Auto Enthusiast Day never ceases to produce some amazing off-road builds. As it's such a diverse show, we often find jaw-dropping examples of trucks and 4x4s both new and classic, and built for both the street and dirt. The 2019 AED show was no exception. With an ever-growing off-road section of aftermarket vendors and race teams, it wasn’t easy to narrow down our list of eye-catching builds to just five. The following are examples of the diversity and level of craftsmanship you can find walking around AED.

1. Pizza Planet – Toyota Pickup

Anyone who’s a fan of Toy Story immediately recognizes this truck. The yellow Toyota Pickup made its cameo debut on the silver screen in 1995 and has often been replicated by enthusiasts. This example was pretty spot on, even sporting the details such as the Pizza Planet roof ornament and characteristic “YO” on the tailgate. 10 points for execution!

2. Nick Nelson – Ultra4 Race Car

Easily the fastest off-road vehicle at AED this year, Team Nitto driver Nick Nelson brought out his Ultra4 racer to show the crowd a good time drifting, jumping and doing some four-wheel burnouts on the skid pad. This Jimmy’s 4x4 two-seater chassis is powered by an 850hp big block with ADS shocks and 40-inch Nitto Trail Grapplers on each corner and is capable of pulling off a 360 degree drift at around 70 mph on the asphalt! If that won’t get your blood pumpin’, we’re not sure anything will.

3. Dual Spares – Toyota 4Runner

While the Toyota 4Runner was well represented throughout AED, one in particular stood out. This impeccable fifth-gen had a feature we haven’t seen before. On the rear of this SUV was a paint-matched Expedition One rear bumper with not one, but two, spare Nitto Ridge Grapplers. The dual spare setup looked almost like something off of a Trophy Truck. After speaking with the owner of the 4Runner, we found out that his rear bumper system is modular, meaning he can remove one spare tire and install a fuel can mount instead. Very neat!

4. Casey Currie – Jeep Gladiator

Last November, Jeep shocked the whole world with the reveal of their 2020 Gladiator. It didn’t take long before we started seeing them popping up on our newsfeeds, then in local dealerships and finally on our streets. One of the few modified Jeep Gladiators around SoCal belongs to none other than Team Nitto driver Casey Currie. This Jeep truck is lifted with Fox Shocks and running Currie Enterprises axles, KMC Wheels and Nitto Terra Grappler G2s.

5. Overlander – Toyota 4Runner

The OC Overland crew had some awesome examples of fully kitted builds in their corral, and one tan 4Runner in particular caught our eye. The aggressive-looking three-hoop bumper up front gave the SUV a menacing look, with TRD skid plate below to keep the drivetrain safe. This ‘Runner was rolling on Nitto Ridge Grapplers and Stealth Custom Series wheels, for a neo-classic look. But perhaps the centerpiece of this build was the Gobi roof rack and Autohome hard-shell roof top tent. It seems there are few places you couldn’t take this rig for a camping trip!

The innovation and individuality of the builds we see at Auto Enthusiast Day reminds us of why we’re car people in the first place. As this event grows each year, we’re constantly surprised by the talent and determination of the builders that bring these rolling works of art to the show. We can’t wait to see what’s in store for 2020!

See everything that makes Nick Nelson's rig so cool.

It’s exciting to see just how fast the aftermarket has grown for the Jeep Wrangler JL platform. Despite the fact that the four-door Unlimited version seems to garner most of the attention, companies such as Rock Krawler Suspension haven’t forgotten about the Wrangler’s two-door roots. The company’s latest build is a testament to just how incredibly capable the two-door platform is with a little help from the aftermarket. Rock Krawler calls it HellaYeah: a name that stems from the Jeep’s actual color (HellaYella) and a tribute to the late Vinnie Paul.

It started off life as a 2019 Wrangler Sport powered by the all-new 2.0L turbocharged four-cylinder engine. As you can see in the video above, the build quickly evolved, but not in a wildly over-the-top way. This was very much done so on purpose. While long arm kits are coming down the pipeline, Rock Krawler wanted to showcase the versatility of its 3.5-inch X-Factor Mid Arm kit, which mounts in the factory suspension mounts. We got a chance to catch up with the Rock Krawler team in Moab, Utah, and get a detailed rundown of just what it took to get this Sport to where it’s at today.

