Whatever it is, rain or shine, drivers and fans seem to push harder here than anywhere, especially during Gridlife’s annual Festivals which bring drifting, racing, music and automotive lifestyle together like nowhere else. Here are 5 things about this year’s bash that impressed us most.

1. The Drifting was Crazy 

Gridlife’s relaxed drift atmosphere, free from competition or rules, and with the freedom for drivers to drive how and with whoever they damn well want provide the perfect opportunity for them to cut loose and have a blast.

And this year they did, in greater numbers than any past year.  

Pro drivers shredded tarmac and swapped paint with Pro 2 and talented pro-am drivers. Competition rivalries were set aside for the sake of a good time.

Ride-alongs in party cars were doled out en masse. And multi-car tandem drift trains were thrown down at every opportunity, among team members or (at times) with total strangers. 

There was more time carved out for drift sessions than in past years, including the addition of two “sunset drift” sessions and the venerable full-course shenanigans.

A few gnarly bumps and off-track jaunts were suffered along the way, but by and large, drifting was better this time around than we can remember it ever being. 

2. Canada Still Rules the (Time Attack) World

Time Attack seems to be continuing its small revival in 2019, fueled in large part by the efforts of Gridlife’s TrackBattle competition series,

and the outright domination of Canada’s Unlimited-class front-wheel-drive (FWD) competitors.

Lots of competitors stepped up their game and/or debuted all-new vehicles, and many were very fast. Records were broken by Luke McGrew and his awesome Viper ACR in Track Modified class (with a 1:27.990 fastest lap),

as well as Eric Rockwell and his Mustang Boss 302 in Street Modified class (with a 1:32.215), and better than 100 drivers ran laps very close to each other in six classes throughout the weekend. 

But no one could top the Canadians. Reigning North American overall time-attack champ William Au-Yeung and his freakishly fast ninth-gen Honda Civic laid down the fastest lap of the event, with a 1:19.962 that was impressively close to his overall track record, despite dodging rain, heat, and eventual catastrophic engine failure. 

Not far behind was James Houghton and his insane DC2 Integra Type R, managing a 1:23.505 to take a solid Second under the same conditions. 

Even though Chris Boersma and his EK Civic coupe were outgunned a bit by Luke’s Viper in Track Modified class, he very nearly stole Second in class over a mean Z06 Corvette, settling in Third above 27 very fast muscle and sports car rivals.

3. The New Supra Might be a Giant Killer 

I would’ve counted myself lucky to see one new GR Supra rounding the racetrack this year, but Gridlife South brought out two of them.

Chinchi Chiang—also a Gridlife/GTA FK8 Civic Type R competitor—clinched Third Place in Street GT with his no. 190 car, clocking a best 1:39.237 time ahead of two Mustangs, a Corvette, a Lotus Exige, a Porsche Cayman S and two GT-Rs.

If that wasn’t enough, “Mad” Jackie Ding went even faster in his no. 86 car, with a 1:35.088 in Street Modified. Considering the few mods and short amount of development time each team has had with the car, we’re really, really looking forward to seeing how far these builds will progress. 

4. The South Loves their JDM—and Nitto, Too

The American JDM dream that stared in California with the likes of Motorex more than a decade ago may have died a painful and crushing death here (literally, in the case of many Fed-seized cars), but it appears to be alive and well in the deep South.

We saw more odd and impressive JDM rides at Gridlife South, per capita, than we could’ve hoped for.

JDM drift rides are a thing of their own, but plenty of imported vehicles took to the show and parking areas, without a trailer in sight.

Importers ATL JDM get the nod for bringing out a Honda Beat, a duo of turbo Toyota Starlets,  

a Tommy Kaira Nissan March, assorted JDM rescue vehicles, and lots more. 

Elsewhere a blacked-out Laurel, Mitsubishi Evolution II GSR, and lots of JDM-infused U.S.-spec Japanese rides could be found, most (we’re betting) driven regularly by their owners. 

Something else we liked: all the Nitto love. A Japanese brand, Nitto and JDM go together like power and traction.

Tae Chang’s yellow, Mugen-infused, Nitto NT05-wearing Honda S2000 might have been our favorite, but between it and so many other impressive rides sporting NT01, NT555R, Invo and other premium stickies, we just can’t say for sure. 

5. HPDE and GLTC are for Everyone

Short of a Nitto track day, Gridlife’s HPDE (for High Performance Driver Education) track sessions might be the easiest, best and most constructive way for prospective racers to get their start.

No matter your ability level or ride of choice (and there was a full range at Gridlife South, let me tell you), there’s a class and run group for you in HPDE. 

Just show up, learn the rules of the track, go out on some lead/follow laps, listen to your instructors, and keep at it.

As you move up to Advanced run groups you’ll be ready to request entry into TrackBattle (time-attack) or GLTC (Gridlife Touring Cup—wheel-to-wheel racing) competition. 

Still in its first season, GLTC is really starting to come into its own. We saw many more serious builds in Atlanta than at the series’ debut at the Midwest Festival, with lots of drivers refining their cars to fit snugly into various classes.

Balance of power regulations (BoP) seek to level the field among drivers of all types of machines, and seeing the diversity of what turned out to bump fenders and rub doors was awesome. 

Until Next Time…

Between the drifting, time-attack, racing, instructional driving, music, and camping (glamping included), there’s simply too much that goes into a Gridlife Festival to cover in one article. For more of what we loved, click through our gallery below, and to get involved, visit: 

http://grid.life 

www.drivingline.com 

www.facebook.com/drivingline 

www.instagram.com/drivingline 

Click here to see the crazy cars from Gridlife Midwest 2019.

Building a show truck is serious business. The competition between builders is constantly ramped up in an effort to be hailed as the best. But what happens when the only worthy adversary out there is your own previous build? Randall Robertson, owner and operator of Rtech Fabrications in Coeur d’Alene, Idaho, is faced with this challenge each year. And his latest masterpiece, nicknamed “The Ponderosa,” might be impossible to defeat, even for him.

Known for creating some of the most unique and capable classic Chevrolet trucks in the world, Randall and his team are always coming up with new ideas to take their builds to the next level. Driving Line featured his show-winning, Cummins-powered K50, called “The Duke” during it’s debut appearance at the SEMA show in 2017. After subsequent months filled with notable press and appearances at truck shows, The Duke helped Rtech Fabrications establish themselves as a world-class truck builder, and masters of their craft. But even in those days, Randall was already thinking two steps ahead, planning the build that would soon take the reigns as the top dog in Rtech’s lineup.

Enter The Ponderosa. This one-of-a-kind 1966 Chevrolet crew cab dually pickup is the culmination of Randall’s design, fabrication and engineering experience. Rtech is no stranger to ’62-’72 Chevy Pickups, and they are the leading shop for performing crew cab conversions on them, since the 4-door configuration was never offered in this generation of GM trucks. This larger-than-life classic dually is much more than a stretched cab on a lift kit. Randall worked round the clock to finish this build in time to make its debut at the Brother’s Truck Show in Silverado, California earlier this summer, where it received the Brother’s Choice award.

Beginning with the body, Randall gave the Ponderosa his signature crew cab treatment, which actually gave this truck an enormous amount of leg room in the back seat. A big back window pays homage to the classics, with a deluxe chrome finish for accent. Randall opted for a factory GM “Light Green” paint color, offset with white accents. The front and rear bumpers were finished with a silver paint job for a clean and unobtrusive look. Randall even took the time to hide a Warn winch in the front bumper, and added Offroad LED Light bars all around. From the Amp Research Powersteps to the precise 3/16-inch door gaps, every detail was accounted for.

Underneath, the chassis started as a simple 1-ton frame, converted to accept the 4WD system. The front axle is a dually Dana 60, equipped with Warn heavy duty manual locking hubs. The rear end is a Dually Dana 70, beefy enough to take the weight of this behemoth. An Offroad Design front high-steer system was used to correct the drag link angle, running through a Redhead Steering box which allows the Ponderosa to handle easily down any road. Randall got a bit creative with custom built traction bars that are mounted to the frame and in between the rear leaf pack and on top of the axle housing. Randall installed 6-inch leaf spring packs, with custom built front and rear heavy duty shackles, which he designed. The truck runs on dual Bilstein 6100 series shocks with remote reservoirs at each corner, evenly distributing the ride.

When it comes to wheel and tire choice, Randall never compromises. For a truck this big, that’s build to drive and show, he knew he had to go with a setup that not only complimented the aesthetic nature of the build, but also could handle anything that can be thrown at it. Randall chose a set of 20-inch American Force dually wheels with a chrome finish, wrapped in 37x11.50R20 Nitto Trail Grapplers. The 11.5-inch wide Nittos were strategically chosen to allow the rear dually wheels to be used without the need for a spacer. Randall highly recommends Nitto tires for all of his customer builds after enjoying years of performance and longevity from his own trucks.

A closer look reveals stainless steel braided brake lines at the front and rear, a custom built 4-inch Flowmaster diesel exhaust system and a custom built gooseneck hitch. Randall opted for a custom built aluminum 60-gallon fuel cell, providing plenty of range for those long trips. Randall A Fass lift pump system was installed to get the fuel to the front of the truck. In the bed is a custom made Bedwood brand bed wood finish, for a classic truck look. A matching interior keeps things clean with a classic feel, complete with custom handmade door panels, chrome molding and arm rest.

Under the hood is where the surprises start. Although Randall prides himself on being a dedicated GM fan through and through, his choice of power plants would make you think otherwise. Obviously, a turbo-diesel engine is a great choice for a build like this, but Randall has an affinity for the Cummins 12 valve 5.9L, and has spent much time developing a configuration to squeeze just over 550 horsepower from one in a reliable way. The word reliable is key here; anyone can turn up a 12 valve and make this kind of power, but doing so using the correct supporting modifications gives Randall the peace of mind to drive this truck across the country without thinking twice. It’s this level of expertise and attention to detail that his customers trust Rtech Fabrications with their builds.

Randall may have outdone himself on the Ponderosa, taking his experience and design from The Duke and reimagining it. Over the next several months as the new truck goes on tour around the country, entering into numerous shows and making appearances at various events, Randall is already making significant headway into an even newer truck, while revamping The Duke into a version 2.0 we can’t wait to see. But until that day comes, the Ponderosa will remain top dog in the Rtech Fabrications lineup, leading the way for custom classic 4x4 trucks around the world.

Don't forget to check out the Rtech-built truck that made the cover of Driving Line! The Duke. 

On the automotive island of misfit toys, the rebadged truck holds a special place of honor. Whether it's Honda selling virtually undisguised Land Rovers in its home market, or Isuzu lending out the Rodeo to nearly every automaker on the planet with an SUV-sized hole in its line-up, you could always count on at least one or two ringers with each crop of sport-utilities throughout the 90s and early 2000s.

