Earlier this month when Ford introduced the all electric Mustang Mach-E, much of the conversation wasn't about the all-electric crossover's range or its performance—it was about the name. It's not surprising that Ford's decision to put the Mustang name on an electric crossover would be met with some controversy, and there's a chance the Mach-E might not be the only new model in an expanded Mustang lineup.

While speaking to Autocar, Ford’s European design chief, Murat Gueler hinted at the idea of the Mustang becoming its own "family" within the greater Ford lineup. Whether all these new "Mustangs" would be EVs Gueler didn't say, but he did clarify that Ford doesn't want to just build a bunch of different Mach-E shaped vehicles in different sizes.

While purists won't like the idea of a Mustang-badged vehicles in different body styles, it should be said that this isn't the first time Ford has considered the idea of expanding the Mustang beyond the two-door coupe or fastback style.

Back in the early 1960s when the Mustang was going through its design process, a small wagon variant was considered and in 1965 an Italian firm called Construzione Automobili Intermeccanica actually built a Mustang wagon prototype for Ford's design team.

Ford would end up turning down the idea, but the Intermeccanica Mustang wagon shows that Ford has always at least been open to the idea of moving the Mustang beyond what we've always known it as.

As for current times, it's always been interesting that Ford developed a brand new rear-drive architecture for the S550 Mustang but to this point has only used it for Mustang coupes and convertibles. Whether or not the final car would be called "Mustang" or not, the idea of an S550-based sport sedan or even wagon has always seemed promising.

Of course when switching to a dedicated electric platform like the Mach-E, it becomes even easier to offer new body styles and shapes because the powertrain takes up a lot less space. That's exactly what we've seen from Volkswagen's new MEB electric platform which has been shown to underpin everything from a boxy retro van to an off-road dune buggy.

For now one thing is certain, and it's that the very idea of what a "Mustang" is has changed forever. Whether its just Mach-E or a whole new family of vehicles wearing the familiar pony logo, the next decade is going be a very interesting one to watch.

While on the subject of controversial new electric vehicles, if you've somehow missed the unveil of Tesla's Cybertruck you can get all the details right here.

For most everyone outside of the Middle East, we assume that only basic cars can be found in this region of the world. Of course, there are luxury and exotics cars for the wealthy, but we did not expect that head-turning customs could be found. Recently, we travelled to Riyadh, Saudi Arabia and were told that on Fridays there was a Cars and Coffee type event held in the parking lot of the Tim Horton’s coffee shop. Curious to see what the people in the area drive, we had the opportunity to check out the event and were surprised at what we found.

Upon our arrival, we were first blown away by the number of vehicles in attendance and estimated about 300 rides total. As we got closer to the parking lot, we soon discovered that there was a lot more to these vehicles than we originally thought. Not only were there wild customs, but there was a wide variety of cool vehicles as well. We soon found out that there is a passionate group of people in the area that go to great lengths to drive something different from the rest.

While taking to a few of the local car owners, we found out that Saudi Arabia has strict regulations on imported cars that are over 30-years old. The people there are allowed to have classics in collections but are not legally allowed to drive them on the streets. Like most car enthusiasts around the world, we sometimes have to become outlaws in order to really enjoy our rides. As you can see, these Saudis don’t let the law stop from enjoying these fascinating rides. Keep reading to see our top 7 from the show.

 7. Zimmer Neo-Classic

Built back in the United States, these cars are a bit different to say the least. Basically, they take newer vehicles and transform them into something you would expect a royal to drive. Replicating styles from elaborate touring cars of the early 1900s, these vehicles are in your face. This Zimmer wasn’t something we haven’t seen before, but we definitely did not expect to see something like this in the Middle East.

6. Bizarre Volkswagen SP2

Though this was not a wild custom, it was interesting to see a vehicle that was never introduced to the US domestic market. Back in the ‘70s, the Brazilian segment of Volkswagen decided to make a car of their own called the SP2.

These sports cars only had about 75hp but look super fun to drive. Unable to outperform their competition, these cars were only produced from 1973-1976. As you can see this one was taken care of and kept in good running order.

5. Custom Chevy C10

Knowing where Saudi Arabia is in relation to the rest of the world, we only expected to see European or Asian branded vehicles. This American built pickup was a complete shock to see. Not only it was strange to see a classic Chevy truck, but it was quite exciting to see a wild custom version. This truck had large steelie wheels, air-bagged suspension and a custom paintjob.

4. Outrageous Lifted Mustang

Not only was it shocking to see a Ford Mustang in this country, but it was even more surprising to see one done up so differently. This vehicle is like having your cake and eating it too. The owner wanted something different from what can typically be found in the region but also allow him to take it off the streets for some real fun. The most interesting part is that it uses a classic Chevelle chassis to give it the height for trekking out in the desert.

3. Cool Chrysler 300

In the American classic scene, cars like this have been a hit. Back in the day, distinctive modifications like chop tops and faded paintjobs of the were the norm for show cars of the 60s. Seeing a car like this ’62 Chrysler 300 is really shocking as you would not expect to see a vehicle that showcases styles of the classic American scene. This particular car was built by Zocchi’s Custom Creations in California and made its’ way to the Middle East.

2. Saudi Lowrider

The most amazing thing to see at thing to see at the Cars and Coffee event was the variety of vehicles we found there. This ’58 Chevy lowrider was definitely different from the rest.

With a hydraulic suspension, intricate paintjob and hand-etched chrome pieces, this car really stood out. Making it a true lowrider of Saudi Arabia are the murals of the royal family. This was something you would only find there.

1. Homemade Supercar

Just because you have limited resources doesn’t mean that you can’t own your own supercar. The owner of this creation wanted something unique but within his budget.

Taking things into his own hands, he set out to build his ultimate dream car. We figured that he started with something else, to help it get to this point but were quick to find out that was not the case.

In fact, just about everything from the chassis to the body were custom made. The exceptions to this were the wheels, seats and LS engine. The design is sensational and looks like something one of the large manufacturers might dream up. This car was a true representation of Saudi custom car building.

Click here to see the gorgeous slammed trucks from SEMA 2019.

Inspiration is a funny thing. Having seen Keith Northrup’s Trophy Rat, Tim Odell became captivated with the idea of building a vehicle with that utilized modern technology and nearly forgotten about sheetmetal. As the owner of Vice Unlimited in Lincolnton, North Carolina, Odell has built a reputation for creating extremely unique vehicles. Many of these vehicles have been showcased here, global magazines, and on such show’s as Jay Leno’s Garage.  

Turning inspiration into action is no easy task. But, that’s exactly what Odell did with his all-new shop truck build for which he’s dubbed the Trophy T. From a functional standpoint, it’s essentially a 4400 Ultra4 Racing car wrapped in sheetmetal from a 1946 Diamond T. Unlike the Trophy Rat for which this car pulls inspiration, Odell’s build is four-wheel drive. Even with massive 40-inch Nitto Trail Grapplers strapped at each corner, the Trophy T doesn’t resonate as a big truck. 

Maybe it’s the tasteful details that run throughout, the TIG welded chassis, or the steampunk-meets-race-car styling, but the Trophy T seems to supersede any traditional car category. It’s as much art as it is machine. We gave you the first look at the Trophy T nearly 6 months ago. Since that time, Odell has wrapped up his one-off build and took it to its first public showing at the 2019 SEMA Show.

With the Trophy T out west, Odell took full advantage of the Nevada desert, where we were able to get some shots of the all-new build. While we’re breaking down the Trophy T in this feature article, we’ll have a full video breakdown of the build coming to you very soon.

Cab

The 73-year-old sheetmetal was sourced from a 1946 Diamond T 404 series truck. This single-cab configuration was the catalyst for which the rest of the vehicle would eventually be built around. Odell spent countless hours in the shop merging the old sheetmetal with the new. This included hand forming the entire firewall and cowl of the truck.

LS Plus Boost

Pumping out 650 horsepower is a 364ci LQ4 V8 engine. Boosting one of GM’s most swapped LS series engines is a ON3 Performance turbocharger. This quick-spooling engine was also fit with a JEGs camshaft, MSD Atomic Airforce intake, PAC Racing springs, and custom stainless-steel headers. Channeling all the power is a 4L80e transmission, which is paired with an NP205 transfer case. For all of the cars lubrication needs, Odell uses AMSOIL.

Modern Control

Opening the door reveals what the Trophy T truly is at heart- a modern race car. Sure, suspension seats and a quick-release Momo steering wheel are commonplace, but the harmony between the handmade panels and 12.3-inch Holley EFI ProDash does an excellent job at brining balance of the hot-rod-meets-race-car mashup. The iPad resting just below the digital dash layout is paired with a Ride Controller module, which works as a switch panel. Standing tall between the custom aluminum center console is a Wilwood hand brake, because why not?

Independent Design

A Trophy Truck style steering rack keeps the Trophy T moving straight, while a Fox coilover and bypass shock cycle harmoniously with the long-travel A-arm suspension. From the Ford 9-inch center section that Odell hand built to the HMMWV geared boxes at the front wheel ends, there’s absolutely nothing usual about this setup. Part of the reasoning behind using this crazy high-clearance IFS design was simple- Odell had spare HMMWV parts and more time than cash to throw at the build.

Trailing Arms

Big wheel travel is critical in Ultra4 Racing. A great way to accomplish this goal, while maintaining a low stance, is utilizing a trailing arm configuration. Odell’s setup uses 2.5 Fox coilovers and bypass shocks, along with a set of 2.0 Fox gas-charged bumpstops. Keeping the axle centered are a set of triangulated upper control arms, while a Currie Antirock sway bar helps increase stability.

Flipped Rear

One of the more interesting things mechanically about the Trophy T is the fact that it utilizes a flipped 14-bolt rear axle. This full-float axle creation has a dedicated belt-driven oil pump to ensure the pinion doesn’t starve for fluid. Like the front, the rear axle is fit with a Detroit Locker to ensure each wheel is fighting for traction.  