Lifted With Nitto Tires

Rock Krawler offers a wide range of suspension systems for the JL platform. HellaYeah is outfitted with the 3.5 X-Factor Mid Arm Stage 1 kit. Some of the highlights of the kit include adjustable control arms, adjustable track bars, triple-rate coil springs and 12-inch-travel 2.25 RRD shocks at all four corners.

Save a skidplate or two, the only thing designed to make contact with the terrain below are the Jeep’s tires. This is why Rock Krawler routinely opts for the notably durable and long-lasting Nitto Trail Grappler. The combination of the 3.5 inches of lift with the Nemesis fender flares allowed Rock Krawler to easily clear a 37x12.50R17 Trail Grappler. Paired with the legendary mud-terrain radials are 17x9 102 series Method beadlock wheels.

New Axles Front and Rear

Up front, you’ll find a Dynatrac ProRock 44 front axlehousing stuffed with RCV Performance axleshafts, an Eaton Elocker and 5.38 gears from Nitro Gear. Helping to ensure the steering stays safe and strong on the trail, the stock draglink and tie rod were swapped out for a set from Steer Smarts.

Out back, the factory rear axle was tossed in favor of a JL Rubicon 44. Like the front, the axle was fit with 5.38 gears, which we’re told works excellent with the 2.0L engine and eight-speed automatic. Also worth mentioning is the new HD track bar bracket, which relocates the rear track bar to a higher position for increased stability on-road and off.

Exterior Upgrades

Savvy Off-Road bumpers do a great job of increasing the approach and departure angles on the JL. In case things don't go as planned on the trail, there’s a Warn Zeon series winch with a Factor55 Flatlink ready to go to work.

A Bestop Trektop keeps occupants covered, while an Artec plate relocation kit cleans up the back of the Jeep. To get a little more air moving out of the exhaust, a new system from MagnaFlow was installed.

Touchscreen Interior

To control the differential lockers and assortment of Rigid LED lights, Rock Krawler installed a touch-screen module from sPOD. This customizable unit works as a dedicated fuse block, making it where they don’t have to tap into the JL’s more sensitive electronics. The sPOD is mounted to the a-pillar courtesy of the Carolina Metal Masters mirror mounts.

Custom Artec front inner fenders were coated with a Line-X Ultra finish to not only preserve the look, but avoid that annoying pinging sound of small rocks flinging on the bare aluminum. Protecting the tub are OE JL Rubicon rock sliders. Rounding out the build is a new hood from TOTL Innovations.

Want to see more JLs mixing up on the trail? Check out the JL Experience!

I hop into my 1991 short-wheelbase diesel-powered Mitsubishi Pajero and take off into the woods. It’s partly cloudy, the sun filtering through tall pine trees that sway softly in the wind. The undulating terrain includes declines, off-camber turns and dips and hard-packed dirt, mud and rocks. Dense clay soil is intermingled with an endless sight of tree roots. This is the perfect place to test out my new Nitto Ridge Grapplers.

Rewind to my earlier tires (which were mounted on my newly purchased Pajero), and they were mismatched, worn out and terrible. Although on-road ride quality was acceptable and kinda quiet, they had to go. After purchasing my new 4x4, as well as lifting it with upgraded Rancho suspension, I wanted a tire that offered the best of both off-pavement worlds: the quiet performance and four-season handling of all-terrains and the off-road capability and prowess of mud-terrains. Is that even possible? 

So, after much research, I got a set of Nitto Ridge Grapplers.

Nitto Ridge Grapplers

A hybrid tire, Nitto’s Ridge Grappler isn’t really a mud-terrain nor is it an all-terrain tire. It’s actually both. Nitto put tons of research and development into this tire. One of its unique features is its hybrid tread pattern. Not only does it have a multitude of tire-gripping features, like alternating tapered tread edges and step block edges to aid in better off-road traction, the Ridge Grapplers boast mud-terrain features like alternating shoulder grooves to help clear out thick mud and maintain grip.

