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!

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!

So you saw coverage of our six favorite drift moments. You read up on our five fastest street legal cars. Now it’s time to broach the heart and soul of Gridlife—the core of the movement. Racing.

There’s a reason Gridlife’s Track Battle competition is fast becoming the time-attack series in the U.S., why it’s HPDE sessions are some of the best anywhere, for anybody and why they’ve just announced an all-new wheel-to-wheel series that’s off to an impressive start. They’re just so darned good at racing events!

We loved every moment of on-track shenanigans at Gridlife, but here’s a short list of what impressed us the most:

1. Professional Awesome EVO

If there was an award for most dedicated team in time attack, it would have to go to these guys.

Record-setting competitors have come and gone over the years, and Professional Awesome and their EVO have been up there with the best of them, all the while.

These guys trek their world-class race machine all across the country in a modest trailer, with a crew of a few good friends. This year, their effort and dedication was good enough to earn them not only the Unlimited AWD class win, but the overall quickest time of the weekend (a blistering 1:24.485)—all while facing down rain, mechanical gremlins and some formidable competition (see below).

2. K-Tuned Cars (The Canadians)

As much as it pains our red, white and blue hearts to say this, we really like what's been happening in Canada these past few years.

While time attack competition has cooled off here a bit, it only continues to heat up north of the border.

Leading the effort is William Au-Yeung, whose ninth-gen Honda Civic is currently North America's fastest time-attack machine, bar none.

He was able to clock a fast 1:25.077 at Gridlife this year, giving the Pro Awesome team a run for their money before facing irreparable mechanical problems. When that happened, rather than sit on the sidelines, he jumped into the driver's seat of the King (engine bearing specialists) DC5 Acura RSX and competed in some GLTC wheel-to-wheel racing (more on that later).

If that’s not enough, the K-Tuned team of James Houghton and Chris Boersma gave Will and the rest of the time attack field hell all weekend, earning third overall and second in Unlt’d RWD (James, in the K24-powered DC2 Acura Integra with a 1:27.249), and tenth overall and second in Track Modified FWD (Chris, with a 1:35.209 in his B-series EJ6 Civic Coupe).

3. Suzuki Swift

Chris Boersma is pretty fast. So, just who beat him in Track Modified FWD competition? This guy right here: Andrew Stittle in a Suzuki MF-ing Swift. “A Swift! What in tarnation…?” you may be asking yourself. Yeah, we don’t know either, except that it’s Honda K-powered and unbelievable fast.

Andrew clocked a best 1:33.206 early in competition, and in true time-attack fashion, didn’t drive the car again, since he didn’t have to. By the end of the event, that was more than two seconds quicker than Boersma in second place, which really has us wanting to see more of this car in action in the near future.

4. FT-86 Speedfactory 86

Des Moines, Iowa: capital city, home of the one-million-strong Iowa State Fair, and the city where Ozzy Osbourne infamously bit the head off of that bat. Des Moines is also home to FT-86 Speedfactory, creators and purveyors of go-fast bits for Toyota/Scion/Subaru 86 vehicles.

There's no question that they're proving their mettle in the form of this unlimited RWD-class Toyota 86.

An all-new entrant into the world of competitive time attack, it seems to have all the makings for a class leader, if not an overall challenger. It got off to a cautious start at this year's Gridlife Midwest Festival, clocking a quick 1:37.828 lap with driver Jeremy Boysen at the wheel. But we’re expecting that to be improved upon very soon. This is one to watch out for.

5. “Beastie” EG Civic

This thing is a powder keg waiting to explode—and hopefully in the good sort of way!

Powered by a J32A2 Acura TL Type-S V6 (and turbocharged, of course), wearing huge, 335-diameter slicks and more aero than we’ve ever seen on a Civic (yes, even those time-attackers), it’s just waiting to get fully dialed in before setting the record books on fire.

Owner/builder/driver Cody Loveland (a Michigan local) built it primarily for Pike’s Peak International Hillclimb duties (to take over where he left off with his NSX in 2013, before manning the Enviate Hypercar program), but that’s not to say he won’t parlay that into some track-based time-attack competition as well…when he’s ready.