Sometimes, however, the cross-pollination goes beyond merely swapping the name on the hood or the tailgate. This kind of trans-oceanic corporate synergy is when things really start to get weird, with engines flying in from one factory, bodies from another, and somewhere in the middle is the hope for the engineering genius required to make it all work together in one cohesive package.

It's efforts like this that bear unusual fruit like the Bertone Freeclimber—a truck that combines Italian styling, Japanese design, and German engineering in a tight little off-road package that few people have ever heard of.

Small, But Useful

Daihatsu had longer been known outside the U.S. for building small but rugged SUVs aimed at the off-road crowd. In fact, wheelin' had become a specialty for the Japanese automaker, alongside its sizeable kei crowd line-up, when it introduced the Rugger (also known as the Rocky and the Fourtrak) in 1984 as a replacement for the aging TAFT.

The Rugger was a versatile platform, and while it was exclusively offered as a two-door truck, it could be had in both short and long-wheelbase versions, with the latter stretched out by more than a foot to give rear seat riders a bit of extra breathing room. In terms of body styles, soft tops and hardtops were available, as was a tall-roofed, long-wheelbase wagon.

Chimaera

Towards the end of its lifespan, the Rugger's configurability caught the eye of design house Bertone. Although still enjoying a strong reputation on the world stage, financially things were shaky for the company, and it was actively seeking out inexpensive but unique projects that it could use to fill the coffers with cash.

A deal was struck, and the genesis of the Freeclimber was set in motion. Bertone gave the Rugger a different visual attitude, swapping in a new front end that installed a rounded four-headlight package as compared to the square units on the original vehicle, and then hiding them behind an integrated brush guard. A unique grille was also installed on the Freeclimber, and the entire setup rode on O.Z. wheels.

The real meat of the model were the changes that were impossible to see from the outside. Hand-stitched leather lined the cabin, the options sheet was expanded dramatically from the more spartan list of gear found on the Rugger. Bertone did most of the assembly on the vehicle, too, which included the other invisible upgrade: a slew of BMW engines under the hood.

Big Six Power

Although baptized as a 'Bertone' on the VIN plate, the Freeclimber actually had three parents, with the German luxury brand stepping in to offer the motivation for the model. Altogether, the SUV could be ordered with a trio of power plants: a 2.0-liter straight-six, a larger 2.7-liter version of the same, or a 2.4-liter, straight-six turbodiesel. Each of these engines were lifted directly from BMW's existing showroom, with the big six featured prominently in the 528 sedan.

Power was modest —under 200 horses for all models, with the diesel clocking in at 114 ponies - but still an improvement in terms of performance over the Toyota-sourced engines found in the original Daihatsu. Low-range four-wheel drive was also maintained, as was the availability of a five-speed manual gearbox.

Premium Price

As might be expected, the Bertone Freeclimber was not an inexpensive vehicle. Price-wise it hovered very close to the ask of a Land Rover Range Rover when it was introduced as a 1990 model. Despite the BMW badge found on some models, you couldn't walk into the Bavarian brand's showroom and order one, either. Instead, the Freeclimber was marketed through a variety of European importers and dealers, with Daihatsu itself handling some of the distribution.

Just under 2,800 examples of the Bertone were sold from 1989 to 1992, a small, but profitable run that coincided with Daihatsu retiring the first-generation Rugger. When the second-gen trucklet came out, the Italians were right back in the game with a new version of the Freeclimber, although a 1.6-liter four-cylinder BMW engine was now the only available drivetrain. Another three years would equal nearly the same number of Freeclimber II's sold.

A Lasting, If Obscure, Legacy

Bertone would end production of the Freeclimber in 1995 once a much larger contract from Fiat and Opel came down the pipe, requiring it to shake loose some production capacity for the more profitable project. Still, the little truck stands as the very first SUV to have been built using BMW components while wearing the blue-and-white roundel. Although a far cry from the X5 (which would debut a couple of years later), it did provide the German marque with its first taste of the people-mover business—in addition to serving as a vital economic lifeline for one of the most prestigious design houses on the continent.

 If you love 2-door SUVs, take a peek at The Six Best and Five Weirdest SUVs of all time.

Low-compression and ether-assisted startups, 3,000hp trucks with triple-turbo setups and dozens of wheels-up smoker tractors. Welcome to Terre Haute, Indiana in late August. For the twentieth consecutive year, the Scheid Diesel Extravaganza has taken place here—and the ground-pounding sled pulling action has never been finer. For two days and nights, thousands of spectators watch the most powerful diesel trucks and tractors in existence drag the iron sled 300 feet through the dirt. The competitors, some of which come from as far away as Texas, Florida, New York and Canada, make their way to the prestigious Scheid affair in pursuit of series points, bragging rights or a shot at glory.

When the 2019 rendition of the Extravaganza rolled into town on August 23^rd and 24^th we were onsite at the Wabash Valley Fairgrounds, Sony and Canon equipment locked and loaded, ready to capture all the ground-pounding action we could. For highlights, the backstory on the top finishers and some of our best shots from the weekend, check out our recap of the truck and tractor pulls below.

Making the Grade

In both the Pro Street and Limited Pro Stock truck classes, competitors have to qualify for the night time show each day by placing high in the qualifying session. For Pro Street, the top five finishers from each pulling lane (there were two) clinched a spot in the final that evening. In Limited Pro Stock, and after a 40-truck vetting process unfolded during qualifying, the top 27 trucks in the nation earned the right to hook to the sled each night.

A Duramax Gets the Win

Despite mechanical or common-rail Cummins mills being the power plants of choice throughout truck pulling, Garrett Loucks proved that a V8 can do more than simply “hang in there.” After grabbing the last qualifying spot in Limited Pro Stock, he and his Duramax-powered classic body GMC pulled off the win Friday night, going 321.31, nearly three feet ahead of Second Place.

4 For 4 In Pro Street

It was a blockbuster weekend for Lane Aldrich and his Mud Grappler-equipped second-gen Dodge coined “Smokin’ Goat Reloaded.” Not only did he sweep the Pro Street Diesel Truck class on both Friday and Saturday night, but he took the number one qualifier spot on both days as well. Even amid a shelled ring and pinion after his qualifying run on Saturday afternoon, Lane and his crew were able to make the repair and get back on the track with their winning combination.

Digging A Little Deeper

Among many competitors in Pro Street and Limited Pro Stock, classes that require DOT tires, the Nitto Mud Grappler remains a popular choice for traction. On Saturday night, the set aboard Chad Durbin’s Cummins-powered ’79 F-250 dug him to a 10^th Place, 307.99-foot finish.

Super Stock Diesel Trucks

Without a doubt, a big portion of the crowd at the Extravaganza shows up to watch the Super Stock Diesel 4x4 Trucks take to the dirt. These cut-tire behemoths pack more than 3,000 hp, see triple-digit boost and do a number to the pulling surface as they dig their way down the track. Here, Chase Eller’s “Caretaker” Cummins is in the midst of its Third Place finish at the Scheid show. Eller would end up less than a foot outside of First Place.

The Beauty of the Tilt Body

Key rules in Super Stock dictate a 460 ci limit, two-stage turbocharger configurations (up to three chargers in total) and a 7,500-pound overall weight limit. Most (if not all) trucks in this elite field are also equipped with tilt-bodies, which makes accessing and servicing the 3,000hp engine much easier. Check out the bling under the tilt-body on Don Bowling’s “Pulling for the Cure” Ford, a Haisley Machine-built Cummins sporting compound turbos. These mills are of ultra-low compression (try 11 or 12:1) and most are fueled by the mechanical Sigma pump available through Columbus Diesel Supply.

A 6.0L Invades Super Stock

Seventeen of the most powerful Cummins-powered trucks in the nation (and two nasty Duramax’s) couldn’t keep Jesse Warren and his 6.0L-powered Ford away from the Super Stock class. You can usually find Warren’s HEUI-injected Power Stroke, appropriately named “Shark Bait,” in Full Pull Productions' Run What You Brung class out east, but he packed up his ’05 Super Duty and headed to the Extravaganza this year to mix things up with the best in the business.

Pro Stock Diesel Trucks

A step down in horsepower (not excitement), you’ll find the Pro Stock diesel trucks. In this category, cut tires are legal but engines can only be fed air by way of a single, smooth bore (non map groove) 3.6-inch inlet turbocharger and the Sigma injection pumps that are allowed in Super Stock are prohibited. Maximum weight for the class checks in at 7,800 pounds, each truck must retain its OEM frame and most Cummins-propelled engines belt out anywhere from 1,800 to 2,100 hp. One of the cleanest Pro Stocks you’ll come across belongs to Daniel Whalen (shown above). Whalen’s Scheid-built Cummins would finish eleventh (out of 28 trucks) with a pass that spanned 306.6 feet.

Two Trucks at the Front

Brent Meyer had nothing less than a successful night on Friday when both of the Pro Stock trucks he drives (and which perform under the Lincoln Diesel Specialties banner) made the top four. The First Place hook of 323.18 feet went to the Cummins-powered Chevy version while the fourth spot was secured with a 316.15-foot effort from the strong-running first-gen Dodge pictured above.

Pro Stock Tractors

Another type of Pro Stock you’ll find at the Extravaganza is the 10,000-pound, wheels-up tractor class. Rules for the equipment found in this top tier category dictate that engines displace no more than 680 cubic inches and that any size single turbocharger can be run. As such, massive, 5.5-inch inducer or larger windmills are the norm—along with dyno graphs that read well beyond 3,000 horsepower… Mike Boyd is a familiar name along the Pro Pulling League circuit and he piloted his John Deere to a ninth place, 308.94-foot distance on Friday night.

Super Farm

In the Super Farm tractor field, where Bret Weber and his “Never Say Never” IH call home, a 9,300-pound maximum weight limit is observed. Horsepower is effectively limited through the use of a single, 3-inch turbocharger and a 640 ci displacement rule. Despite these limitations, the engines in these machines are rumored to crank out more than 1,500 hp. The Super Farm class’s tire size is also limited to 24.5 x 32-inch tread.

Curious to know more about the heaviest of hitters in the diesel truck game? Check out the Anatomy of a Super Stock Diesel Truck piece we put together.

The Jeep Grand Wagoneer—built between 1984 to 1991 by the tag-team mix of AMC and Chrysler, and based on the long-standing SJ platform that dated back to the brand's Kaiser years in the early 1960s—is an icon in the SUV world. Known for its rugged chassis, comfortable ride and respectable off-road chops, the stylish Grand Wagoneer represents a bygone era in truck design where wood veneer and Brooks Stevens-penned greenhouses dominated showrooms.

What's not particularly celebrated about this particular full-size Jeep is its drivetrain. Featuring a carbureted 5.9-liter V8 that produces a genteel 140-ish horsepower and 280 lb-ft of torque, backed by a 3-speed 727 automatic transmission, the Grand Wagoneer's forward progress might best be described as 'glacial.'