Clearing mud out of tires while maintaining traction on wet terrain is particularly helpful in the wet and muddy Pacific Northwest (PNW). You can experience rock, dirt, mud and sand—all in the same day. I thought about Tillamook State Forest’s Brown’s Camp area, playing around in the central Oregon sand dunes or heading up to Mt. Hood and its forest service roads.

The PNW is essentially dry and desert-like in the summer (we jokingly say the “faucet” shuts off July 5) and has an endless array of rain in the fall, winter and spring. Mist, drizzle, rain showers, downpours and flooding, we get it all during eight months of the year. So, if you’re a true off-pavement enthusiast, off-roading in the rain—and mud—is a necessity. You'll run into snow, too, if you venture up into higher elevations.

First Impressions

I found my Ridge Grapplers incredibly capable off-road. Off-road testing began at the Tahuya State Forest in Washington. Recent rains gave way to a trail system filled with craggy, washed out areas and deep mud holes. Add to that hard-packed dirt with ruts and a plethora of oversized tree roots, and I found myself the perfect playground.

My 285/75R16 Nitto Ridge Grapplers dug hard into the dirt, aggressively climbed up and over rocks and surprisingly cleaned out thick mud from its tread pattern. My little Pajero turned into a mountain goat! Ridge Grapplers come with two different sidewalls: one with a traditional block pattern and the other with an aggressive alternating block design. I opted to have the more aggressive sidewall facing out. The sidewall pattern successfully grabbed the sides of several boulders and helped me get through gnarly trail sections.

So, what about on-road performance? Although my Pajero is a noisy diesel with a two-and-a-half inch straight pipe and resonator, I found the Ridge Grapplers remarkably quiet.

During my research, I discovered that Nitto carefully designed the Ridge Grappler tire with a variable-pitch tread pattern. What does that mean? Essentially, the tread pattern was designed using computer simulation and testing with the use of advanced sound equipment. This, in turn, creates a quiet and even tarmac experience—exactly what I experienced. That was an unexpected treat for me as I’m used to louder tires on-road. After Nitto tested the Ridge Grapplers against their other off-road tires, the Ridge Grapplers earned a similar score to the less-aggressive Terra Grappler and Terra Grappler G2 all-terrain tires. 

I’ll be sharing with you my 1,000 mile Ridge Grappler on- and off-road assessment after I complete my next trip.

Love off-road Mitsubishis? Click here to see how this one was lifted to accommodate larger tires.

Mitsubishi was once known for making fun to drive, high tech cars. Lancers, Galants and Eclipses with big wings, huge fog lights, hood vents, all-wheel drive and turbocharged motors roamed the streets and won on the track.

These days, Mitsubishi's lineup consists of mediocre CUVs and entry-level cars for people with bad credit. Let's reminisce about the good ol’ days when some of the coolest cars available wore the three-diamond emblem.

1. 3000GT VR-4

During the Japanese “Bubble Era” of the late '80s and early '90s, Japanese car manufacturers were coming out with their wildest cars. That era gave birth to cars like the R32 Nissan Skyline GT-R, FD Mazda RX-7 and Mark 4 Toyota Supra.

Being that this period was peak Mitsubishi, they responded was the 3000GT VR-4 (or GTO as it was called outside the U.S.). It was a two-door coupe equipped a twin turbocharged six-cylinder motor making up to 320hp, all-wheel drive and all-wheel steering.

Mitsubishi loaded up the 3000GT with all the technology they could throw at it: active aerodynamics, electronically controlled suspension and active exhaust modes. These features are commonplace in today’s performance cars but were very high tech for the early '90s.

Although the 3000GT VR-4 had the features and performance to compete with Japan’s finest performance cars, it has yet to achieve the iconic status of the R32, FD RX-7 or Mark 4 Supra.

2. Galant VR-4

The '89-'93 Galant VR-4 was Mitsubishi’s first high performance all-wheel drive sedan and the forefather to the Lancer Evolution. It was developed in the early '90s when Mitsubishi wanted to compete in the Group A class of the World Rally Championship.