His not-really-trying 1:39.381 at the Midwest Festival was a good start, and we can’t wait to see what’s in store next for this beast.

6. Honda’s First Road Race Car

Long before Honda began exporting cars to the U.S., Bob Boileau Jr. was one of a handful of Americans hired by Honda Motor Co. to learn the market and find the best footholds for the Japanese brand on our shores.

Bob was also a speed junkie, and when this 1974 Civic 1200 went up for sale at a nearby dealer in Memphis, Bob wasted no time converting it into a race car, to compete with Toyota, Datsun and other big brands on the performance front.

“Honda Bob,” as he’d become known, and the Civic earned success and notoriety in the SCCA, commonly screaming its tiny engine out to 10,500 rpm and becoming the world’s fastest Civic after hitting 146.698 mph at Talladega. Not many people know this today, but Adam Jabaay and the Gridlife crew do—which is why they talked its new owner into bringing it out to Gridlife (for display only), to celebrate the competition debut of their GLTC series.

7. The GLTC, and the Hondas

This year’s Midwest Festival also saw the debut of Gridlife's newest on-track initiative: the Gridlife Touring Cup (GLTC)—genuine wheel-to-wheel racing open to just about any vehicle.

A concise yet effective ruleset and spec sheet help balance competition among a wide range of vehicles, and the excitement of adding racecraft to overall speed was awesome to see at Gingerman.

Better than 35 cars took the grid for four points races throughout the weekend, led throughout early qualifying and competition by the no. 82 EG Honda Civic of Eric Kutil and the immaculate no. 6 CRX of Ryan Kristoff.

Just when the duo seemed to have the event in the bag, another duo—Justin and Tiffany Kelly, in the no. 680 AP1 Honda S2000—won three straight sessions, before ultimately falling to Mr. Kutil and the EG by the scantest of margins.

8. TCR Cars

Another pleasant surprise from the Gridlife crew was three full race machines from World Challenge TCR competition: two VW Golfs from FCP Euro and one Honda Civic from LA Honda World.

Offering racers a turn-key competition vehicle (complete with race engines, air-shifted dogboxes and aero) for as little as $50K, the TCR program has gained huge popularity overseas and seems to be doing the same here in IMSA and World Challenge racing. Seeing them share the track for exhibition runs ahead of (and occasionally, behind!) time-attack machines was something I’d been hoping for since the program was announced.

So now you've seen the best of drift and track happenings at this year's Gridlife Midwest Festival. You only need to do a few more things to really understand just how awesome this annual gearhead spring break is: take a peep our gallery below, follow Gridlife and Driving Line on the web and social and join us next year!

See our 6 favorite drift builds and 5 fastest street legal cars from Gridlife!

Ever since Ford unveiled the 2020 Mustang Shelby GT500 at this year’s Detroit Auto Show, the question that’s been on everyone’s mind is “how much power will it have?” At the time of the debut, final horsepower and torque numbers hadn’t been confirmed, with Ford simply stating that the GT500 will make “more than 700hp."

Today we finally found out exactly how much power and torque the GT500 will produce, and the numbers are nothing short of impressive. It’s supercharger-fed 5.2L V8 will make 760hp and 625 lb-ft of torque when the GT500 arrives later this year.

Not only does this make the GT500 the most powerful road car Ford has ever built, but it shoots right toward the top of the American performance car power rankings. At 760hp, the GT500 tops not only the supercharged V8s in the Chevrolet Camaro ZL1 and Corvette Z06, but the flagship Corvette ZR1 as well.

In fact, the only current American machine that tops the GT500 in terms of power output is the 797hp Dodge Challenger Hellcat Redeye, but that car is not only heavier than the GT500, it’s aimed toward a different type of driver.

It feels like the late 1960s all over again with these horsepower wars, and while the aforementioned Camaro ZL1 might be a little down on power when compared to the GT500, its lower weight should make for a great showdown once the GT500 arrives.