How would I know? I picked up a 1987 Jeep Grand Wagoneer as a project earlier this year. My particular example features an exceptionally rust-free body (a rarity in the northeastern part of the continent), a fairly functional set of features (including ice-cold AC) and a version of the 360 cubic inch engine that runs quite well.

Unfortunately, in addition to being slow as molasses, my Jeep also happens to deliver an astounding 6 miles per gallon regardless of how I happen to drive the vehicle. Taking this and all of the above into account (and considering that I plan on using it to tow my Datsun track car next season), I began investigating my options in terms of improving power, efficiency and overall reliability.

This lead me to a very distinct fork in the road. You see, to fix what the factory has wrought under my hood, there are only two real options: update AMC's original iron, or swap in something much more modern. I spent the entire summer debating the merits of each choice before coming to a decision.

It's Only Original Once

I grew up around classic cars, and as such I have a healthy respect for the arguments for originality when maintaining a survivor like my Jeep. Indeed, 'survivor' is the best word to describe the Grand Wagoneer parked in my driveway, with its patinaed paint, lack of aftermarket modifications and black cat Marchal fog lights dealer-installed on the front bumper.

That being said, originality is a moving target when discussing a vehicle built on the SJ chassis. Given that AMC had spent years wandering the financial wilderness prior to producing the Grand Wagoneer, and would change ownership more than once in the interim, Jeeps of the era tend to be a mash-up of gear from a variety of automakers. Whatever AMC could afford to stuff inside its full-size hauler was what you got, which meant Ford, GM, Chrysler and even Renault had a hand in contributing parts to the vehicle.

It might be understandable, then, that not all of these components are of the highest quality, nor necessarily do they play nicely together. If your priority is to own a museum-quality, 100-percent original Jeep then you might want to hew to the 'factory' offerings for your given model year, but if you plan to actually drive your Grand Wagoneer on a semi-regular basis you're going to be making reliability modifications that will shake out some of its original (read: terrible) parts.

With that argument out of the way, to my mind 'keeping it original' meant preserving the numbers-matching AMC 360 and doing my utmost to introduce more power and better efficiency into the equation. Research down this path lead me to a few conclusions:

• Swapping in a new intake, exhaust, carburetor and ignition system was a proven route to more power, but not necessarily reduced fuel consumption.
• Moving to an aftermarket fuel injection system, in addition to most of the mods listed above, had the potential to provide a moderate mileage boost.
• Removing the emissions equipment choking the motor was a necessity.
• The 727 transmission's lack of an overdrive gear would continue to haunt me, likely necessitating a swap here in any case.
• The AMC 360 was a fickle beast.

Let me explain that last point. During my research into building the 5.9-liter motor I encountered numerous owners who experienced engine failures a few thousand miles after a complete rebuild—or who upgraded their ignition and fuel delivery systems only to have some other engine component fail and leave them stranded.

This drove home the fact that my Jeep's power plant was a 30-year-old design even when it was brand new, and we're now another 30 years past its on-sale date. With 125,000 miles on my vehicle, I was courting disaster nearly every time I turned the key. Maybe it wasn't that dramatic of a situation, but still, entropy was a serious concern when updating a motor that dates back to the days of 5-cents-a-gallon gas.

Then there were the costs involved. The above upgrades weren't all that inexpensive, given that the market for AMC engine hop-ups is fairly niche. Sticking with a carburetor wouldn't provide me with the reliability I was looking for, either, especially not towing through the mountains on a hot summer day, so that meant fuel injection would be necessary. This further shifted the costs onto the higher side of the scale—and in the end, unless I did a full rebuild, I'd be dumping significant cash into a high-mileage engine that was never intended to push out more than a couple of hundred horsepower in the first place.

The Dark Side

With its generously-proportioned engine bay and complete lack of electronic drivetrain controls, the Grand Wagoneer is a perfect candidate for almost any swap you might want to attempt. Indeed, even from the factory Jeep wasn't too shy about using someone else's engines, tagging in Buick's 5.7-liter mill for a period in the late 1960s.

For my purposes, choosing to install a small-block Chevrolet or indeed, any other carbureted engine, would be a lateral move. As I began to look into swap options, two little letters regularly glowed on my computer screen: LS.

While it might seem like sacrilege to install a GM motor in a Jeep, keep in mind that back in the Kaiser days this was a regular occurrence. It's also helpful to understand that logic behind the LS suggestion, as these motors are among the most popular swap choices across a startling number of projects for very good reasons. They are relatively lightweight, simple to install and provide a good mix of power and efficiency, all in a modern package.

I did look into a number of different choices, including a modern Mopar motor (such as the 5.7 Hemi V8), Cummins diesel swaps, and even Ford Coyote options. In the end, none had the packaging nor the incredible aftermarket swap support of the LS in the full-size Jeep platform. In fact, a veritable cottage industry has sprung up around the LS-Jeep formula, with companies such as Novak, Flop Shop and BJ's Off-Road all offering packages—some quite comprehensive—for performing the transplant.

The most important take-aways from my swap research were the following:

• The most plentiful, and affordable, LS engine out there—the 5.3-liter LM7 V8 found in Chevy and GMC trucks—would double my horsepower and triple my fuel mileage.
• The LQ4 6.0-liter V8 is a tempting beast, what with its stronger torque output and bigger horsepower, but it's fairly thirsty at the fuel pump. A tune and headers on an LM7 can put you in LQ4 territory real quick.
• Adapters for the existing four-wheel drive transfer case in my Grand Wagoneer are available, but it's much cheaper to bolt in a GM-sourced manual T-case instead.
• Wiring for the swap is relatively simple, but making every gauge work like it should is a bit of a hassle.
• Every LM7 comes with an overdrive transmission, which means I can go to a more aggressive rear gear.

Finally, there's the question of cost. Would it surprise you to learn that the cash required to replace my AMC 360 with a Chevrolet-sourced LS were nearly identical to that needed to build the original motor? When viewed from an economic perspective alone, it becomes almost impossible to defend dropping dollars on rebuilding an engine that was never intended to offer big horsepower, instead of moving over to a simple, modern and easy-to-maintain drivetrain.

Heart Transplant, Here We Come

The decision to go with an LS swap in my Grand Wagon was not a quick, nor an easy one. I let the facts percolate in the back of my mind all summer long while I drove the Jeep as often as I could. Strange as it might sound, the more time I spent with the vehicle, and the more of its character I came to admire, the greater the impulse became to move to a newer engine.

The reason? I'm so enamored with my Jeep that I want to drive it as often as possible, and currently, I don't trust it nearly enough from a reliability standpoint to take it on longer excursions—and certainly can't tow with it. Rather than roll the dice on a rebuild, I'm going to follow the hundreds of other Grand Wagoneer owners who modernized their rides and never looked back. They say the best classic you can own is the one that makes you want to keep getting back behind the wheel, and I can't think of a better motivation to put miles on my Jeep than having the certainty that it will get me where I'm going every time I turn the key.

Click here to find out what makes the Jeep Grand Wagoneer the ultimate restomod.

The year is 1959. A gallon of gas costs $0.25, Alaska and Hawaii join the United States, and American Airlines completes the first transcontinental commercial flight from Los Angeles to New York City with a ticket price of $301. It was also the year Tony Berry’s grandfather picked up a mint Chevrolet Apache from the dealership. Much has changed since ‘59, some for the worse and some better, but this Apache has kept up with the times thanks to Steve’s Garage in St. George, Utah.

To say this restomod project has kept up with the times is actually selling it short. While the exterior is a combination of new and old styling, tons of technology is tucked away right beneath the surface. At first glance, the paint jumps out immediately. The exterior is draped in Chevrolet’s Sapphire Blue with all the exterior chrome—mainly the front fascia—blotted out with a matte black finish. A set of Moonmaker headlights stare back from the otherwise dark frontend.

The shaved handles, deleted drip rails, and rounded door corners above the side mirrors work together to create an unbroken shoulder line from the nose to the rear of the cab, working wonders for the overall sleekness of the truck’s profile. Around the rear, the rounded bed rails and nearly-hidden tail lights (flanking the rearview camera under the tailgate) continue the sleek and smooth look.

An Accuair e-Level Air Management system is housed behind the cab, atop a Cargo Glide slide-out bed which not only helps when loading and unloading cargo but shows off all the great structural and exhaust work that would be otherwise hidden beneath the truck.

Working alongside the Accuair setup is a TCI independent front suspension and TCI four-link out back with Wilwood disc brakes on all four corners. Putting the power to the pavement are matte black Ridler 695s wrapped in 245/45R20 Nitto INVO tires up front and 375/35R20 Nitto NT05 tires in rear.

Speaking of power, this Apache certainly has no shortage of it. Under the hood, tucked into an immaculately shaved bay, sits a 525 HP LS3 mated to a 6L80E transmission. The custom stainless steel exhaust is routed over the rear axle and exits through the rear fenders, the craftsmanship of which can be fully appreciated with the slide out bed.

Moving inside, there’s more tech and modern amenities to be found. A center console and smoothed dash painted the same sapphire blue as the exterior ties the inside and out together incredibly well, while breaking up the otherwise black leather interior. Mounted in the dash, the Dakota Digital gauge cluster feels right at home in this mix of digital and analog. RFID push-button start, a video rearview mirror, Sony entertainment unit and Vintage Air air conditioning wrap up the updated creature comforts.

While the body lines may speak to the 60 year vintage of this Apache, everything else screams LS-powered modern masterpiece, and that’s a mix we can get behind. It's difficult to reiterate just how much has been done to this classic, so check out the huge gallery below and let us know what you think in the comments.

If this Apache is a bit too proper and painted for your tastes, check out Mark Parham's patina 'pache!

No matter your thoughts on Tesla as company or the cars the make, there's no denying the fact that when the brand launched its all electric Model S sedan back in 2012, the car was a game changer.

Amazingly, in the seven years since the Model S has been available there really hasn't risen a true competitor for it although many new electric cars are int the works from most major automakers.

But now that Porsche has finally revealed the specs on pricing on its long awaited and long-teased all-electric 2020 Taycan Turbo, the elder statesman Model S may have its first true rival.

While there will no doubt be plenty of head to head comparisons coming as the Taycan makes its way into the hands of road testers, for now we can look at the specs and pricing of each car to get an idea of how they shake up against each other in terms of performance, value, range and more.

The Basics

For starters, both the Taycan Turbo and the Model S, are sleek four-door luxury sport sedans with battery electric drivetrains with dual motors and all-wheel drive.

While it has seen changes under the skin, the Model S looks largely the same as when it first released back in 2012, with its profile now becoming well recognized on the road.

The Taycan meanwhile shares a lot of its overall profile with the Porsche Panamera, but with plenty of its own personality. Despite having a clear high tech, futuristic influences it still has the basic look of a Porsche, which might be appreciated by traditionalists or fans of the storied automaker.

The dimensions of the two cars are quite similar, with the Model S riding on a slightly longer wheelbase but with overall lengths and widths that are within fractions of an inch. The Model S however, appears to have a significant advantage in interior space, particularly when it comes to cargo room.