In order to compete in Group A, manufacturers were required to produce at least 5,000 versions of a production car with a turbocharged four-cylinder and all-wheel drive. So Mitsubishi took the their midsized Galant family car and dropped a turbocharged 195hp 4G63 four-cylinder motor under the hood that sent power to all four wheels

The VR-4 did 0-60 in 7.3 seconds and ran the ¼ mile in 15.3. For comparison, a standard Galant took 9.6 seconds to get to 60 and 18 seconds to cross the quarter mile. 

There was even a hotter version tuned by AMG—yes, the same AMG known for their high performance Mercedes Benzes.

In 1994, the cars in Group A shifted to more a compact chassis to navigate the tight rally courses, so Mitsubishi moved on from the Galant and put the 4G63 AWD drivetrain into the smaller Lancer, creating the Lancer Evolution. The rest is history.

3. Delica Star Wagon 4x4

Like a Japanese VW Westfalia and similar to the 4x4 Toyota Van, the Delica was a cab over, mid-engined van with a truly capable 4WD system thanks to a two speed transfer case and sharing parts with the Montero SUV. This allowed it to navigate over nearly any terrain in the world. Coupled with its engine layout that maximized interior space, it naturally became a van of choice for overlanders.

The third-generation ('86-'94) Delica was sold in America as the Mitsubishi Van, but we never got the 4WD turbo diesel version, stateside. With it now qualifying to be imported into the U.S. and the popularity of the whole #VanLife thing, it has gained a cult following in the U.S. and Canada.

4. Pajero Evolution

Where the Montero (or Pajero as it was called outside of the U.S.) was built to take on the roughest terrain on Earth, the Pajero Evolution was created with one purpose in mind: dominate the grueling Paris-to-Dakar desert race.

When the FIA introduced the T2 production-based class to the Dakar Rally, Mitsubishi developed the Pajero Evolution to meet the homologation requirement of making 2,500 production versions of the race car to compete in the class.

In order to be more competitive, Mitsubishi took a two-door short wheelbase Pajero and gave it wider fenders, double wishbones and coil springs, a specially tuned transmission, new differentials and a 3.5L turbocharged V6 making 276hp. 

Inside, a pair of Recaros were added to keep you in your seat while you’re blasting though the African desert. I like to think of the Pajero Evolution as a '90s Japanese Ford Raptor.

No stranger to competing in the Dakar Rally, Mitsubishi had already established themselves with a few victories since when they first started competing in 1983, but Pajero took that off-road prowess up a notch. In its first year of competing, the Pajero Evolution dominated not only the T2 class but also the entire 1998 Dakar Rally. Over 25 years, they won 12 times and still hold the Guinness World Record for most Dakar Rally wins by a manufacturer.

5. Eclipse GST & GSX

A car that needs no introduction is the Mitsubishi Eclipse. In the early '90s it was the only sport compact available with a turbocharged motor and all wheel drive in North America. The GST packed Mitsubishi's legendary 210hp 4G63 turbo motor in two-wheel drive form, and the GSX had the same motor but sent power to all four wheels.

The Eclipse gained popularity in road, drag and rally racing. It claimed championships in SCCA, IDRC and NHRA racing, to name a few.

The Eclipse reached icon status when a second-gen ('95-'99) Eclipse was featured as the hero car in "The Fast & The Furious."

By the time the movie was released—and before Mitsubishi had any idea the effect that Paul Walker's green Eclipse would have on the world—Mitsubishi had already released the third-gen Eclipse that was no longer sporty and lacked all-wheel drive or a turbo. Fortunately, it wouldn’t be long until the Lancer Evolution would reach U.S. shores, picking up where the GSX left off.

6. Lancer Evolution IX Wagon

The Lancer Evolution is probably the most popular car on the list but one of the rarest (and greatest version) is the Evolution IX Wagon. The Lancer had always been offered in a wagon but not until the Evolution IX was an Evo wagon available. 

From the rear quarter panels forward, it's hard to differentiate the Evo Wagon from the IX sedan. The wagon features the same blistered fenders, 286hp 4G63, adjustable differentials and active yaw control of the Evo IX and adds more cargo room thanks to a longer roof and a rear end flanked by Volvo-like rear taillights.

