By now you’ve likely heard all about the recent air-cooled (defined literally as luftgekühlt in German) automotive pop-culture collab that filled chic furniture maker Modernica’s sprawling L.A. campus with more vintage Porsches and celebrity personalities than any other automotive event in recent memory. But maybe, like us, there literally is no such thing to you as “too much” when it comes to some of the most stylish performance cars ever made, and are looking for a few (dozen) more images to ogle over? We got you. Click through this batch and don’t forget to share it with fellow Porsche lovers on social.  

In one of those “you have to see it to believe it” internet gems, we’ve come across something that shows how far we’ve come and how silly RTI competitions are. RTI stands for ramp travel index. It’s a score that’s comprised using a 20 or 30 degree ramp (sometimes steeper, but those are the most common). The goal is to make it as far up the ramp as you can, without putting air under a tire.

It’s a great way to see how your 4x4 articulates and usually a fun club or parking lot gathering activity. So, you can imagine the surprise of the local off-road club when a 1916 Model-T strolled up to its 20-degree ramp and laid down a score of 1,040. To put that in perspective, that’s farther than a stock Jeep Wrangler JK (two or four-door) can make it. Sure, we’d still rather have the JK in the dirt, but this goes to show that stock-for-stock, 100 years of technology doesn’t necessarily mean you’ll leave the ramp champ.

To see a more conventional ramp gathering, click here!

Time can do amazing things, like transform what were ordinary vehicles into unique classics. No matter how many decades pass by, the enthusiasm for vintage vehicles will never fade. We wanted to appreciate the Driving Line readers with builds that are keeping old school cool. 

To be considered as a Readers’ Rides in an upcoming issue, please send us a few high-resolution photos (300dpi) along with a brief bio and sentences about why your car is special to you to editor@drivingline.com.

Gregory Wiley | 1967 International Travelall

1967 is when International celebrated its 60 years, so I knew I had to change up my ’67 Travelall. Fit with a massive 8.1L GM V-8, this retro-mod has plenty of patina and quality parts. I wanted to keep it simple - build it tough, functional and of course powerful!

Denny Huang | 1970 Datsun 521

I purchased this mini-truck for my son and I because I wanted to teach him the basics of auto mechanics and how each component operates. With the mechanics on the Datsun being similar to my ’67 VW Bug from high school, working on this build brought back a lot of memories. The best part is the occasional weekend drive with my son.

Kevin Yeung | 1970 Datsun 240z

The S30 has been my favorite car every since I laid eyes on it. Inspired by the manga “Wanga Midnight,” I knew I couldn’t start on my dream car until the car called out to me first. Ever since I found my Z and started this build, there has been a lot of ups and downs, but it’s all worth it in the end.

Eddie Herrera | 1967 Chevrolet Camaro RS

My Camaro is a representation of myself, I’ve always felt like an old school person born in the wrong time. I’ve put new technology in this old school and it’s been a reliable daily driver to me for the past 7 years. I enjoy taking it to import shows and seeing peoples react to it. It’s showed me how open and accepting people can be.

(Photos courtesy of owners)

We paid a quick visit to our neighbors at Mazda North American Operations (NMAO) for a quick demo of the 2017 Mazda MX-5 Miata RF that debuted at the 2016 New York International Auto Show, before it takes the long trip back to Japan. Adding to the popular fourth generation MX-5, Mazda took design cues from the iconic soft-top models of the past to develop the RF (Retractable Fastback) model. Clocking in at only 12.5-seconds, it's the fastest retracting roof of any vehicle in the industry. Fastest retracting fastback isn’t the only record it holds; the Mazda MX-5 also won the World Car of the Year and the World Car Design of the Year awards during the 2016 NYIAS.

While we were at Mazda's HQ, Design Director, Julien Montusse, answered three of the most asked questions about the design of the RF:

1) Was this always the intended design when developing the car?

The short answer is “YES!” The design team has been dreaming about this silhouette specifically for the MX-5 line, and they wanted a look that best represents what Mazda is: an emotional, spirited brand. Understanding the love purists have for the classic soft-top models, they found a way to elevate it to modern standards by making it visually appealing to everyone.

2) How did the designers and engineers work together?

Making it look cool is one thing but it has to work efficiently as well. Using an “Ideal State Process,” they aimed high, looking at what inspired them the most and then reengineered a way to make it work. The RF retracts the roof in the same location as the soft-top models do, which allows none of the truck space to be taken away.

3) What did the design team achieve with this car?

The seamless design of the roof, sleek silhouette and bringing the visual mass to the rear adds more dynamism to the car. The curves in the body lines are a neat design trick they did that helps eyes surround the entire car instantly and fall in love with the entire volume of the RF rather than one side at a time. The RF is meant to be exciting yet sophisticated. The Machine Gray paint job with Auburn Nappa leather interior are what, according to Julien, gives it that “masculine, 007 feel.”

By the time you read this, this RF will already be on its way back to Japan, but don’t worry because you can expect them to be sold stateside as early as spring 2017. If you're looking for more reasons to love the 2017 MX-5 Miata RF, we’ve got six!