Grappler Rod

Odell is no stranger to the Nitto Trail Grappler, and for this build, the KOH-proven 40x13.50R17 was the perfect fit. Given this rig still sees time on the highway (yes, it’s plated!), the balance of the Trail Grappler’s off-road prowess and excellent on-road dynamics have made this tire the go to for many of his personal and shop builds. To ensure he could easily drop the air pressure without a worry on the trail, a set of 17-inch Hutchinson Rock Monster beadlock wheels were used to hold the rubber in place. Unlike a more conventional single external-ring beadlock, the Rock Monster is s DOT Compliant beadlock wheel that locks both the inner and outer bead of the tire from the inside.

Chassis

There’s a blend of reinforced sheetmetal and 1¾-inch, 0.120-wall DOM tubing that makes up this custom chassis. Every joint on the car is fully TIG welded and coated with a Steel It Stainless Steel Coating.

Details

There’s no shortage of incredible details and custom fab running throughout the rig. This will all be fleshed out more in the video about the rig coming up very soon. If you haven’t already, be sure to subscribe to our YouTube channel for the latest video features, tech installs, and adventures.

What to see the Trophy T’s inspiration? Feast your eyes on the Trophy Rat.  

Just a few months before the Global Auto Salon was about to kick off, some of the best automotive builders and influencers were invited to what a sounded like the ultimate car show. Now, you may be wondering how such an event of this magnitude could be launched and why.

Saudi Arabia is well-known for being an oil-rich country and the government forecasted a future drop in demand for petroleum as the world currently seeks alternatives to fossil fuels. In order to generate a new means of income for the future, the royal family decided to welcome other industries by holding a series of special events called the Riyadh Season. Starting in September 2019 and ending late January 2020, numerous industries including automotive were invited to join in and discover all that Saudi Arabia has to offer. 

Held on November 21-26, 2019 in Riyadh, the Global Auto Salon was dedicated to help promote automotive companies venture into this new market based in the Middle East. With a no-loss incentive program, many of the big industry names were given the opportunity to be a part of this historic event. Aftermarket manufactures were offered free travel, free booth space, free shipping to and from for products and $5k in cash for signing up. Additionally, 400 builders were also given a similar opportunity with $10k offered up front and free shipments for vehicles to be displayed at the show in order to put them up for sale on-site.

With all these offers, many thought it was all too good to be true. We’ve all received those emails from a foreign prince asking to wire money to us, which is obviously a scam. During SEMA, which was just weeks before the show, we asked many of our friends if they were invited and what they knew about the event as there was a limited amount of info. Most said they accepted the offer and already sent vehicles or products, while others were skeptical of the deal and declined. Making things unnerving even more, no one had received their travel arrangements yet. We soon discovered, this is typical of the Saudi culture and most people ended up getting flight info only days before their departure.

Going along for the ride, we decided to join in on this adventure of a lifetime by traveling from Southern California to the opposite side of the world. While many others were afraid to visit the Middle East because of acts of violence in certain countries, we did some research and concluded that Saudi Arabia was relatively calm, which put us at ease. Due to a missed flight and additional connections we arrived after 24-hours of travel. At first, we were taken back by the local’s traditional dress, but soon discovered that they were all very gracious and a complete pleasure to converse with in English. Upon stepping foot on the grounds of the Global Auto Show, we were quickly overwhelmed by the variety of vehicles in attendance and the numerous events going on throughout the show. Now that it is all over, we put together a list of reasons why we loved this experience so much and how it has become our new favorite automotive event.

10. Monster Jam

We’ve been to many automotive events where there are “monster truck” shows to entertain crowds and make for a family-friendly environment. However, this was the first time we were able to see an official Monster Jam competition as a segment of a car show. For approximately twenty-five US dollars, you could see eight different teams duke it out by performing several tricks. Of course, there was the Grave Digger truck going all-out, but the Riyadh truck really went for it.

9. Police Academy Show

Not knowing what to expect here, we headed to an area of the event that had a large seating section and “Police Academy” signs out front. We assumed it would be some sort of live-action show with cars but really did not know what was to come. As the lights turned bright on the stage for the show to start, we were instantly treated to a show of drifting BMW police cars. The story line had a new police recruit learning advanced pursuit skills and later chased “the bad guys” to get “the investor’s” money back. It was a bit comical, but the stunts were completely jaw-dropping. The extra fee of approximately ten US dollars was money well spent.

8. Hot Wheels Record-Breaking Loop

The last time we can remember a real life-sized Hot Wheels loop was for the 2012 X-Games in Los Angeles. In fact, the one back then was a dueling loop that Tanner Foust and Greg Tracy successfully defied death in front of a live audience. For the show in Riyadh, Hot Wheels constructed this 64-foot tall loop for stuntman, Terry Grant to navigate through. While driving in a Jaguar F-Pace, he successfully made it to earn a new Guinness-certified world record.

7. Hoonigan Burnyard

Making a sport out of “scumbagging” drivers to slide cars around in tight spaces, the crew of Hoonigan never disappoints. For some reason very few spectators were present when we went to watch this display. Unsure if the people of Saudi Arabia had never previously watched Hoonigan’s popular YouTube show, it took a good minute for them to show up and spectate. Once the first cars started to rip hard in the Burnyard, people flocked to see all the carnage as it unfolded. Shredding tires and ripping bumpers off by smacking them against the wall, the drivers really went full-send.

6. Ferrari Exhibition

In typical Ferrari fashion, the Italian manufacture went all out to make a lasting impression. On the east end of the track, Ferrari had a large VIP area and paddock section for race spec cars and F1 open-wheel vehicles. During the last few days, Ferrari led a parade of cars and even let cars loose on the track. Topping it all off, F1 drivers Charles Leclerc and Antonio Giovinazzi (Alfa Romeo F1 driver) went full speed in 2009 F60 cars. Though they only did a few laps, watching these vehicles and hearing their engines roar, made for a unique experience you can’t see in many other places.

5. Human Cannonball

Though this one is not an automotive related part, it was sure a site to see. Usually, this is an act for a three-ring circus, but we were in for a real treat as David “the Bullet” Smith was out to break the record for the highest human cannonball. As amazing as it was to witness, this was a real feat with no net between the cannon and the landing pad. Luckily, he made the leap, which was pretty amazing to witness.

4. Team Nitto Drift/Off-Road Hangtime Show

Making best use of the track, Vaughn Gittin Jr, Muath Al-Essa, Loren Healy and Nick Nelson put on a wild show of high-speed drifts and launches off a ramp. Utilizing some fresh Nitto Trail Grappler and Nitto NT555 G2 rubber, all were shredding on the asphalt. The climax of the show was when the two Mustangs slid right by the ramp and the Off-road vehicles jumped over them. This not only took good timing but showed the skill of these talented drivers.

3. Seven Concours

For those with deeper pockets, there was a special area with high-end luxury and exotic cars. Top producers like Pagani had booths to display some of the most expensive rides on the market. In special builder there, were some of the rarest collectable vehicles including an Ayrton Senna McLaren F1 car. In the courtyard was a huge gathering of rare supercars that were a part of the Silverstone Auction held that Friday night. The collection was absolutely stunning as we counted a combined total of sixteen Bugatti Veyrons and Chirons. Each of these goes for a few million and it was like checking out a fortune of money parked out in the Saudi desert. It truly was a sight to see and we’re sure it was one of the rarest occasions in the world.

2. Worldwide Auctioneers Experience

One of the most interesting things to see was the auction of rare cars and high-dollar customs. Held in its own tent, several top industry names like Richard Rawlings of Gas Monkey Garage, Dave Kindig of Kindig-it Design and legendary builder Chip Foose had some of the most influential custom vehicles up for sale. There were high bids going up every few seconds and it was crazy to watch the wealthy snag up some of these incredible rides. We even crossed paths with the Crown Prince of Saudi Arabia there. Sorry, there are no photos of him there as we were not allowed to take any snaps of him. Wanting to keep international relations on the up and up, we abided by his wishes.

1. Auto Salon

Builders that shipped vehicles to Saudi Arabia were able to be a part of a special section of the show. The Auto Salon segment had some of the best muscle cars, hot rods and collector cars on display. Not only were these cars glimmering under lights in one big tent, they were also on sale for people to make offers on. Flooded through this hall was various booths for automotive aftermarket companies to conduct business with the locals. It was like a mini SEMA Show with top names in attendance along with the stunning custom cars. Though there were a few horror stories about vehicles getting damaged during shipment, insurance was able to recover losses here. Besides a few hiccups, this historic event really shocked us, and it became an immediate hit for us. It also proved to the weary that this was just as real as originally advertised.

Click here to see the Riyadh, Saudi Arabian version of Cars and Coffee.

Owners of Cummins-powered Rams are a diehard bunch. Not only have 90-percent of them purchased their pride and joy based on the industrial-strength I6 diesel under the hood, but statistically they’re the most likely of all truck owners to modify their vehicle. Well, ‘tis the season to shop truck parts. Whether you’re buying something for your significant other, father, sibling or have a gift card to burn, we’ve compiled a list of budget-friendly mods aimed at increasing performance or longevity without breaking the bank. From an ’89 5.9L to a modern 6.7L Cummins, these stocking stuffers—most of which are available and very affordably priced through our friends at Diesel Power Products—are a great way to spread Christmas cheer to the truck lover in your life. Happy Holidays!

’89-’93 5.9L (First-Gen) Cummins

3,200 RPM Governor Spring Kit

There are a lot of cheap or free mods you can perform on a Cummins-powered ’89-’93 Dodge, but increasing available engine rpm is one of the most important. The first-generation Cummins trucks were governed to just 2,500 rpm from the factory, so while more than 50 horsepower can be gained simply by turning up the Bosch VE’s fuel screw, you can’t take much advantage of the added fueling with such a small power window. Industrial Injection’s 22-dollar 3,200-rpm governor spring kit allows you to enjoy your newfound power without risking valve float.