The Wagon was also available in MR trim, which featured lighter Enkei wheels, retuned Bilstein shocks and parts available from Ralliart, Mitsubishi's in-house tuning arm.

Only 2,500 were made and sold within Japan. Unfortunately, the closest the U.S. got to the Evo Wagon was the front-wheel drive Lancer Ralliart Sportback, which was only offered for one year in 2004. I eagerly await 2030 when they'll be eligible to import and register in the U.S.

If you love Mitsubishis, then you need to get out to Mitsubishi Owner's Day.

It's no secret our Truck Editor, Matt Moghaddam, is a big fan of all things off-road. But did you know his daily driver is a Ford sedan? Sounds kind of boring right? Well, not exactly. See, it's not just any Ford sedan—it's the KING of sedans. His ex-black and white 2008 Ford Crown Victoria Police Interceptor had been a loyal steed to the Indio, California police department for most of its life, but now carries a new role in getting the Desert Chief anywhere he needs to go. In the latest episode of his vlog series, Chasing Dust, Matt shows us the top five reasons why the Police Interceptor is the best daily driver on the planet. Watch as he takes us through the history of the Crown Victoria, shows us why we need to buy one and demonstrates some of the P71's unique capabilities. You won't want to miss this one!

Follow Matt's journey from Moab to California in the ultimate overland camper in episode three of Chasing Dust!

They’re at it again. It’s only going to be available in Europe, of course, but Volkswagen is building diesels once more—and this one promises to offer quintessential German engineering. Power will be refined and torque plentiful, it will have full-time AWD, four-corner pneumatic suspension and a fully digitalized cockpit. First showcased at the Geneva International Motor Show back in March, VW unveiled that its Touareg SUV will be configurable with a potent 4.0L V8 TDI under the hood. By potent, we mean 416hp and 664 lb-ft of torque will be on tap. Even though it’s rumored to be the last V8 diesel vehicle Volkswagen will ever produce, it won’t stop us from being excited about it. After all, what’s boring about a 5,000-pound SUV that can zip from 0 to 60 mph in less than five seconds?

Why It’s a Diesel and Why It’s a V8

Somehow, we just knew the Wolfsburg-born automaker couldn’t stay away. Diesel runs deep at Volkswagen, even despite the Dieselgate scandal that erupted in the fall of 2015 and its lingering after-effects. But even more importantly, VW (along with other manufacturers) needs diesel in order to meet the European Union’s CO2 emissions target of 95 g/km by 2021. Simply put, diesels emit less carbon dioxide than gasoline/petrol engines, but in light of all the bad press diesel has received the past few years most consumers have drifted toward higher (CO2) polluting gasoline-powered cars. With the world yet to be ready for full-on electrification, diesel is the sensible solution to the EU’s fast-approaching deadline. As far as the choice of a V8 engine, VW thinks the new Touareg will become a collector’s car, right out of the gate. When you get your fill of the data offered below, don’t be surprised if you feel the same way.

It’s Not the Old 5.0L V10 TDI—It’s Even Better

See that turbo hanging off the driver side exhaust manifold? If this 4.0L V8 TDI is anything like what’s already been used in the Audi QS7 and the late Bentley Bentayga, it’s got a friend. If it is indeed the same exact iron block, aluminum head power plant, the engine’s sequential turbo arrangement will promote great drivability. Not only that, a 48-volt centrifugal compressor (supercharger) will also be onboard to help spin both chargers up quick enough to avoid precious milliseconds being lost to turbo lag. Sequential (i.e. compound) turbo configurations are known to produce huge torque numbers, too, so it’s easy to believe VW’s claimed 664 lb-ft is being made at the same 1,000 rpm the Audi and Bentley versions achieved it at (as well as carrying it through to 3,250 rpm).

It’s Fast

Thanks to the lively 4.0L TDI’s abundance of low-end grunt, help getting off the line courtesy of 4Motion all-wheel drive and an optimal horsepower curve, the Touareg can sprint from 0 to 62 mph (or 0-100 km/h) in 4.9 seconds. With that kind of initial giddy-up, low 13s should be a cinch in the quarter-mile and at trap speeds in excess of 100 mph.

