While the tight streets and tiny parking lots of Japan might be best suited to small cars, that doesn't mean you won't find larger vehicles plying the roads of Tokyo and other Japanese cities. In fact, big decked out luxury vans have long been quite popular in the Japanese market, and Toyota's latest creation might just be the biggest and most luxurious yet.

Set to officially debut later this month at the Tokyo Motor Show, the Toyota Granace aims to take luxury people hauling to the next level, and it helps do that with huge boxy profile, and a spacious, ultra comfortable cabin.

In terms of length, the Granace comes in at 224.5-inches long, and for comparison's sake a 2019 Ford Expedition Max comes in at 221.9-inches. Width-wise, however, it comes in several inches narrower than most full size SUVs, which should make it a bit easier to navigate small Japanese streets.

The Granace is powered by a 2.7L diesel engine, but what's more notable is the ultra spacious interior which can be configured with either three or four rows of seating for up to eight passengers. Passengers in the second and third rows will be especially pampered with fully adjustable leather finished captain's chairs, and woodgrain abounds.

In fact, like some of the other high-end vans Toyota sells in Japan, the Granace would be right at home in a Lexus dealership, although the fact that Toyota has never tried importing one of these luxury-laden vans to the US doesn't make us think that's about to change anytime soon.

For VIPs and those who haul VIPs in Japan Toyota says the Granace will deliver "overwhelming presence and luxury," but for us in the states it's just one more of those slightly funky yet cool JDM vehicles we'll never get.

If you'd like to have more feelings of envy, check out our selection of five other exciting JDM machines not available in America.

You’ve seen Cummins swaps before—but you’ve never seen one like this. A no-expense-spared, ground-up street-rod build using only the best parts in the automotive world, this ’39 Ford features stunning body work, a 391ci Cummins I6 with a billet-aluminum block (and no shortage of bling), a take-out rear-end and independent rear suspension from a Nissan Skyline and a built 47RH Chrysler four-speed automatic. The old-school sedan was a collaborative effort between Todd’s Hot Rods of Oakwood, Illinois and Scheid Diesel of Terre Haute, Indiana—and it’s nothing short of a masterpiece.

The objectives of building a unique yet comfortable, and powerful yet fuel efficient car gave birth to the exotic engine, the coil over Mustang II front suspension and the aforementioned Skyline IRS. Instead of opting for mechanical injection, the Cummins sports an electronically controlled, high-pressure common-rail fuel system. The latter technology brings infinite adjustability to the table, which in this case means squeaky-clean operation and a dyno-proven 700hp and 1,400 lb-ft of torque. For a quick walk-around of this one-of-a-kind cruiser, keep scrolling. To see it in person, stop by the Axalta booth at the 2019 SEMA Show.

Summer, 2016

Things got underway three summers ago with lots of measuring, cutting, fabricating and reinforcing in addition to the required body work. Notice the standard operating procedure Cragars aboard the Ford in this image. As the project progressed, the decision was made to ditch the street-rod wheel of choice in favor of something unique: 18-inch Ambassador Artillery’s from Mobsteel, Inc.

Accommodating the Cummins

The guys at Todd’s Hot Rods definitely had their work cut out for them in making the inline-six Cummins fit. Thanks to a plastic mockup engine furnished by Scheid, things were made much easier. All told, the car’s firewall had to be moved back an entire foot to make way for the 42-inch long Cummins.

Summer, 2019

From salvageable Ohio barn find to sleek-black, Cummins-powered classic, the meticulous, three-year build was executed to perfection. Now, wearing Standox base and clear coat from Axalta Coating Systems, the car is headed to Hot Rod Alley at the 2019 SEMA Show in Vegas. There, you’ll find it on display outside the Axalta booth as well as an entry in the annual Battle of the Builders competition.

Common-Rail Cummins

Injecting a bit of modern technology into the build, a common-rail power plant was chosen as the means of propulsion. Using a stand-alone Bosch Motorsport ECU that was set up and calibrated by S&S Diesel Motorsport, the electronically-controlled Cummins is as streetable at 700 hp as a factory engine is at 350 hp.

Aftermarket Block

Here, you’re taking a peek at Scheid Diesel’s billet-aluminum Cummins block. Up until now it’s been primarily used in solid block form in 3,000-plus horsepower truck pulling applications, but Scheid decided to use the ’39 project as an opportunity to showcase its water jacketed version of the same crankcase. Within the aluminum block, a factory crankshaft from a 6.7L Cummins swings a set of billet connecting rods that are topped off with 4.125-inch bore Diamond Racing pistons. For clearance purposes, a low-profile oil pan was supplied by Stef’s Fabrication Specialists.

High-Flow 4-Valve Head

Above the exotic crankcase sits a 24-valve cylinder head off of a 5.9L common-rail Cummins. The cast-iron piece has been treated to CNC porting, a performance valve job and machined to accept fire-rings for maximized combustion sealing. It’s anchored to the block by way of ARP head studs and wears a one-piece, billet valve cover.

Single Turbo

Hanging off a three-piece exhaust manifold on the passenger side of the engine, you’ll find a BorgWarner S300. The fixed geometry turbo features a 68mm turbine wheel inside a T4 flange exhaust housing, a 63mm cast compressor wheel inside a 90-degree outlet housing and builds as much as 50 psi of boost with the engine under full load.

Water-to-Air Intercooling

Due to the lack of real estate available in front of the engine, a conventional air-to-air intercooler couldn’t be run. Instead, a water-to-air unit was sourced from CX Racing and packaged near the driver side firewall. The highly efficient charge air cooler drops intake temps considerably and immediately routes boosted air into the nearby side-draft intake manifold. John McElroy fabricated all the necessary piping to make the water-to-air unit work.

Single, Stock CP3

Gear driven in the factory location, a 6.7L Cummins-intended, stock displacement Bosch CP3 high-pressure fuel pump pressurizes diesel as high as 26,000 psi before sending it to the fuel rail. From the rail, fuel flows to a set of Scheid Diesel’s Premium 50hp injectors, which are remanufactured ’03-’07 5.9L units with new OEM solenoids, valve pieces and nozzles.

Steady Fueling

To supply the CP3 with adequate low pressure diesel, a FASS fuel system hums away at the rear of the car. The 95-gph fuel air separation system sends 16-18 psi to the CP3 through ½-inch fuel lines and ports.

Torque-Prepped Automatic

Keeping things simple (and electronics to a minimum), a 47RH four-speed is employed. In addition to its lack of complexity, the Chrysler slushbox was originally offered behind the ’94-’95 12-valve Cummins and enjoys a vibrant aftermarket following. This means it was no problem for the folks at Scheid to beef it up in preparation for handling 1,400 lb-ft of torque and top it off with a triple disc converter from Diesel Performance Converters.

Skyline Rear Suspension and Axle

In need of an axle that could tolerate the Cummins’ low-end twist, a ’98-’02 R34 Nissan Skyline donated its rear-end to the build, complete with the independent rear suspension it came with. A custom driveshaft built by The Driveshaft Shop turns the 3.55:1 ring and pinion.

Mustang II Up Front

Ordered from the Heidts Hot Rod & Muscle Car Parts catalog, the front suspension utilizes Mustang II upper and lower control arms, along with adjustable coil over shocks. A Mustang II-derived rack and pinion steering system (also from Heidts) is employed as well. Mustang II front disc brakes help bring the 4,000-pound sedan to a stop.

Deluxe Interior

The last order of business was finishing the interior, and for that Patton’s Upholstery in Champaign, Illinois got the call for much of the work. The car’s dash and center console were built by Marty Ward at Todd’s Hot Rods, with the dash incorporating a Bosch digital monitor and data logger sourced from S&S Diesel Motorsport. As for the sound system, JBL component speakers and speaker cross overs were installed, along with a high-wattage head unit.

Ready to find out what one of Scheid’s 391ci Cummins mills is really capable of? Your 3,000 horsepower tutorial awaits right here.

Founded in 1919, French automaker Citroën is nearly unrivaled in its longtime dedication to ingenuity and creativity in both aesthetic design and engineering. Although French brands have long been known as being especially unique, many of Citroën's automobiles have a unique silhouette that is almost always instantly recognizable. Founded by Andre Citroën, the company had been manufacturing armaments for the French army in World War I, but pivoted to autos when the war ended. Through intensive marketing and forward-thinking engineering, the brand became the largest car manufacturer in Europe within its first decade.

1937 7CV "The Traction Avant"

The Citroen 7CV (commonly called the Traction Avant (French for "front drive), was first sold in 1934, and was an engineering marvel for the time.

This car debuted three separate technological innovations that are still used today: front-wheel drive, four-wheel independent suspension and the use of unibody construction. The monocoque chassis gave the car a low-slung look relative to its contemporaries, a feature that would be repeated by later Citroën models with their hydraulic self-leveling suspensions. 

1954 2CV 

The 2CV was created as a cheap, no-frills option for basic transportation.

Produced from 1948-1990, there would ultimately be 3,867,932 of the model produced. Although it would be outlived by it's European competitors the Mini and Beetle, the 2CV is a testament to old-world minimalism and utility.

1959 ID 19 Saloon

When the DS replaced the Traction Avant in 1955, the price increased by a whopping 65%. The ID models were created as a de-contented version to serve as a cheaper model for buyers who couldn't quite stomach the more luxurious DS.

Sharing the same incredible design of the DS, the ID featured a more traditional drivetrain with a 69hp 4 cylinder, no power steering and a conventional transmission and clutch instead of the DS's hydraulically controlled set-up. The incredibly innovative hydraulic suspension, however, was present. This suspension allowed the car to achieve sharp handling combined with top-shelf ride quality. 

1969 Ami 6

The Ami 6 served as an upmarket medium-sized car for Citroen beginning in 1961. By re-bodying the bare-bones 2CV entry level car, the company had a stylish car to slot under the DS model.

The Ami's most interesting feature is the reverse-sloping rear window, which allows for a creative packaging of the interior. Along with the Ford Taunus, the Ami was the first vehicle that featured non-round headlights, which remained illegal in America until 1975. 

1973 SM

The SM represented the company's first foray into high-powered (for the time) front-wheel drive vehicles. The 2.7L V6 made 176hp and had a top speed of 137mph.

In addition to the same hydraulic systems of the DS, the SM debuted a self-centering variable assist power steering the eliminated nearly all feedback from the wheels to the passenger. Combined with the unique styling of designer Robert Opron, the car would be the first import to win Motor Trend's coveted Car of the Year award in 1972. 

1982 Mehari 4x4

The Mehari was designed as all-terrain adventure vehicle in 1968.

Engineered with an ABS plastic body, the Mehari was rust-resistant and could handle impacts much easier than traditional metal-bodied vehicles, making it a popular rental for beaches around the world. Interestingly, the cars were not painted, but rather the color was integrated into the molded plastic. Only 1,313 of the 4x4 vehicles were sold, making this example quite rare. 