Way back in 1984 (isn't it weird saying "way back in '84"?), Ford Motor Company retiree, Johnna Pepper was given the task to help launch an event that would celebrate the then 20-year anniversary of the Mustang. As the appointed Ford car club coordinator, he came up with and executed Mustang Jamboree.

With backing from Ford, this first event pulled in over 500 Mustangs and other Ford-powered vehicles from all over Southern California, taking place at the LA Equestrian Center at Griffith Park. The next year saw more participants, and in 1986, they had to move over to Knott's Berry Farm to accommodate for more space and has remained there ever since. Along with the move, Mustang Jamboree was renamed to Fabulous Fords Forever.

Today, over 1,800 participants and roughly 57 different types of Ford models gather in the parking lot of Knott’s Berry Farm, and throughout the years we've seen new model and style introductions as well. FFF brings out the classics, rarities and modern delights. One such rare gem was a '59 Edsel Villager; less than 12,000 of these were produced from '58 to '60.

The Model T was the vehicle that revolutionized the process car manufacturers built their cars. In production from 1908 to 1927, the Model T is still a perfect platform today for hot rodders with its wide rear tires and low ground clearance.

In 1927, the Model A was created and provided curvier features, such as the grill, fenders and roof visor.

In the 1950s, the Ford Thunderbird was created for the sole purpose of competing against the Chevrolet Corvette. Later in production, Ford positioned the Thunderbird as a personal luxury car.

Falcons are one of my favorites and was produced from 1960 to 1970. When the market shifted from larger cars to smaller, the Falcon was Ford’s compact vehicle.

Also in the '60s, Ford created what is the most iconic vehicle for the Ford brand: the Mustang. Introduced in 1964 as a 1964 ½ model, the Mustang badge still reigns supreme today. The Mustang is currently going on to its sixth generation with continued refinements.

It wouldn’t be a show without the Pinto!

Ford doesn't only have passenger cars and sports cars; they also had SUV trucks, like the Ford Bronco. Before O.J.’s made his infamous dash around Southern California, it was considered more compact, yet very stylish for its time.

Moving forward to modern day. The Focus is a sport compact vehicle with a variety of personalities, such as the rally Focus.

We loved the modern flare on these Fords at the Nitto Tire booth.

As you can see, there are a lot of different Fords to see at Fabulous Fords Forever, and you can see more in the photo gallery below.

Once upon a time in Mexico, the National Off Roading Racing Association (NORRA) rebirthed the Mexican 1000 rally. This four-day extravaganza welcomes everything from vintage to modern vehicles and even motorcycles. Hosted in Mexico, the Driving Line team has crossed the border to bring you exclusive content. In the meantime, here's a livestream to catch all the action!

Don't miss a thing, click here to watch the livestream!

Schedule of Events:

-- Pacific Time --

Friday, 4/22

4pm - 10pm Mexican 1000 Welcome Fiesta

Saturday, 4/23

10am - 1pm BILSTEIN Classic Car Round-Up

1pm Motos Start

Sunday, 4/24

6am Motos Start

7am Cars Start

11am - 11pm Finish Line Celebration

Monday, 4/25

6am Motos Start

7am Cars Start

1pm - 11pm Finish Line Celebration

-- Mountain Time --

Tuesday, 4/26

7am Motos Start

10am Cars Start

12pm - 11pm Finish Line Celebration

Wednesday, 4/27

7am Motos Start

9am Cars Start

7pm Awards Ceremony

To see the full Mexican 1000 schedule, click here.

Find more exclusive off-road content at DrivingLine.com and stay tuned for a full recap of this weeklong epic event!

Last year I declared AutoCon to be one of the best import car shows that is unlike your typical import car show; and guess what, it still is. Having finally outgrown its previous home at the Pomona Fairplex, the show touched down in the big city, taking over the Los Angeles Convention Center. And you know what that means: more space for cars, foot traffic, boobs (that's import models) and the stage that's become an essential part of the AutoCon experience, where cars are brought up so its owners can share more info and show off the features to spectators below. Several cars made their big or remixed debuts, along with high profile favorites, making this a perfect venue to be at with AutoCon being the first show to set up shop for the 2016 season. It's almost like Coachella in a sense; you might see the same bands at different shows throughout the year but you see them fresh and first there, except with AutoCon you're given SoCal's elite. Scroll to the photo gallery below to see what we mean...

There are many truths car enthusiasts know to be true. For example, you can never own too many 10mm sockets, the sun always sinks into the sunset faster when you’re working on your car out in the driveway, and you can never “just buy new wheels for the daily driver.” For many of us, our cars are a way to show off our individual ideas and styles. Some modify their cars for function, and others for form. For Driving Line editor Justin Pagtalunan, his tC started out as a humble reflection of his tastes, but as he became more submerged in the automotive industry his sights became set a little higher.

Embracing the culture surrounding Scion’s young and experimental image, Justin was a trailblazer in the tC community by helping many companies prototype new parts before they made their way to market. Because of his involvement in the scene, he was quickly known to have a lot of “first” products for the redesigned 2011 tC. From there on he always looked for only the best quality parts to go along with his build.

Starting with the suspension, a CUSCO USA front strut bar, Eibach sway bars, and a custom AirRex Elite Series air suspension setup keep the car leveled out and functional.