Conservative on Paper

Of course, VW has been known to underrate its diesel engines, so we wouldn’t put it past the Touareg V8 TDI to be a 12-second performer right out of the box. According to Car and Driver’s time behind the wheel of a 2018 Bentley Bentayga with the same engine, it listed the SUV’s quarter-mile elapsed time at 12.6 seconds—and that’s with a curb weight of 5,800 pounds. If that mid-12-second E.T. is legit, the V8 TDI in the Bentley was producing somewhere between 70 and 90 more ponies at the crankshaft than it was rated for. Even if the Touareg-destined version of the V8 TDI is less of an overachiever it could still creep into the 12s based on its lighter curb weight.

155 MPH Top Speed

As with the previous 4.1L TDI Touaregs, Volkswagen has electronically governed the 4.0L TDI version to 155 mph. The 12-inch wide gauge cluster makes for sound visibility and is part of VW’s larger Innovision Cockpit system.

Rated to Tow 7,700 Pounds

More than just a Cayenne-chasing luxury cruiser, the Touareg V8 TDI can hold its own in the towing department, too. It’s capable of lugging 3.5 metric tons behind it (or 7,716 pounds) and can be equipped with a matching optional towing bracket that both extends and retracts with the touch of a button.

Cutting-Edge Interior

In the cabin, VW’s Innovision Cockpit arrangement incorporates very few traditional buttons, switches or controls, although it does use them where it makes sense. A can’t-miss, 15-inch navigation screen is present in the center of the dash and features complete touchscreen functionality. Several driver assist systems are integrated as well, such as Volkswagen’s Night Vision (a thermal imaging camera that helps detect people and animals), Traffic Jam and Roadwork Lane Assist (partially automated steering and lane departure warning) and Front Cross Traffic Assist (reacts to cross traffic in front of you).

Trim Levels

Three trim levels are available on the Touareg V8 TDI. The standard trims are coined the Elegance and Atmosphere packages. In Elegance trim, metal and select color tones dominate the landscape. With the Atmosphere package, wood trim and natural tones are employed in an attempt to warm up the interior. The third option—and what VW had on display at the well-covered Geneva Motor Show—is the R-Line package. A sportier trim level (shown above), the R-Line option brings different exterior accents, a rear half-wing, available 21-inch wheels, a flat-bottom steering wheel and select other nuances into the mix.

Above-Average Standard Features

Standard options on the Touareg V8 TDI include the 19x8.5-inch Tirano alloy wheels shown here, along with 255/55R19 tires, an electrically opening and closing boot lid, stainless steel accelerator and brake pedals, LED headlights with daytime running lights and LED taillight clusters. Volkswagen’s Light & Sight package comes standard as well, which entails electrically-adjustable, removable and heated side view mirrors along with headlight control.

Spotting Them in the Wild

Volkswagen only began taking orders for its Touareg V8 TDI back in May, so no tangible sales figures are available to report as of yet. However, with just 20,000 total Touaregs moving off dealership lots per year in Europe, one shouldn’t expect to see them everywhere. The only real giveaway that you’ve come across a V8 TDI model is the subtle V8 badge present on the passenger side of the grille, with the exception of the R-Line trim (which carries special R-Line badging).

Need more speed? Check out the fastest VW TDI-powered vehicle on the planet here!

Versatility can be a boon for automakers seeking to maximize their investment in a vehicle's development. This is particularly true of performance cars, a class of automobile that traditionally sells slower than more practical fare, albeit often at a higher price.

Over the past few years the Ford Mustang has traveled a path similar to that of the venerable Porsche 911 before it in adding a number of variants designed to snag as many different customers as possible, all without straying from or diluting the pony car's image. Although the V6 model has sadly disappeared from the lineup, the introduction of several different turbocharged four-cylinder entries, as well as a pair of eight-cylinder hooligans over and above the linchpin 5.0, has created an EcoBoosted-assisted ecosystem to entice would-be muscle buyers.