Price: $22

Performance Fuel Pin

For less than $100, you can treat your first-gen Cummins to an additional 40 ponies by installing an aftermarket fuel pin. Also called the fuel cone, this piece is more aggressive than the factory unit and allows the VE injection pump to fuel harder with rising boost pressure. Combined with the aforementioned 3,200-rpm governor spring and fuel screw mods, roughly 100 hp can be added to ’89-’93 Dodge trucks for little more than one Benjamin.

Price: $95

P.O.D. Injectors

Industrial Injection’s P.O.D. injectors (short for Prince of Darkness) have long been a beginner’s go-to for adding significant power to an ’89-’93 6BT on the cheap. They can yield gains as high as 50rwhp, and if you can manage to keep your foot off the skinny pedal they might even provide an increase in fuel economy. With the Bosch VE rotary pump only capable of creating so much pressure (17,000 psi vs. modern 30,000-psi systems), the larger injector route is really the only path toward more power with the ’89-’93 Cummins.

Price: $473.70

’94-’02 5.9L P-pumped and 24-valve Cummins

KDP Repair Kit (’94-‘02)

The steel dowel pin used to locate the timing gear housing on the block at the factory can bring any ’94-’02 Cummins owner’s fun to a screeching halt if it backs out, potentially taking out the cam gear, injection pump drive gear or the crank gear. That’s why we recommend performing this peace of mind mod before you invest too much coin in your 6BT or ISB. Killer Dowel Pin (KDP) repair kits are available from several different companies and can be had for $50 to $120. The goal of each kit is the same: lock the KDP in place within the block so it can never work itself loose. Full disclosure: the KDP can strike in ’89-’93 engines, too, and the same kits fit those engines as well.

Price: $52.63

Boost Elbow (’95-‘02)

You can perform all the popular entry-level fueling mods you want on a ’94-’02 Cummins, but performance will always be stifled as long as the factory wastegate is opening at the factory threshold. To get more boost out of the Holset HX35, this brass boost elbow from Dynomite Diesel Products replaces the factory piece and delays when the wastegate opens, allowing for 50-percent more boost on initial acceleration and double the boost potential at high rpm. With this little guy in the mix (along with the right fueling mods), it can help a stock HX35 support more than 400rwhp.

Price: $23.52

3,000-rpm GSK

Governed at roughly 2,700-rpm and with defueling coming into play as soon as 2,400 rpm, the ’94-‘98 12-valve Cummins hardly out-revs its VE-pumped predecessor in factory form—even though the engine has 5,000-rpm potential. To enjoy all the freebie mods you can perform on the legendary P-pumped 5.9L, a 3,000-rpm governor spring kit is mandatory. In addition to allowing for higher engine speeds, the horsepower and torque curve of your engine will be significantly broader.

Price: $85.50

Electric Replacement Lift Pump (’98.5-‘02)

It’s well-documented that lack of fuel supply pressure kills the VP44 injection pump aboard the ’98.5-’02 24-valve ISB Cummins. Due to a sub-par mechanical lift pump and later a fairly unreliable in-tank lift pump from the factory, ’98.5-’02 Dodge owners began turning to the aftermarket for a sound way to keep the expensive VP44 alive. They found the best solution in the direct replacement electric pumps from FASS and AirDog. By providing 12-to-15 psi under all load conditions, these pumps can keep the infamous electronically controlled rotary injection pump alive for 200,000 miles or more.

Price: $297.35

Edge Competition Juice with Attitude CTS2

There are plenty of electronic power adders available for the 24-valve 5.9L Cummins, but few wake the VP44-fueled engine up like this product from Edge. On top of including the company’s industry-standard 5-inch color touch screen monitor, the competition version of Edge’s Juice with Attitude allows for timing adjustments and full fueling up to 3,600 rpm on level 7—a power setting that can add as much as 150 hp and 380 lb-ft of torque to your 24-valve workhorse.

Price: $1,034.95

’03-‘07

Finer Fuel Filtration

If you want rock-solid reliability out of your ’03-’07 Cummins, especially the expensive common-rail fuel system, improved fuel filtration is a must. On average, a 5.9L common-rail will need its injectors overhauled every 150,000 to 200,000 miles. With finer filtration you can extend that interval indefinitely. Glacier Diesel Power allows you to piece together a more efficient, chassis-mounted fuel filter/water separator combo that adds a 2-micron fuel filter and a 20-micron water separator to your existing filtration system for utmost peace of mind.

Price: $229

Smarty Jr.

Although electronic power-adders abound for ’03-’07 Dodge Rams, the performance potential of the common-rail fuel system can wreak havoc on the factory automatic transmission or the clutch in a six-speed manual. To keep the stock 48RE four-speed auto or the factory clutch alive, the Smarty Jr. from MADS Electronics gets our vote. It offers three power settings (40hp, 70hp and 100hp over stock), all of which will keep your third-gen Dodge Ram’s transmission in the safe zone.

Price: $396

Electronic Boost Fooler (’04.5-‘07)

Similar to earlier Cummins mills, considerable gains in power can be achieved by “fooling” the turbo into producing more boost. On an ’04.5-’07 5.9L, this is done electronically. Simple to install, weather-proof and cheap, BD Diesel’s electronic boost fooler will allow your turbo to build more than 40 psi of boost (vs. the 32-psi peak it sees in stock form). While it adds power, the increased boost actually helps drop exhaust gas temperature, too. Typical EGT reductions depend on the modifications you’ve already performed and range from a 75-degree decrease to a 300-degree drop.

Price: $60.30

’07.5-‘18

68RFE Transmission Pressure Enhancer

One of the biggest pitfalls in the 68RFE six-speed automatic used behind the ’07.5-present 6.7L Cummins is its lack of line pressure. By increasing line pressure under all conditions, the transmission’s clutch holding capacity is increased, meaning it can better handle horsepower and torque increases. BD Diesel’s Transmission Pressure Enhancer does just that, delivering up to 250 psi of apply pressure to prevent clutch slippage under high load conditions. This is made possible thanks to the product’s dynamic control, which means it varies pressure based on turbo boost and engine load.

Price: $188.10

Smarty Jr. (’07.5-‘12)

Similar to the version for earlier, 5.9L common-rails, the Smarty Jr. from MADS Electronics is also available for the ’07.5-’12 6.7L Cummins. And just like the other version, three power levels are on tap (40hp, 70hp and 100hp over stock). For fine-tuning the way your engine runs, the Smarty Jr. provides the ability to adjust timing and tweak torque management tables for optimized drivability. Improved power, better street manners, easy installation and cooler EGT are all selling points for the Smarty Jr.

Price: $396

S&B Cold Air Intake (’13-‘18)

This one won’t fit in a stocking, but it’s a great upgrade and a worthwhile investment for any ’13-present 6.7L Cummins equipped with Ram Active Air (the air intake system that allows air to be pulled from the front grille opening, instead of the fender well, during high load situations). S&B Filters’ cold air intake retains the factory Ram-Air technology while offering 54.6-percent more airflow than stock. Specifically, the S&B system uses the same motor that drives the Ram-Air to activate the swing gate used in its air box. For unmatched airflow, the dam can be removed from the gate arm, and then reattached during inclement weather or when desired.

Price: $329

Nitto Tires

Now that you’ve made the Cummins under the hood more powerful, how about making the truck itself more capable? Whether you spend the bulk of your time on the highway, off-road or somewhere in between, Nitto Tire has a tread pattern that’s designed to maximize your Ram’s performance. From the time-tested Mud Grappler and Trail Grappler mud terrains to the proven Terra Grappler and Terra Grappler G2 to the hybrid terrain Ridge Grappler, fitments range from 15-inch wheels all the way to 26’s. On top of that, most options carry either an E or F load range.

Price: Varies by tire size

If you had to narrow things down to one make-or-break part to improve the performance or longevity of your Cummins-powered Ram, check these mods out.

Do you know someone who either owns a Ford Mustang or just loves the Ford Mustang? Are you looking for a solid gift idea for the holidays? You are in luck because as part of holiday gift guide series we’ve selected 12 different gift ideas for the Mustang lover in your life.

There’s stuff here for every price range, and for the parts we’ve highlighted stuff for the current S550 Mustang platform, but just about all of these suggestions can be applied to older Mustang models as well.

Here we go...

Hot Wheels & Matchbox Diecast Cars - $1+

Never underestimate how happy diecast cars can make people. Whether you just looking to spend a few bucks for stocking stuffers or want to go deeper and find some rare or vintage releases, Diecast Mustangs are always a good choice—and there’s plenty to choose from. Extra points for getting your Diecast choices as close to their real car as possible.

The Complete Book of Ford Mustang - $34

With so much of our reading and research done online these days, it can be a breath of fresh air to enjoy an attractive, high quality book. Mike Mueller’s The Complete Book of Ford Mustang is very much that, covering the complete history of the car from 1964-1/2 right through to the modern era.

Find it Here

Hurst Shift Knob - $60

Moving into the actual car parts right now, a shift knob is always a great budget choice for a gift idea. They are inexpensive, having a big impact on looks and are put into use with each and every gear change. There are countless choices available but we are especially fond of the classic Hurst cue ball style.

Find it Here

Ford Performance Hood Strut Conversion Kit (S550) $83

One of the most popular upgrades for the S550 Mustang isn’t an actual performance part, but it does greatly improve access to the engine bay. We are talking about the Ford Performance hood strut conversion which does away with the cheap stock hood prop. At well less than $100, it should also fit within a lot of gift budgets.

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Steeda Tri-Ax Short Shifter - $100

One step above replacing just the shift knob is a full aftermarket shifter, and this is has been one of the quintessential Mustang upgrades going back to the Fox Body days. It’s hard to go wrong with the popular Tri-Ax shifter from Steeda - and once again they’ll think of your thoughtfulness and generosity with every gear shift.