The form takes shape in Justin’s dream wheels, TE37s, specifically Volk Racing TE37 Tokyo Time Attack-Progressive Model with a custom graphite finish. His wheels are wrapped in Nitto Tire INVOs and backed by a TRD big brake kit.

From there Justin began to bring in his love for Speed Racer both in subtle nods and tasteful homage. The air tank for the suspension sports a graphic, drawn by Justin himself, that is familiar to fans of the comic and the cartoon.

Moving to the exterior of the car, you can catch the Mach 5’s ‘M’ on the Seibon carbon fiber hood and ‘5’ number cards embossed beneath the satin white vinyl wrap.

Spec-D Tuning headlights light the way while MV Designz smoked taillights signal in the rear.

To take his build a few steps further, Justin enlisted the help of GReddy Performance Parts and AutoTuned in procuring and installing one of only three Rocket Bunny kits ever made for the Scion tC. Another big first for Justin, the Rocket Bunny kit designed by Kei Miura was never officially released to the public. With SR by Toyota’s Formula Drift tC piloted by Fredric Aasbo and Scion by Toyota Canada's show car being the only others in the world with this kit, Justin’s is the first to hit the streets.

Standing out from the other two, Justin’s wide body tC is finished off with a Five Axis Design lip kit and Racing Solution carbon fiber duckbill spoiler. Of course, when a setup this rare is put together, we have to record it so look forward to a full installation write-up on the kit soon.

As expected, this whole project took the tC from a common commuter to a sight to see when Justin drives to work every morning. With the attention to detail and quality craftsmanship, one could definitely understand why Justin considers his build a success so far.

Check out the gallery for more photos of Justin's rare Rocket Bunny Scion tC:

So you think you can stance? Slammed Enuff welcomed all challengers at a fluorescent-lit warehouse tucked away in one of the many commercial districts at the top of metro Atlanta. For this one night, the North Atlanta Trade Center was a meeting of who's who of the Southeast show scene. It's a good place to see everyone's updates for 2016 before the summer season really gets going, so here are 7 of the cleanest rides from the event:

Infinite Q45 - Larry Young

Larry's Q45 was one of the first cars I saw when I came in, and I was thankful for that. I've followed this particular build for several years. I'm always nervous to use superlatives, but Larry was one of the first people doing authentic VIP builds in Atlanta that I can remember, and his attention to detail and somewhat strict adherence to the traditions of that style keep this car relevant and interesting.

Datsun 240z - KuroWorks

I've seen this 240Z in tons of pictures on Facebook and Instagram, but this was my first time getting to check it out in person. On the surface it’s a pretty straightforward build, but it's a shining example of quality parts, attention to detail and restraint. This car would turn heads thirty years ago, and will still be a fan favorite in another thirty.

Lexus IS250 - Evan Mount

Georgia native Evan is back at it again with the white Work VS-KF on his Lexus IS250 that claimed the "Best Fitment" award. While certainly aggressive, the restrained camber actually gives it a nice blocky stance that sets it apart from other tilted contemporaries.

Rat-rod Chevy C10 - Blake Minton

Clean doesn't always mean spotless. The Wilkesboro Crew member, Blake, took his rat rod C10 out on its madein voyage to be amongst the crowds. The body might be vintage, but the air suspension is all-new and gives it one of the most aggressive stances in the building. As soon as it airs out, it will leave you breatheless.

Rat-rod VW Beetle - Ivan Garcia

Rat-rod Beetles are always a lot of fun and this one really nailed the derelict surf-style aesthetic. So many of these styling cues are staples of the air-cooled community, and this owner managed to pull them together and make it feel light-hearted, honest, and local with the Georgia license plate fender.

Honda Civic

You can't have a stance meet without a Honda and this Backyard Special hatch was a personal favorite of mine because it reminds me so much of the JDM builds of the early 2000s. I enjoy taking the time to walk around cars like this, taking in the details, and appreciating the effort that the owner took to research and acquire the parts. While the internet has made that process infinitely easier, especially for ubiquitous Honda models like this, taking the time to think out a build and not take the easiest route is commendable.

Honda Accord - Brian Ruff

As Honda's Japan lineup draws further and further away from the American options, many enthusiasts are turning their attention to the Thai and Indonesian markets for inspiration and parts. Brian Ruff has now turned his attention to this ninth-generation Accord sedan, that wears a completely custom body kit designed in Thailand, as well as custom programmable LED lighting.

Perhaps the greatest aspect of any of these stance meets is the sheer diversity of attendees. If you can approach the show with an open mind, there will be something for everyone. See the gallery for more of what the Atlanta show scene has to offer.

Okay, so no one was really going 88MPH, but nostalgia was in full effect at the Petersen Automotive Museum as they wrapped up "Back to the Future" month with a cruise-in featuring everyone's favorite time machine, the DeLorean DMC-12.

Gullwings as far as the eye could see, there was everything from stock DMC-12s to a complete replica Time Machine for people to see. The Petersen also opened up their vault to display the elusive gold-plated DeLorean - there are only 2 of these in the world!

Just put a flux capacitor in it and this Telsa Model X is ready to be turned into a Time Machine perfect for your next family trip.

With a bright Sunday morning, there was enough stainless steal to give the spectators a nice tan. Check out the gallery to see all the DeLoreans that came out.