Range & Charging

The Model S and the Taycan Turbo are each offered in a couple of different variants. To start, the Taycan will only be offered in high end, high performance Turbo and Turbo S trims, with cheaper, less powerful versions to come later. For 2020, the Tesla Model S is offered in both "Long Range" and "Performance" variants.

Driving range is one of the first questions to come up when dealing with EVs, and in this is area the Model S looks to have the Porsche solidly beat. The Long Range Model S will go 370 miles on a charge while the Performance version will go 345 miles.

The Taycan Turbo meanwhile hasn't yet had its EPA range figures released, but conversions of the European specs should put the range anywhere between 240 miles and 280 miles, with the faster Turbo S model lagging behind the regular Taycan Turbo.

Another important area where the Tesla pulls ahead at the moment is access to the brand's extensive Supercharger network, although the Porsche does offer a slightly faster overall charging speed when hooked up to an equally capable fast charger unit.

Performance

Despite the Tesla Model S being known as one of the quickest accelerating production cars around, overall performance is an area where the Taycan Turbo should have a solid advantage over the Tesla.

Factory acceleration claims still give an edge to the Model S Performance, which has a 0-60 time of 2.4 seconds compared to the Porsche figure of 2.6 seconds for the Taycan Turbo S, but it's in more prolonged performance driving and track situations where the Taycan should pull ahead.

Because for as brutally fast as the Model S can be, its performance begins to fall off as things heat up and the cooling system works to compensate, making it a less than ideal vehicle for track situations.

The Taycan Turbo meanwhile was designed not only to have better overall track performance, but also to stand up to the abuse without being forced into limp mode. We'll certainly be interested to see how the real world track punishment plays out.

Interior & Image

This is another area where the two cars differ, and a lot of the decision will be up to personal preference. Back in 2012 the Tesla Model S interior was considered extremely high tech with its minimalist layout and massive vertically oriented center screen—something which has since appeared on many different types of vehicles.

It will of course be hard to compare the two cabins without sitting in them back to back, it would be reasonable to expect the Taycan's interior to have a more impressive build quality and overall attention to detail when compared to the futuristic if slightly sterile Tesla cabin.

Image is another area that can't be ignored when it comes to these two cars. While Tesla is a relative newcomer to the industry, it's built up a legion of passionate fans and owners who are sometimes known for being a bit too excited about the cult of Tesla, but on the other hand Porsche is also a brand that's enjoys a very loyal and outspoken following even as the company has expanded to being much more than a specialty sports car brand.

While some buyers will simply look at the car itself and what if offers, the brand experience and image is going to be an important factor for many and there's no doubt both Porsche and Tesla know this.

Price

Last but not least we get to price. It's here where there's a rather wide gap between the two cars.

While Tesla's pricing structure seems to change by the week, at the moment a 2020 Tesla Model S Performance goes for just over $100,000 while the Taycan Turbo will start at a little over $150,000 while the Taycan Turbo S will come in at an even richer $186,000. 

So while it's clear that the Taycan will be significantly more expensive than the Model S, it will be interesting to see how many former or potential Model S buyers decide to make the jump upmarket.

It's likely the Taycan vs Tesla debate will go on for a long time, and while the pricing difference may keep these two cars from being direct rivals, it will no doubt be exciting to see what other sort of challengers arrive in the ever expanding electric car market.

If these high end electric cars don't impress you about, how about the retro-themed EV dune buggy that Volkswagen has been showing off? 

By all metrics, the C8 Corvette is a groundbreaking machine, taking the greatest leap the model has ever had in its long history, By now we’ve heard about the new mid engine layout, the advanced technology on the car, and its amazingly low starting price, but what’s it like inside?

While the history of the modern Corvette has been filled with all sorts of accolades in performance, exterior styling and of course value, the one area where recent Corvettes haven’t really delivered a knock-out punch is the interior.

Whether it’s the overall quality of the materials, the longevity and attention to detail or just the look—modern Corvette interiors have been passable at best, especially given how great the rest of the car is. The C5 generation in particular was known for having a rather subpar interior that didn't feel much different from GM's economy cars of the time, though improvements have been made on the following generations

So with the imminent arrival of the radically different C8 Corvette we were very interested to see how the new car’s interior would stack up to the rest of the package. During the recent Rolex Monterey Motorsport Reunion we had the chance to get a closer look at a pre-production C8 interior and have some observations to share.

First up is that the new Corvette offers a vast array of interior trimmings, colors and options. If you are one of those more used to modern cars with few to no options for interior trimmings, you may be surprised at the number of options available here.

Of course a lot of this will depend on the exact trim level and options on the car, but even the base model $59,995 1LT model offers a surprisingly well equipped interior with its standard power "GT1" seats, with available options like more aggressive competition sport bucket seats, a mircofiber suede steering wheel and a variety of seatbelt colors.

And it only gets fancier from there. The 2LT features heated and cooled seating while adding even fancier GT2 seats to the option list with Napa Leather upholstery and even bigger selection of interior colors.

While the basic 1LT model is available with gray, black or red interior colors, moving into one of the higher trims opens up an even larger selection of colors including blue, tan and a handsome color called Morello Red.

Other options available to give the interior even more personality include two-tone seats, a few different color stitching options for the higher trim options and a $1500 carbon fiber interior trim package, which we imagine will be quite popular.

So while, the number of options available for the C8's interior is impressive, that still doesn't really tell us how it shapes up from an aesthetic and functional sense, and after seeing the interior in person our first impressions are rather positive.

In person, the first thing you notice is the large, sloping center console that separates the driver and passenger seats. This an element that will take some getting used to, but it's already started to grow on us.

We've seen a lot of comments about the sheer number of buttons going down the C8's center console, but in person they actually blend in quite nicely and it's always nice to see real buttons when so many cars have switched to touchscreen interfaces.

And speaking of the touchscreens, here's a look at the C8's floating infotainment screen, which as you can see is almost arranged as a complimentary display to the car's main instrument panel.

Also important to note is the C8's new steering wheel. While many cars sport flat bottom wheels these days, the C8's wheel is actually flat on both and bottom, and the rectangular wheel matches nicely with the new cockpit layout. It also provides plenty of access to the paddle shifters for the dual clutch transmission.

It will be some time before there can be a final verdict C8's interior as the cars start being lived with and driven, but from what we can tell Chevrolet has done commendable work with the new Corvette's cabin.

It may not quite be the same leap that the exterior or drivetrain of the C8 is, and it will never be opulent in the way many high end supercars are but the 2020 Corvette's interior seems to be anything but an afterthought—especially if you consider that crazy low starting price.

Now we just want to spend some extended time in it.

If you missed it, be sure and check out our closer look at the technology of the 2020 C8 Corvette.

The Scheid Diesel Extravaganza might be a truck pulling event at its core, but there’s a reason it serves as the fifth stop along the popular ODSS diesel drag racing circuit. Within the confines of the Wabash Valley Fairgrounds, just a few hundred feet away from the dirt oval track that hosts the championship-caliber truck and tractor pulling action, sits Crossroads Dragway. Not only is the eighth-mile drag strip’s close proximity to the rest of the Extravaganza’s activities convenient, but it’s a two-time former NHRA Track of the Year recipient. Making this good little ‘strip even better is the team from Total Venue Concepts, the professional track management outfit that preps the racing surface at all ODSS events.

For 2019, more than 100 of the nation’s best diesel drag racers showed up in Terre Haute, Indiana, ready to compete. Over the weekend of August 23-24, racers, spectators and media personnel were privy to seeing 5-second, full-size trucks rip through the ‘660, 4-second heads-up blasts from the Pro Dragster and Pro Mod classes, three dozen bracket racers living just above their dial-ins and even a pink burnout (more on that later). When the smoke cleared and the dust settled, Firepunk Diesel’s Larson Miller took home a $3,000 payday for the win in Pro Mod, while Stainless Diesel's Johnny Gilbert collected a cool $2K for his work in Pro Street.

Below, you’ll find a recap from one of the most exciting weekends in diesel drag racing as well as a complimentary photo archive.

The Winning Course Continues

It was business as usual for Larson Miller and the Firepunk Diesel/Save the Racks S10, and trust us, these two work well together. While no new records were set by the team’s game-changing Pro Mod, it did put up consistent 4.40’s at 163 mph throughout the weekend. Miller’s final, class-winning pass consumed just 4.43 seconds and he also closed much of the gap that exists between himself and current Pro Mod points leader, Rawlings Barnes.

5.90 Dominance

After winning back-to-back Pro Street championships, a driver change (from Dustin Jackson to his wife, Mindy Jackson) and a class change, the “Old Hustle, New Flow” Cummins-powered F-150 is now dominating the 5.90 Index category. At the Extravaganza, Mindy fought break-out issues (i.e. going too fast) during qualifying, but pulled everything together for eliminations, eventually defeating the always-tough Brett Marcum in the final (running a spot-on 5.90 to Brett’s 5.84).

Added Stopping Power Required in Pro Classes

Due to the short shut down area at Crossroads Dragway, basically any vehicle that trapped 135 mph or faster deployed its parachute in order to slow down quick enough. Another neat tidbit is that the shutdown area is extended down West Jones Drive, an actual street in Terre Haute that butts up to the track’s shutdown lanes, when the heavy hitters are called to the line. Above, Johnny Gilbert deploys the ‘chutes on the Stainless Diesel Pro Street Dodge after a 5.35-second pass at 140 mph.

Chassis-Twisting Pro Mod

The pride and joy of Warren County Diesel is their Pro Mod Dodge Dakota, driven by Steve Royalty and which they call Climate Change. Its power plant is a Scheid-sourced billet-aluminum block Cummins with a worked-over 12-valve cylinder head and a big honkin’ P-pump hanging off the billet timing cover. With what essentially amounts to a Super Stock-caliber truck pulling engine under the hood, it’s no wonder the 2,500hp Dakota pulls the front driver side tire off the ground.

2 in the Bed, 1 in the Cab

The wild turbo setup in the Climate Change Dakota gets a lot of looks. It makes use of three massive snails, the atmosphere chargers being mounted in the bed and the high-pressure unit being located here in the cab. The three chargers combine to produce as much as 150 psi of boost.

Diesel Dragsters

Though the dragster field was small this year, the two fastest rails in diesel drag racing were present. The epic showdown pitted Scheid Diesel’s own record-holding dragster driven by Jared Jones against the Power Service rail piloted by John Robinson (we saw John go 4.38 at 172 mph during qualifying). Unfortunately for Robinson, a transmission gremlin kept him from stealing Scheid and Jones’s thunder, and the crowd from witnessing a thrilling low-4-second, side-by-side finale.

Pro Street’s Emerging Contender

After watching his ’12 Ram go 5.51 at 131 mph during qualifying, it was more of the same from Michael Dalton’s Pro Street truck—it looks better every time we see it. On this occasion, Michael made it to the final round against Johnny Gilbert’s unstoppable second-gen. Sadly, a freak fluid leak while staging cost him his chance to get the win, but the truck’s emerging potential should have it on par with the best in the business in Pro Street in the near future.