In the mid-1970s, Citroën would ultimately be bought by fellow French manufacturer Peugeot. Although there were still interesting models released, the company's offerings became more and more similar to their new owner. Platform-sharing was encouraged, and eventually much of the uniqueness was abandoned in exchange for cheaper or more marketable solutions. Nashville-based Lane Motor Museum has done a remarkable job of curating the best cars from that remarkable era of automotive design. For more images of their incredible collection of Citroëns, don't miss the gallery below.

Want more Euro action, don't miss our coverage of the rally-fighter Lancia Delta HF Integrale!

'More, More, More,' isn't just the refrain of an unforgettable disco classic—it's also clearly the guiding philosophy at FCA's SRT. It's fitting, in many ways, that a superhit from the 1970s applies to so many of Dodge's recent performance products, given that they often wear badges that harken back to that decade's muscle car glory days.

The latest load of excess horsepower from the last American automaker continually raising the stakes on street, strip and track, is the 2020 Dodge Charger SRT Hellcat Widebody. Joined by its somewhat-attenuated Scat Pack 392 Widebody sibling, this revised edition of the world's mightiest family sedan now features bulging fenders, a more focused suspension setup and body work that's aggressive enough to intimidate any other four-door in the daycare pick-up line.

A natural complement to the two-door, widebody Challenger, the thicker Charger steps in as the most corner-friendly version of the car to date. A day behind the wheel within the curvy confines of northern California's Sonoma Raceway helped prove that yes, elephants can dance.

Familiar Power Plants

Under the hood, it's status quo for both cars. The Hellcat Widebody soldiers forward with the same fire-breathing, 6.2-liter supercharged V8 that features an absurd 707 horsepower and 650 lb-ft of torque that it's offered since the drivetrain was first introduced for the 2015 model year. The Scat Pack 392 is also a carry-over, strutting 485 horsepower and 475 lb-ft of torque, and an eight-speed automatic transmission remains standard across the board.

If you're looking for a little extra grunt, there's always the Daytona Edition, which bumps output by 10 horses on the Hellcat by way of a slightly raised redline (in addition to a few styling tweaks and the availability of B5 Blue paint). That being said, the Widebody exists not to punch up with even more inflated numbers, but rather better harness what's already in the offing.

Grasping For Grip

To that end, both Widebody Chargers deliver 3.5-inches extra when measured from side-to-side, all the better to conceal the enormous 20-inch rubber that adds considerable grip for both vehicles. Tucked behind those spinners are a set of 6-piston calipers sourced from Brembo that arrest 15.4-inch front rotors, necessary when hauling down the 4,500 lbs of sedan down from triple-digit speeds. Suspension-wise, Widebody cars also gain revised (and thicker) sway bars, as well as stiffer springs and retuned adaptive Bilstein shock absorbers to match. The latter offers three distinct modes (Street, Sport, and Track).

It's an impressive collection of equipment that makes a significant difference on paper. Sure, the extra aero drag inherent in the Widebody's additional frontal area drops the SRT Hellcat's top speed from 204 mpg to 196 mph, but that's more than made up for by a sub-11 second quarter mile, which incorporates a 3.6-second blast to 60-mph—both numbers an improvement on the standard-body car. The Scat Pack 392 Widebody provides a similar boost in performance over its more svelte sibling.

Better Than Expected Stick

It's clear that both Charger Widebody cars carve out an even more commanding chunk of the muscle sedan spectrum on the street, but how does all that extra stickiness translate on a race track?

Sonoma Raceway's twisting scoliosis spine of asphalt provided a serious challenge for the two oversized sprinters. It's a circuit that demands both respect and throttle control, especially considering the Hellcat's propensity to stop the Earth from spinning on its axis when the right foot is flattened to the floor.

The good news is that each vehicle's skid pad rating has been boosted, with the lighter-up-front Scat Pack posting nearly 1 g (just ahead of the Hellcat's .96 g score). It's a testament to the wider stance of each car that neither feels like a handful even when punished up and down the rarely-flat ribbon of Sonoma. Even with minimal runoff in several areas making the Widebody feel even bigger than it actually is, there was never a moment where its prodigious output seemed on the verge of overpowering the Charger's chassis.

Of course, a fair bit of that S-curve security rests with the responsibility of the driver, who is forced to manage the Hellcat's 707 wild stallions lap after lap. If you let your attention falter there are certainly consequences, even with the improved grip of the Widebody package. This can add up to a more exhausting experience during longer track sessions for even experienced drivers as they baby-sit the supercharger while simultaneously sussing out where the car's limits truly lie.

It's an altogether different experience in the Scat Pack 329 Widebody, which provides more rapid throttle response combined with attenuated torque delivery. The end result? A ride that favors flogging rather than needs nursing at a facility like Sonoma, taking a mental load off while also offering a better bonding experience as you focus on conquering the track instead of keeping yourself alive long enough to see pit lane one more time.

Nothing Else Like It

That being said, in the right hands the SRT Hellcat Widebody is still the faster car—and in fact the fastest car you can currently get with four doors outside of the rarefied air of exotics. Dodge is fond of saying that the high performance versions of the Charger currently have no real equals in the full size sedan segment, and it's hard to disagree with that statement given the dearth of 700-plus horsepower options available in Toyota, Ford, or Chevrolet showrooms.

It's also one of the most expensive non-luxury family cars money can buy. You'll be handing over $45,995 for the Scat Pack 392 Widebody, which is a $6,000 premium over the regular Scat Pack, while the SRT Hellcat Widebody goes for $69,645. The latter takes over as the only Hellcat version of the Charger currently available, with the narrow body model retired for 2020. Fancy that Daytona edition mentioned earlier? It's another $5k, bringing the maximum cost of the Dodge just over $74,000.

At what price bragging rights? There are no other cars like the Charger Hellcat on the market, unless you're willing to go with two fewer doors and park its Challenger sibling in your driveway. Still, if you love the unabashed attitude of the Widebody look, and don't mind giving up a couple of hundred horsepower, the Scat Pack 392's sub-$50k price gives you a lot of fun for substantially less money—and you don't have to be the reigning local hot shoe to get the most out of it should you take a detour to the track on your way home from a grocery run.

When are we going to see the Hellephant in a production car? Check out our swap ideas to tide you over until that happens.

When you think of the world’s great movie and TV cars there are sure to be a few iconic machines that come to mind. The Back to the Future Delorean, K.I.T.T from Knight Rider or perhaps the various iterations of the Batmobile.

But when it comes to being a true automobile legend of the screen, there are some reasons why the Ford Mustang better known as Eleanor from Gone in 60 Seconds should be up there on the list as one of the greatest movies vehicles of all time.

And no I’m not talking about the customized 1967 Shelby GT500 that starred as Eleanor in the 2000 Nick Cage remake of Gone in 60 Seconds. In talking about the yellow ‘73 Mustang fastback from the original 1974 cult classic car chase masterpiece.

Humble Roots

Unlike other movie cars which are loaded with sci fi technology, possessed by supernatural spirits or in the case of Fast and the Furious just packed full of NOS, the original Eleanor was a nearly stock '71 Mustang "Sportsroof" that was facelifted to look like a '73 in the movie.

Eleanor’s humble background and portrayal is fitting given that Gone in 60 Seconds itself was a low budget independent film with written, directed and produced by H.B. “Toby Halicki,” who also did all of the stunt driving in the film.

Despite the movie’s low production value, complete lack of professional actors and ultra thin script, it became a cult classic and one of the greatest car-related films of all time thanks to its legendary car chase scene.

The plot of the movie is simple. Madrian Pace (Halicki) is an insurance investigator who also happens to run an auto theft ring, and he has five days to steal 48 specifically requested vehicles for a foreign drug lord.

To keep track of them, all of the vehicles are given female code names, and the ‘73 Mustang known as Eleanor is the one that gives Pace the biggest challenge, leading him to the climactic, extended chase sequence.

The World’s Greatest Car Chase

While countless films feature car chase sequences—many of them quite great, none before and none since have done it like Gone in 60 Seconds. While there are a few shorter chase sequences earlier in the film, it’s the final act of the movie that elevates it to a historic level.

The chase starts in downtown Long Beach where the police are tipped off to Pace’s final attempt to steal Eleanor and an incredible pursuit begins with cops chasing him and the Mustang all over Long Beach and the South Bay area of LA County.

From packed downtown streets to wide open freeways, a vast construction area and even through car dealerships, the chase just keeps going—and you can’t take your eyes off it. All told, the chase spans 40 minutes of screen time, with some 93 police and civilian vehicles being destroyed over the course of the pursuit.

Dangerous Stunts, Incredible Driving and No CGI

Even by a 1974 standards Gone in 60 Seconds’ car chase was a raw spectacle of legit stunt driving and automotive destruction, but it looks even more incredible next to the heavily CGI-infused car action we see in modern films.

If you want to know just how dangerous the car chase was to create, there were at least two different accidents during shooting where Halicki suffered substantial injuries, including an unplanned and hairy mishap where the Mustang clips a Cadillac and spins into a light pole going about 100 miles per hour.

Naturally, the footage of the crash is included in the movie as if it was planned all along, despite the fact production had to be halted for three weeks while Halicki recovered from his injuries. Apparently the first thing he said after regaining consciousness from the crash was “Did we get coverage?”

Eleanor Takes a Lickin'

While all of the aforementioned stuff has helped make Gone in 60 Seconds one of the greatest car movies ever, it’s the way the Mustang is portrayed specifically that puts Eleanor at the top of the movie car rankings. Like the chase itself, Eleanor never seems to stop despite the incredible amount of damage dealt.

The car starts off as brand new, shining machine stolen from a parking garage, but by the end of chase scene it’s hardly recognizable—almost a zombie version of the Mustang that looks and sounds like rolling scrap metal.

While you might think a sequence this large and this destructive would require at least a dozen different Mustangs to be built and subsequently written off, amazingly there were just two cars used during production.

One was the “beauty” car which was left stock and used for all of the static, close up and interior shots. For whatever reason it was crushed once filming had wrapped up, although it would no doubt be worth a substantial amount of money today.

The other Mustang was the stunt car, which had been reinforced and fitted with a roll cage and other safety features which would be of tremendous value during filming. The battered stunt car was then painted and used during promotion of the film, wearing all of the damage sustained during the chase including the aforementioned 100 MPH light pole collision.

The stunt car still exists today and I had a chance to see it on display during a Mustang exhibit at the Petersen Museum in Los Angeles several years ago. As a someone who wore out my VHS copy of Gone in 60 Seconds as a kid, seeing Eleanor in person was like coming face to face with one of your heroes.

Better than Bullitt?

It’d be wrong to talk about how iconic the Eleanor is without mentioning another Mustang featured in a legendary car chase scene several years earlier—the Highland Green ‘68 fastback that Steve McQueen famously hustles through the streets of San Francisco in Bullitt.