(Photos by: Scott Martin)

As much as we’re all for diversity in the automotive world — Civic owners driving door-by-door with 240SXs, JDM fans bench racing against DTM, even import tuners talking tech with domestic builders (even Mustangs…as long as there aren’t any crowds around) — there’s something to be said for enjoying the company of your own kind. Maybe even with some friendly competition. Enter VTEC Club.

Created as a subdivision of Extreme Speeds Track Events and run in parallel during their events, VTEC Club is just that: a friendly competition opened exclusively to Honda or Honda-powered vehicles of nearly every state of tune. Check out our previous articles for what you need to know, and for the latest of their second competition round of five for their first season of 2016 (there are two “seasons” on the year), read on.

If you’ve ever run a track day at Willow Springs, chances are you’ve run the Streets of Willow circuit, where VTEC Club held its first event of 2016. It’s varied and technical, with slow and medium-fast turns, lots of elevation and plenty of variety. It’s fun and challenging but not too gnarly. Willow’s other road-race circuit — Big Willow — is. It’s less technical but a lot faster, and if you’re not too sure of the handling limits of your car at speed, or its braking ability coming down from that speed (especially around its big, fast, decreasing-radius final turn)...you could get into some trouble.

And while there was a little of that, (glad you’re OK, Melvin!) VTEC Club is big on safety and what there was a lot more of was impressive driving from Honda enthusiasts either experienced with their cars or are working cautiously and confidently toward their limits over the course of the event.

GROUP A

Fifty-nine drivers participated in this second round at Big Willow. Only eight competed in the “top flight” Group A class, which allows for aero, R-comp tires and pretty much anything else you want to add to your Honda in the name of speed. Despite this, it was the stock K20-powered EF Civic hatch of Tom “Tom Attack” Liang that led the class, with a 1:29.822 around the big circuit using 225/45/15 Nitto NT01s— evidence that a proper setup and a talented driver don’t necessarily need gobs of power or modifications to go fast.

Rounding out the podium in Group A were Edo Stepanyan in a K-powered CRX with a 1:33.823, and Alex Zhao with a 1:36.001 in his new S2000.

GROUP A2

Group A2 fielded a total of 10 drivers and mandated that all make use of either R-comp tires or aero — but not both. Even with this limitation, the class’s top driver clocked a sub-1:30 lap and set a new class-record for the track, with Chris Elders and his S2K clinching First to the tune of 1:29.975, less than a second ahead of usual Group A2 winner Matt Rojana and his S2K’s 1:30.770. Dustin Dessero put a third S2K on the podium, with a 1:31.039 best.

GROUP N

Twenty two drivers entered Group N, which bans R-comp tires and no non-factory aero, accommodating the bulk of modified, street-driven Hondas in attendance. Amir Bentatou proved just how potent and car and driver can be in this circumstance, belting out a 1:32.899 in his black NSX to take First Place and shatter the track/class record in the process. Possibly even more impressive was Sean Mulyanto and his S2000 who took Second in class only about a second off the NSX’s best time, with a 1:33.985. Rounding out Third? Alan Jaquias, with a 1:36.061.

GROUP N2

And finally, everyone’s favorite class: N2. “The fun class,” “the single-cam class,” “the wrecking ball class” … known by many names and friendly insults, this is where you end up when you want to literally beat the wheels off the 1.5L PGMFI EF 4-spd hatch you found at a junkyard for $300 (with no title), your dad’s Odyssey, or pretty much any other Honda vehicle short of a tractor. Nineteen drivers made it a genuinely competitive class once again, and atop them all was VTEC Club front-man Duane Bada and his EF, posting a 1:40.413. Following closely was Tomas Perez, a rookie who claimed Second just three-tenths of a sec from Duane, with a 1:40.785 best. Chewerks’ Robert Choo topped off the podium with a D16Z6-bottom-end-killing 1:41.040 from his EF, clocked as he was still warming up in the first session of the day. Here’s hoping to see him out next round with a fresh engine and a higher step on the podium.

Enjoy some extra images of the fun, and head over to www.vtecclubusa.com for more.

Welcome to the limelight of the Southern Californa import car show scene. AutoCon 2016 is back and better than ever as they took center stage at the Los Angeles Convention Center in downtown LA. The dress rehearsals are over, the lighting is ready for their cue and the stars have arrived to give the crowd the show they have been waiting for. In case you weren't able to get a ticket to the hottest show in town, we have a video with all of the highlights from the event. Watch it now and let us know who gave the best performances!

Don't forget to check out our AutoCon gallery here!

Chevy runs deep and Duramax-powered GM’s with Allison transmissions behind them run even deeper! All in all, ¾- and 1-ton Chevy Silverado’s and GMC Sierras offer what are arguably the best all-around heavy duty trucks produced by the big three. Whether you’re after horsepower and torque, fuel economy, ride comfort, or reliability, the Duramax-equipped rigs coming out of Detroit over the past decade and a half are tough to beat. Fair warning, these trucks generally hold their value better than Ford and even Dodge trucks of the same vintage, and the pre-emissions versions (2001 to 2007) are highly sought after. So, keep in mind that you may have to fork over $20,000 or more for an immaculate, 10-to-12-year-old truck.