Now the only things left to do are to to find out the GT500’s MSRP and brace for the inevitable dealer mark up that’s going to come with it. That aside, this is one more sign we are truly living in a golden age of high performance cars.

In the mood for more Shelby? Don't forget to watch the trailer for the upcoming film Ford v Ferrari.

Sometimes serious horsepower can be a drag. No, really: The faster a car accelerates, the more resistance pushes back from the mechanical force, which puts a damper on the driver reaching his or her next best track time. If you are craving more speed without having to mess with your engine or tune, aerodynamic experimentation might be for you. 

There’s a science behind aerodynamics. The less drag there is, the faster a car can accelerate, but the consequence of less drag is the loss of valuable grip in the corners. Increasing the car’s ability to cut through air while at the same time creating negative lift (downforce) ups the traction, which heightens a car’s capability to handle more speed. Integrating aero parts such as front splitters, canards, rear diffusers and rear wings is how the most advanced race cars slice through the air and transform the otherwise resisting forces into downforce. Follow along as we take a deeper dive into seven of #GRIDLIFE's aero cars.

The Fastest in the Pack

Professional Awesome’s Mitsubishi Evo took first place overall during the #GRIDLIFE Midwest track battle. If you take just one look at this car, the combination of wide diffusers and angular aero screams "fast." The rear triple-element wing is from APR performance and the rest of the aero was developed in-house by Professional Awesome Racing. They built the underbody and rear diffuser from alumalite and the front splitter and large diffusers from plywood. Also on the car are custom titanium skids and Professional Awesome’s off-the-shelf fender vents. The team installed 728 lbs/in rated front springs and 840 lbs/in in the rear with a combination of bump stops to handle the aero load.

It’s a Beast

Here's the funny thing about downforce: Too much could require more suspension upgrades, and after that, it may be tempting to add even more power. It's a vicious cycle. Somewhere underneath the Beastie Hatch’s outrageous aero is a Honda Civic. Its aero concept is based on the CFD-designed and real-world proven front and rear wings from Cody Loveland’s Enviate Hypercar program. A lot is going on here. Loveland, the owner of Affinity Aero, fabricated an entire carbon fiber aero package that, at first glance, includes a grass-trimming splitter, rear wing, side skirts and fenders with wheel well vents. A look underneath reveals a rear diffuser and belly pan that minimizes friction.

Loveland utilizes 1,450 lb rated springs in the front and 1,110 lb rated rear main springs paired with a tunable elastomeric bump stop spacer system to handle the downforce. A recent upgrade to RPS carbon brakes resulted in even stronger downforce-induced braking, which bent an upper control arm during his time on track at #GRIDLIFE Midwest. Loveland plans to add a second element to the rear wing to improve stabilization, and 2,200 lb rated springs are already on the way. 

The Evolution of Aero

Michael Puglisi’s DMN Racing Mitsubishi Evo threw down some blistering times with its home-brewed aero kit. Puglisi took ideas from Voltex and the Tilton Evo and watched Kyle Engineer's Youtube videos to better understand what each piece does. He made the massive front splitter, side skirts and diffuser from 10 mm alumalite sheets. An off-the-shelf Kognition chassis-mounted wing covers the rear and is a part that is now near impossible to find. On the body is a mix of Voltex front fenders and APR racing 35 mm wide fenders.

Puglisi has learned a few tricks on how to test the functionality of the car’s aero. “As silly as this sounds, I've used a pressure washer because it makes a fine mist and you can see the vortices and how it acts on the car,” he explained. “We also use the yarn test and a camera to help us." After a recent test, he learned that the rear diffuser was angled too high. It either needs to be angled downward, or strakes need to be added. Puglisi expressed that the build, like most innovations, has been full of trial and error.

Get a Grip

James Houghton’s Acura has seen around 15 different aero configurations since late-2011. Today, the car is held steady by 2,700 lb of downforce. “We had to upgrade to K-Tuned K2 three-way shocks and made drastic changes to the spring rates to handle the amount of downforce,” he explained. Nearly doubling the original spring rates, the car now runs with 1,900 lb rated front springs and just over 1,200 lb in the rear.