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Steeda Billet Aluminum Vertical Links (S550) - $217

While the move to independent rear suspension on the S550 platform has brought massive improvements in both handling and ride quality, wheel hop is something modern Mustang owners are always trying to eliminate—and one of the best ways to do that is with a set of Steeda billet aluminum vertical links. Let your friend or loved one known their traction is important to you.

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Optima Performance Battery $200-$300

A better battery is an important upgrade for any enthusiast vehicle and the Mustang is no exception. When it comes to car batteries there a no names more respected than Optima, and the company offers a number of different options that will work on both new and old Mustangs alike. You'll also get the benefit of having one of the heaviest boxes under the Christmas tree.

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Eibach Lowering Springs - $295

No matter the type of car, a set of quality lowering springs is one of the quintessential entry level modifications. There are are tons of great products out there, but it's hard to go wrong with something like Eibach's Pro-Kit springs, which deliver a slightly more aggressive stance and improved handling all while keeping things street-friendly. Better yet, you can also make "help with the installation" part of your gift as well.

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K&N Blackawk Intake Kit - $360

With improvements in both sound and horsepower, it's easy to see why an aftermarket intake setup like K&N's Blackhawk system is such a popular upgrade for cars like the Mustang. It's also a simple install, so the job can easily be done on one of those lazy holiday afternoons in the garage.

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SCT X4 Tuner - $475

One of the greatest things about modern performance cars is how easy it can be to unlock additional horsepower and torque through tuning, and one of the easiest ways to do that is with a handheld tuner like the SCT X4. At less than $500, an SCT X4 offers one of the best bangs for the buck in the Mustang world, and it's something that will be utilized time and time again as owners continuously upgrade their cars.

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Hooker BlackHeart Exhaust System - $600

As with lowering springs or a handheld tuner, an upgraded exhaust system is another quintessential Mustang modification, and there are countless options available depending on budget. A basic axle-back system like Hooker's BlackHeart setup is a popular option that is both affordable and easy to install, and with a quality setup like this one can expect a nice little bump in horsepower along with all-important sound improvements.

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Nitto NT555 G2 Tire Set - $800+

Nitto tires have been a favorite of Mustang owners since the early days of the Fox Body 5.0, and the latest NT555 G2 summer ultra high performance tires continue to be a popular choice as either factory replacements of paired up with a set of upgraded wheels. With diameters ranging from 17" all the way to 22", they'll fit nearly any type of Mustang.

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Ford Performance Supercharger Kit - $7,600

If you have a sizable gift budget and would like to give the gift of horsepower to your favorite Mustang GT owner, one of the best ways to do it is with a Ford Performance bolt-on supercharger kit. Designed to produce 700 horsepower and 610 pound feet of torque in a reliable, smog-legal package, the Ford Performance setup is hard to beat. It even has a 36,000 mile warranty when installed by a certified technician.

So there you have it. Whether you are gift-hunting for a friend or relative or maybe even looking to treat yourself, when it comes to ubiquitous and endlessly upgrade-able Ford Mustang, it's hard to go wrong with any of these options.

Or hey, maybe you want to go all out and give that special Mustang fan in your life a reservation for a 2021 Mustang Mach-E electric crossover?

Choosing the right high performance brake rotors can be more than a little confusing. With several design and materials choices on the market, and passionate enthusiasts on all sides of the conversation, it's not always easy to know which brake discs are the best match for your particular needs. As with brake pads, you also need to make sure to match up your rotors with the type of driving you'll be doing, and the tire design that you'll be installing on your car. Ultra high performance rubber such as the Nitto NT01 often dictates the need for better heat management than a more street-oriented truck tire like the Nitto NT420V would.

It's helpful to enter this arena with a solid understanding of how different brake rotor types impact your vehicle's stopping capabilities. Whether you're autocrossing, towing, or lapping a road course, rotor design has an impact on how quickly you can stop, how many times you can mash the pedal before your system gives up, and the overall lifespan of your braking components.

Smooth, Smooth, Smooth

Don't ever discount the smooth, 'blank' steel rotors that came with your car. For all of their lack of ornamentation, blanks are quite versatile when it comes to operating in many different environments. Their surface is easy on pads, which extends the number of miles you'll get out of a set, and they offer excellent strength even when faced with changing temperatures, rapid cooling on wet roads, or high temperatures from emergency stops or repeated laps.

The last point is an important one. If you're towing a heavy trailer, or driving on a race track, the knowledge that your rotors aren't vulnerable to cracking or catastrophic disintegration due to shock or stress is peace of mind that steers many a racer or truck owner away from the next option on our list.

Drill Down

Drilled, or 'cross-drilled' rotors feature a set of holes along the face of the disc. Given everything mentioned above about the importance of rotor strength when being used in more extreme circumstances, it might seem counter-intuitive to remove metal from the very component you need to stay in one piece under duress.

You're not wrong. Cross-drilled rotors are somewhat controversial in the performance driving world, for exactly the reasons we've discussed: less material leads to a weakened structure. Those in favor of this type of design, however, point to the perceived benefits associated with the presence of these holes.

The first is heat dissipation. In theory, the heat that builds up between a brake pad and the brake rotor will cool down more quickly if it can vent directly to the air, and the drilled spots allow for this to occur. Some also point to the dissipation of any gas that could expand between the pad and the rotor as the pad's materials are cooked and shaved by friction.

The next most common argument for cross-drilled rotors has to do with wet weather performance. The concept is similar—holes in the disc surface allow for water to escape more readily, improving overall stopping performance (which is negatively impacted when a wet layer gets between the pad and the disc).

Is the extra performance truly with the risk, or is it so incremental that a blank is the best bet? The decision is yours to make, but we'll throw in the caution that even factory cross-drilled discs have a reputation for cracking at the race track. Think of these as being appropriate for street use—in a truck and trailer setup, or for canyon carving - but not quite up to par for motorsports.

Number One Slot

Slotted rotors offer something of a compromise for those seeking to balance strength and stopping power. Instead of holes, these designs feature short trenches carved into the face of the disc, at a diagonal to its center, that reach almost from edge to edge.

What do these slots do? The benefits are similar to cross-drilled rotors, in that they are intended to channel heat and gasses away from the pad and disc surface that much quicker. Slotted rotors also offer another advantage that cross-drilled designs don't, in that the slots provide extra 'bite' against a pad, which translates into a stronger initial stop.

As with cross-drilled discs, slotted rotors are weaker than stock blanks due to the loss of material on their face, although it's worth noting that they are generally stronger than a drilled units, and are considerably safer in competition. Just avoid the slotted AND drilled brake rotors that you'll often see advertised, as they're the weakest possible combination.

The other caveat is that the slots themselves will munch your pads more quickly than any other type of rotor, which can be an issue for endurance racers or for those who try to squeeze the most mileage out of their braking system.

Carbon Costs

So far, each of the brake rotor designs we've discussed have made the assumption that we're talking about cast iron or steel. There is another level of disc out there that solves a few of the above-listed problems, while introducing a host of additional benefits.

We're talking of course about carbon ceramic brake rotors. Instead of steel, these discs are made by a fairly involved industrial process that takes carbon fiber, silicon resin, and high levels of heat to create a silicon carbide component that is many, many times stronger than a traditional iron blank.

What does a carbon ceramic brake rotor bring to the table? In addition to being more rugged than steel, they are also significantly lighter (reducing unsprung weight), manage heat much more efficiently, offer exceptional friction when matched with the correct pads, and are a lot quieter than a traditional disc. Cross-drilling is also much safer, given the additional strength of the material itself, and you almost never have to replace them in regular driving. Even under the stress of performance driving, the amount of use you'll get out of a carbon fiber rotor is a multiple of the miles returned by a steel disc.

The downside? Due to the amount of time and energy involved in their production, carbon ceramic rotors are very expensive as compared to steel. In some ways this increase can be justified by the additional life that comes with the carbon ceramic material, but it's still a major leap, with a differential often measured in thousands of dollars. Then there's the brake feel in everyday driving which isn't as linear as what one expects from a standard setup, which can make it more difficult to modulate the pedal.

If your budget allows - and you don't mind moving over to a completely different set of brake pad compounds compatible with carbon ceramics - then these brakes are the best choice for hardcore performance on the race track. On the street, there's little advantage to these types of rotors in a sports car or sedan, but for those who tow very heavy loads through mountainous areas, the ability to ignore the dangers of heat build-up and not worry about fade on long downhill stretches makes them an appealing (if high-priced) choice.

Looking for a broader approach to improving your braking? We've got you covered with this comprehensive guide.

From the drag strip to the dyno to the pulling track, 2019 has been a year for the record books for diesel performance—in more ways than one. In drag racing, we saw the fastest diesel door car creep ever closer to 3-second eighth-miles, only the second drag radial-equipped diesel to ever dip into the 4’s and the first stock internal Duramax engine to propel a truck through the ‘660 in 5 seconds. On the chassis dyno, we witnessed the Ultimate Callout Challenge-winning truck send 2,503 hp and 3,783 lb-ft to the rear tires as well as a 6.0L Power Stroke produce 1,910rwhp. Thousands tuned in to social media to watch 2,600 lb-ft be squeezed through a Chrysler 68RFE transmission and by mid-summer rumors surfaced that a Cummins-powered Nissan Titan XD had cleared more than 800rwhp. Last but not least, truck pulling fans were treated to a dominant year of work put in by a longtime competitor in the Super Stock class.

For all the high-horsepower highlights from 2019, keep reading.

Quickest Diesel Door Car Record

While we expected the diesel Pro Mod field as a whole to march deeper into the 4’s this year, we never would’ve imagined one of them would be knocking on the door of the 3’s by season’s end. But that’s exactly what happened. After Ryan Milliken’s Cummins-powered ’66 Nova paid a visit to Lights Out 10 in February, the new eighth-mile ET record was set at 4.45 seconds. Two months later, Larson Miller would pilot the Save the Racks Pro Mod S10 to a 4.27 at the Rudy’s Diesel Season Opener. A week later, Miller rocketed to a 4.25 at 174 mph, where the current ET record sits. To his credit, Milliken performed his ET feats on drag radials—and he continues to own the quickest elapsed time in that category even though he’s since sold the car.