2001-2004 2500 & 3500

While the first models of GM trucks to offer the Duramax engine/Allison transmission combo are aging, clean versions can still command a pretty penny. The one Achilles heel of the LB7 Duramax engine is injector failure. Sooner or later, the injectors will need to be replaced (a $3,000 to $4,000 expense depending on the shop performing the work). However, once the injector issue is addressed, the LB7 is extremely reliable. The lightweight and independent front suspension on these trucks makes obtaining 20-mpg a cinch and gives them better ride comfort than their solid front axle Ford and Dodge counterparts.

Engine: 6.6L LB7 Duramax V-8 with Bosch common-rail injection system

Transmission(s): Allison 5-speed automatic, ZF-6 6-speed manual

Best Year(s): Any year, as long as all 8 injectors have been replaced with genuine Bosch re-man units

Pros:

-Common-rail injection

-Quiet operation

-450hp is possible with a hot programmer

-Excellent ride comfort thanks to an IFS suspension

-Commercial-grade Allison A1000 automatic transmission option

Cons:

-Injector failure is a guaranteed

-Allison automatic will not handle more than an additional 90hp for long

-Flexing tie rods are a concern when off-roading, drag racing, or sled pulling in 4x4

-No factory lift pump

-Heavy trailers push these trucks around more than Ford or Dodge models

-Rocker panels and cab corners rust at accelerated rates in northern regions (salt, humidity)

Price Range: $7,000 to $15,000

2004.5-2005.5 2500 & 3500

As far as powertrain, suspension, and chassis is concerned, few changes exist between LB7 equipped GM’s and the ’04.5-’05.5 LLY Duramax-powered trucks. However, LLY engines do not have the same injector issues as the LB7 (and the LLY’s injectors are accessible without pulling the valve covers). Instead, this generation Duramax is known for overheating issues, namely when towing heavy. In addition, high-mile versions are prone to popping head gaskets. On the plus side, the LLY featured the largest turbo offered on any Duramax engine, and it utilizes variable geometry technology for optimum spool up, mid-range, and top-end power.

Engine: 6.6L LLY Duramax V-8 with Bosch common-rail injection system

Transmission(s): Allison 5-speed automatic, ZF-6 6-speed manual

Best Year(s): Any year, just be prepared for the possibility of replacing the head gaskets and facing overheating issues if you plan to tow heavy

Pros:

-Common-rail injection

-Quiet operation

-Variable geometry turbocharger

-450hp is possible with a hot programmer

-Good ride comfort with IFS suspension

-Commercial grade Allison A1000 automatic transmission option

Cons:

-Overheating issues are common on the LLY engine

-Blown head gaskets are more common on the LLY engine

-Allison automatic will not handle more than an additional 90hp for long

-Flexing tie rods are a concern when off-roading, drag racing, or sled pulling in 4x4

-No factory lift pump

-Heavy trailers push these trucks around more than Ford or Dodge models

-Rocker panels and cab corners rust at accelerated rates in northern regions (salt, humidity)

Price Range: $10,000 to $19,000

2006-2007 2500 & 3500

Perhaps the most desired of all Duramax models are the ’06-’07 Classic body style trucks. With arguably the best plug-and-play horsepower potential (on top of 360 horsepower being offered right out of the box), the last of the (*essentially) emissions-free engines, and a stronger, six-speed Allison to back them, the LBZ Duramax has a lot going for it. These trucks still incorporate the ride-friendly IFS, quiet and proven Bosch common-rail injection system, and are very reliable. However, all of the above makes for a hefty price tag on most models. Unless you find a deal, expect to pay 20K (or more) for a low-mile, excellent condition version.

Engine: 6.6L LBZ Duramax V-8 with Bosch common-rail injection system

Transmission(s): Allison 6-speed automatic, ZF-6 6-speed manual (‘06)

Best Year(s): Either year

Pros:

-Common-rail injection

-Quiet operation

-6-speed Allison A1000 automatic offered

-450hp is possible with a hot programmer

-Good ride comfort with IFS suspension

Cons:

-Allison automatic will not handle more than an additional 120hp for long

-Flexing tie rods are a concern when off-roading, drag racing, or sled pulling in 4x4

-No factory lift pump

-Heavy trailers push these trucks around more than Ford or Dodge models

-Rocker panels and cab corners rust at accelerated rates in northern regions (salt, humidity)

-Cracked piston issues surface at higher horsepower levels

Price Range: $14,000 to $25,000

* = exhaust gas recirculation (EGR) was used on ’06-’07 trucks (as well as the ’04.5-’05.5 LLY), but the diesel particulate filter and diesel oxidation catalyst had not debuted yet

2007.5-2010 2500 & 3500

A brand new body style, vastly improved interior, and a fresh version of the Duramax graced the ’07.5 to ’10 model year 2500 HD and 3500 trucks. In order to meet tougher emissions standards, the LMM Duramax would be the first 6.6L to dawn a diesel particulate filter, diesel oxidation catalyst, and more extensive EGR system. Because the exhaust after-treatment process requires fuel to function, mileage numbers are lower starting with the GMT900 generation. Other than that, the LMM engine itself remained very similar (hard-part wise) to the LBZ that preceded it—meaning performance potential is just as good.