The Pink Panther

This neat little creation stemmed from the Stainless Diesel stable in an effort to spread cancer awareness. Called the Pink Panther, the VP44-fueled S10 was built to compete in the 6.70 Index class, but has been as quick as 6.36 in the eighth-mile. Despite driver Roy Currier Jr. putting up some strong passes at the Scheid event, the little Chevy is best remembered for the eighth-mile-long, pink smoke burnout it performed on Friday evening. The secret sauce for the pink smoke was supplied by Highway Max, which produces colored smoking tires.

ET Bracket: Diesel Drag Racing’s Busiest Class

With 36 trucks signed up on Friday morning, there was certainly no shortage of competition in the ET Bracket field. Last year’s ET Bracket class points champion, the ever-consistent Ken Phillips, made the call in Terre Haute but ended up going out early on in eliminations. However, despite losing a little ground in the points chase at the Extravaganza, he still has a few tricks up his sleeve for closing the gap in the final two events of the season.

Natural Born Racer

Of particular interest at the Extravaganza were the 7.70 Index, 5.90 and Pro Mod fields, where tight points races were unfolding. Thanks to yet another display of his drag race mastery in 7.70 Index, Ryan Riddle took home the win (his second 7.70 victory in 2019), beating out 24 other competitors and overtaking Nick Morris for the season points lead in the process. Known to double-class (and do a fine job of it, too), Ryan would also go all the way to the semifinals in the ET Bracket class.

#1 Qualifier

After repairing some A-arm breakage in the pits with the help of several different race team members, Susan Soga qualified number 1 with a 6.72 in the 6.70 Index class. Then her Cummins-powered ’34 Chevy carried here all the way to the quarter finals. Her 6.65-second breakout came against the eventual runner-up in the class, Caleb Brown. Heading into the final two races of the year, she sits fifth in points, which is still well within striking distance.

Enjoy Some Photos from the Event

Truck pulling more your thing? Check out our coverage of the top-notch action that took place at this year’s Extravaganza here!

Select photography provided by Amy Gilbert of Stainless Diesel

No matter your preferred gaming system or genre of choice, fans of racing and car games these days have it good. Whether it’s arcade driving games, hardcore PC racing simulators or the automotive sandboxes that are Forza and Gran Turismo, fans of racing games certainly don’t struggle for choice.

And with such a saturated market, it can be hard to find new and interesting racing games that stand out from the crowd, but that’s exactly what we’ve found with Wreckfest—a title from Finnish developer Bugbear Entertainment.

Bugbear is the same developer behind the old FlatOut series and Wreckfest draws much of its inspiration from that as well as other classic games likeStreet Rod. Wreckfest was originally released on PC last year and just a couple weeks ago made its debut on PS4 and Xbox One.

As it’s name suggests, crashing is a big part of the game—but more than that, Wreckfest is a well-done and enjoyable take on demolition derby, grassroots “banger” racing and other sorts of automotive mayhem that might take place on a Saturday night at your local fairgrounds.

And when it comes to the aforementioned crashes and destruction, Wreckfest nails it with a detailed damage model that actually comes close to BeamNG but in a more polished and more structured way.

And despite the all of the emphasis on crashes and mayhem, Wreckfest’s driving physics are actually quite realistic—especially if you turn off all of the driving aids. With races and happening on both paved and unpaved surfaces, you’ll find a rewarding and fun challenge as you wrestle with the game’s variety of vehicles.

Because the brutal punishment they take, none of the vehicles are licensed, but they are all thinly disguised versions of real cars—and the roster includes everything from a Ford LTD wagon to a Honda CRX and everything in between.

Like other racing games, choosing your car is all about finding a balance between acceleration, top speed and handling, but with the added challenge of durability. Some of the sports cars and are nimble in the corners, but are much easier to be spun out while the slower, more lumbering vehicles can take more hits.

There are also a bunch of specialty vehicles that include RVs, lawnmowers, school buses and even a sofa with an engine that makes for some hilariously enjoyable and destructive racing opportunities.

You can even race two cars stacked atop each other, which are both challenging and fun to master with their high center of gravity and high likelihood of dramatic roll-over crashes.

More than that, Wreckfest nails the grassroots aesthetic of this sort of racing with its battered, spray paint covered vehicles that start the races looking haggard and end up much worse than that, often smashed into unrecognizable hunks of steel.

There’s even a surprisingly deep upgrade system where you can purchase and install both performance and cosmetic upgrades, as well as parts to beef up the amount of punishment your vehicle can take during a given event.

That last part is especially important because while Wreckfest features a number of different racing types, but just all of them end with parts strewn all about the track, and the biggest challenge is often just finishing with your car in one piece.

There are straight up demolition derbies here your only mission is to survive, and there are more traditional races that feature destructive elements like Figure 8s and layouts where you have to circle back and navigate oncoming race traffic to complete each lap.

It goes without saying that you’ll crash often and you'll crash spectacularly as you make your way through Wreckfest’s selection of both online and single player modes. But unlike other racing games where big crashes usually result in frustration and disappointment, here they are a fun and welcome challenge as you gain additional points for wrecking our opponents or seeking revenge on the racer who crashed into you.

In a world where we are spoiled for racing game choices with more titles vowing for our time and money than ever, Wreckfest is a game that should be more than worthy of your consideration. Not only does it stand out from the pack, it’s easily one of the funnest and most unique racing games we’ve played in recent memory.

If Wreckfest doesn't satisfy your itch for automotive destruction simulation, you may want to check out BeamNG.

While 4x4 fans have long been awaiting official news on the reborn 2020 Ford Bronco, the Bronco isn't the only iconic off-road nameplate set to make a return next year. This week at the Frankfurt Motor Show, Land Rover officially unveiled the 2020 Defender with a heavy dose or retro charm and tons of the brand's signature all terrain capability.

Built on a 70-year reputation as one of the world's most capable and well known 4x4s, the 2020 Defender will ride on a new architecture dubbed D7x and be available in both long wheelbase four-door (Defender 110) and short wheelbase two-door (Defender 90) variants.

The styling is a modern take on the Defender's well known, boxy profile that's helped to make it equally popular among chic city dwellers as it is serious off-road explorers. But it also has the goods to back up its rugged looks.

The running gear of course includes a full-time four-wheel drive system with a two-speed transfer box, while the suspension is independent all around. Compared to other Land Rover models, the Defender will offer more ground clearance along with shorter front and rear overhangs, and like all modern 4x4s it will have a variety of available electronic features to handle varying types of terrain.

The 2020 Defender will be available with two different engine options—a standard 2.0 liter turbocharged four-cylinder engine that makes 296 horsepower and 3.0 liter turbocharged inline six with a mild hybrid system that makes 395 horsepower. Both will be mated to ZF eight-speed automatic transmissions. Land Rover says it will even be able to tow up 8,200 pounds.

While the exterior features heritage nods like two-tone coloring, a side-hinged door and full-size externally mounted spare tire, the cabin of the new Defender seems to do a nice job of looking both functional and aesthetically pleasing without going overboard on luxuries.

Knowing that the new Defender will be in demand by both avid off-road explorers and those who just want to look the part, Land Rover will offer a massive array of factory accessories available either a la carte or in four distinct packages called Explorer, Adventure, Country and Urban.

Here in the US market the Defender will launch in the spring of next year with the larger Defender 110 model and a starting price of $49,900. The shorter wheelbase Defender 90 will follow later on in 2020.

With a reborn Land Rover Defender making its way to the US for 2020 along with much-anticipated Ford Bronco it's a very good time to be a 4x4 enthusiast in the market for a new vehicle. We certainly can't wait to see the comparisons between these two heritage-inspired by thoroughly modern off-road machines when they both arrive.

Looking for more exciting new car buzz from Frankfurt? Check out Lamborghini's first hybrid. 

It's an overlander's dream- a midsize pickup with a fuel-efficient diesel, off-road worthy suspension, and differential lockers. When it comes to standard equipment, it’s hard to top the 2017 and newer Chevy Colorado ZR2. In fact, Kyle Bickley's 2018 Chevy Colorado ZR2 is a prime example of how the right mix of aftermarket parts (coupled with a little fender trimming) can completely transform the late-model platform. We caught up with the Offroad Power Products Catalog Manager and his truck on the trail in Moab, Utah. There, we were able to see the truck in action and find out just what it took to get the truck where it is today.

One of the most impressive aspects of Bickley’s build is the fact that he’s able to run a 35x11.50R17 Nitto Trail Grappler with only a leveling kit up front. This is no small feat on the Colorado as the wheelwell opening are pretty narrow from the factory. A little time at the body shop made it possible for these meaty treads to cycle freely. Equally impressive is thanks in part to a set of Nitro Gear 4.56 gears, the truck can net 20 miles-per-gallon on the highway!

Want to know more about the ZR2? Check out our real-world review.

Now that we’ve covered the cornerstone attractions that take place at the annual Scheid Diesel Extravaganza, it’s time to explore everything else this mecca of an event has to offer. In between taking in the championship caliber truck pulls and the heads-up drag racing, we combed the grounds for the coolest rides, dyno-proven street trucks and one-off diesel projects. From Cummins, Duramax and Power Stroke swaps to 1,000rwhp daily drivers to a plethora of performance-adding or problem-solving parts, there was no shortage of entertainment (or eye candy) at this year’s Extravaganza.

Dyno

In 2019, more than 100 trucks were strapped to the rollers in just two day's time. The peak dyno number on Friday was earned by Brandon Jaros and his ’05 Dodge 2500 with 1,098 hp and 1,875 lb-ft. On Saturday, Matt Greger took top honors when his Duramax-powered ’02 GMC Sierra 2500 HD laid down an impressive 1,488 hp and 2,239 lb-ft. Sponsored by Edge Products, each year the dyno winners are awarded a free CTS2, the most popular means of monitoring powertrain parameters in the diesel industry.

Show ‘n Shine

From lowered to lifted, stretched tires to boggers and late models to classic repowers, there is never a dull moment in the Extravaganza’s show ‘n shine. Presented by the Purdue Diesel Club, it’s similar to the chassis dyno competition in that a winner is awarded on both Friday and Saturday—but the show ‘n shine categories are expanded to include best Ford, best Dodge, best GM and best custom diesel. Each year, the show ‘n shine pavilion is overflowing with entries, with roughly half of all the trucks being parked out in the open.

We hope you enjoy our stroll through the show ‘n shine, along with the trip we took down dyno alley (full results for each can be found here). If you’ve yet to attend the Scheid event, leave a spot open at the end of August 2020. You won’t regret it!

Diesel-Swapping, Done Right

Mason Wright’s ’68-’72 body style GMC Suburban took top honors in the Custom Diesel category on Saturday—and for good reason. His spotless, Duramax-swapped SUV is a cut above most of the swap projects you’ll see.