Houghton worked with Professional Awesome Racing for the car’s original aero package and made most of the components with his team’s help. Much of what is on the car today was designed by Stim Tech and Spage Sport and built by Spage Sport. The aero is a combination of carbon, alumalite and aluminum, and the setup certainly changes how the car handles. "It's tough to trust the grip at high speeds," Houghton said. "The heavy amount of grip feels unnatural, but on the other hand, at low speeds, the high spring rates reduce the amount of mechanical grip, so I have to be mindful when taking corners." Houghton concluded that the trial and error never ends. The team will continue to improve the setup's efficiency.

The Time Attack World Record Breaker

Everyone should recognize William Au-Yeung’s Vibrant-sponsored PZtuning Honda Civic with its surrounding aero bits that go as far as to wrap underneath the vehicle and vent air through the trunk. Au-Yeung took a few moments in between Pikes Peak testing to give us an overview: “We don’t have any credible data regarding the amount of downforce our setup creates today, but the overall evolution of our Civic has been immense, from a debut lap time of 1:30.2 at Road Atlanta in 2015, to a 1:19.5 overall Time Attack record lap at the same track in 2018! "

In five years of competing, the car has seen four different types of splitters, starting with plywood, then a flat carbon splitter from Wasp Composites, and then a PZtuning 3D narrow spec splitter. “As we’ve developed the car over the years, we’ve spent a proportionate amount of time on the aero,” Au-Yeung said. The Civic is now equipped with an APR triple-element rear wing, but the rest of the aero was made in-house at the PZtuning shop in Canada. “Our splitter was made back in 2017, and although we’ve had ideas on how to improve it, the current one just seems to work great,” he exclaimed. He also mentioned that they did indeed have to increase the spring and bump stop rates with all that aero, but not as much as some might believe: “Having a compliant car for low-speed situations is still very important in the balance of things.”

“Our whole program is more or less trial and error—we don’t use any real CFD in any of our aero, and the car has never been to a wind tunnel. Just good ol’ research and execution has been our primary focus. Some might think you just buy all the aero you can and magically set lap records, but it doesn’t always work out that way.”

He made a recent discovery after testing at Pikes Peak last weekend. “I’ve learned that the high elevation really affects overall downforce of the car, as there’s less air density at altitude,” he said. Despite the difference in air density, he confirmed that the car’s balance is still on par, and he doesn’t see any drastic aero changes in the near future. 

Mechanical Advantage in Aero

Grant Walker’s Mechanical Advantage Miata wasn’t always an aerocentric time-attack car. It began life as a daily driver until autocross became a gateway to high-performance road course racing. At around the same time that the Mechanical Advantage team tore it down and swapped a K24 engine under the hood, Walker was admiring the amplified aero modifications on other time-attack cars. “During the transformation, with all these thoughts of crazy aero cars in our head, we got some material and grabbed an angle grinder and started doing what we do best,” he said. “Trying to implement new things and make it ourselves is one of the drivers for this team.”

The team noticed the car’s enhanced performance as more aero was added, but more tweaks are still being made. Last year, Walker raced with a large front splitter and a smaller rear wing, but the setup was unbalanced despite suspension adjustments. In came more aero for 2019: Mechanical Advantage Racing took to designing and building a larger custom rear wing. The new MAR foam core, carbon fiber dual-element wing resolved the issue by shifting the downforce rearward, but now the team is tuning out a resulting understeer condition caused by the new weight transfer.“The car’s handling gets better and better as we continuously tune it,” Walker said. “The wing upgradeimpacted the car’s handling dramatically.”

The downforce was so effective, in fact, that if it weren't for the addition of a Borg Warner EFR 7163 turbo, the team’s top speed numbers would have dropped due to the additional drag, but the new combination increased the speed.