Engine: 6.6L LMM Duramax V-8 with Bosch common-rail injection system

Transmission(s): Allison 6-speed automatic

Best Year(s): Any year

Pros:

-Stronger version of the Allison A1000 automatic

-Updated body style and interior

-450 to 500 hp is possible with a hot programmer

-Good ride comfort with IFS suspension

Cons:

-Diesel particulate filter/exhaust after-treatment system adds a failure point

-Lower fuel economy than previous models

-Weak tie rods are a concern when off-roading, drag racing, or sled pulling in 4x4

-No factory lift pump

-Cracked piston issues surface at higher horsepower levels

Price Range: $14,000 to $35,000

2011-2016 2500 & 3500

Thanks to a fully boxed frame, beefier independent front suspension, and an asymmetrical leaf spring design (with wider leaf springs to boot), the 2011 to 2016 trucks are the most capable tow-rigs GM has ever produced. As for the LML Duramax under the hood, its internals remain similar to what was found in LBZ and LMM mills. On the emissions side, it goes a step beyond what you’ll find on the LMM ’07.5-’10 trucks with the addition of diesel exhaust fluid (also known as urea injection). Subtle to major issues surface thanks to the added complexity of the emissions-controls and after-treatment system, and a different injection pump (used to meet more stringent emissions standards) leads to less plug-and-play horsepower potential than previous models.

Engine: 6.6L LML Duramax V-8 with Bosch common-rail injection system

Transmission(s): Allison 6-speed automatic

Best Year(s):’13-later (most costly injection pump failures seem to occur on ’11-’12 models)

Pros:

-Fully boxed frame

-Upgraded, stronger IFS

-Improved rear suspension with asymmetrical leaf spring design

-Stronger version of the Allison A1000 automatic

-450+ hp is possible with a hot programmer

-Improved towing manners over ’01-’10 trucks

-Integrated exhaust brake

-Integrated trailer brake controller

Cons:

-Diesel particulate filter/exhaust after-treatment system adds a failure point

-Weak tie rods are a concern when off-roading, drag racing, or sled pulling in 4x4

-No factory lift pump

-Limited aftermarket power potential due to factory CP4 injection pump

Price Range: $25,000 to $70,000

Ultra4 Racing remains a relatively new and quickly evolving off-road motorsport. As such, the approach to building the perfect off-road chassis continues to progress. Some racers however, have garnered more success than others. One racer in particular that has consistently found his way to the podium is two-time King of the Hammers champion Erik Miller. In this video, we catch up with the King and get some insight into his 2016 KOH winning race car.

We’ll have a full feature breakdown of the Miller Motorsports racer coming soon.

Ford just released its new teaser video of the 2017 Ford F-150 Raptor and now we want one even more. There are still many unknowns about the new Raptor. For starters, how will the tuned-up EcoBoost V-6 engine play with the 10-speed transmission? Or, how will the 500-pound weight reduction translate on-and off-road for the desert-eating machine? We hope to get behind the wheel of one as soon as possible, but until we do, we will just ogle over the video.

Hopefully, the aftermarket support will be as strong for the new Raptor as it is for the one we shot here.

It’s been rumored for years that California’s San Diego countryside has its very own Bigfoot. Historic tales of sightings and stolen pies have percolated amongst the locals for ages, but following a late-2008 boulder-tossing attack in the Ramona highlands, rumors of Bigfoot blossomed anew: the ‘squatch was loose. With sightings occurring in almost every state of the union, it’s no surprise that Southern California would have a few sasquatches of its own. Between the restrictive hunting laws and free avocados, who could blame the harry brethren from flocking to the western state?

For decades, sporadic attempts at relocating the big blurry jerky fan (dubbed “El ‘Squatcho”) have been spurred by local outdoorsmen and rally drivers who frequent the trails that connect the mountain hamlets east of San Diego, but success was limited. However, the practice of chasing the beast was popularized when a San Diego gearhead talk show began encouraging the participation of the area’s off-roading community. This culminated in the first-ever Father’s Day “Sasquatch Run” in 2011. A dozen vehicles full of eager souls pulled back the curtain on Bigfoot’s realm; success was still limited. Regular searches for the elusive eight-foot ape-man-Piltdown yeti have gone on since.

We recently shifted our rig into 4x4 and set out on a local So Cal Bigfoot spotting adventure. Here’s what we found.

As the sun set, the pathfinders of the ‘Squatch Run assembled at a local Ramona gas and gulp. Amongst the committed were a former SCORE driver, a former test driver, two privateer rally racers and an accountant. Guess which one had the nicest truck.

The drop into Pamo Valley should be done before sunset, namely because it’s a damn pretty spot (and just five minutes out of downtown Ramona). This is Sasquatch country, so gird yourself for awesomeness.

The Pamo Valley gate to Upper Santa Ysabel Trail (12S07) is a good place air down. Mind the cattle – appears Sasquatch has ‘em all spooked. The other end of 12S07 loops to Black Canyon Road back into Ramona.

Rain in Southern California always makes the roads more interesting; some more than others. Runoff features like this were common on 12S07 and Black Mountain Trail (11S04), and made an easy run a little more sporty.