There’s no denying the Bulitt car is the more recognizable movie Mustang, having spawned three different special edition models from Ford and countless replicas, but when it comes to screen time and action scenes, Eleanor is the champ.

It’s easy to forget that Bullitt car chase is just one small part of an otherwise pretty unremarkable detective film. But the mission to steal Eleanor meanwhile dominates the plot of Gone in 60 Seconds, and the legendary chase scene takes up nearly half of the movie’s total run time.

It’s all of this and more that help make the original version of Gone in 60 Seconds an unforgettable film and Eleanor not just the greatest movie Mustang, but also one of the greatest movie cars of all time period. Apologies to Nick Cage and the late Steve McQueen.

If you’ve read all this, and somehow haven’t yet seen the original Gone in 60 Seconds do yourself a favor and watch it now. Pro hint—there are a few different full-length versions of the movie on YouTube right now, including one with the original music soundtrack and sound effects which is definitely the proper way to see it.

If there's any reason you’ve missed out on this legendary piece of automotive cinema, your life may be about to change. Enjoy.

Looking for other underappreciated movie cars? Here are five sci-fi cars worthy of your consideration.

There are plenty of cheap and fun ways to head off-road, but what if you're a billionaire with a little cash to spend and want to go way, way over the top with your next rock crawler? Unsurprisingly, there exists an entire industry devoted to outfitting the budding Bruce Waynes out there seeking to get into the 4x4 scene, soaking up cubic tons of dollars in much the same way as private jets and bespoke exotic cars.

Which trucks would be our picks for conquering the great outdoors in the most flamboyant fashion possible? We've selected 10 ridiculous off-roaders that include 'excess' as standard equipment.

1. Mercedes-Benz G 63 AMG 6X6

The Mercedes-Benz G 63 AMG is already a bonkers high performance SUV, marrying body-on-frame military-inspired ruggedness a twin-turbocharged, 5.5-liter V8.

The 6X6 model, which isn't an aftermarket conversion but an official Silver Star offering, ups the ante by adding 6 driven wheels, portal axles, and ridiculous levels of interior comfort to go with its 544 horsepower. Although no longer in production (the last models were built in 2015), the G 63 AMG 6X6 is a rare example of a factory off-road hot rod that has completely lost its mind.

2. Avtoros Shaman 8x8

Six-wheel drive not enough for you? How about octo-drive! The Avtoros Shaman 8x8 provides double the traction of your average off-road ride, while throwing in respectable amphibious capability to boot.

Just don't look to get anywhere too quickly in your Shaman, given that its 3.0-liter, four-cylinder diesel engine delivers a top speed of just under 45-mph. Still, it more than makes up for its pokiness with features like a sideways 'crab' driving mode and 31,000 lbs of towing capacity.

3. SHERP ATV

8-wheel drive is great, but what if you're more into monster truck rubber? The SHERP ATV stands tall with its Gravedigger-style balloon tires that are equally at home floating above the muck in a marsh as they are clambering for grip up a stony pass.

Even the body shell of the SHERP is intended to maintain positive buoyancy when traversing water, with or without the tires installed. This super-weird, super-specialized vehicle is about as quick as the Shaman, and unlike other trail rigs features no suspension articulation at all, or traditional suspension of any kind, relying entirely on its tires to absorb the rough stuff and shuttling torque from one side of the vehicle to the other to change direction.

4. Howe and Howe Tech Ripsaw EV3

From 6 tires, to 8 tires, to giant tires, to 'who needs tires?' The Ripsaw EV3 moves to a lightning-quick, fully-tracked drivetrain that was made famous in the Fast and Furious film franchise.

Note that the 'EV' in the Ripsaw's name doesn't refer to 'electric vehicle,' but rather 'extreme vehicle,' which is suitably appropriate for a tank with 16 inches of suspension travel, up to 1,500 horsepower and a cockpit that is completely ensconced by a system of airbags for the ultimate in high speed off-road comfort.

5. Rezvani TANK

It may have TANK in its name, but this 'tactical urban vehicle' from Rezvani doesn't offer the tracks found on the Ripsaw.

Instead, it delivers the angular body styling more commonly seen on ballistic-deflecting military armor (and indeed, can be purchased in a bulletproof edition if so desired), as well as a high-sitting ruggedized chassis, a night vision system for tackling the dunes in the dark, an optional 707 horsepower supercharged Hellcat drivetrain and Nitto Trail Grappler Tires.

6. Mil-Spec Automotive Hummer H1

The Hummer H1 is familiar to almost any off-road fan, but there's no question that the platform has gotten a little long in the tooth over the past several decades.

Enter Mil-Spec, which has addressed most of the H1's weak points (including the installation of a 6.6-liter Duramax diesel and an Allison six-speed automatic), replaced the four-wheel drive with a part-time system, fabricated an interior that is a huge improvement over the original's 'lowest bidder' character and mounted Nitto Ridge Grappler tires. It's now the kind of crawler you'll enjoy almost as much on the way to the trail as you will out in the boonies.

7. Multidrive Technology Toyota Land Cruiser 6x6

The Toyota Land Cruiser has always enjoyed a strong following in Australia, where it's used in a wider range of roles than the luxury truck image it's cultivated in the United States in recent years.

Multidrive has taken the popular Land Cruiser platform, added on a new rear frame section, and stuck a third set of drive wheels underneath to give it 6x6 capability in addition to its global reputation for near-unkillable reliability in some of the toughest possible conditions. The company has been focusing on 6x6 conversions for almost 40 years, with kits also available for the Toyota Hilux (read: Tacoma), and the Australian-market Ford Ranger pickups.

8. Aton-Impulse Viking 2992

Russia seems to be a nearly bottomless well of unusual off-road vehicles, and the Aton-Impulse Viking 2992 is one of the more intriguing options from the motherland.

Like the SHERP, the Viking 2992 is amphibious (with jet propulsion for crossing lakes and rivers), which might suggest that most Russian 4x4 trails are endlessly wet and perilously deep. Uniquely, the Aton-Impulse seats up to seven passengers, letting you take the entire family along as you slowly totter along the landscape, 82 horsepower four-cylinder engine dutifully spinning at a modest sub-40-mph pace.

9. Mercedes-Benz Unimog U 5030

The Unimog has long enjoyed pounding almost any terrain imaginable into submission, and it continues to be one of Mercedes-Benz's go-to vehicles for deep-pocketed customers who want to take it all with them, wherever that might be.

The U 5030 model offers a 299 horsepower diesel engine and tuning from Hellgeth Engineering Special Vehicle Construction, which makes it one of the mightiest 'mogs you can buy from the factory. If you add a Bliss Mobil conversion to the package, you're talking about a condo-on-wheels that is just as happy blitzing up the side of a ski hill in the dead of winter as it is crossing the Mojave.

10. Legacy Power Wagon

Legacy Classic Trucks has revived one of the original off-road monsters with its Power Wagon conversion.

A restoration outfit that aims to better everything about the platforms it starts with, Legacy invests 1000 hours of labor into each Power Wagon it turns out, maintaining the classic look of the heavy duty truck while installing all of the expected mod-cons, plus your choice of Chrysler, Cummins, or GM LS power plants to push its Dana 60/Dynatrac Pro 80 axle combination (with Warn locking hubs and ARB air-locking differentials). That's just the beginning of the rabbit hole of options and equipment that can be had with the Power Wagon, making it a formidable weapon for anyone's next expedition.

Looking for unusual off-road options that are a little more budget friendly? Check out these non-Jeep trail rides that almost anyone can afford.

The common image of the engine swap is one of performance-obsessed enthusiasts trying to squeeze as much acceleration out of their vehicles as possible. In actual fact, there are a myriad of reasons why people remove their stock engines and replace them with something different—and more power is only one of them.

What are some of the driving forces behind engine swaps? Let's break down the most common cases where it's out with the old, and in with the new under the hood.

Original Engines Too Hard To Find

Anyone who's ever owned a particularly uncommon classic car will know the pain of trying to locate rare parts—or the nightmare of attempting to locate a low-production engine. If your vehicle was sold in piddling numbers, has little or no dealer support at this point in its existence, or hails from a long-extinct brand, chances are you're going to have a hard time finding the right factory engine to install when your original goes kaput.

It's natural, then, to look elsewhere for a new prime motivator. Some individuals keep it in the family by sourcing a similar power plant from the automaker, while others look elsewhere for inspiration. Keep in mind that borrowing from another brand is something that even car companies have done and continue to do with particularly smaller operations such as Jeep, Studebaker and AMC when they couldn't afford to develop brand new drivetrains for each and every model.

Cost Of Rebuild Is Greater Than Cost Of Swap

Say you've got a motor in need of a rebuild. It's an older design, but you take it in for a quote anyway. When you take a look at the number at the bottom of the shop estimate, you swallow hard, and realize that for the same amount of money, you could install a more modern, powerful and efficient engine.

Sound farfetched? It happened to me, and was one of the reasons why I decided to swap in a newer motor rather than rebuild a still-running, but not nearly as capable stock unit. I'm far from alone on this, either, as engines like the small block Chevrolet or LS V8 have been used to revive vehicles ranging from 12-cylinder Jaguars to Porsche Boxsters suffering from catastrophic failures to their complex, and costly-to-rebuild power plants.

Reliability Issues

The best way to keep a favorite car alive and healthy is to drive it as often as possible, as that's often the path towards ensuring regular maintenance is performed and any persistent issues are dealt with.

Unfortunately, some vehicles simply aren't reliable enough to use on a daily basis in stock form, even when everything is in tip-top shape. Some fantastic vehicles featured engine designs that simply couldn't cut it in the real world, and for those who want to keep piloting their preferred vehicle and enjoy everything else it has to offer, an engine swap to a more reliable motor is often the only option. The previously-mentioned V12-powered Jaguars are a good example, with entire businesses built up around swapping in low-cost alternative engines for owners too frustrated to keep pouring money into their original drivetrains.

Off-Roading and Towing

Want a diesel SUV, but don't want to pay a ton of money for a full-on luxury import, or park a behemoth like a full-ton Suburban in your driveway? Your options are limited—unless you're willing to swap.

Stuffing diesel power under the hood of trucks in order to improve their towing and efficiency under load is a time-honored practice, especially since it took so many years for the Big Three to start offering attractive diesel options in light-duty packages. Diesel swaps are also popular in the off-road crowd for anyone seeking good torque down low combined with the range-extending frugality of an oil-burning setup.

Too Expensive To Make More Power

Finally, we get to the power question—but let's look at it from a different angle. Sometimes, it's not that the stock engine can't be improved on, it's just that it would cost so much money to do so that swapping in a different motor that's more mod-friendly with a healthy aftermarket support makes a lot of sense. This is especially true of complex engine designs that are already living very close to their theoretical maximum output, or high-compression motors that aren't friendly to forced-induction turbo or supercharger solutions.

Surprisingly, some of the most common instances of this philosophy is found in the Mustang community, where owners yank out their modular 4.6-liter V8s in favor of pushrod LS engines that offer significantly more bang for the buck.