Derek Rose Wins the Ultimate Callout Challenge

After finishing runner-up at both UCC 2017 and UCC 2018, Derek Rose got the well-deserved win this year at the all-out truck competition that requires drivers to sled pull, drag race and chassis dyno for a major payday. Strapped to the rollers, Rose’s ’06 Dodge Ram 2500 laid down an incredible 2,503rwhp and 3,783 lb-ft of torque for First Place. On the drag strip, Rose would finish seventh after having turned in a 5.44-second eighth-mile. Then, during the sled pull he lugged the iron sleigh 263.58 feet, a distance that was good enough for Fifth Place and that secured him the overall win at UCC 2019. Immediately following UCC, Rose went on to compete in the ODSS Pro Street class (a faster class than the 5.90 Index field he formerly competed in).

Scheid Diesel Dominates in Super Stock

In the world of Super Stock diesel truck pulling, there is no shortage of 3,000-plus horsepower rigs and highly talented drivers. This is why Kent Crowder’s dominant performance along the 2019 Pro Pulling League circuit is so remarkable. Behind the wheel of his Scheid-built, triple-turbo, Cummins-powered fiberglass-bodied Ram, Crowder collected five wins this season and only finished outside the top five on two occasions. On a pulling schedule consisting of 12 events that spanned six months, that’s pretty impressive. Though only making it to four hooks on the NTPA calendar, a Sixth Place was the worst finish Crowder would see when hooking with that organization (his other hooks yielded a Second, Third and a Fourth Place).

Jesse Warren’s Freak Show 6.0L

In the world of Power Strokes, making more than 1,900rwhp is an extreme rarity. In the world of HEUI-injected Power Strokes, it’s crazy speak. Thankfully the Ford fan base has Jesse Warren—a 6.0L die-hard that’s dedicated nearly all of his time and resources to improving the always-hated Power Stroke—to look up to. At UCC 2019, Warren and his crew cab Super Duty dyno’d 1,910 hp and 2,209 lb-ft of torque courtesy of big compounds, even bigger injectors and a proven Chrysler four-speed. These chassis dyno numbers stand as the highest ever achieved by a 6.0L and the second biggest horsepower number put up by any Power Stroke.

World’s Most Powerful Nissan Titan XD Cummins

We exposed what Joshua Chapman was up to back in March with his then-548rwhp ’16 Nissan Titan XD. And while we knew he’d been bitten by the horsepower bug, we had no idea he would squeeze another 250hp out of the little 5.0L Cummins in the months that followed. Building his own compound turbo arrangement, he was able to combine a Stainless Diesel 5-blade S472 atmosphere charger with a 5-blade S363 and finagle them both under the hood. Throwing in a set of 100-percent over injectors, a stroker pump, a FASS lift pump, good tuning and subjecting the V8 to triple-digit boost produced 805rwhp without breaking anything—even the bone-stock A466ND Aisin transmission.

The Executioner

First unveiling its plans to offer a billet-aluminum block at the 2017 PRI Show, the folks at D&J Precision Machine have put the whole package together (billet-aluminum 24-valve cylinder head included) for their friends at Firepunk Diesel, which they called the Executioner. The aluminum block uses a 6-bolt bed plate instead of traditional mains and if you look closely you can spot the 12-port exhaust manifold, one-of-a-kind intake manifold and the massive fuel line feeding from the CP3 to the rail. The individual port exhaust manifold is good for an additional 100 cfm worth of flow and, like the rest of the engine, is an absolute work of art. Preliminary dyno testing has produced a mild, 1,500hp so far on fuel, but future hits will likely include a host of nitrous and 2,500 hp, if not more.

New 7.3L 4x4 Eighth-Mile Record

Having had his Super Duty, an ’00 F-350, under the knife for quite a while, Brian Jelich reemerged in 2019 and set a new 7.3L Power Stroke record in the process. Now in 5.90 Index trim (and even capable of dabbling in Pro Street), Jelich’s 4,200-pound Ford can click off 5-second eighth-miles with ease. His best pass came in October, which was a 5.76 at 121 mph—a new high mark for a 7.3L-powered 4x4 truck. The best part is that Jelich believes the engine has a lot left in the tank, and he’ll soon be gunning for 8’s in the quarter-mile.

Second Drag Radial Diesel in the 4’s

Despite the fact that a handful of Pro Mod class diesels are consistently running 4-second eighth-miles, up until the weekend of November 9 only one had performed the feat on drag radials. However, Jonathan Montesino changed all of that at the World Street Nationals in Orlando with his 4.99 at 140 mph. His “Traitor” Ford Ranger sports a 6.7L Cummins take-out engine with a stock block, factory head and untouched pistons. The only hard-part upgrades of significance were the addition of billet connecting rods, a drop-in cam and ARP2000 head studs. The 198,000-mile bottom end wasn’t even treated to fresh main bearings or main studs.

First Stock Duramax in the 5’s

Ever wonder how fast you could get a Duramax with 100-percent stock internals through the eighth-mile? So did Buddy Callaway—and thanks to his short bed GMC Sierra’s 5.94-second ‘660 he now owns the record for the first factory long block Duramax to venture into the 5’s. A set of 200-percent over injectors, a 12mm stroker CP3 supported by a FASS lift pump and tuning from Danville Performance played a key role in the accomplishment. Cramming all that fuel through a factory LB7 IHI turbocharger means the 60mm snail is on the verge of self-destructing on every pass, but is also a major factor in the truck’s ability to cut neck-breaking, 1.3-second 60-foots.

New HP/TQ record for the Chrysler 68RFE

Dallas Penn showed the world that the failure-prone Chrysler 68RFE six-speed automatic can be built to hold big power in 2019. Penn calls his 68RFE, a battle-ready transmission he builds himself in-house at Red Horse Motorsports, the “War Horse.” Back in the spring, his standard cab, 6.7L Cummins-powered fourth-gen Ram managed to apply 1,371rwhp and 2,012 lb-ft of torque to the rollers, but in mid-November a return visit to the dyno produced 1,606 hp and 2,596 lb-ft on a geyser of nitrous. If the War Horse proves capable of handling boosted 4x4 launches at the drag strip, Penn might be able to keep high-powered 6.7L owners from having to convert to the more-proven 48RE.

Curious what the biggest diesel headlines from Detroit were this year? Catch it all here in our Domestic Diesels roundup.

2020 is around the corner and performance cars are weirder than ever. We live in the world of an electric Mustang CUV, the Supra is powered by BMW, the Corvette is mid-engine and Hyundai is working on something mid-engined too…you heard that last part right, mid-engine Hyundai.

First the Corvette, now Hyundai?

In the past decade, Hyundai has emerged from being known as an economy car company to an emerging player in the performance car world. In an effort to show how serious Hyundai is about performance, they’ve hired the former head of BMW’s M division to head the Hyundai N. This has lead to the Veloster N, Hyundai competing in TCR racing and the development of this RM19.

The RM19 isn’t Hyundai’s first mid-engine experiment. A mid-engine Hyundai has reportedly been underdevelopment since 2012.

The RM in RM19 stands for Racing Midship, hinting at the mid-engine orientation. It is the latest evolution of the RM series (RM14, RM15 and RM16). Each version constantly improving handling characteristics, cooling, etc over the previous model. 

From the outside, the RM19 looks like the standard Veloster N TCR car, flared fenders, big wing and all. When you notice the air ducts in the rear windows and fuel filler on top of the hood that says “Gasoline Only!”, only then you notice that this isn’t your typical Veloster.

Behind the pair of front bucket seats is a 390hp turbocharged 2.0L, 4-cylinder motor and 6 speed sequential gearbox, both from the Veloster N TCR.

With the TCR powertrain putting power to the rear wheels, the RM19 offers racecar levels of performance, balance, braking and grip while retaining daily road-going ability. Straight line and braking performance is similar to the front engine, front wheel drive TCR car.

Mid-engine handling

In corners is where the RM19 handles unlike its front wheel drive counterpart. Understeer is non-existent and the RM19 behaves like any other mid-engine sports car.

Per Hyundai’s engineers, 62% of the cars weight sits over the rear axle. The same weight distribution as a Porsche 964. Lift the gas mid corner and the back end will come out like one too.

A modern day Renault 5?

Hyundai admits that the RM19 is more of an engineering study. Though a mid-engine Veloster N may not make it into Hyundai dealers, the RM19 will likely evolve into a mid-engine sports car for the brand. Hyundai also hints at alternate propulsion by saying that the RM19 can provide the basis for an “exciting high-performance electric sports car”. The recent announcement of their partnership with electric supercar manufacturer, Rimac supports that claim.

When many car companies are focused on EVs and crossovers, it’s refreshing to see a company take wild ideas and build a running prototype. I hope that the RM19 eventually does for Hyundai what the NSX did for Acura. Who knows where this will go but there are surely exciting products in the pipeline for Hyundai’s N brand.

See the Hyundai RM19 tearing up tires on the 'Ring, here.

In the late 80s to mid-2000s, the custom scene was rocked by the sport trucks done up similar to this 2016 F-150 owned by Jorge Sanchez. The movement first kicked off when gearheads discovered that pickups could be fast and competitive like their passenger car counterparts. The standard cab with a short bed configuration was the popular choice as these trucks are lighter in weight. Customizers would boost the power to these trucks and upgrade suspension systems so they could handle better as well.

Manufacturers took notice as well and started offering hot rod pickups of their own. Trucks like the Ford Lightning, Chevy C1500 454 SS and the Dodge Ram SRT10 made for some of the sportiest pickups ever produced. The big appeal of these trucks is the fact that they can pull double duty hauling loads and attacking the streets like muscle cars. Over time, the market changed, and we haven't seen factory built standard cab pickups equipped with big firepower under the hood in a while. Though buyers still want powerful trucks, they also prefer more doors these days.