Even the traditional V8 model itself has undergone an evolution in terms of setting expectations for sports car fans. It's no longer enough to simple tick the GT on the order sheet and expect to drive home in the most badass Mustang on the block. What's it like when you start exploring the GT universe? I spent a week behind the wheel of one of the coupe's most popular option packages to find out.

Mix and Match

One of the most cost-effective ways to inject some adrenaline in a vehicle lineup is to make select features from upscale family members available at a more moderate price point. To this end, the 2019 Ford Mustang GT has created a pair of Performance Packages, imaginatively named 1 and 2.

Despite their Seussian nomenclature, there's a lot of good stuff available from both of these in-house upgrades. Like so many modern, high horsepower cars, the PP packages rely heavily on big, sticky tires. You'll find 19-inch staggered summer units for the PP1, and a whopping 305/30/R19 in track-ready rubber for the PP2. Performance Pack 1 also includes a more focused suspension tune as compared to the base GT, as well as Brembo brakes.

Performance Pack 2 ups the ante with a magnetically-controlled suspension system, retuned stability and traction control, and different programming for the anti-lock brakes.

Pay More, Get More

There's a fairly significant price gap between the two cars, with Performance Pack 1 costing just under $4,000 on top of the Mustang GT's $35,355 MSRP, and the Performance Pack 2 adding a further $2,500 on top of that number.

Equally important is the difference in attitude between the two cars. The PP2 is unquestionably the more hardcore of the two, with its MagneRide setup programmed for apex hunting more than daily driving, and its massive 19-inchers informing every steering wheel input and transmitting even the most minor of road imperfections to the cabin.

The PP1 car, however, is just interesting enough to whet your appetite for your favorite back roads without punishing you during the morning drive. For many drivers, this is an ideal balance, one that allows for spirited driving that's a cut above stock without an attempt to mimic the more hardcore (and significantly pricier) Shelby GT350.

Even better is the fact that some of the PP2 car's gear—such as the MagneRide system, for example—can be added to PP1 cars as individual options. Although my vehicle lacked that particular feature, it did come loaded with adaptive cruise control, advanced safety equipment and leather Recaro seats, as well as a pair of sound systems (a Bang and Olufsen-branded stereo and an active exhaust). Don't go too crazy on the order sheet, however, as it's easy to add items to the Performance Pack 1's bottom line that boost its price to near-Shelby levels.

Cruise With Attitude

That ultra-loud exhaust is essential regardless of which version of the Mustang GT you choose to purchase. With settings ranging from Quiet Mode to appease your neighbors at start-up, to the otherworldly menace of Race, it's the soundtrack that the current generation of Ford's muscle machine has always deserved.

The raucous nature of its quad-pipe polemic is also a fair reflection of the Mustang's personality as a whole. Although light years ahead of where it once was dynamically, this is still a fairly heavy car that feels large at the limit, and the Grand Touring abbreviation across its rear deck lid is a good summation of its place in the sporty car spectrum.

The Performance Pack 1 is a car destined to cruise from stoplight to stoplight, hunting down unassuming luxo-badges and then dusting them off with its Drag Mode (and 11.9 second quarter mile time), before following them down the nearest two-lane road and holding onto their bumpers. Throwing the occasional track day into the mix isn't a bad idea, just don't expect to be setting FTD.

Real World Fun

With a roomy interior for forward occupants, slick-looking LCD gauge cluster available and solid infotainment system, the 2019 Ford Mustang GT Performance Pack 1 is a mature multi-tasker with a penchant for occasional line-lock shenanigans. It might not turn in lap times with the same alacrity as the PP2 car, but then again, you won't be shelling out mega-bucks for replacement tires every few months, either.

In the end, the best Mustang is the one you actually want to drive as often as possible, not the one that impresses in one specific department while ignoring the day-to-day realities of real-world traffic and road conditions. For some people a track toy never has to hit the street, as it simply rolls from the trailer to pit lane and then back again, making the PP2's manners a non-issue. For the rest of us, the PP1 bridges the gap between fantasy and reality.

Is the Mustang GT PP2 better than the Camaro SS 1LE? We compared them to find out.

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!

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!

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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!