protagonist who has been hired by a government agency to take down some bad guys, which should sound quite familiar to anyone who has watched the recent Fast & Furious films. Speaking of Dom, Vin Diesel himself is on board the project as en executive producer.

Aside from a few action clips shown in the teaser trailer we still don't know exactly what the tone of the series will be, but in terms of cars it looks like there are using fictionalized vehicles rather than real life models.

The teaser features just two cars as they race each other through a concrete riverbed, one that looks to be mix of Ford Mustang and Dodge Charger and another that looks like a Porsche/Datsun 240Z love child.

An exact release date wasn't given, but a date of "later this year" was promised. At any rate we'll be looking forward to binging this thing once it's released, and in the meantime, you can check out the short teaser above to get an idea of the show's animation style.

We'll never be able to forget these 10 best Fast and Furious quotes.

Our Truck Editor, Matt Moghaddam, earned his nickname "DesertChief" from all the excursions he's completed across the vast expanses of the Southwest. It was no surprise that when Four Wheel Campers handed him the keys to this awesome AEV Prospector RAM 3500 with a Four Wheel Campers Hawk in the bed, Matt had an epic adventure mapped out. His tour took him through Moab, Utah during Easter Jeep Safari, down through Arizona and back to Death Valley, California. Matt checked out some iconic American Southwest wonders, traveled through the red rocks of Moab and even linked up with his dad, whom he credits for his adventurous genes, for a trail ride through Titus Canyon. Ride shotgun with him as he tests out this fully-kitted overland rig riding on Nitto Ridge Grapplers through the elements and various terrain!

Catch up on Matt's adventures by watching him blow up the Lunch Truck in episode two!