You Have One Just Lying Around

Ah yes, the lazy person's swap. If you already have an engine sitting in the garage, and it comes time to replace the motor in one of your vehicles, why not just go for it?

"Because it was there" has been the driving force for any number of unusual engine swaps, be they V8s under the hood of compact BMW sedans, Subaru flat fours in the back of a Volkswagen bus, or 1UZ Lexus motors filling up the space between a Miata's fenders. Weird combinations are often born from opportunity and creativity, rather than an actual set plan, and I'll always be thankful for the individuals willing to live outside the automotive margins and make them happen.

Is it time to make your engine swap plans a reality? Check out the basics behind installing a new engine in your ride.

Four-doors. Rear-Drive. Swoopy coupe-like looks. A Toyota badge. Hear all these things and your mind start imagining all sorts of possibilities. A sedan based on the 86 platform? A rebirth of a popular nameplate like the Chaser or Altezza.

Unfortunately that's not exactly what the big T's latest concept car is hinting at. Instead, the just unveiled 2021 Mirai Sedan Concept represents a dramatic reinvention of one of Toyota's must unusual alternative fuel vehicles.

It goes without saying that battery electric vehicles have become the primary path forward on the move away from internal combustion engines, but Toyota and Honda have continued exploring the idea of hydrogen fuel cell vehicles with Honda's Clarity and Toyota's Mirai.

Running on compressed hydrogen fuel rather than gasoline, the current Mirai first went on sale back in 2015 and just as notable as its unique fuel source was its looks—which to put it lightly wasn't the most elegant or attractive looking car on the road.

Toyota though isn't giving up on its hydrogen fuel cell program, and if the concept car is anything to go by the second generation Mirai might just reprsent the largest leap in style and performance that any car has ever had from one generation to another.

Not only does the 2021 Mirai Concept not look anything like the first generation car, it also moves to larger rear wheel drive platform that it shares with certain Lexus products like the new LS. The idea is to present to the Mirai as stylish and better performing machine that buyers will choose not just because of its eco-friendly hydrogen powertrain.

No official specs on the car have been released at this point, but Toyota is promising at least a 30% increase in range along with improved interior space, handling and acceleration that will come from the bigger platform.

Hydrogen vehicles offer numerous benefits over both internal combustion and battery electric vehicles as the feature both zero emisisons and the driving characteristics of an EV but with the short fueling times of a gas car. The biggest thing holding them is the lack of fueling infrastructure to support them. Right now hydrogen fueling stations can really only be found in certain parts of California, and making the fuel as common as gasoline would be a huge undertaking.

While it's officially being called a concept, Toyota says the second generation Mirai will go on sale in late 2020 and if it looks similar to the concept version and drives as well as Toyota is claiming it may just be exactly the spark the hydrogen car movement needs.

Want to hear about more new RWD cars coming from Japan in the future? Check out what Mazda is working on.

Creating a ride like the Dodge Charger Hellcat is easy and hard at the same time. Parked at a Wal-Mart in an ocean of lesser mortals, the car is a demi-god among them. Take it to a car show or street race where other immortal iron hangs out, and well, all of the sudden a stock Hellcat is exactly that. There's a middle ground between stocker and reinvented show custom, though, and that's where Martin Gonzalez focused his efforts in making his 2018 Hellcat stand out. It's as if he applied Bruce Lee's one-inch punch philosophy to it: minimal effort for maximum effect.

If you know your history you know that the Charger was born a show car back in 1964. Since then the Dodge Charger has had more personality changes than an insecure teenager. From subcompact hatchback to sedan, muscle car, and luxury coupe, the Charger line has covered a lot of aesthetic ground over the last several decades. Martin had a lot of options from which to choose when forming the mental blueprint for his Hellcat. This may play into why he called on Morales Kustoms for the job.

Well, that and his own history with the shop. Morales Kustoms worked on his previous vehicles. Martin's always loved their work. “They put lots of details into each car,” he tells us. “They gave input for ideas on this one and I'm very happy with their work.”

Ask Martin about his Hellcat and he immediately goes to the paint. The factory paint is distinguished as is but this is how he added his own personal touch to the car. Google Chargers and you'll find out real quick that red's been done a time or two (if you don't know already). Orange pinstripes and tire lettering fit the bill really well for being different without breaking the bank or taking the customization level all the way from one to eleven. Minimal orange accents added enough for Martin's tastes to where his Hellcat isn't overdone.

While the paint is definitely the headliner in this show, it's supported by a great cast of players from ZL1 Addons. Morales Kustoms installed the company's splitter, side skirts, wicker bill and rock guards. Out back, the car now sports a KNG diffuser, too. Diode Dynamics LED lighting pulls its share of eyeballs to the Charger as well.

Which isn't to say this is entirely an aesthetic endeavor. Martin wanted more traction for his 2018 Dodge Charger Hellcat: “The car, as is, has lots of torque so it needed more traction to deal with the power. I want to have some fun but be safe, so I needed better traction.” That's why he shod the 22-inch Center Line Wheels LP3's riding in Nitto NT555 G2 tires. 

We mentioned earlier that this isn't Martin's first custom job. It also won't be his last. As we speak, he has a 2008 Magnum that's been sitting at home for a while itching for a rebuild. That, in addition to a 2017 Durango he's slowly been working on as well. With all those projects in the works, no wonder he went less-is-more on this one.

Photos by Paul Rohm and Adam Benker

Ryan Tuerck has been competing in Formula Drift since the 2005 season and is one of the most recognized personalities and faces on the Formula Drift grid. This year has been a roller coaster of emotions for Tuerck, who experienced the lowest of lows when his competition car was totaled in a wreck in practice at the first event of the season, and the highest of highs with a win in New Jersey just three events after building a brand new competition car. We talked with Tuerck to get some perspective on this season and what he’s been up to between competition rounds of Formula Drift. 

Driving Line: For those who might not be familiar with you, how would you describe Ryan Tuerck in one or two sentences?

Ryan Tuerck: Hmmm, who is Ryan Tuerck? Well I started my motorsport career on two-wheels racing motocross with my brothers for more than 10 years, then got into drifting for the last 15 years with some fun moments and some success in between. This year, I’ve been getting into some more road racing and off-road adventures, and you might even see my face on YouTube every now and then.

Early 2019 FD Season Challenges

DL: After a pretty bad wreck in Long Beach, you came back to build your backup car into your main competition car in 12 days. That car got you back on the podium just two events later, and a win three events later. How rewarding was that to see results so soon after replacing the chassis you competed in for the last 7 years?

RT: Well it’s been a pretty crazy ride this season, that’s for sure. We have been driving that same chassis for 7 years, it was the oldest chassis on the grid at the start of the year. We were planning to retire it at the end of the year, but that plan changed a bit sooner than expected, unfortunately. Everyone on the team really came together and understood the urgency of the situation, it took a total team effort to build that car in the small timeframe we had. The guys on the team were supposed to have a 5-day break between events, but they all stayed at my house and started cranking on the car prep on Sunday after the crash. I flew in a second fabricator to help out my main fabricator Dominic since fabrication is one of the heaviest aspects of a new car build. I sustained a concussion in the crash, so I wasn’t allowed to work on the new car very much and was relegated to calling to get parts and making sure the team had everything they needed to get the car finished in time.

By the time I got to the next FD event Orlando, we had been going full throttle for two straight weekends. My brain didn’t get much of a rest with everything that was going on, and I don’t think I was fully prepared for the level of mental focus that is required for FD competition these days. I think that’s part of why we got knocked out in Top 16. When we got to the next event in Atlanta, I was definitely rested and fully prepared. Once the rain started falling in the competition, we gained a lot of confidence because we knew we had so much grip from our Nitto NT555 G2 tires. In the end, we had a few of the judging calls go our way, and we went all the way to the final against Fredric Aasbo. We gave him a tough battle and he got the win, but the second-place finish felt like a win for us given all the hurdles we had to overcome.

We followed that up with a win in New Jersey and it just felt amazing. The car felt like the best car I’ve driven in years, I felt like I was driving the best I have in years, and the whole team was just meshing well! It felt like there was no way we could lose that event, and I’m glad I could deliver that win to the team because they really busted their asses to get the car ready with such short notice after Long Beach. I’m really proud of them this season!

From Six to Four Cylinders and Back Again

DL: Since you had to convert your fun car into your competition car, you’ve been driving the Toyota Corolla hatchback that was built by Papadakis Racing at events like Gridlife. How different is that car to drive?

RT: Hopping into the Papadakis Built corolla was really cool. Toyota gave us the go-ahead to use that car as a demo vehicle since they understood the situation of not having a demo or fun car. Jumping in that car was very smooth, everything works really well and is very easy for the driver to operate. I can drive it as aggressively or as smoothly as I want to. It has around 600 horsepower, which is a little less power and boost than the FT86, but it’s very easy to drive at the limit. Papadakis Racing is a world-class fabricator, and I’m just glad I was given the opportunity to drive that car for a few events this season.

Management Changes 

DL: Last season, you and your teammate Chris Forsberg aligned to run your programs at Race Service, which is a shop in Los Angeles, California. How different was it to run your own program and be responsible for your own car?

RT: Being the team owner and operator definitely has it’s pros and cons. On one hand, it’s nice to have control over everything but I’m also in charge of the budget so I get a lot more involved on where every dollar goes. It was a lot easier for me to understand where the money is being spent on the car and where we need to make improvements. I work very closely with the team to come up with the game plan and focus on how we can make the greatest influence on the car without spending too much money. I don’t necessarily like working on the car, but I understand what it takes to succeed in Formula Drift, and I’m willing to spend on the parts on the car that will move the needle towards success. It makes me excited that I can be involved on this level and be able to go out and drive the car and meet or exceed the expectations that we set for ourselves, so that part is very rewarding for me!

Advice for Aspiring Drifters 

DL: You’ve been competing in Formula Drift since 2005. What would you tell an up-and-coming drift driver about what it takes to be successful and sustainable in Formula Drift over the last 14 years?

RT: I think one of the biggest values to take away is that you will need to put your down and just work hard. It’s a matter of cost, budget, and sacrifice… everything you have to do to get to Formula D is crazy, but once you get there, you have to work that much harder to be competitive and sustain a competitive Formula Drift level program. Once you get to the top level of competition, most people realize that their driving skill set is good, but your car will probably be lacking. Being competitive in Formula Drift means being able to focus on car setup and understanding how different setups and changes are likely to change or improve the setup of the car. The level of chassis setup and grip in Formula Drift is unreal these days, and I think most drivers coming up through the ranks underestimate that until they line-up for their first side-by-side practice lap alongside a car that has many years of development into it.

YouTube Shows 

DL: You’ve turned into somewhat of a YouTube star over the years, first with Tuerck’D, then with Drift Garage, and now with MotorTrend’s “Drift This” show and the Gumout “Blackout” show. Is it hard for you to put on your Youtube persona?