In 2014, Ford tested the waters again by offering the F-150 Tremor package, which included a twin-turbo EcoBoost V-6. The production numbers on this truck were low and many folks like Jorge were not able to get their hands on one. So, what does someone do when they can’t snag one of those rare, hot-rod trucks? Build a clone.

Street Performance

Having trouble finding a regular cab (Ford’s term for a two-door pickup) during the following year, Jorge waited a bit longer to get a 2016 model. Getting the biggest bang for the buck, Jorge opted for an F-150 with a 5.0L Coyote engine, which has the highest horsepower rating of 385@5,750-rpm. With a high power output, this naturally aspirated engine has been a huge hit and rejuvenated the brand for enthusiasts. Though it comes with plenty of power out of the box, customizers like Jorge always look for ways to squeeze out every bit of extra juice. Letting Jorge’s truck breathe better is a cold-air intake by Airaid and a reprogrammed computer by OZ Tuning. On the other side of the engine's heads are a set of Kooks headers and a Corsa exhaust system to help spent gases flow out for improved power capabilities.

Stance and Handling

One of the most obvious ways to help the performance of a vehicle is to upgrade the suspension. Simply lowering the height is a great way to start, but premium components can help even more. Looking to get the most while keeping this truck comfortable for everyday driving, Jorge turned to the folks at BellTech. With a long history of providing lowered suspension systems, the team at BellTech have been able to develop products to maximize the handling of a truck, plus a set of adjustable front coil-overs which allow for precise tuning. In the rear is a BellTech flip and shackle kit, while the frame received a C-notch to allow for the axle to travel up further. Jorge then went a step further with things by relocating the rear shocks and adding a set of VA Specialties traction bars to prevent wheel hop during launches.

Grip in Style

Another area that can improve the performance of a vehicle is tire choice. For trucks that are driven often and expected to perform, Nitto’s NT420V tires are one of the best choices for tackling multiple functions. These tires were designed with large block sections on the outer area for dry grip while the large channels and lateral inner grooves help disperse water for extra bite during wet conditions. Not only is the tread pattern stylish, but it is asymmetrical, which allows you to cross rotate them for a longer lifespan. With many size options, Jorge was able to utilize a set of NT420V 305/35R24 tires while upsizing his wheel package as well. Filling the void (and then some) is a set of Centerline Rev7/ST4B wheels. All-together, this combination adds better functioning with improved looks.

Worlds Collide

Unhappy with the factory options on these regular cab Ford trucks, Jorge decided to up the game in this department as well. For starters, he scavenged the junkyards to find a center console from a Ford Lariat trim package and bucket seats from a Platinum edition F-150.

These seats come with better comfort along with the luxury of massaging capabilities and heating elements for cold days. In lieu of the boring old gauges, and Lariat Sport cluster was placed in the dash. Topping it all off, Jorge turned to Cal Pony to implement a sportier look with their real carbon fiber interior accents. All together, these pieces make for the ultimate combination of F-150 interior pieces.

Looks that Kill

With all the improvements done to make this truck perform better on the streets, it was also important to make it more attractive as well. Giving the truck a more aggressive appearance is an RK Sport Ram Air hood, which is reminiscent of version found on old school muscle cars. While ordering parts from RK Sport, he then added a touch of modern sportiness, a carbon fiber grille was installed along with a splitter under the front bumper. Finishing this Tremor clone is a pair of “hockey stick” graphics that dress up the sides of this sport truck. Now that the La Colorada (Spanish for “the red one”) is complete, Jorge has created a truly modern beast that pays homage to some the of the most historical trucks ever created.

Click here to see the crazy custom slammed trucks from SEMA 2019.

When it comes to truck upgrades, there are few items that increase versatility like a cap over the bed. From a practical standpoint, a cap makes hauling extra gear safer and easier. While some still associate classic bed caps with the work truck market, the reality is, the recreation side of the truck world has benefited greatly for innovation originally needed in the commercial sector. In fact, the diversity in the bed cap market is the greatest it has ever been.

With everyone from Tesla to Jeep getting into the truck game, the people who own trucks, and how they are being used, continues to change. From overlanding to grocery hauling, the utility a cap brings to a truck is tremendous. In this article, we’re diving into the fastest growing and most popular truck cap segment—fiberglass covers. These have the biggest diversity in not only style but features as well. From color-matched, seamless glass surrounds, and heavy-duty locking mechanisms, these can be optioned as heavily as your budget will allow.

So, what are some things to consider? We’ve put together a list of must-haves and tips from real-world experience in the article below.

Mounting

The vast majority of modern caps mount by two-piece clamps that latch to your truck’s bedrail. These are generally more than enough to secure the top even if you are going off-road. While this drill-free, bolt-on design may give you the illusion that the cap can be easily removed, that’s generally not the case. Not only are the tops awkward to lift, but they are not light (most weighing in around 200 pounds). This is one of the reason’s you’ll likely have yours installed by an authorized dealer.

Support

To meet the demand for carrying items such as long lumber, ladders, and various bulky items on top of the cap, companies such as A.R.E. use aluminum subframes that tie into the rack mounts on top of the cap. These structures add very little weight to the cap overall but increase the load-carrying capacity (up to 550 pounds on full-size truck caps).  While this was originally designed for commercial applications, for those mounting items such as roof top tents, heavy awnings, and accessory mounts, it’s an ideal option.

Roof Rails

If you don’t want to opt for the more expensive subframe, you can always select the more common and cost-effective roof rail system when you order your camp. While the primary benefit of a cap is to keep gear out of the elements, when optioned with a rail system, you can expand your gear hauling options greatly. These Yakima JetStream series crossbars for example are rated at 165 pounds (static), making the perfect for mounting bikes, kayaks and even a roof top tent.

Storage Options

If you’re one that typically opts for a toolbox in the bed of your truck, don’t discount a cap. Many modern bed covers offer side-mounted toolboxes. These sealed and lockable setups can support up to 200 pounds. Boxes such as the one’s offered on the A.R.E CX HD series cap are an excellent (and very organized) way to securely take your support gear along. While you can opt for storage boxes on each side, we prefer a single box as we found it’s a nice balance of storage, without robbing too much interior room.

Going Off-Road

Fiberglass caps are by far the most common and popular in the recreational world. However, aluminum remains a mainstay in the commercial market as strength and price make them a more attractive option. Many of the more premium series caps are comprised of a unique polyester resin fiberglass laminate, though build structure can differ between manufacturers. We’ve logged thousands of on and off-road miles with a variety of tops without issue. Depending on how much your chassis moves on your truck will greatly impact on whether or not stress fractures develop on the cap.

Interior Options

From clothes hangers and screen windows to carpeted headliners and LED lights, you can rack up some serious money in interior cap options. In our experience, three of the most beneficial options will be lighting, a carpeted headliner, and an auxiliary power connection. While many modern trucks offer bedrail lighting as well as a bed-mounted power outlet as a factory option, if your rig doesn’t have these things, you can often opt for them as add-on items to your cap. Aside from being more visually pleasing, the benefit of the carpeted headliner is that it acts as an insulator and can decrease possible moisture build-up. 

Easy Access

One of the longest running complaints about a bed cover is that it makes accessing gear at the front of the bed more difficult. This is one of the reasons we like caps that offer a side panels that open. You can typically get these in a privacy glass or composite window if you want even more gear protection.

Load Ratings

We’ve touched on using your cap’s roof a good bit as it’s one of the major draws to the bed enclosure. Something worth examining more closely is how cap companies, as well as aftermarket crossbar manufacturers list their weight ratings. In general, most list dynamic versus static load ratings. Dynamic is the maximum amount of weight the company states should be attached while moving. Static figures are often much higher, but this number can be harder to pull from companies as they don’t want it to get misinterpreted and equate to an overloaded rack or cap.

Considering that our Simpson Series III tent from ARB weighs 154 pounds, we are well within the dynamic load rating of our Yakima JetStream crossbars. Obviously, putting two adults with gear inside of the tent more than doubles the load, but that’s a static figure. We haven’t had any issues throughout the years with our setup, but it’s worth talking directly with cap dealers and parts suppliers to ensure your configuration is suitable for your needs. 

Soft Options

A cap alternative for someone looking for something a bit easier to remove is to go with a Bestop Supertop for Trucks. These fabric bed covers are extremely lightweight, easy to fold or completely remove, and do a fine job of keeping your gear out of the elements. While the zipper rear window isn’t as quick to undo as a rear hatch on a fiberglass top, it’s no more troublesome than a soft rear window on a Jeep Wrangler.

Want a detailed look at one of the most rugged truck caps on the market? Check out our full review.

Choosing a brake pad that gives you a boost in stopping power instead of just a straight-up replacement for your stock binders is an affordable, and effective way to improve the performance of your vehicle.

It can also be a confusing experience for a first-time buyer. There are almost as many different brake pad compounds out there as there are companies making brake pads. Each brand does its best to come up with the most appealing balance between stopping power, longevity, and heat management—but the good news is, within those three primary pad characteristics there exists a universe of custom solutions aimed specifically at the type of driving you are doing.

For the purposes of this guide, we're going to ignore organic pad compounds, which are the ones you'd find at your local brake shop as an inexpensive stock replacement, as well as standard ceramic pads, for similar reasons. Instead, we'll focus on those that truly deliver across-the-board improvements in your braking performance, moving up the ladder from the least to the most aggressive pads you can install.

Semi-Metallic Starting Point

There's no way around it: hitting your brakes hard generates heat, and on a race track, you will be regularly subjecting your pads to the kind of temperatures that one would only see occasionally in a street setting. If a pad overheats, you will encounter something called 'brake fade,' which occurs when temperatures rise to the point where the pad can no longer adequately generate friction against the rotor, lengthening stopping distances and dramatically reducing the initial 'bite' of the pad against the disc when you first push down on the pedal.