Ship-Shape OBS

Blending a little old-school in with modern flair, Jarrett Noffsinger’s OBS Ford got the attention of the show ‘n shine judges. As a result, he won best Ford on Saturday (the day that has always played host to the largest turnout). Once upon a time, it was just an everyday white crew cab. Then Jarrett injected a load of new life into the old F-350, complete with paint-matched 22’s mounted on 325/50R22 Nitto Trail Grapplers.

Clean Enough to Eat Off Of

For his second-gen’s simple yet impeccably clean engine compartment, Donavin Davis’ P-pumped Ram 2500 earned him the award for best Dodge on Friday. Of course, the rest of the truck played the part, too. A white quad cab, the truck’s coil springs and traction bars were powder coated to match the rest of the vibrant orange accents under the hood. The mirror-finish polish on the valve covers, intake elbow, compressor housing and air intake didn’t hurt matters, either.

Cummins GMC 4000

How about a Cummins-swapped GMC 4000? The old flat bed fit in perfectly with the strong mix of classics present at this year’s show ‘n shine. And surprisingly, the engine of choice was a VP44-fueled 24-valve 5.9L. Not a bad decision by any means, but a somewhat rare selection for an old-school repower in a world where the P-pumped 5.9L 12-valve is king.

Regular Cab Show-Stopper

Catching the eye of the majority of the Purdue Diesel Club’s judges on Friday was Holden Stortz’ regular cab Super Duty. Stortz and his 7.3L Power Stroke were presented the best Ford diesel plaque later that afternoon.

Measuring HP and LB-FT

Just when you get settled in under the show ‘n shine pavilion, you hear the occasional 3,000-rpm exhaust note from a diesel under load just a few hundred feet away. Eventually, the sound piques your interest enough that you make the short trek over to the southeast side of the exhibition hall, where you find a sizeable crowd gathered around a truck anchored to a portable chassis dyno.

Reality Check Dyno

The Diesel Doctor’s portable dyno got the call to set up shop at the Extravaganza this year. After an easy-going first day of activity, the dyno crew spent all of day two running trucks. While just 24 entries were on the books for Friday, an insane 78 trucks spun the rollers on Saturday. The company’s 15000 series Dynocom has cleverly been coined the “Reality Check” dyno. It’s eddy brake makes it possible to place each truck tested under a considerable amount of load, so that accurate boost (and more importantly horsepower and torque) can be achieved.

Old-School is Making a Comeback

In recent years, there’s been both a resurgence and increased interest in first-gen trucks. Particularly eye-catching are the Quad Cab dually’s from yesteryear. In addition to its rust-free body and two-tone paint, the stack poking through the hood of Cole Turner’s old-school Cummins garnered our attention. Located in Marshall, Illinois, Cole’s short journey to the Wabash Valley Fairgrounds in Terre Haute, Indiana consisted of a brief 20-minute drive.

Not Just for Show

Derrick Parrott’s immaculate first-gen was one of several trucks spotted both at the show ‘n shine and on the chassis dyno. His ’91 W250 put down a respectable 374rwhp and 784 lb-ft of torque—good numbers given the VE pump’s limited fueling abilities on these early Cummins-powered Rams. Derrick brought his superbly clean first-gen all the way from Atchison, Kansas, a 460-mile jaunt each way.

Fueling the Industry

Closing time. It turns out the folks at Diesel Life do more than sell some of the most appealing diesel paraphernalia in the industry, they also have one of the best-looking transport rigs.

Miss out on the top-tier truck and tractor pull coverage? Make sure you get your fill here!

In recent months, few cars on the affordable end of the enthusiast spectrum have generated as much excitement as Hyundai's Veloster N hatchback. With a 275 horsepower turbocharged engine, manual gearbox and a bunch of other performance goodies all included for its reasonable MSRP, the Veloster N has proven that Hyundai is serious about building performance cars.

This week at the Frankfurt Motor Show Hyundai showed off a new version of its Veloster N TCR race car that could potentially preview a major shift not just in motorsport but in the hot hatch segment itself.

Called the Veloster N ETCR, the car looks almost identical to the racing version of the Veloster N which competes against cars like the Volkswagen Golf GTI and Honda Civic Type R in touring car competition around the world, but under the bodywork this one is radically different.

That's because it uses a full electric powertrain with a mid-mounted motor and power going to the rear wheels—completely different from the front-engine, front-drive gasoline powered Veloster TCR race car. Other than those basic details, Hyundai has been quiet about the rest of the car's specs.

But rather than just being a one-off project or concept car experiment, the Veloster N ETCR is actually built to spec for a new electric car touring car series that will launch next year. Hyundai says it plans to campaign two electric Velosters in the new ETCR series with testing to begin later this month. No other details have been released about the new race series but presumably, other brands are also hard at work developing their own electric touring cars for next year.

While electric race cars have been around a while and are becoming more common by the day, the Veloster N ETCR and the series it will race in seem particularly important because they could very well represent a future silhouette not only of motorsport but of production enthusiast vehicles as well.

Because as much as we love the the loud exhaust notes and manual transmissions and accessible performance of today's hot hatches, it's hard to not be excited about a future where the affordable hot hatch is mid-motor, rear-drive with a whole bunch of instantaneous electric torque. We can't wait see the Veloster N ETCR and its counterparts out on the track next year.

Click here to see spy photos of the Hyundai Veloster RM19 Mid-Engine Hot Hatch testing on the 'Ring.

It’s safe to say the Toyota Tacoma is a popular truck—it’s been America’s best-selling mid-size pickup for a baker’s dozen of years in a row. Toyota knows they have a good formula, so instead of changing the recipe for 2020, they decided to offer more “icing” so to speak with technology, comfort and convenience for the model year.

It’s now available in a ridiculous 32 different configurations and in six model grades including: the work-ready SR; the high-style, high-value SR5, athletic TRD Sport; adventurous TRD Off-Road; ultimate off-road TRD Pro; and the top-of-the-line Limited. Keep reading for some highlights coming next year. With all those options to choose from, there's bound to be a Tacoma for everyone.

New Technology

Starting with the new technology, the Tacoma will have a new, larger multimedia touchscreen that includes Apple CarPlay, Android Auto and Amazon Alexa compatibility. Once again, accommodating any platform or device. The SR grade features a seven-inch display while all other models get an eight-inch version.

It's safer, too. Every Tacoma will come standard with Toyota Safety Sense P (TSS-P), including Pre-collision System with Pedestrian Detection, High-Speed Dynamic Radar Cruise Control (DRCC), Lane Departure Alert and Automatic High Beams. 

More Comfortable

Nothing will make a person want to get out of a vehicle faster than an uncomfortable seat—and the driver position is always the most often used. Additional upgrades for the 2020 Tacoma SR5 grade include a 10-way power adjustable driver’s seat with two-way power lumbar support for vehicles equipped with the optional V6 engine.

Solid Foundation

The Tacoma’s frame is built using extensive amounts of high-strength steel and hot-stamped, ultra-high strength steel in the body. All models are equipped with double wishbone coil-spring front suspension with staggered out-board mounted gas shocks. Two reasons why the Tacoma excels at off-roading.

Two levels of power are offered with proven power production. The standard is a 2.7L dual overhead cam, inline four-cylinder making 159hp and 180lb-ft of torque. For those who want more power, a 3.5L V6 is also offered that produces 278hp and 265lb-ft of torque.

Limited Warranty and ToyotaCare

Toyota is still encouraging their customers to go out and play—with peace of mind. The 36-month/36,000 mile new-vehicle warranty applies to all parts (other than normal wear and maintenance items). An additional 60-month warranty covers the powertrain for 60,000 miles and corrosion with no mileage limitation. Additionally, the Tacoma comes standard with ToyotaCare: a complimentary plan covering normal factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles (whichever comes first). 

If you love Tacomas, click here to see a perfectly executed custom overland Tacoma.

Born in 2001 as a web-forum-organized, Euro-community response to the popular judged shows of the day (Hot Import Nights, Battle of the Imports … remember those guys?), the Big SoCal Euro was first founded.

Their first “Big SoCal Euro Gathering” show was held two years later in Anaheim, CA, and by 2007 the group would find their long-term home for the annual bash at Qualcomm Stadium in San Diego (nigh the SDCCU Stadium), which would make 2019 either their 18th or 16th or 12th annual bash. Either way, this crew and this event have become a mainstay in the Euro scenes.

And yet, somehow in my 16 years working in enthusiast automotive, this is the first I’ve attended or even heard of the show. Crazy, right?! But in all fairness, I’ve never really been into the Euro scene, until I bought a used BMW and had to become familiar with it just to keep it running.

Whatever the reason, I’m steadily warming up to the Old World’s greatest, and this year’s Big SoCal Euro was an awesome first for me. Here’s some of what I liked best:

1. Dashing Dauphine

Justin Fon Cashmore’s Renault Dauphine was probably my favorite car of the show.

A short-lived nameplate, the Dauphine was manufactured between 1956 and 1967, and took one form: a pinty “three-box” rear-engined sedan.

Its characteristically ‘60s lines make it an already stylish car on its own. Slam it and add a plus-sized set of lightweight racing wheels under bolt-on fenders, and it begins to look downright sinister.

But for power to match that stance, you’ll have to get creative, like Justin did. His solution: yank the car’s Big Wheels-esque factory 845cc inline-four engine and three-speed trans, and replace it with a monstrous 24-valve, 2.8L VW VR6 staggered six-cylinder engine, and six-speed manual.

Add a rear roll bar (probably more for structural support than anything), some humble interior appointments, and hit the open road. Pre-1974 construction means CARB can shove off, and modern fuel-injection and engine management make this unknown gem more reliable—and much faster—than it’s ever been.

2. World’s Craziest VW Golf

Even more radical was Steven Berchtold’s front/mid-engine, turbocharged, LS V8-swapped, RWD, VW Golf R32 on Nitto NT01s, which proved the age-old ethos that while not every show car can be a track car, every strong track car does make a great show car.

The high-level specs are a lot to process, but here’s the gist of it. Turbo LS V8 = loads of power and torque, generous aftermarket support and big reliability.

Front/mid-engine placement = 50/50 weight distribution (which also places Steven’s driving seat in roughly the rear seats’ stock location), and R32 = performance-designed chassis, and easier conversion to rear-wheel-drive. 

Add lots of aero and airflow management for cooling engine and driver, ultra-sticky Nitto NT01 rubber, one of the most venerable suspensions in the game, and lots of safety gear and you have a machine that absolutely cleans house at Speed Ventures track days, with an eye set toward possible professional time-attack competition. 

For even more of this amazing contraption, check out our full feature, here.

3. World’s fastest Audi RS 3, X2

Further proving the point about race cars stealing attention at shows were the brothers Tsitlakidis’s two big-turbo Audi RS 3s, which those in the know will recall from Shift Sector half-mile drag racing.