RT: Filming was hard in the first few years, but after the first 2 seasons of Tuerck’d and then the first season of Drift Garage, I got a lot more comfortable in front of the camera. Not a lot of people realize that the whole camera crew on those shows were people that I had been working with for 7 or 8 years, so they help to bring out the more showman element of Ryan Tuerck in front of the camera. I feel like you’re always your own worst critic, so after watching a few of the shows and analyzing them, I start to realize what it takes to put out a good video product but still feel like I’m being myself and having fun in front of the camera. In the end, I think that’s the most important part. If you aren’t having fun, then it comes off as being stiff, and nobody wants to watch that.

SoCal Transplant 

DL: You’ve been spending more time in Southern California since the race program is based out here now. What do you miss most about your home state of New Hampshire?

RT: I miss the summers in New Hampshire, and I miss having actual down time. There’s so much going on in SoCal with the car industry that I feel like I’m working that much more but I’m not necessarily making more money. When I was living in New Hampshire, I had time to go to grassroots drifting events and ride dirt bikes with my brothers, that doesn’t happen when I’m out in Southern California. I still haven’t been to a single grassroots event in Socal here since I moved, and now that I’m down a car (because we converted the demo car to the competition car), I need to figure that out so I can actually drive at a local event when that time comes around instead of just watching from the sidelines. Hopefully I can get that solved over this next off season, because there’s definitely no shortage of events here in SoCal!

DL: What’s next for you? Any big plans before the end of the year?

RT: The Motor Trend project I was working on with Chris Forsberg called “Drift This” is all wrapped up for the season, we’re waiting to hear back if there’s going to be a season 2. We just finished filming the final episode of our $25,000 Baja cars that we built for the GumOut BlackOut show, that was several months in the making. I think what’s next for me is probably tearing down that Baja car and making that car into my new demo car in the off season.

To read more about Ryan Tuerck's tumultuous 2019 Formula Drift season, click here.

Car camping, overlanding, hippy hibernation—call it what you will. So long as your vehicle is a substantial part of your outdoor adventure equation, this article is for you. Over the years, we’ve spent countless nights sleeping in remote locations with shelter ranging from a $20 second-hand tent to a cutting-edge RV. As the cooler air finally moves in, we find ourselves once again gearing up for another busy camping season.

Over the years, we’ve shown you an assortment of must-have overland essentials and cutting-edge gear. Items such as Fridge Freezers, propane-powered cook tops, and foldable camping chairs are all staples in the overland world, but there are plenty of more basic items that often get overlooked. In this article, we’re focusing on some of our real-world experiences with our camping gear we frequently use and tips for getting the most out of our commonly asked-about upgrade—our roof top tent.  

Roof Top Tents

Our go-to camping rig these days is our 2018 Chevy Colorado ZR2. Given the ZR2 is such a great off-road platform out of the gate, we’ve found that opting for a taller-than-stock set of 265/70R17 Nitto Ridge Grapplers and Z-Series cap from ARE have been all the upgrade items we need. The most commonly asked about feature on the truck is by far our Simpson Series III roof top tent from ARB. Though it’s a bit bulky to move on and off the truck, you can do so with two people. The constant question we field is: "how big of a hit to your fuel economy is it?" The short answer is around 1.5 miles per gallon. While that can be worse if we’re really pushing it on the highway, given the ZR2 isn’t the most aerodynamic to begin with, it’s not so bad that we wouldn’t recommend it. The fact that we can essentially pull off anywhere we like and setup it up in just a few minutes makes the small fuel economy hit worth it.

Sway Control

One thing that doesn’t get discussed enough with roof top tents is how much they will cause your vehicle to move around as you shift about inside of them. This isn’t the same for say a 1-ton truck as it is for a Jeep Wrangler. If you move around in your sleep a lot, it might feel like sleeping on a boat. This is why so many RVs have post or jacks that get deployed with the vehicle is parked. We’ve seen other RTT-equipped rigs place scissor jacks under their rock sliders to stabilize the vehicle. For our ZR2 it hasn’t been necessary, but it’s worth mentioning.  

Comfort

Our tent came standard with a foam mattress that works OK, but we often pair it with a Linenspa 2-inch gel infused memory foam mattress on longer camping trips. In terms of size, two people is all we’d recommend. We’ve found that we can actually keep most of the bedding inside and still manage to fold up the tent. If the tent isn’t completely dry when you are packing it up, be sure to open it back up as soon as you can. Making sure it’s stored clean and dry is critical to longevity.

Does a Bear….

Eventually, you’re going to find yourself in need of a place to do your business in the great outdoors. Depending on your comfort level in the forest, this might not be a big issue. However, if you have little ones or need a familiar throne to rest on, we recommend investing in a portable toilet. You can pick some of these up for less than $70 online. Higher-end versions such as the ones from Thetford have automatic flushing features and the ability to hold 5.5 gallons of waste. You can even get standup enclosures to keep it in, which can double as a handy changing/clean-up spot.

H2-Go

A 24 pack of water bottles equals around 3 gallons of water. Not only are the bottles terrible for the environment, but there are better options that will cost you less in the long run. A five-gallon water jug can easily be strapped into the back of your vehicle and give you more than enough water for a weekend. To get the water out, you can opt for a cheap hand pump or a battery powered one such as the one shone from Perfect Pour. Now, you’ll just need your favorite insulated water bottle and you’re all set.

Things That Bug Us

We’re a bit cautious with bug spray, especially with our kiddos. A good solution we’ve found are the MR300 portable mosquito replant units from Termacell. These provide a 15ft. parameter and work surprisingly well. They don’t work great on windy days, but we’ve had good luck with them overall. We’re not saying you can leave the bug spray at home, but we’ve found these to be more worthwhile than the small citronella bracelets you can buy.  

Head Lamp

Unless you are the one guy holding out with a flip-phone in your pocket, chances are you’ll always have a flashlight with you. While we take advantage of our iPhones light on the regular, headlights are far more useful for getting things done around the camp. The Energizer headlamps are a good value and offer more than enough light. Pair them up with a set of rechargeable batteries and you’re set.

Mr. Heater.

Staying warm by the campfire isn’t always an option depending on where you are camping. There’s also the challenge of keeping warm at night without layering up to the point of discomfort. We’ve been using the Big Buddy portable heater from Mr.Heater and love it. It will just about cook you out of the tent, so if you need warmth on a winter camping trip, it’s perfect. It runs off of two 1lb. propane cylinders and can be mated to a longer hose and tank combo. Whatever heater you opt for, we recommend finding one with an auto low oxygen shut off and tip-over safety shut off.

Safety First

Veteran campers will tell you that a readily accessible first aid kit and fire extinguishers are two of the most important items to have with you. The key thing to remember is readily accessible. Also, don’t be the only one in your crew that knows where they are and how to use them. You can purchase everything you see here for around $35 dollars from a big box store. Also important, make sure your first aid kit is still up-to-date before heading out.

Looking for easy meals to prepare on the trail? Check these campfire meals.

After 22 hours of flying from the states we found ourselves in Casablanca, Morocco. We exited the airport to a welcoming site: a local with “Casey Currie” on a sign, who ended up being our driver for the upcoming nine-hour trip to Erfoud where we would be testing before the race. Our new friend guided us to his car where we were stoked to see a nice Mercedes van. We loaded up and headed out for Erfoud where the race was hosted.

After a couple hours on the road our stomachs started to rumble and we made the decision to stop at a McDonalds in Fes because it would be our last taste of American food for the next 10 days. Once we got to Fes we found out that our driver believed that was our final destination, which it wasn’t. We still had another six hours to go to Erfoud. This update didn’t unsettle our driver and we were off to Erfoud. We arrived at our palace of a hotel around seven in the evening—12 hours of driving later. The beds were more than amazing after such a long trip. 

The next day we had an early wake-up call for testing and a team photo/video shoot. We headed out to a little oasis for some sunrise “golden-hour” photos. The crew worked on some fine tuning of the shocks in-between photos. Things were starting to come together before heading back up to Fes the next day for scrutineering.

Scrutineering

Back in Fes our day consisted of final checks of the car before heading to scrutineering. We went over to the bivouac which was located on the grounds of an old soccer stadium. It looked like they recently started on remodeling the old cement building. After getting the car stickered up and mounting some fresh Nitto Trail Grappler SxS tires to the car we were taken back to our hotel for scrutineering.

The car passed scrutineering with flying colors and we awaited the driver’s briefing. At the briefing we found out the car categories would not be taking part in a prologue. This means we wouldn’t be qualifying and the starting order will be based by category and by the given race number we received. This put Casey at the back of the pack and in a lot of dust in the days to come.

The next day turned out a little odd for us, instead of doing prologue like we had originally planned, we a day off. After a late breakfast we headed down to the bivouac to go over a couple last ideas with the car. Other than that, we mostly hung-out and twiddled our thumbs, a very rare occasion at a rally.

Stage 1

The following day was the start of the rally. Stage one was originally planned to be a two special stage. But the first special was cancelled due to some construction issues on the race course. So instead the competitors had a 245 km liaison before the start of the second special. The second special is 204 km and consisted of a technical, rocky, mountainous terrain course as well as a sandy dune section towards the finish of the stage. It was an easier special on the navigators with a lot of dirt road and not a lot of off-piste (no distinguishing tracks).

Casey ended up finishing second on that stage—only a minute and 43-seconds behind the leader.

"The cars running well and Sean did a great job co-driving. We never got lost, no navigation errors at all. We got a lot of prototype stuff on the car, preparing for Dakar!"  Casey said about the day.

The crew went to work on the vehicles as we checked out the bivouac that would be home for the next few days. Normally on Dakar, the bivouac moves from day to day. In Morocco the bivouac was going to remain in Erfoud for four nights making it easier on the crews so they wouldn’t have to pack-up and move each day.

The bivouac was laid out with rugs as far as the eye could see. There was a main, grand opening with a stage for performances and daily briefings. Once you moved past that there was an eating hall where breakfast, lunch and dinner were served. Past that was the sleeping area, where there were two levels of accommodations; standard and luxury. The standard tents came with four beds and power and a set of community bathrooms and showers which were fairly nice. The luxury tent was a two-bed tent with private bathroom and shower. During the day the tents were unbearably hot and at nights got down to temperatures we considered chilly. We got plenty of sleep before the next day of racing.

Stage 2

Stage two started off with a 49 km liaison on hard-packed dirt roads. The special was 282 km long with multiple sections of tall dunes and rocky roads. Casey would go off the line second and by the first set of dunes at km 46 he was into the lead and not looking back. He would pull a big lead and maintain it throughout the stage and won it by three minutes over second place. Casey now had an overall lead of 24 minutes going into stage 3.

"Today we had some small navigation issues but overall we are learning. It's been a great experience and the sand dunes were big today. Rallye Du Maroc is a big test for us, we are here to better ourselves for Dakar. Three more days—we are having a blast!" Casey reported after the second stage.