Leave it to the Jeeper to get stuck first. This 4.0L-powered ‘92 XJ bought with the three-inch coil lift for $3500 never broke a sweat on the ‘Squatch Run. Charming, effective beaters like this make an excellent trail tool. The owner’s added 1.5-inch spacers, Bilstein shocks and a Rubicon Express long-arm kit over the original Dana 30 high-pinion and Chrysler 8¼-inch (both with Powertrax Lock-Right lockers), and installed a Cadtech Industries front bumper and homebrew cooling improvements.

No run is complete without a ½-ton Chevy. Besides, without a pickup, wherever would they put all the Bigfoots? This ‘00 Silverado, recently de-bumpered by an uninsured driver, nonetheless managed to Z71 itself uphill with aplomb.

Both Upper Santa Ysabel and Black Mountain Trails are narrow dirt and rock conglomerate that frequently suffers from bouts of washouts. It’s never difficult, just entertaining. Canyon switchbacks like this are densely vegetated because forest fires often skip over narrow gaps.

This super-subtle Vortec-powered ‘86 FJ60 made a heavily dug out bypass trail look easy. Hidden beneath the sheetmetal and bolted to the JDM H-55 FJ five-speed is a 5.3-liter LM7 installed by the Truck Shop in San Diego. All four corners are on Old Man Emu leafs and Bilstein shocks, and some super-stealth Truck Shop sliders are as hidden as the ARB Air Locker.

This third-gen 4Runner needed two passes to climb the bypass. Despite liberal 4Runner third-member movement, the OE E-locker finally got some use. The front suspension is first-gen Tundra and Bilstein parts, and the rear axle is hung with Old Man Emu 891s and Dodge 2500 front shocks. The bumper is from Addicted out of Colorado.

Transmission Junction. Turn right, and you’re headed back to Ramona via Upper Santa Ysabel and Black Canyon Road. Head left, and you’ll venture further up Black Mountain towards the location of the last known Bigfoot attack (and the best spots to search for Stinky).

To its credit, the typically easy 11S04 gets a little hairy the further you get into Sasquatch territory. Of course, at night, you don’t need to worry about that low shoulder on the left.

As the XJ rounds a bend near the top of Black Mountain and the selfsame trail, a look over the shoulder would witness Pamo Valley 2000-plus feet below. Black Mountain peaks at 4,051ft, another 800 vertical feet above.

Close by Black Mountain’s peak is Bigfoot’s Bathtub (seen here in white, a shade left of dead-ahead). This old water tank has long been a draw for the Sasquatch, who is, as we’ve mentioned, stinky.

Primarily because it has the best paint of the vehicles on this run, we posed the V8-powered FJ60 with Ramona’s twinkling lights in the background. Every man’s surf wagon should be this cool.

As is often the case on a Sasquatch Run, word gets out. Additional ‘froaders made the run uphill trailing the vanguard (including a former Garage Hour cohost, who muscled a two-wheel drive GMC 1500 up the hill on street tires, just because). Betting on approaching vehicles is a fun way to pass the time, but for a real treat, catch one ascending through the fog, which is downright otherworldly.

A group of pre-runner types made their way into the darkness as well, one murdering his clutch en route. There was a ’96 2.3-liter Ranger XL with the obligatory bent beams and modded radius arms. Along with was a ’96 XLT four-liter, with coil-overed unequal-length J-beams in front and caged King reservoir shocks damping F31 leafs in back. The ’94 Toyota ran hooped Fabtech reservoir shocks over big arms and a four-inch life spindle.

Gratuitous forced-shutter ambient light night shot. To get the full effect of how removed this point is from civilization, make your Sasquatch Run with as little moon as possible so the stars can come out.

In just a few short weeks, summertime will be upon us. As such, ‘wheeling traditions will be in full effect. One tradition that thousands of Jeep enthusiasts have done for over 60 years is attend the annual Jeepers Jamboree. Held on the iconic Rubicon trail, Jeepers Jamboree is a celebration unlike any other. Part party, part ‘wheeling trip, it’s all fun. This video does a great job of capturing the essence of the Jeepers Jamboree, and definitely gets us excited about the upcoming trip.

To find out more information about the 64^th Annual Jeepers Jamboree, click here.

Be sure to click here to see what you missed last year!

If you have a tiny bladder, enjoy taking your time, or “can’t do” fast food, you’ll never survive a road trip with me. At this point in my life, I’ve lost count how many times I have driven across America. The combination of my distain for flying and need to have a capable 4x4 at my end destination typically means I am driving. For the 2016 Easter Jeep Safari in Moab, Utah, it meant hitting the road for a 4,400-mile roundtrip.

This year, I had my friend Jeff Nelson tag along for the long drive. While you can read all about the 50^th Easter Jeep Safarihere, I’ve put together some quick glances of what a blur this country looks like when you’re blasting across it in a little over two days.

I’m pretty sure most DOT construction crews have an app that follows my every move. It’s like some giant conspiracy to slow my trip down one state at a time.

Am I the only one that thinks most tunnels are sketchy?

The worst and best part about driving west is the sunset. This is also the best part of the day to engage in the great American bug slaughter that is inevitable at night.