Outputting in the 700-800hp range, one 2018 Audi RS 3 with this type of power is impressive on its own, but the fact that George and Stav Tsitlakidis built two of them is, well…doubly impressive.

The brothers’ Malaka MotorSports gets our nod as Audi gurus after witnessing their work here, and after seeing the repeat 9.8-second quarter-mile time slips George managed with his silver RS 3 at a sweltering Sacramento Raceway late last year, with a smaller turbo.

Now with more power than ever, we’re looking forward to seeing just what these two matching machines can really do.

4. “Ebayblt” Corrado

I might’ve not always been the biggest fan of European cars, but like anyone with a pulse and at least a modest IQ, I’ve always liked Porsches, and the VW Corrado.

And while there were strangely few Porsches at the Big SoCal Euro (click here for more of them!), there was a whole corral of Corrados.

I also came of car age in the late ‘90s and still have a big ol’ soft spot in my heart for bright paint and white interiors, and Josh Linburg’s 1990 Corrado made me feel all kinds of nostalgic.

This thing is DTM through and through. Its BMW Laguna Seca Blue hue is still one of the raddest (there’s just no better word for it) to ever come from an OEM, its authentic white Borbet A wheels hail from the Fatherland, and while its matching and FIA-compliant Braum Elite-X seats are made locally in SoCal, they’re about as close to authentic BMW Performance seats as anything actually available on this continent.

Underhood is the factory 1.8L inline-four with an upgraded Sprintex USA supercharger and a host of bolt-on mods, which should be good for at least 300 hp by my maths. And if that’s not enough, there’s a killer air suspension system and integrated roll bar setup in the trunk—also color-matched in white.

5. V10 + ITBs

BMW’s S85 V10 engine is a thing of beauty. Even a JDM guy like myself can admit that.

Inspired by the brand’s F1 successes and developed in tandem with its racing program, the oversquare 5.0L, 90-degree V10 aspirates naturally, compresses air and fuel at a ratio of 12:1, produces about 500 brake HP, and sounds awesome doing it all.

The BMW S85 also includes electronically actuated individual throttle bodies right from the factory, which makes harnessing that awesome V10 power and growl just about as easy as ditching the factory plenum and plastics, adding a set of polished billet velocity stacks, and doing some MAP tuning.

6. VW Buses

Fun Fact (for the remedial Euro fan, like myself): the proper name for the venerable VW Bus is the Volkswagen Type 2, since it was the brand’s second vehicle after their Type 1 (the original Beetle), beginning all the way back in 1949.

Some might even say the VW Bus’ forward-control-panel design actually inspired the modern van (Dodge A100, Ford Econoline, etc.). 

That alone makes it a hugely significant European automotive export, and rightly so there were a handful on display at the Big Socal Euro.

Whether ratty or restored, show or go (as in “go off the grid”), clean or … well loved, there’s something about the versatility and freedom of the original Bus that automotive enthusiasts from all walks of life can admire.

BONUS: All the rest

Of course, this is only the proverbial tip of the iceberg. The 2019 Big Socal Euro lived up to its name hundreds of times over, and you can see more of our favorite takeaways from it in the gallery below. To get involved and plugged in, be sure to follow the links below:

https://www.big-euro.com/big-socal-euro/

https://www.facebook.com/SoCalEuro/

On nothing more than aftermarket tuning, you can have a lot of fun with a 6.4L Power Stroke. With nearly 600rwhp being possible thanks to a healthy common-rail injection system and factory compound turbochargers, few engine platforms can match the out-of-the-box, tuner-only potential a 6.4L has. However, if you want the party to last indefinitely there are several factory shortcomings that, sooner or later, you’ll have to address. At that point, each owner has to make the decision to walk away from their ’08-’10 Super Duty or dump some serious money into it.

In much the same way that diesel enthusiasts continue to receive the 6.0L Power Stroke, people either love the 6.4L or they hate it. Tom Schuman not only loves his, but he depends on it to take him everywhere. From hooking onto a trailer to hauling a truck-full of friends down to Florida, his late-model Ford is expected to work, play and do everything in between. Like many 6.4L owners, previous repairs forced him to venture inside the engine, but now that all of its weak links have been addressed, he’s piling up the miles on his ’10 F-250. And not only that, with roughly 700hp on tap he’s having a lot of fun doing it.

As an intricate part of his family’s business, AAR Forged Wheels in Oberlin, Ohio, it stands to reason that Tom is also into big, shiny wheels. In fact, he even has the ability to forge his own, which is exactly where the 22x14 Super Singles on his Super Duty came from. To accommodate the massive wheels and the Nitto Trail Grapplers that go along with them, Tom’s truck also makes use of a host of Flight Fabrication suspension components, including a front air ride system. Follow along for the inside scoop on Tom’s one-of-a-kind vermilion red Ford. It’s got show, plenty of go and full functionality.

Mild Engine Build

While Tom Schuman has racked up more than 176,000 miles on his daily-driven ’10 F-250, the 6.4L Power Stroke has been cracked open in the past on account of blown head gaskets. In prepping the Navistar-built V8 for more horsepower, a set of MaxxForce 7 HD de-lipped pistons were installed, while the cylinder heads were O-ringed, fitted with heavy-duty valve springs, cryo’d rocker arms, treated to a performance valve job and anchored to the resurfaced block by way of ARP head studs. HD push rods and lifters also made it into the build, although a factory camshaft remained.

Single Turbo, 70 PSI of Boost

Deviating from the factory-based, compound turbocharger system, Tom scrapped the series sequential setup in order to run a single turbo. While this may seem counterintuitive (after all, aren’t two turbos always better than one?), switching to a properly sized single charger on a 6.4L Power Stroke aids engine longevity by dropping the amount of drive pressure the engine sees. And, as has been proven time and again, the 6.4L can make big power with a single in the mix. Installation of a single turbo kit from the late Beech Performance allows Tom to run the popular BorgWarner S369 SX-E, which builds 70 psi of boost under heavy throttle.

Surprisingly Subtle Fuel System Mods

As if making 590rwhp on the factory high-pressure common-rail fuel system and compound turbo arrangement (with nothing more than custom tuning) isn’t impressive enough, the 6.4L’s injection system has even more to give if you upgrade turbos. When Tom ditched his compounds in favor of running the high-flowing S369 SX-E as a single, he effectively pushed his truck into 700rwhp territory—a very respectable number for any street-bound pickup. The only fuel system mods he’s performed are the additions of a 150-gph FASS low pressure system and a fuel bowl delete from Beech Performance.

Fortified 5R110

In a lifted, high-horsepower diesel, overbuilding the transmission is never a bad idea—and that’s exactly what Tom did. Within the reinforced TorqShift automatic, you’ll find a Sun Coast billet flex plate, four-disc high-stall DPC converter, an Aermet 400 input shaft, a new Ford pump, 300M intermediate and output shafts, a billet Low/Reverse hub and Raybestos clutches throughout. A deep pan from Mag Hytec increases ATF capacity and cooling capability.

Front Air Ride

Thanks to a front air ride system put together by Flight Fabrications using AccuAir Suspension components, an entire foot of adjustable ride height is at Tom’s disposal. Be it remote or WiFi-controlled, the truck’s front-end can be made to sit 4 inches lower than factory or 8-inches above its stock ride height. As you’re reading this, Tom is close to wrapping up the rear air ride.

State-of-the-Art Air Tank Technology

Mounted within the receiver hitch, you’ll find the dual ENDO-CVT tanks that support the air ride system. Thanks to internally-located Wabco compressors, near-silent operation is the result when the tanks are being refilled. Each tank is also machined from a solid billet of aluminum, which eliminates the need for welds and the possibility of eventual leaks.

Front Four-Link

Because the factory front radius arm suspension can easily be overcome in high horsepower, four-wheel drive use (often resulting in uncontrolled wheel hop), Tom’s Super Duty sports a beefy four-link system. Built by Flight Fabrications and offered as the company’s Series II kit, it fits all ’05-’16 Fords and maintains positive caster during all suspension travel. For unwanted lateral axle movement, one of Flight Fab’s adjustable front track bars is present as well.

Ladder Bars

Further components plucked straight from the Flight Fabrication catalog are the truck’s ladder bar style traction bars. Constructed using 1.75-inch DOM tubing (top), 1-inch DOM tubing (bottom) and greasable Johnny Joints from Currie Enterprises, they make rear axle wrap a non-issue and do so quietly. The Flight bars attach to the rear 10.5 axle and frame via ¼-inch thick bolt-on brackets.

Super Singles & Trail Grapplers

While the big wheel craze is a love-it or hate-it proposition for most diesel enthusiasts, nearly everyone agrees that super singles are badass. Custom cut at AAR Forged Wheels, the forged-aluminum set aboard Tom’s F-250 measure 22x14-inches and the 7-inch 6061 aluminum spikes make a beautiful wheel look even better. F-rated, LT355/40R22 Nitto Trail Grapplers give the truck its visual growl, but at the same time can support any trailer Tom needs to hook the truck to.

700 HP with Proper Street Etiquette

To get the most out of his parts combination, dial in the built transmission and make 700rwhp 100-percent streetable, Tom elected to have Innovative Diesel tune the truck. As a result of Innovative’s PCM and TCM tweaks, the truck runs smooth, clean and strong. Tom watches EGT, boost, coolant and engine oil temp via an old H&S Mini Maxx monitor.

Curious why the 6.4L has developed such a reputation for its pitfalls? Check out the list of factory weak links on the ’08-’10 Power Stroke right here.

Creativity was abundant at Michigan’s Frankenmuth Auto Fest, which is the show to experience if you love vehicles that are “out of the ordinary” like we do. The wide array of engine-equipped art is all-encompassing with vintage, classic, and modern enthusiast vehicles, from factory stock to off-the-wall customs. 

This year’s show holds a new record for attendance since it began 36 years ago. Nearly 3,000 cars registered, plus all the stragglers seen in general parking or just cruising around town. Here are ten that caught our eye, and there’s even more to admire in the attached photo gallery.

1. An American Legend

This could be one of cleanest (and driven) Ford Broncos we’ve seen in person.

It looks and performs great on the road, but we bet it’s even more fun off-road when it’s putting the Nitto 33x12.50R20 Ridge Grapplers to work.

2. Mirror Image

The Falconer-Dodici, is Randy Grubb’s magnificent interpretation of the French curved 1937 Delahaye Type 145.

Its sweeping lines are made of polished aluminum. The panels are joined at the seams by meticulously placed rivets reminiscent of a WWII P-15 fighter plane. Simply beautiful.

3. All Aboard!

Also built by Randy Grubb, this one-off 1973 DecoLiner takes the term “land yacht” to a whole new level.

Steps going up from the rear of the vehicle lead to the Captain’s chair, which is nestled on what, in boat terms, is called the bridge or wheelhouse.

Up to five passengers can ride on the roof behind the captain. The cabin below offers more luxurious leather seating that resembles an actual yacht.