In addition to the added power and aero, Mechanical Advantage also adjusted the springs on their Fortune Auto Coilovers. In ideal conditions, the rear wing can make up to 1,400 lb of downforce at 150 mph. With its current setup and in real life conditions it is estimated to make around 1000 lb of downforce. Walker reported that the team may need to implement bump stops in the near future.

Mechanical Advantage Racing followed the general rules of thumb for DIY aero and hand-made the remaining aero components from 1/4-inch and 1/2-inch alumacore with aluminum support structures. They are working on getting the car programmed into 3D modeling software to run simulations and make calculated improvements. The ultimate goal is to create a predictable, balanced car. The team is chasing a 50/50 aero balance with the possibility of a tad more downforce in the rear.

Finding the Balance

After racing her built NB Mazda mostly aero-free for several years while she focused on performance, Darby Barber caught the aero bug and installed a mild set up. It includes a 66-inch Nine Lives Racing wing deck, R Theory Motorsports mounts, and wing endplates, side skirts, a splitter and canards that she made herself. “Right now, I’m finding the right balance between the rear wing and front splitter,” she explained. “It's a lot easier to make rear downforce compared to the front, but if you have too much wing, it'll cause the car to understeer on high-speed corners.” After minor adjustments to the wing’s angle, she found the car’s balance. “The car is planted, and I can take the corners a lot faster. My time without aero during The Speed Ring at the M1 concourse with no aero was a 1:16, which improved to a 1:13.9. That's more than a two-second improvement on a very short course."

If you want to stay grounded for a little longer, click through the photo gallery to see more aero cars from #GRIDLIFE Midwest.

Still not convinced that #GRIDLIFE is the coolest thing in motorsports? Read our recap of last year's event!

1. Toyota Supra

Talk about ultimate sleeper. From the original khaki-looking paint to the stock, skinny tires, there’s nothing about this car that looks fast, until you look very closely at it. Initially, this Supra came with a 2.6L SOHC 4M-E that produced about 110bhp. Not exactly the excitement machine that the Supra became in the ‘90s. Well, the owner of this car added a few upgrades that you’d never expect.

Note that there’s a V8 under the hood in the form of a Toyota 1UZ-FE. The 90-degree 4.0L all-alloy engine has been used in an assortment of Toyota and Lexus vehicles between 1989 to 2004. It has many similarities with a race engine with six-bolt cross mains and over-square configuration and pumps out between 256-300hp. That’s nearly double what the car came with so this car must be a lot of fun to drive.

Oh yeah, did we mention that it’s also got a fat bottle of NOS in the trunk? Think twice before racing this car if you see it at a stop light.

2. E39 M5

If you know cars, then the M5 badge is a dead giveaway that this car is no slouch on the freeway. This beautiful European machine sports a 4.9L V8 with almost 394bhp on tap with a six-speed manual transmission it is considered by many to be the zenith of BMW performance. MotoIQ took it beyond the ultimate driving machine with upgraded K&N intake and Corsa Performance exhaust, StopTech Sport Kit rotors, calipers and performance brake pads.

As you probably already know, a brake upgrade means nothing if the tires aren’t upgraded to function at the same level. They chose Nitto Invo tires for this M5, with 285/30R19s in the rear and 265/30ZR19 for the front.

3. Mustang GT 5.0

This 2015 S550 chassis pony was included in this list because it was simple and clean, with a hint of Star Wars thrown in for fun. While we didn’t get a chance to actually talk to the owner, it’s safe to say that he/she is into fast cars and sci-fi with an Instagram handle like @ghost.trooper_5.0.

We did find out that they're part of the LA Street Stangz Mustang Club. We’re looking forward to seeing more Mustangs and Nitto NT555 G2s from their group in the near future.

4. Chevy C10 Truck

Yes, we know this isn’t technically a car, but it is a lowered and designed for the street. While it certainly has a bed, it looks like it accelerates and handles like a car. So, we’re keeping it on the list.