Stage 3

Stage three would end up being a rough one for Casey and his navigator Sean. The stage was split into two specials with a neutralization in the middle for refueling and maintenance on the car. The first special started straight from the bivouac with a quick loop into a set of small dunes before heading out into the desert. Casey would finish the 148 km loop with no issues putting 16 minutes on the competition. The second special came with some navigation troubles. The SSV class had a separate loop then the other classes and would have Casey breaking the trail. A small mis-judgment on split in a wash would end up costing them a ton of time. They wound up losing 45 minutes on the day and sat in second overall with two stages left.

"Today started out excellent and we led the stage to the halfway mark. After the neutralization time we started back up and had a rough afternoon. Navigation issues with tough road books got the best of us. We are learning as a team and Sean is really doing a good job. All this training is what we need for Dakar." Casey said after finishing racing for the day.

Stage 4

At Stage four things the team was firing on all cylinders. The day would kick-off with an early morning wake up for all of the competitors and a 68 km liaison down to the start. The special was a long 311 km of fast-paced roads with a section running through an abandoned village. Casey and Sean would be back to their stellar navigating and would take the stage win by 29 minutes. With the rest of the class experiencing issues, Casey had an hour lead going into the final stage.

"Day four is in the books and it went really well! We went back did some homework last night, did some fine tuning, and did not have any mistakes today. Super stoked on that and it looks like we got the stage win today and now lead the rally in our category. One more day back up to Fes to lock this in!" Casey said.

Stage 5

The final stage was a long day all the way back up to Fes from Erfoud. It started with a long 214 km liaison up to the start of a 168 km special. The special would consist of mainly dirt roads and would be a little easy on the navigation. With an hour gap over second the plan was simple, don’t get any flats and don’t make any mistakes on navigation. Casey and Sean handled the section and wound-up third on the stage, losing 16 minutes but winning the overall race by a comfortable 40 minutes.

"We won the Rallye Du Maroc overall in the Open SSV category which is the same category we’ll be racing in the 2020 Dakar. Lots came out of this rally. Really excited on all the big changes we made to the car. Now to go home to fine tune the car and to train as much as we can before Dakar. Sean killed it in the right seat. Monster Energy Can-Am gave us a perfect Maverick and Can-Am Offroad has helped so much with fine tuning," Casey said.

After five grueling days of racing the rally was over, but we had a solid win and great practice for Dakar—a win all around.

Story and photos courtesy of Casey Currie Racing.

See how Casey did at the 2019 Dakar Rally from earlier this year: click here.

Is there a more overlooked classic two-seat sports car than the Saab Sonett? Aimed squarely at the American market from the distant shores of Trollhattan, this unusual race-derived coupe can trace its origins all the way back to mid-1950s, when it was developed by a pair of dedicated enthusiasts within Saab in a bid to break into the racing scene.

Although that effort would be stymied by budgetary and regulatory hurdles, the resulting car would inspire two generations of production vehicles that managed to simultaneously lag the rest of the performance pack in some ways while showing as somewhat ahead of their time in others.

Inauspicious Beginnings

The first Saab Sonett to hit the streets was the Sonett II, which began trickling out to dealers in 1966. To say that the Sonett II was unusual among the existing crop of European sports cars was an understatement: although the vehicle featured a fiberglass body, considered a lightweight, and rust-proof alternative to steel at the time, it was motivated by a two-stroke engine driving the front wheels.

For those unfamiliar with the combustion cycle, all modern automobiles—and indeed, 99 percent of every vehicle on sale in the 1960s—feature a four-stroke design, which delivered smooth and quiet operation. Two-stroke engines, which require a mixture of gasoline and oil to keep the internals lubricated, have traditionally been reserved for the small industrial engines found in chainsaws, lawnmowers and older snowmobiles.

Understandably, Saab's two-stroke Sonett had trouble finding an audience or meeting federal emissions standards in the United States, which was where almost all of the coupes were sent with only a handful reserved for the domestic market. The 3-cylinder unit, which generated a modest 60 horsepower, was eventually replaced halfway through the 1967 model year with a more mainstream 4-cylinder, 4-stroke engine.

Power Bulge

Still a little out of the ordinary due to its V design rather than an inline setup, the Sonett V4 borrowed its drivetrain from Ford of Europe's Taunus sedan. Displacing 1.5-liters, it bumped output by five horsepower and smoothed out the car's driving character. Acceleration remained roughly the same as the original Sonett II, but top speed would climb to just under 100 miles per hour.

While the II was rare, the V4 magnified its build numbers prodigiously as Saab did its best to homologate the car for a number of different racing series. This competition character was evidenced in its standard roll bar as well as body-hugging fiberglass bucket seats and that most Swedish of all inventions, the 3-point seatbelt.

It wasn't until the vehicle's third redesign—the nomenclaturally backwards, but chronologically-correct Sonett III—that the car would enjoy a larger audience. Buoyed by significant success on the track in V4 form, curious sports car fans would descend on Saab dealers in relative droves once the III hit the scene in 1970.

It certainly helped that by now Saab had moved away from the somewhat awkward styling of the V4—with its off-center hood bulged intended to accommodate the chunky engine—and put together a more cohesive, and of-the-times wedge shape for the III. Realizing that perhaps it didn't possess the internal skill set required to tap into the styling zeitgeist, Saab would farm out the Sonett III's looks to Sergio Coggiola, an Italian coachbuilder who would preserve the car's platform while significantly updating its appearance and dramatically improving its aerodynamics. Big, absorbent bumpers would eventually be tacked-on to the coupe near the end of its run.

The new look was in part necessitated by under-the-bonnet changes made to the V4 engine which was again fighting against creeping emissions regs. Performance remained roughly the same despite an increase to 73 horsepower and 87 lb-ft of torque, (although a move to a 1.7-liter engine in 1971 would drop output back down to 65 ponies), and the coupe would continue to do well in SCCA racing thanks in part to its sub-1,800 pounds of curb weight. By the middle of the decade, however, the wind had gone completely out of the Sonett's sails, and the car drove off into the sunset at the end of 1974.

Hidden Gem?

For decades, the Saab Sonett languished as collectors passed it over for more traditional British and Italian coupes and roadsters. Although the two-stroke engine is the rarest of all Sonett drivetrains, its front-wheel drive setup was maintained through its entire lifecycle, which further separated the car from those seeking a front engine/rear-wheel drive experience behind the wheel.

All that together has informed the Sonett's pricing, which remains remarkably affordable compared to its in-era kin. It's one of the cheapest ways to park a classic fiberglass sports car in your garage, and if you can look past the weirdness, you can no doubt also embrace the quirks that make a Saab a Saab and helped define the now-defunct brand's only true crack at building a sports car.

Amazingly, the Sonett wasn't the strangest Saab in history. Click here to see which vehicle claims that dubious honor.

When it comes to modifying a car, there's little that does as much as a proper set of wheels, tires and new suspension. Affecting the ride, handling and aesthetics, this combination of parts is literally where the rubber meets the road, so making a wise choice is critical to your overall satisfaction with your vehicle. For some, focusing on the more visible wheel and tire choice means that decisions about suspension are made without much thought. However, making that choice is much more than "How can I get low for cheap?" Between affordability, ease of install, performance, aesthetics and expected sacrifices, there's a good bit to keep in mind before pulling the trigger on your car's suspension.

What Can You Afford?

Obviously, the first thing to consider is your budget for the project. On a popular car for tuning, a search for lowering your car can yield results from lowering springs for as little as a couple hundred dollars to race-spec or airbag suspensions that cost many thousands. For a street-driven vehicle that has aspirations of being a bit more sporty on the daily drive, a solid compromise is a set of basic coilovers from an established brand. For many cars, that's going to come in right around $1000 or less. For my Miata, I chose a set of Flyin' Miata Classic coilovers, their lowest priced option, which provides the height adjustability I needed, but foregoes the adjustability that one would need for more aggressive driving or racing. Lowering springs may seem like a cheaper option, but when paired with a recommended set of aftermarket shocks, the price can match or even exceed the price of basic coilovers. 

Can You Turn a Wrench?

While the idea of doing all of the work on your own car is an admirable aspiration, reality is that many enthusiasts don't have the time, space, tools, or knowledge to do more than basic maintenance. While the majority of Stage 1 suspension mods are a bolt-in affair, there's always a few tricks to every car that can trip up amateurs. For anyone that's used to being under a car, installation of lowering springs or coilovers can be expected to take a few hours at least.

Personally, having limitations of nearly everything required to do major work to a vehicle, I trusted the job to the professionals at Atlanta Speed Company. Although the choice does add additional costs to the bottom line, a trusted shop will be able to handle the installation, setup and necessary alignment all at once. 

How Does It Perform? 

Obviously, everyone wants the car to perform its best. And yet, performance can mean different things to different people. Do you want to be the fastest around the track? Do you want to ride super low and maintain usability? Do you want a suspension that will last the life of your car? As infinite as the desires are, your choices are often limited by your car. For a car like the Miata, there are hundreds of options, in nearly every category. For some cars though, there may only be one set of lowering springs from a company that went out of business 10 years ago. To put it simply, choosing the best performing suspension for your car is going to take research. Both forums and Facebook groups will offer dozens of opinions and reviews for your specific application.

Generally speaking, a quality set of springs and shocks will provide the best aggressive driving performance for the value. Additionally, that same option is ideal for maintaining an OEM-level of comfort, which is good for late-model vehicles or daily drivers. As a next step up, coilovers provide a stiffer ride, and/or lower ride heights. More expensive coilovers will add in levels of adjustability for track purposes, while also being made of better, stronger materials for longevity. Obviously, a modern air suspension, while expensive, will offer infinite adjustability, and can offer high-levels of performance for the track as well. Although this Flyin' Miata setup is primarily for street use, I paired it with lightweight wheels and aggressive Nitto NT05 tires that work for both spirited drives and light commuting. 

Does It Look Good? 

Although there is a certain segment where suspension will always only be a consideration of performance, a large portion of those buying enthusiast level suspensions are doing it out of aesthetic consideration. Unfortunately, buying the cheapest coilovers and adjusting them to their lowest setting is not going to make for a comfortable or practical ride.

Having a set of wheels and tires in mind before finalizing your suspension choice is a smart idea, especially if you are going for an aggressive look, where tire-to-fender gap, or wheel-to-suspension gap will be tight. Using a wheel size calculator such as WillTheyFit.com will provide some important figures for measurement as you plan out your setup. Additionally, most model-specific forums will have a wheel/tire/suspension thread that will allow you to see what's been proven to work, and what hasn't. 

What Are You Giving Up? 