Pad compounds intended for a high performance setting must offer a way to manage this heat, which typically means including a heavy metallic component. What kind of metals are typically used? You'll see steel, iron, copper, and a number of alloys mixed in with graphite, carbon fiber, or other fillers, resins, and materials in order to create a pad that, in competition form, is well over half metal. There can be as many as 35 different ingredients used in the proprietary compounds employed by brake pad manufacturers.

Why Go Metal?

The advantages of semi-metallic pads are significant. Since metals are typically more effective than a pad made of organic materials at conducting heat, they are able to channel high temperatures away from the caliper, reducing the chance of fluid boiling, while at the same time cooling themselves down far more quickly after the pedal is released.

Moving beyond heat, however, semi-metallic pads also offer significant bite during the initial stopping action. This makes them harder on a brake rotor in terms of overall longevity—both the pad and the disc can get chewed up with repeated braking—but it's a small price to pay for the major boost in stopping ability that these types of pads provide.

Don't Just Grab Any Pad

Semi-metallic pads come in a wide range of compounds, and you'll want to be careful to choose the one that best matches the type of driving you're doing. The first thing to look at is temperature range: some metallic compounds aren't effective unless they have been warmed up to a specific operating temperature, and that might not be possible, or even safe, in street driving. Others offer a wider range of temps that will balance the need for both street and track stopping.

A full track-only pad like the Hawk DTC-80 is comfortable hauling you down from speed at temperatures of up to 1,700 degrees F, but can't generate even minimum amounts of stopping power below 500 degrees F. In contrast, the entry-level Hawk HP+ is safe at as low as 100 degrees F, but will still be usable at up to 800 degrees F.

Other things to consider with these types of pads are noise and dust, each of which can be elevated compared to a stock brake pad.

Consider Swapping

Those temperature ranges listed above should have definitely caught your attention if you were considering a dual-use brake pad for street and track driving. While the HP+ is safe to drive to your event, and will offer solid performance in competition, a dedicated race pad compound isn't something you can safely use in a street environment.

The simplest solution to getting the most out of your brake pad setup is to simply swap pads once you're at the track, allowing you to leverage maximum stopping in both situations. While it might seem like a bit of a hassle to have to carry an extra set of pads with you, it's really no different than a competition tire strategy. A tire like the Nitto NT01 might be perfect for turning in excellent lap times, for example, but it's not the same tire you would drive on a daily basis in the wider range of temperature and weather conditions that are a part of daily commuting.

Matching your tire compound to the task at hand is no different than doing the same with your brakes. A one-size-fits-all solution is a good starting point, but as you begin to hone your skills, you'll want to look to the next step in brake pad compounds to upgrade your vehicle's capabilities to match.

Want to move beyond pads? This guide takes an overall look at performance braking.

Back in 2016, James Bradford was wrapping up high school and growing to dislike driving his Scion tC. Even though it had slowly been molded into a fairly respectable daily driver, it was small, slow, and the act of folding the front seats forward to let people in and out of the back seats was getting tiring. Skip ahead to a month after graduation and, after much deliberation and research, he’s finally upgraded to a 2017 Charger Rallye. Of course that isn’t either of the cars featured in this article, but it’ll become important shortly.

Right around that time James’s father, also named James, sold off the family Suburban and was in the market for something a little more fun than the ‘Burban and his day-to-day work truck. James Jr. gave the keys of his Rallye to James Sr. and dad was immediately sold. The next few months James Sr. combed through Chargers and Challengers around the southern California area to see which model he liked best.

After noticing that no SRT 392 was quite catching his father’s eye, James Jr. suggested to his dad to look into the Hellcat and was immediately met with “A Hellcat? What the hell is a Hellcat?” and then after explaining, “Why would anyone buy that? What is anyone going to do with 707 horsepower?” But just like that, the seed had been planted. Slowly but surely more Hellcats were brought under consideration and finally—after months upon months of searching—James Sr. made a move on the pictured 2017 Dodge Challenger Hellcat. It didn’t take much effort from the salesman—a simple cold start and time to fill out some paperwork sealed the deal—and the father-son duo left with that Hellcat.

Of course the showroom model didn’t quite look this way rolling off the factory line, so let’s dig into just what’s been done to this half of the SRT Bees. Starting up front, the APR Performance aero adds some additional aggression to the Challenger’s nose. An air dam, set of canards, and front splitter chisel out some additional angles forged in carbon fiber.

Along the side and to the rear, more carbon fiber from APR Performance comes in the form of side skirts, a spoiler and a rear diffuser. 

Of course we’d be remiss not to mention the most obvious upgrade to the Hellcat, the 20” x 9.5” Centerline LP2s wrapped in meaty 315/35R20 Nitto NT05R tires in rear and 295/35R20 Nitto NT555 G2s up front. And yes, the driver’s side wheels are brushed aluminum while the passenger’s side are gloss black, there wasn’t a mixup while uploading the photos.

The striping running along the side of the car was based on the famous old school hockey stick graphic found on the Barracuda and reworked to integrate the modern Hellcat imagery.

Moving to the engine bay, a full American Car Craft stainless steel engine bay and hood cover set shine brightly, adding some showcar glamour to the powerplant’s usual grit. An AFE Power Magnum Force Stage 2 XP cold air intake and Black Widow Widowmaker 10 mufflers let the Supercharged 6.2 L Hemi V8 inhale some extra air and exhale even louder than before.

The astute reader would notice not much has been said about James Jr’s Charger, but that’ll be coming soon to part 2 of this feature. For now, enjoy the gallery below!

The Tesla Cybertruck has been lampooned, lauded and endlessly talked about since it debuted just after the 2018 L.A. Auto Show. Almost all of the discussion has focused on the vehicle's unusual looks, which stray far from the mainstream of modern automotive design.

While the Cybertruck might not resemble anything currently on the market, it's not a new shape—rather, it's a well-explored take from the past on what the future might look like. The wedge dominated the minds of designers and visual artists from the 70s to the end of the 80s, and as a result it showed up time and again on the screen when depicting what personal transportation might look like decades or even centuries from the release date of a particular TV show or film.

In some ways, it could be argued that these pop culture representations have programmed society in terms of how it expects the future appear, which is a big part of why the Cybertruck generated such a strong reaction. Tesla's Elon Musk himself has acknowledged that the Cybertruck was more than a little inspired by the sci-fi he and his designers grew up with.

Which cinematic stars are likely to have played a role in suggesting the shape of the all-electric pickup? We've put together a list of the vehicles that predicted Cybertruck's hard angles many years before it took to the stage.

1. Syd Mead's Spinners and Ground Cars from Blade Runner

The visual design of 1982's Blade Runner has had an outsize impact on popular culture in terms of its depiction of future urban architecture, aggressive advertising, fashion, and of course, transportation. Of the latter, the 'Spinner' is the most memorable vehicle from the movie, a glassed-in hovercar driven in various forms by the film's protagonist as well as various police officials. Main character Deckard is also seen in ground-bound variant of these vehicles, which offer a more traditional triangular visage.

Both were designed by Syd Mead, who was Blade Runner's artistic director. Mead has himself had nothing but positive comments to make about the Cybertruck, which perhaps isn't surprising given that Musk has name-dropped the film while discussing the truck. Mead's long career in design has also included stints at Ford as well as numerous video game and Hollywood properties (including, but not limited to, Aliens, 2010, Star Trek, Yamato 2520, Sega, Wing Commander, Mission: Impossible).

2. Robert Q. Riley Enterprise's UrbaCars from Total Recall

The 1990 film Total Recall—which, like Blade Runner, was also based on a story by author Philip K. Dick—featured numerous wedge-shaped automobiles plying its near-future roads. In this case, however, inspiration came more from yesterday than tomorrow, as numerous rides in the movie were based on 1970s kit car designs from Robert Q. Riley Enterprises.

Although massaged somewhat by Mike Fennel Enterprises, which was in charge of building the vehicles used in production, Total Recall used a number of models from the Urba line of automobiles including the Town Car, which sat on a Beetle chassis and had grown out of Riley's desire to produce fuel efficient automobiles in response to the Arab Oil Crisis. Lightweight and demonstrating the aerodynamic efficiencies of the wedge, these cars occasionally pop up for sale on auction sites, and the kit plans are still available directly from the source (now updated to include battery powered options).

3. Ron Cobb's M577 Armored Personnel Carrier from Aliens

Rob Cobb parlayed a series of jobs working as a low-level Disney animator, a rock album cover illustrator, and a cartoonist into a successful career as a major visual designer for a wide range of science-fiction films. Of these, one of his most memorable was the Alien franchise, including the creation of the M577 Armored Personnel Carrier used by the Space Marines in the second film of the franchise.

Originally intended as a wholly custom design, budget limitations would instead see a Hunslet Air Towing Tractor used to tug passenger jets around the runways of Heathrow used as the starting point. Weighing an astonishing 28 tons, even after a huge amount of its lead ballast had been removed, the M577 was capable of 35 mph speeds and looked every inch the battering ram it turned out to be in the movie. The entire construction of the vehicle took a mere two weeks.

4. Perry Oceanographic's 'Wet Nellie' Lotus Esprit Submarine from The Spy Who Loved Me

This is almost a no-brainer, given that the Tesla Model S has long used an icon of the Lotus-look submarine from The Spy Who Loved Me as an icon Easter Egg when typing '007' into the vehicle's infotainment system. Musk actually owns the vehicle used in the film itself, which was built by Perry Oceanographic as a 'wet' submarine—that is to say, one that doesn't keep its occupants dry when diving.

Nicknamed 'Wet Nellie,' the prop was functional, unlike the engine-free Esprit shells that were dragged into and out of the ocean prior to its on-screen transformation from car to sub. Fun fact: the Esprit coupe's wedge is so effective at creating downforce that Perry Oceanographic was forced to add those small control fins at each wheel to keep it from diving to the bottom of the ocean when in use.