This is what 12-miles-per-gallon looks like folks. That’s a 2014 Ram 2500 fit with the 6.7L Cummins diesel engine. While the fuel economy for towing roughly 9,000 pounds isn’t completely terrible, the 13 gallons of diesel exhaust fluid we burnt through definitely makes me miss my pre-emissions 2006 Ram 2500.

Hands down, my favorite state to drive through is Colorado. Hands down, my least favorite state to tow through-Colorado. It’s always a gamble taking I-70 into Colorado and dropping down to Moab during early spring. As soon as we crossed the Colorado state line from Kansas, I knew we were in for some cold weather and potentially bad road conditions.

We opted to stay in Denver for the night and awoke to a blanket of snow covering my Ram. It would take us nearly two hours to go 60 miles towards Grand Junction. Thankfully, the Nitto Terra Grappler G2 all-terrain tires worked incredibly well to keep the truck planted in the steep mountains. Towing in four-wheel-drive on icy and snow covered roads is not something I’m hyped on doing again anytime soon.

We made it! This was our casa for the week in Moab. It’s so nice to have a condo versus a hotel. The garage along makes such an amazing difference.

This is what a little over 20,000 miles looks like on our 285/75R18 Nitto Terra Grappler G2 tires. We’ve been good about keeping them properly aired and rotated under our ¾-ton Ram and that has paid off. We’ve put thousands of miles on the old-style Terra Grapplers in the past and look forward to seeing how long we can make the G2s live.

Be sure to check back soon for more long-distance adventures to come!

Chevy and GMC ¾- and 1-ton truck owners enjoy customizing their rides, be it with lift, larger wheels and tires, or added horsepower and torque. But, each of those things makes life much harder on the steering and front suspension components. So, before you get ahead of yourself, make sure you prep your GM’s independent front suspension (IFS) for the added load it will face. To give you a little help, here are our top five must-haves.

Tie-Rod Sleeves

The elephant in the room on ’01-’10 GM trucks (diesel and gas, 1500-3500 models) are the small diameter factory tie rods. Not only are they a hindrance at stock ride height and factory power levels, but bigger wheels and tires, rugged off-road terrain, boosted four-wheel drive launches, truck pulling, and especially extra horsepower rapidly amplify the problem. The good news is the fix is cheap and easy. Aftermarket tie-rod sleeves (from companies like Merchant Automotive and PPE) simply thread onto the factory tie rods and keep them from flexing. This simple addition makes the tie rods up to five times stronger! One last tip- spend a few extra bucks and go with stainless steel sleeves as they won’t rust or make alignments a chore.

Pitman & Idler Arm Braces

In case you didn’t know, the pitman arm on your HD links the steering gearbox to the centerlink, while the idler arm supports the opposing end. Ball joints are incorporated into each arm, but they are designed to only move horizontally. Once increased horsepower or load is present, the centerlink has a tendency to rotate, and when it does, a toe-in situation occurs at the front wheels. Pitman and idler arm braces stop the factory centerlink from twisting in this fashion, yet still allow the side to side movement that’s needed to steer the truck. They use spherical-rod ends instead of the factory arm joints, as well as utilize frame-mounted brackets. If you’ve added a suspension lift or a front locker, this is a must-have upgrade.

Torsion Bar Keys

Purple keys, green keys, white keys, orange keys, it doesn’t matter the color. In our experience, the best torsion bar keys we’ve come across are the MAXXCam 2 units from Suspension Maxx. Their hex calibrated (and patented) keys offer seven incremental adjustments—so no matter what leveling kit you’re running (or even if your truck is lowered), you get the exact height adjustment you’re after. The keys can be adjusted to virtually any corrected height, incorporate seamlessly with the stock suspension, offer no torsion bar preload, allow you the options of retaining your factory shocks (to keep costs down), and won’t reduce your truck’s ride quality.

Steering Shaft Replacement

With bigger wheels and tires comes added stress for nearly all of the factory steering components, especially the steering shaft. In short, the steering shaft connects the steering wheel to the steering box along the frame. The problem with the factory shaft is that the splined slip joint, which is greased at the factory, eventually loses its lubrication at one end of the joint due to grease settling in the end that sits lower. The result is the infamous steering column noise often referred to as a groan, clunk, or creak. Borgeson makes a complete, bolt-in ready replacement shaft (PN 000937 for ’01-’07 HD trucks), complete with a slotted double-D sliding joint and a vibration reducing machined needle bearing U-joint. It’s a permanent fix for the factory steering shaft issue and is a must-have upgrade if you’re running larger wheels and tires or venture off-road often.

Upper Control Arms

Increased ball joint wear is a major problem once enthusiasts crank up the torsion bars, install a lift, or add bigger wheels and tires. Cognito Motorsports solves this common problem, as well as several others, with its tubular upper control arm (UCA) kit. For starters, its UCA kit fixes the binding ball joint angles created by leveling kits and also utilizes bolt-in ball joints (vs. the factory pressed-in units). The bumpstop is also relocated to the A-arm in order to increase suspension travel, which alleviates the harsh ride that surfaces with the torsion bars fully cranked. And last, but not least, new shock brackets are offered for both extended aftermarket shocks or for those retaining the factory length shocks.