Before pulling out your stock suspension, you should be aware that an aftermarket suspension will ultimately require some sacrifices. OEM suspensions are designed to be comfortable, quiet, and long-lasting. Although a properly installed quality aftermarket should not be the complete opposite of those qualities, one can expect a harsher ride and some new squeaks and creaks from regular use. Springs and shocks will require the least amount of sacrifice, as those setups retain the majority of the OEM unit, replacing only the spring and (for the most part) consumable shocks or struts. With coilovers usually replacing the entire OEM shock body (depending on application), you are largely now at the mercy of the manufacturer's engineers. As with the previous sections, do your research! Make sure that you are purchasing a quality product, but also that you have installed it correctly. In reading forums posts, a large percentage of problems are usually the result of a rushed or incorrect installation. 

With proper research, a realistic budget, and a firm understanding of how to turn to a wrench (or knowing when you can't), an aftermarket suspension can transform your car to a degree that few other price-similar options are able. Take your time, use the wealth of information available online, and zero in on your priorities and you'll be enjoying your car more than ever before. 

When you offer all-you-can-eat burnouts, side-by-side dirt drag action, highly-competitive truck pulls and ceaseless dyno activity all in one venue, you’re going to attract a crowd. Welcome to Blackout in the Country, a day-long melee hosted by Bean’s Diesel Performance of Woodbury, Tennessee. Each fall, the company opens its doors to gearheads of all ages for a truck bash that serves up virtually every form of motorsport that’s popular in the diesel performance segment—along with a side of controlled mayhem.

In a way that only a southern style event can provide, the affair is both leisurely and intense at the same time. Just when you think there’s a lull in the action and it’s time to socialize, another truck rolls onto the burnout pad, revs to the moon and proceeds to boil the rear tires until one of them pops. Once that’s done, the calm returns and conversations resume—until the next candidate wonders onto the blackened slab of concrete. Of course, the sound of a 900hp Cummins making a hit on the nearby chassis dyno has a way of interrupting conversations, too.

By late morning, the parking areas were overflowing, the pre-judging had commenced in the show ‘n shine and the manufacturers midway was hopping. At mid-day, the 150-foot dirt drag track was prepped and ready for dozens of 7,000-pound trucks to trench their way through it. After that, the grounds crew ripped up the Mid-Tennessee soil and then packed it back in nice and tight for the truck pulls. We were there for all of it, and this is what we saw.

Diesel Dirt Drags—More Than Just a Fad

The dirt drags were put on by KOI Drag Racing, a Kentucky-based organization that travels all over the Mid-South and Midwest to both conduct events and spread the popularity of this growing sport.

For a $20 entry fee, competitors had the choice of competing in three dirt drag classes at the Bean’s event: Street, Mod or the 2wd/Manual category.

The Street Class

In the Street class, a stock-appearing turbo was mandatory, but dual CP3’s were allowed, along with a 3-minute cool down period between rounds.

Most (if not all) GM’s competing in the dirt heeded the advice printed in KOI Drag Racing’s rulebook, which state that upgraded tie rods or tie rod sleeves are strongly encouraged on Chevy’s. And wouldn’t you know it, an LB7 Duramax-powered ’01 Silverado 2500 HD (not pictured) took home the win in the Street field.

Never-Ending Burnouts

There’s a truck in there somewhere… A pre-’05 Super Duty in the midst of a 2-minute burnout to be exact.

At the conclusion of this exceptional display of tire shredding, more than just the rear rubber was smoking. The 6.0L Power Stroke under the hood got a little toasty as well, although it was nothing a few bottles of water couldn’t extinguish.

The Wreckage

If you’ve ever wondered what the structural makeup of a tire is, Blackout in the Country is a great way to see one completely broken down—blown to pieces even…

Throughout the day, and especially during the burnout competition that took place in the late afternoon hours, the burnout pad area was littered with tread shavings, tire casings and steel belts.

Mod Class Winner

Aired down and spooled up, Wes Cavinder’s ’96 12-valve Cummins proved the rowdiest of the bunch in the Mod class.

Thanks to his spot-on reaction times and his lightweight, regular cab, second-gen Dodge’s ability to plant its power effectively, Wes found himself out front each time he left the line, as well as the overall winner in the fastest dirt drag class.

More Tire Casualties

While some attendees were content to pull off an above-average, smoke-rolling burnout and carry on about their day, others had far more sinister plans.

For instance, a lot of trucks showed up with either the factory skinny’s bolted back on or some cheap take-offs onboard, destined for destruction.

Waiting to Dyno

The chassis dyno was open for business starting at 8:30 a.m. and it didn’t stop humbling trucks until after dark.

All told, more than 40 diesels would hit the rollers before the day was done. The fee to measure horsepower and torque was $85, with Bean’s in-ground Dynocom unit being well known for its accuracy. The high mark for the day came from Jason Green’s triple-turbo’d, ’08 Dodge Ram 2500, which laid down 1,430 hp and 1,936 lb-ft of torque.

Ultra-Clean 7.3L On NT420V’s

Even though Alan Sharp’s 7.3L-powered ’02 F-350 is one of the cleanest first-generation Super Duty’s we’ve ever seen, it was the NittoNT420V’s it was wearing that first caught our attention.

The latest tread from Nitto Tire is definitely a hit so far (we saw it on multiple trucks at this show), with its F load range sizes appealing to a lot of diesel truck owners.

Gassers Are Welcome, Too

It might’ve primarily been a diesel event, but that didn’t stop several strong-running gassers from trying their luck in the dirt drags or taking a few miles off of their tires.

When this late-model Silverado got turned around during the midst of its tire-melting session, the driver just went with it, thoroughly pleasing the crowd in the process.

Playing for Keeps

Though impromptu smoke shows were rampant throughout the course of the day, a formal burnout competition kicked off at 4 p.m.

With trophies and other prizes on the line for the winners, there was no shortage of entrants willing to pay the $10 entry fee.

2,500+ Spectators

Now in its fifteenth year of existence, it’s safe to say that Blackout in the Country is a well-established event.

In speaking with Ryan Bean, the owner of Bean’s Diesel Performance, Bean Machine and the event’s host, more than 2,500 wrist bans were estimated to have been handed out this year. Judging by what we saw (overflowing parking areas, long yet fast-moving food lines and large crowds present at the dyno, burnout pad and dirt track), his event might’ve even exceeded that number in 2019.

Looking for a place to see more high-powered diesels? Check out our coverage of the 2019 Scheid Diesel Extravaganza here.

As we continue to wait for Ford to spill the beans about the upcoming 2020 (or is that 2021 now?) Bronco, there has also been a lot of speculation about the smaller off-road oriented SUV that Ford also has in the works.

This smaller SUV has yet to be named, some have already began calling it the “Baby Bronco,” and while we aren’t sure if the smaller SUV will actually have “Bronco” in its name, it wouldn’t be the first time Ford offered two Bronco-badged vehicles in its lineup.

Looking back to the mid 1980s Ford was selling the standard Bronco which was based on a shortened F-Series pickup chassis and came powered either by an inline six engine or more commonly one of Ford's small block V8s. For the 1984 model year Ford wanted to expand its lineup of SUVs to include something in the spirit of the Bronco but in a smaller package with a more affordable price tag.

And thus the Bronco II was born. It was based on the Ranger minitruck which itself had been introduced for the 1982 model year and came only in a two-door body style. A V6 engine was standard as was four-wheel drive.

A few minor changes were made during the course of the Bronco II's production run, including the addition of a base two-wheel drive model in 1986 and even a short-lived and extremely rare 2.3 liter Mitsubishi turbodiesel engine option.

While it didn't turn out to be game changer, the Bronco II was an adept small 4x4 that delivered that was easier to use around town while being cheaper to purchase and own when compared to its full-size counterpart.

In some ways, the Bronco II was almost too small, and its lack of space and seating was one of the areas where it fell behind two of the SUVs it competed against, the Chevrolet S-10 Blazer and the Jeep Cherokee.

The Bronco II wasn't without controversy either, as during the late '80s and early '90s it developed a reputation for being extra prone to rollovers. While the argument could be made that it's a simple matter of physics with any small, high-riding SUV the rollover controversy came at great cost to Ford both through legal proceedings and to brand damage.

In the end the Bronco II was relegated to a short short run not just because of its rollover risk but because of the coming Ford Explorer in 1990. While the Explorer shared some traits with the Bronco II, including Ranger underpinnings it was a larger and more practical vehicle than the Bronco II with a four-door body style that made it much better suited for family use.

While the Bronco II would go on to be a footnote in Ford's SUV history, the Explorer would become one of the most important vehicles the company ever built and one that helped launch the modern SUV movement as we know it.

These days, running Bronco IIs in good shape are few and far between on the roads, but with the increased appreciation for 1980s vehicles we can see the Bronco II being a cool time capsule that won't break the bank.

Interestingly enough, decades later the Explorer has moved from a FWD-based a car platform back to a RWD platform. The new Bronco will be sharing it’s underpinnings with a Ranger pickup and be available in a two-door body style. So the Bronco II connection is not without warrant, and that's before you even get to the upcoming "Baby Bronco."

If we were betting, we’d say the “big” Bronco will be be a rugged, retro-inspired version of the Ranger platform while the Baby Bronco will use a transverse setup and have an overall feel similar to the Jeep Renegade, which is a surprisingly capable off-roader in its Trailhawk form. It will be a very different vehicle than the 1980s Bronco II, but it may end up being cut from the same cloth.

With the American auto show season kicking off soon, hopefully it won’t be much longer before we finally have some official details on both the big and small Broncos.

Until then, you can check out our preview of what to expect from the new Bronco when it finally arrives.

One of the great things about American performance cars in recent years is that they've gone from being focused primary on horsepower and straight line performance to being extremely well rounded machines that rival and often beat many "pure" sports cars in terms of handling and dynamics. Chevy's Camaro 1LEs and Ford's GT350 and various track packages for the Mustang GT are great examples of this.

And while Dodge has done commendable work in getting its larger, heavier muscle cars to be more adept at going around corners the, Charger and Challenger are still primarily targeted at the more traditional muscle car buyer. That may be about to change though.

According to a Mopar enthusiast site, unnamed sources have stated that Dodge is planning to reveal an ACR-badged Dodge Challenger to help celebrate the car's 50th anniversary in 2020.

In the past, the ACR treatment has been given to cars as wide ranging as the Neon and the Viper, with the track-focused ACR Vipers in particular being known for breaking lap time records across the world.

No specs have been given, and as with any rumor this should be taken with an appropriately sized grain of salt but the idea of an ACR-tuned Challenger sounds pretty great to us. We'd expect it to use Hellcat based powerplant with a heavy amount of weight savings and aggressive aero pieces. A cheaper, naturally aspirated version using the 6.4 Hemi would also be a welcome option.

The competition for a Challenger ACR would likely be cars like the Shelby GT500 and the Camaro ZL1 1LE, and while the age of the LX platform and its inherent weight disadvantage make the Mustang and Camaro stiff competition—we are excited to see what becomes of this. Maybe we'll even find out more when the SEMA Show goes down in a few weeks time...