The owner of this truck, Josh, has always been into old Chevy trucks. Believe it or not, this silver rocket is a daily driver and hides a Blueprint 383ci crate motor spitting out 420hp and dyno’d at 360hp to the rear wheels. He uses a set of Nitto NT450 tires to tear up the pavement when it’s time to go fast.

5. Dropstar Dodge Charger

Posting up with approximately 300hp in naturally aspirated form, the entry level Charger would never be called slow. Add a RIPP supercharger kit and suddenly there’s another 170+ hp available to play with. Bolt-on power is always a good thing, especially when it’s not obvious (which doesn’t apply here).

It’s a good-looking vehicle, slammed to the ground and riding pretty on 24-inch wheels. Yes, 24-inch wheels. Those wheel wells weren’t small to begin with and they had to fill them with something, why not big wheels and Nitto’s luxury Invo rubber?

Click here to see our list of the weirdest cars from LS Fest West this year.

Everyone loves a P-pumped 7.3L Power Stroke. They lope, they smoke, they make big power and they always rally the Ford fan base. Almost exclusively found in the truck pulling realm, this rare breed of engine bucks its original electronically-controlled HEUI system in favor of full-on, mechanical injection—and it all centers around a massive inline pump in the valley. While this kind of tractor technology is primitive, the amount of fuel a P-pump brings to the table is unmatched by any other means of injection. Combine the right amount of air with all that fuel and you can make some serious power, and in the case of the guys at Unlimited Diesel Performance, nearly 2,200hp!

In the P-pump 7.3L game for a handful of years now (and the 7.3L HEUI game for the past 15), Nate Bailor and Ben Burnworth—owners of the aforementioned Unlimited Diesel Performance—have been campaigning their 7.3L-powered ’81 F-350 in the Limited Pro Stock Diesel Truck class. Although turbo restrictions limit what their mechanical 7.3L is capable of doing in this nationally-sanctioned category, on occasion they’re able to bolt a larger turbo in place and effectively uncork the true potential of this beast of an engine. Recently, the pair did just that during a visit to the engine dyno. A larger, freer flowing turbo—along with a few tweaks on the P-pump—produced an insane 2,180hp and 2,821 lb-ft of torque.

To find out how Nate and Ben pieced together one of the most powerful 7.3Ls in history, read the whole story below.

Exotic Hard Parts

To survive big boost, immense cylinder pressure and nearly 3,000 lb-ft of torque, it all starts with a sound bottom end—and the foundation under Unlimited Diesel Performance’s 7.3L Power Stroke is second-to-none. A factory-based, internally-balanced stock stroke crankshaft is anchored in place within the concrete-filled, OE cast-iron block by way of a Hypermax bedplate. The crank swings eight forged-steel R&R Racing Products rods that are topped off with 0.010-inch over D&J Precision Machine FSR pistons. The 2618 forged pistons feature a forged steel top ring land for utmost durability in this extreme cylinder pressure environment. The camshaft was spec’d out by longtime truck and tractor pulling guru, Bob Holmes.

Replica Cylinder Heads

Factory replica, recast cylinder heads from D&J Precision Machine clamp to the block via 9/16-inch head studs from ARP. For utmost combustion containment, both the heads and block are cut to accept fire-rings, with 50 percent of each fire-ring protruding into the crankcase and the other half into the heads. The decision to pour a replica set of heads was made in order to optimize the location of the injectors, facilitate the use of huge, 2-inch diameter intake valves and also allow the intake ports to be as free flowing as possible (they flow 100-percent more air than the factory heads do). Beneath the valve covers, you’ll find Jesel roller rocker arms (and roller lifters beneath them), a pretty exotic rocker arrangement for a diesel.

Eight-Cylinder P7100

Without a doubt, the start of this show is the massive P-pump that all but consumes the lifter valley. Built by Mark Massey (a.k.a. The Pump Doctor), it sports 15mm plungers and barrels, a custom cam profile and an Ag governor. Custom bent injection lines route fuel to International-based, triple-feed mechanical injectors with billet bodies and massive five-hole nozzles from Scheid Diesel. The pump itself is from the Bosch P7100 family and is believed to have been sourced from a marine application. It is gear-driven off of the camshaft, concealed within a one-off billet front cover designed and machined by D&J Precision Machine.