4. We Love the 80s

David Harrington bought his 1984 Buick Park Avenue new in the fall of 1983. Over the years, he built it to be a mean 750-hp 80s street machine.

It has a full-race 8-liter engine built from a 1970 Buick GTX block, one of the highest factory-rated horsepower engines that Buick ever built.

5. The Burnout King

Tom Weston’s handsome Ford Cab Over Engine (COE) was held in high regard as Frankenmuth Auto Fest’s Top 25, which is kind of a big deal considering the mass number of contestants. What’s even more impressive is he built it himself, chassis, body, paint, drivetrain and all.

Tom originally had nitrous in mind for the monstrous 513ci Cadillac V8 that now powers the truck, but he decided it’s plenty powerful without…for now. He built the engine with torque top-of-mind, and the Turbo 400 transmission is made to handle the 780 lb-ft.

6. Bombs Away

The Mad Bomber is a COE that’s technically no longer a COE. This mid-engined monster has massive aero to keep all its artillery under wraps.

We were lucky enough to hear it rumble down the streets. The low, lopey supercharger idle told us the truck was impatiently waiting for its next full-throttle opportunity.

7. Three of a Kind

It's a Chryforlet. See what the owner did there? Based off a 1923 Ford Model T pickup, this custom C-cab is a mashup between the Chrysler, Ford and Chevrolet brands.

The powertrain consists of a Chrysler Hemi 331-ci 6-pack engine mated to a Chevrolet 350 turbo transmission, and the power is put to the wheels by a Chevy S-10 rear axle. 

8. Stretch it Out

Turning radius is overrated when you own a luxurious 1930s Pontiac Limo hot rod, the only one of its kind.

Beyond the early Halloween décor are seats designed in three colors: Cashmere, Ostrich Burgundy and DK Mocha. Beyond that is the densely Mylar-padded ceiling. Two 10" flat screen TVs provide extra entertainment.

This thing would make a killing as a working Limo in Vegas.

9. In Your Face

This cigar smoking rat rod is puffing on Cubans after his honor of landing in the Auto Show’s top 25. Sheer creativity is the epitome of what rat rod builds are about, and this car has a lot of face value.

10. Handy Hauler

A VW flatbed with hydraulics and a ramp is a brilliant setup for Volkswagen fans to haul a dune buggy or “bug rod” to their playground. We sure hope to see the owner of this matching set hit the racetrack.

Love car shows? Click here to see five or our favorite must-see events.

Low lift and big tires. It’s a proven combination for the Jeep Wrangler. With one of the biggest draws of the 2018 and newer Jeep Wrangler Rubicon JL platform being the fact that you can run a 35-inch-tall tire with no lift, we knew it wouldn’t be long before JL owners would push the limits on just how large of a tread set you could squeeze on with a modest amount of lift.

Recently, we got a chance to hang out at Hazzard Fab Worx in Spokane, Washington. While there, one particular Jeep Wrangler Rubicon caught our attention as it might be the lowest JL we’ve ever come across running a 40-inch-tall tire. The 2019 Jeep Wrangler Unlimited Rubicon belongs to Chris Corbett. No stranger to wheeling or complex vehicle builds, Corbett entrusted the Hazzard crew with two very important jobs. First, he needed his Ultimate Dana 60 axles put under the Jeep. Secondly, he wanted the Jeep to leave the shop with the same amount of lift it rolled in there with: two-inches.

On the surface, that doesn’t seem like a hard ask, but the reality was, making room for a 40x13.50R17 Nitto Trail Grappler with such a small lift isn’t exactly commonplace in the JL world at the moment. Intrigued at just how this was accomplished, we spent a little time digging into the details of how this setup works.

American Adventure Labs

The JL’s wheelwells are extremely roomy. Even more so with the Rubicon model as the entire fender is moved up a few inches higher than other models. An easy way to gain even more room is to remove the inner fender completely. While this is a simple task, up front it leaves you without a corner marker and turn signal. The easy solution for this was to use a fender brace and lighting kit from American Adventure Labs.

Out back, the Hazzard crew enlarged the wheel opening by trimming back the sheetmetal. Surprisingly, very little needed to be cut.

Bumpstops

Moderating the suspension up travel was critical to ensure the tires wouldn’t peel off the fenders as soon as it hit the trail. Up front a set of 2-inch-tall bumpstops rest between the coils. For the rear, a 2-inch bumpstop extension was mounted on the axle. While this does abbreviate some of the up travel of the Fox 2.5 shocks, the fact that they are equipped with the dual zone compression adjusters means Corbett can optimize the travel he has.

UD 60’s

Corbett had witnessed enough axle failures of guys running 40-inch-tall tires on stock axles to know that staying with the OE Dana 44’s wasn’t going to cut it. This is why he specifically opted for a set of Ultimate Dana 60s. At 68.5 inches wide, they are only ½-inch wider than stock. However, pairing them with KMC Machete beadlocks with 4.75-inches of backspacing proved to be a good combo of clearance and wheel offset. To ensure steering the 40’s wouldn’t be an issue, he swapped out the stock steering system for a full replacement hydraulic-assist kit from PSC Motorsports. This setup removes the electric pump for an engine-driven one and the HD replacement gearbox now powers a set of Synergy Mfg. steering bars.

Trail Grapplers

Not all 40’s are alike. The 40x13.50R17 Nitto Trail Grappler is one of the few that run true-to-size, meaning you are getting a tire that specs truer to 40 inches tall. This made it all the more impressive to see the tire cycling within the fender. Given that this Jeep still plays on-road more than it does off, it was important to have a versatile tire that could roll smooth and true on the highway. Speaking of highway, Corbett states that on his five hour journey home from Hazzard Fab, the Jeep netted 15 miles per gallon. Not bad, all things considered.

The Jeep is currently running 2-inch lift springs, along with a full control arm upgrade from Synergy Manufacturing. We say currently as there are future plans to increase the suspension travel, while keeping the Jeep as low as possible.  

The Low Down

The big takeaway here is something that all Jeep Wrangler JL owners should be excited about. You don’t need a lot of lift to run a sizable tire upgrade. The key is primarily removing the inner fender liners. Having a low center of gravity equates to a better handling vehicle on-road and off. It’s also means you have a more practical Jeep, as getting in and out will be a bit easier.

Quick Specs

(Photos Courtesy of Hazzard Fab Worx)

Want to see a JL with Ultra4 DNA? Check outLoren Healy’s race-inspired Wrangler.

The Chevrolet Corvette has finally satisfied decades of rumors by officially adopting a mid-engine layout for the upcoming C8 generation. More commonly found in fare from Ferrari, McLaren and Lamobroghini, much of the hoopla surrounding the new Corvette's drivetrain setup focuses on just how surprisingly affordable the vehicle will be, with a starting price hovering just around the $60,000 mark.

While the C8 is definitely a high performance bargain, it's not the only mid-engine sports car to have debuted with a surprisingly palatable price. Let's take a quick look back through the history of 'party in the (middle) back' coupes that have delivered exotic-like design with a relatively affordable window sticker.

1. Toyota MR2/MRS

There was once a time when Toyota was willing to introduce risky, cutting-edge designs in a bid to show off its engineering prowess. Case in point? The Toyota MR2, a wedge-shaped compact interloper that sandwiched its four-cylinder engine between the driver and the rear axle. The MR2 would go on to adopt a supercharger, then a turbocharger in the more fluidly-styled second generation car, before reverting to a naturally-aspirated four-cylinder in the range-capping MR2.

Always intended to be affordable, Toyota priced the original MR2 in the mid-teens, making it considerably cheaper than cars like the Corvette. Although not the first mid-engine marvel to debut in the 80s, it became the most enduring, and is enjoying a revival today thanks to renewed interest in 'Rad' era automobiles.

2. Pontiac Fiero

Is there a more maligned 80s sports car than the Pontiac Fiero? Released before it was truly ready for public consumption, the Fiero sold much better than the contemporary version of the MR2, which in some ways signed its death warrant. Problems with the platform—including a small percentage of engine fires—would be amplified by scores of upset customers to the point where when the final model year appeared on the scene, its vastly improved mechanicals weren't enough to stem the tide.

As cheap as its Toyota rival, once Pontiac swapped out its lackluster Iron Duke four-cylinder for a better-performing V6, the Fiero was able to live up to the fun promised by its alluring design. This was especially true of last-gaps '88 editions, which also featured a complete suspension re-think.

3. Lotus Elise

The Lotus Elise was never an inexpensive automobile, nor was it priced at the same level as some of its similarly-exotic European sports car competitors. Often checking in at three-quarters of the price of Corvette, it was able to leverage its extreme focus on lightweight design in order to deliver some of the purest handling available on the market.

A big part of the Elise's lower priced formula was the decision to source its engines from Toyota. More specifically, the same four-cylinder unit found in the decidedly pedestrian Corolla sedan. Over time, this engine would also add forced induction in a bid to pile more speed onto an already-appealing track day package.

4. Porsche Boxster

Again, the Boxster was never cheap, but until the Cayenne SUV appeared on the scene it was the least-expensive Porsche money could buy, and early models were priced significantly lower than their rear-engine 911 siblings.

Although plagued with an IMS bearing failure issue that affected 10 percent of early production, the Boxster is an absolute bargain today, often selling for less than slower, less-modern front-engine Porsches from the 90s like the 944.

5. Acura NSX

How does the Acura NSX make this list? It's simple: in 1991, the mid-engine, first-time supercar from Honda cost $62,000. The Ferrari 348 (which it emulated in terms of design) was a whopping $90k for a base model, and well over six figures once options were involved.

In terms of performance, the cars were on near-even footing, with the Acura giving up only a few tenths of a second in the sprint to 60-mph, and coming through with excellent handling on a road course thanks to its well-balanced chassis. Oh, and it was significantly less expensive to own than the Ferrari, too, with the 348 notoriety for costly maintenance schedules and questionable reliability.

6. Fiat X1/9

The Fiat X1/9 offered Bertone styling, questionable Italian reliability, and respectable, although eventually out-classed, performance. The car cost roughly the same as an import family sedan in the early 1970s, and rose to match the MR2's sticker by the mid-1980s.

Although rarely seen today due to rust issues that plagued much of Fiat's 70s output, it was a unique and inexpensive way to sample mid-engine design during a time when few automakers were experimenting with that type of platform.

7. Mazda Autozam AZ-1

The Mazda Autozam AZ-1's outrageous gullwing doors and mini-exotic looks obscure the fact that this three-cylinder kei car was aimed at budget-conscious drivers who needed an efficient and small automobile to keep them in a lower tax bracket at licensing time.

Autozam was in fact its own division for Mazda when the AZ-1 was sold in the 1990s, and it was powered by a Suzuki engine that would go on to motivate that company's Cara, which was a rebadged version of the sprightly coupe.

The Porsche 914 was another mid-engine sports car classic. Click here to learn more about this often-overlooked German performance machine.