Then again if Dodge is still looking for more ways to inject interest into the LX platform we still thinking adding a manual transmission option to the Charger would be a great way to do it.

Love Hellcats? Click here to see subtly modified this 2018 Charger Hellcat.

Hyundai has been doing some great things with its N-badged enthusiast vehicles in recent months, with the critically acclaimed Veloster N earning a lot of attention here in North America. Over in Australia though, things have gotten even crazier where a team of engineers have given the N treatment to a fullsize passenger van and then taken it drifting—because why not?

The so-called "Drift Bus" is based on the Hyundai iMax which is full size cargo/passenger van with a rear wheel drive layout that has never been offered in the US, and as this small team of Aussie gearheads has shown it has plenty of potential for fun.

To help get the big van going sideways, the factory turbodiesel engine was swapped with a twin turbocharged 3.5 liter V6 that has been massaged to make 402 tire-smoking horsepower and it sends its power through an eight-speed automatic to a limited slip diff in the rear.

The team also lowered the van's center of gravity and gave it a more aggressive look with a set of custom adaptive dampers, fitted a set of N-spec brakes and then covered with them with a 19" wheel and tire setup.

As you can see in the video Hyundai put together, the big van does the sideways thing quite well, and it has room to take eight passengers along for the ride. We especially like how they also painted the iMax in the signature "N Blue" color.

While this is a one-off project built for fun, it wouldn't surprise us at all if there was an actual market for something this wild. After all, it may be far removed from a traditional sports car but so too are the high performance crossovers so many car companies build this day. If given the choice, we'd take the van all day long.

Looking for more news from the department of cool vans not sold in the US? Check out Toyota's latest luxury machine from Japan.

Believe it or not, some of the best side-by-side action you’ll find in diesel drag racing is happening in its newest class: 5.90 Index. Added to the Outlaw Diesel Super Series’ menu for 2018, the goal is for drivers to run an elapsed time (E.T.) as close to 5.9 seconds in the eighth-mile as possible without going any faster. Officially coined the Outlaw 5.90 Class (and sponsored by Firepunk Diesel), it’s a category strategically designed to bridge the gap between the Pro Street and 6.70 Index fields. In creating 5.90 Index, a host of highly talented drivers immediately began piecing together trucks to compete with.

Some 16 racers were signed up in the ODSS 5.90 field for 2019, all of which were trying to get their 1,300-plus horsepower, full-size diesels down the track as smoothly as possible. Figuring out the perfect launch strategy, finding the chassis’s happy place, knowing when to let out, when to brake and which ECM calibration gets you as close to that golden E.T. as possible is all part of the learning curve. Although the primary means of propulsion for 5.90 Index is Cummins power, some trucks sport multiple turbos while others prefer big singles and nitrous. Some competitors even choose mechanical injection as opposed to the electronically controlled common-rail systems that’ve begun to dominate diesel drag racing.

For a closer look at what exactly goes into a 5.90 Index truck, along with some of the class’s heaviest hitters, keep reading.

5.90x Vs. 5.90x

Competing in 5.90 Index means a 5,000-pound truck will need to bring more than 1,050 hp to the table (and that’s at the wheels). However, just as is the case in other index classes many trucks are packing enough power to obliterate their dial-in, but are de-tuned enough to click off 5.90s on a consistent basis. Racers race on a 4/10 pro tree and need an NHRA Class 6 ET (type A or B, depending on wheelbase) license to compete. Starting line aids such as delay boxes, trans brakes, four-wheel line locks and throttle controls are permitted as well.

Mindy Jackson

Fresh off a Pro Street title in 2018, the “Old Hustle, New Flow” Cummins-powered ’94 Ford Lightning returned to the ODSS circuit as a 5.90 truck in 2019—and with Dustin Jackson’s wife, Mindy Jackson, behind the wheel. She wasted no time taking advantage of the truck’s proven chassis, placing fourth at the season opener and then taking a second at the following event. By round 4 she had things dialed in and won three out of the remaining four races on the season schedule. Without a doubt, Mindy was the most feared 5.90 racer this year, and her class title is well-deserved.

I.I. Cummins, Stainless Diesel Windmill

The Cummins power plant under the hood of Mindy Jackson’s Lightning is no longer equipped with the triple-turbo arrangement it used to be, but the single charger setup provides more simplicity and reduced stress on the engine, not to mention the weight savings. A 5-blade charger from Stainless Diesel more than gets the job done, and the waterless Shredder series Cummins from Industrial Injection held strong all season.

Paul Cato

One truck that competes in a substantially de-tuned state is Paul Cato’s ‘98 Dodge. His second-gen has been as quick as 5.41 at 134 mph in the eighth-mile (more than 1,500 hp at the wheels), but to keep from breaking out on race day he pulls a few hundred ponies out of the equation electronically. A seasoned, skilled drag racer, Paul obtained wins at the ODSS season opener in North Carolina (Rudy’s) and round 6 in Florida (Hardway Sunshine Showdown) and ended up second in points for 2019.

Big Single, Full Bottle

Paul Cato’s second-gen is powered by a common-rail Cummins with a single 85mm S400 from Stainless Diesel coined the Godfather. His second turbo checks in in gas form (i.e. nitrous oxide). However, even more important than his engine setup and its power adders is the fact that, as the owner of Maverick Diesel, Paul is able to perform his own tuning. This is huge for tweaking the ECM calibration until things are just right.

Rick Fox

One of the more interesting things in 5.90 is that, due to it being an index class, no weight limitations exist. Rick Fox took the approach of going as light as possible with his build (less weight means less horsepower is required to run that 5.90 number, which correlates to less stress on the engine). While the appearance of the original 2000 model year Dodge remains, a tube chassis was built using 1-5/8-inch chromoly tubing. The truck is also front and back-halved, along with being four-linked front and rear.

D&J Common-Rail with Compounds

For a proper foundation, a Cummins put together by D&J Precision Machine sits at the front of the truck’s tube chassis. It’s force-fed plenty of air thanks to a 72mm/85mm compound turbo arrangement. The atmosphere charger is a Stainless Diesel S485 (again the Godfather), while the high-pressure unit is an S472 bolted to a polished Stainless Diesel exhaust manifold. At the conclusion of the 2019 race season, Rick yanked the engine for a new racing venture and sold the truck as a roller.

Mandatory Safety Equipment

At this level of competition, a cage isn’t a suggestion, it’s a requirement. The funny car roll cage in Rick Fox’s Dodge is certified for 8.50’s in the quarter-mile, which of course means a full SFI rated fire suit is required to sit inside it and pilot the truck. While some 5.90-intended rigs have been converted from roll bar trucks into roll cage trucks, it definitely pays to start with a fresh cage build rather than modify or add to an existing bar.

Brett Marcum

Brett Marcum entered the 5.90 Index fray with a bang in 2019, grabbing the win in round 2 (his first race) and backing it up with a W at the very next event. Having competed in this year’s Ultimate Callout Challenge, where he ran a 6.22 in the eighth-mile and finished 10^th Place overall, Brett’s third-gen Dodge went 5.96 right off the trailer when he joined the ranks of 5.90. His standard cab Ram is powered by a common-rail Cummins built by Freedom Racing Engines and uses a Garrett/BorgWarner compound turbo arrangement to build boost.

Austin Doidge

After seeing success in the 6.70 Index class, Austin Doidge reworked his second-gen Dodge and bumped up to the 5.90 field in 2018. And although most trucks in 5.90 make use of common-rail mills, Austin has stuck it out with his mechanically injected 12-valve—a 6.4L Cummins with a nasty, 13mm P7100 hanging off the side of it. The healthy P-pump routes fuel to truck-pull-ready 5x0.025 injectors from Infinite Performance, and breathes through a pair of Reaper turbochargers, also from Infinite Performance. Austin finished sixth in points in 2019.

Select photography provided by Amy Gilbert of Stainless Diesel

Looking for something faster? Check out the Anatomy of a Pro Street Diesel Drag Truck piece we put together here.

It was a chilly fall day at the Wild West Motorsports Park in Reno, Nevada, but despite the weather the fans still filled the stands to watch their favorite drivers finish the 2019 Ultra4 season. Known as a fast, short-course filled with action, it features a large rock section right in front of the stands that adds to the spectacle for the spectators. And, it’s the last race of the year, meaning the drivers are really giving it their all—further adding to the excitement and enjoyment for attendees.

The races started on Friday with qualifying for all classes. Dan Wyrick was first in the 4400 class, Justin Hall was first in the 4500 class, Dawson Allington was first in the 4600 class, Casey Gilbert was first in the 4800 class and Cole Clark was first in the UTV class.

After a day of racing, it was clear that the track was challenging and especially hard on the cars. Attrition was high and breakdowns were common. While challenging, many drivers still seemed to love the course.

4400 Class

In an uncommon (but not unheard of) move, Loren Healy bowed out of competition for himself and drove Vaughn Gittin Jr.’s number 25 car for this race. Vaughn was competing in the last round of Formula Drift racing, and because of Loren’s excellent efforts as a Fun Haver teammate, Vaughn took third place for the day.

Second place went to Mike Bou after he was able to pass Loren Healy (in Vaughn’s car) on the last lap of the race.

At the end of the day, Cody Addington was the winner. It was his first Ultra4 win and he did it driving Loren Healy’s old “Red Dragon” chassis. Cody’s hometown in Northern California was only about two hours from the event, and you could hear that he had a lot of fans cheering him on during his victory and while on the podium.

We talked with Cody after the race about his win:

Prepping for the Race

“Going into the weekend we were ready to race. Had a lot of problems early on and had to work on the car all day Friday. Last year was a rough race, and we knew we had to get on the podium this year. The short courses are more my thing than the long ones. But I had a different program in mind this year: to be smart and finish the race. I always have high-hopes going into the race, but stuff happens.”

The Race

“We started in seventh place, but I didn’t want to rush it, I figured I’d let people fall off, and not be overly aggressive. We got into lappers into lap three- then things started getting dicey when getting by people and making moves. I just kept thinking- don’t be stupid, don’t kill the car and don’t pop a tire—or you won’t be on the podium. There were lots of flats out there. Lucky there was no crazy moments out there for me. I just drove and then inched up the field from seventh to second, then I saw Paul Horschel broken down, and I knew I was in first with three laps to go. Just tried to keep the car together for the rest of the race, but the brakes were gone at the end, something went wrong, I had to keep pumping them and pushing the pedal to the floor. Somehow, we made it to the end in first. It was super exciting.”

“My favorite moment from the race was coming down that hill on the last lap knowing I was in first and I was going to win the race. It was amazing for me—I’ve worked hard for this and I’m a low budget, small team, so this was huge for us. If I had to use one word to describe this race it would be: redemption.”

4500 Class Winner: Dave Cole

4600 Class Winner: Dawson Allington

4800 Class Winner: Bailey Cole

UTV Class Winner: Cole Clark

Read about the Ultra4 Race Rampage in Ridgecrest, here.