Smooth Bore Turbochargers = Restrictor Plate Racing for Diesels

In Limited Pro Stock class trim, a smooth bore turbo with a 76mm (3.0-inch) inducer compressor wheel must be run (shown). In this situation, additional airflow cannot be gleaned from a map width enhancement groove, thereby limiting how deeply the 7.3L can fill its lungs. However, with a 4.4-inch charger from Wimer Fuel Injection & Turbo in the mix (and added fuel volume by way of a few wrenches turned on the P-pump to match the additional airflow), the engine is a completely different animal. In fact, with the massive 4.4-inch turbo feeding the engine nearly 1,000 more horsepower is on the table.

High-Flow Intake Manifold

An individual runner style intake manifold ensures each cylinder sees its fair share of boost. The billet-aluminum work of art was also produced by D&J Precision Machine who, as you might’ve guessed by now, played a major role in Nate and Ben’s engine. From machining the FSR pistons to performing the final hone on the block to providing key parts and pieces required to run the P-pump, D&J was there from start to finish. When everything was assembled, D&J even ran the engine on its in-house dyno.

Water-to-Air Intercooling

Part of the trick to making big horsepower requires that you are able to effectively manage it. Case in point, without an intercooler (and even with a traditional air-to-air intercooler) the engine could melt to the ground with the kind of in-cylinder heat that 2,200hp can produce. To keep intake temps tame and exhaust gas temperature at or below 1,600 degrees F, a water-to-air intercooler system is employed. The arrangement makes use of a PT4000 intercooler from Precision Turbo & Engine with a 4-inch inlet and outlet, a V-belt driven water pump and a water box that’s built into the truck’s front weight box. Highly efficient, the water-to-air system drops intake temps leaving the turbo’s compressor outlet from 600 degrees to 60 degrees by the time it enters the engine.

Dry Sump Oil System

To maintain the engine’s oil pressure requirements, a dry sump oil system based around an R&R Racing Products pump is employed. The system makes use of a one-off Moroso pan, four oil scavenge stages, two pressure stages and ensures that 130 psi is on tap when the engine needs it most. Coupled to the back side of the oil pump you’ll find a Waterman fuel pump, which sends 50-psi worth of fuel supply pressure toward the P-pump. As an additional safeguard, the engine, P-pump and turbocharger each have their own separate oil systems. This way, one component failure can’t take out another.

2,180HP and 2,821 LB-FT

Prior to the start of each pulling season, you can find Nate and Ben’s P-pumped 7.3L in this type of torture chamber. This past May, some impressive things happened aboard the engine dyno at Marlatt Competition Engines & Dyno in Rushville, Indiana. With the aforementioned 15mm P-pump and the 4.4-inch turbo bolted in place, the engine belted out 2,180 hp (at 4,600 rpm) and 2,821 lb-ft of torque. As far as publicly release numbers are concerned, this makes their engine the most powerful 7.3L on record. Encouraged by the big single turbo numbers, they plan to try an even larger, 4.7-inch charger on the engine in the future, if not a full-on Pro Stock tractor turbo (5.25-inch).

The Price of Pioneering

Unfortunately, during a follow-up pass after the 2,180hp dyno pull the engine began to run rough. Once the test was aborted, chucks of aluminum were discovered in the oil system and the guys at Unlimited knew they’d had a hard-part failure. When they tore the engine down, they identified a connecting rod (with two full seasons and countless dyno pulls on it) as the culprit. Despite the carnage, Nate and Ben plan to have the engine up and running again soon. Look for their truck, “Smokin’ Addiction,” to be running the Pro Pulling League’s Limited Pro Stock diesel truck circuit, along with select other exhibition or open class type events in the greater Ohio area this summer.

Curious as to how the 7.3L Power Stroke earned its reputation as one of the best diesel engines ever fitted into a pickup? Check out the full backstory here.