5. Ron Cobb and Andrew Probert's DeLorean DMC12 Time Machine from Back to the Future

Cobb's second appearance on this list is no doubt more famous than the first—but with an assist from John DeLorean, who created the DMC12 gullwing coupe that Back to the Future's Doc Brown would use for his time machine. Cobb was brought in to create a vehicle that would look futuristic, but also somewhat cobbled together, and his contribution included both the fusion reactor powering the machine, and the massive coilpacks and vents hanging off the rear of the vehicle.

These 'dirtied' up the too-clinical designs originally provided by artist Andrew Probert, who would come back to complete the overall look of the car once Cobb was through.

Want to buy an affordable movie vehicle of your own? Here are our picks for star cars that won't break your budget.

With Stage 4 hybrid injectors and an increased volume high-pressure oil pump in place, the oil side of Paw-Paw’s HEUI injection system has been prepped to support big power. Now it’s time to upgrade the fuel supply system to keep the fuel side of the injectors happy. Unlike a conventional diesel engine where low-pressure fuel supplied by a lift pump (10-15 psi) is pressurized within the injection pump and then distributed to the injectors, in a HEUI application the same fuel pressure leaving the lift pump is what gets delivered directly to the injectors (40-70 psi). This means the lift pump operates at a higher pressure, and in the 7.3L’s case 65-psi needs to be on tap at all times—including wide-open throttle.

As for Paw-Paw (and any ’94.5-’97 model year 7.3L Power Stroke for that matter), several aspects of the stock fuel supply system hinder its ability to support more horsepower. For one thing, the mechanical, cam-driven lift pump is notorious for only supplying 40 to 50 psi worth of supply pressure to the injectors. For another, the OEM fuel supply lines on the OBS Fords measure just 5/16-inches. To increase both fuel volume and supply pressure making it to the hybrid injectors, we’re ditching the stock lift pump, fuel bowl, lines, selector valve and even the rear fuel tank in favor of a competition-ready electric fuel system.

To get our hands on a high-quality, 100-percent bolt-on system capable of supporting more than 600rwhp, we contacted Irate Diesel Performance. The 7.3L gurus there have been piecing together both street and competition fuel systems for years, and the company has more than one truck capable of running 12’s in its stable. With Irate’s Competition fuel system, you get a proven Fuelab lift pump, a billet filter base with Baldwin filters, ½-inch supply lines, 3/8-inch return lines, the required fittings to feed the back of each cylinder head and a regulated return system, complete with an adjustable regulator.

This step is highly involved but 100-percent necessary if you plan to run a sizeable set of injectors in a 7.3L Power Stroke. Next time, we’ll begin the process of adding an intercooler and upgrading the turbo system. You won’t want to miss that.

Competition Electric Fuel System

Irate Diesel Performance’s Competition fuel system revolves around the use of a Fuelab Prodigy pump (41401-1) that utilizes a brushless DC electric motor and mounts along the frame rail. High-quality, ½-inch Parker supply hose is included (a significant improvement over the 5/16-inch factory lines) as well as 3/8-inch Parker hose for the return line. To keep fuel flow throughout the heads consistent, a regulated return system is also part of the deal (which includes a Fuelab regulator and a liquid-filled pressure gauge). Irate’s competition-ready system does away with the factory fuel bowl assembly in the lifter valley, which opens up a lot more working room on top of the engine. Going forward, the fuel filter and water separator will now be located along the frame rail.

Fuel System Price: $1,475

Factory Lift Pump & Fuel Bowl Delete

In factory form, the ’94.5-’97 Fords equipped with the 7.3L Power Stroke rely on a cam-driven, tandem lift pump in the lifter valley. In the diaphragm (or vacuum) stage, fuel is drawn from the tank(s). Once fuel is forced through the fuel filter housing at 4 to 6 psi, the filtered fuel is sent to the piston stage of the pump, where it is pressurized to 40-70 psi. With 40-50 psi being the norm in most cases, there is no way the mechanical lift pump is capable of keeping up with big hybrid injectors. After removing the factory fuel bowl, a 1-1/4-inch wrench is required to loosen the banjo bolt at the rear of the pump. Then it can be pulled and discarded.

Fuel Pump Mount-Turned Oil Drain

Removing the factory lift pump leaves a hole vacant in the block, which has to be dealt with either by installing a freeze plug or using it for an alternative purpose. Conveniently for us, the new turbo system we plan to install will repurpose this hole in the valley as the oil drain for our new (larger) turbo. For this reason, we simply left a rag in the hole for the time being.

Sayonara Stock Turbo

While we left the factory turbocharger in place while pulling the factory lift pump out of the valley, in order to better access the rear fitting in the driver side head, it too was removed (pedestal and all). And it’s actually staying off for good. As we previously alluded to, in the weeks ahead we’ll be installing a completely different turbo system, as well as an intercooler.

Dual 3/8-inch Feed

Irate Diesel Performance’s competition fuel system feeds fuel supply to the rear of both heads through high-flow #6 JIC fittings (the 90-degree driver side fitting is shown above). From there, fuel makes its way to the injectors through the internal fuel rails located in each head. Fuel then exits through the front of the heads via Irate’s supplied #6 JIC fittings, flows through the supplied regulator and returns to the tank by way of the supplied 3/8-inch Parker fuel hose.

Regulating the Return Side

Regulated return systems have long been a mainstay in 7.3L performance. They keep fuel pressure being delivered to the injectors consistent across the board and, thanks to Irate’s inclusion of an adjustable regulator and gauge, fuel pressure can be set wherever the end-user wants. Irate’s regulated return consists of pre-bent 304 stainless steel hard lines, the aforementioned pressure regulator and Parker fittings.

Tip: Remote-Mount The Fuel Pressure Gauge

One bit of advice we’ll offer is that fuel pressure gauges don’t live very happy lives when directly mounted to the regulator. The vibration from a diesel engine (and especially a 7.3L) can kill them in short order. To keep our gauge alive as long as possible, we remote mounted it up along the truck’s firewall.

Adding A Sump

With ½-inch fuel hose to be run from the tank to the lift pump and then from the lift pump to the engine, very little of the factory fuel supply system remains. For starters, we ditched the factory rear fuel tank (it was rusting) and decided to pull our fuel supply from the bottom of the front tank rather than the top. Instead of adding a draw straw (which are known to cause ¼ tank issues), we opted to install a sump. This 6061 aluminum unit came from Bean’s Diesel Performance, a company that definitely planned ahead when designing its kit. For one thing, the 3-inch hole that’s required to install the sump is included. For another, only one bolt is employed to permanently secure the sump in place.

Bean’s Sump Price: $165.99

The Bypassed (Yet Still Needed) Fuel Selector Valve

In ditching the rear tank, we don’t need the selector valve anymore (this is what allows you to switch between the front and rear tank in an OBS Ford), but it has to remain plugged in in order for the truck’s fuel gauge to continue to work. Other than the use of its factory electrical harness, the selector valve is more or less just along for the ride. We will note that scrapping the rear tank cut us down to having just 19 gallons on board (vs. 37.2). For the future, we’re entertaining the idea of ditching the factory front saddle tank in favor of a 33-gallon Bronco tank (or larger) in the rear.

Compact Packaging Along the Frame Rail

Once the supplied stainless filter bracket, billet filter base (with included Baldwin fuel filter and water separator) and the Fuelab pump were installed along the frame rail, we ran a short section of ½-inch fuel hose to the sump and spanned the rest along the frame rail, up to the engine. Then we turned our attention to wiring up the system and installing the relay and circuit breaker under the hood. As for the Fuelab pump, we’re running it at reduced speed rather than allowing it to run full bore all the time. This will allow the pump to run cooler and lead a happier life. However, even at reduced speed the powerful Fuelab flows 110-gph at 65 psi, which has proven capable of supporting the largest off-the-shelf hybrid 7.3L injectors in the industry (400/400’s).

High Performance Insurance

Steady fuel supply pressure is ideal for utmost injector longevity, so while a fuel supply system doesn’t appear as glamorous as a big set of injectors or generate the type of additional power they do, it’s crucial in keeping them alive. Trust us, for $2,500 a set, you’re going to want your 350/200’s to last a while. As an added bonus, the higher volume and increased fuel pressure an electric fuel system provides a 7.3L can easily yield a 20 to 30hp gain (especially in earlier, ’94.5-’97 model year versions such as this). We won’t know exactly how much power Irate’s system added to Paw-Paw’s bottom line in this series because we’re performing so many different upgrades all at once, but we have great peace of mind knowing that our injectors will be protected.

Curious what we’re running for a high-pressure oil pump on Project Paw-Paw? Check out Part 4 for an inside look at the HPOP that’s responsible for feeding our hybrid injectors.

Do you remember the Acura SLX? There's a good chance you don't, because the SLX was only sold for a few model years during the late 1990s and it was actually a rebadged version of the Isuzu Trooper. During its run, Acura sold less than 6,600 SLXs in the US, making it a rare specimen on today's roads.

More than just a badge-engineered oddity of the '90s and the SLX was both Acura's first SUV and its first AWD vehicle, and to pay homage to that, Acura has just unveiled a thoroughly modified and upgraded 1997 SLX to debut at Radwood in SoCal this weekend.

While it doesn't look much different than a stock SLX, underneath the body the vintage SUV has been fully reinvented using parts from Acura's current RDX crossover SUV, and that includes the RDX's Super-Handling All-Wheel Drive system and its entire rear subframe as well.

Another huge change comes under the hood. Originally, powered by a longitudinally mounted 190 horsepower Isuzu V6, the SLX also sports a new front subframe with the 2.0 liter turbocharged VTEC four-cylinder from the RDX—which itself shares a lot of DNA with Honda Civic Type R's engine. In this case, some extra tweaks have raised the SLX's power output to an impressive 350 horsepower.

The new turbocharged engine is also mated to the RDX's snappy 10-speed automatic transmission, which is a massive upgrade over the four-speed automatic that originally powered the SLX back in '97.

While the SLX's powertrain has been massively transformed, Acura's team took great care to maintain a period correct look elsewhere. The two-tone paint scheme has been retained but uses Acura's contemporary Performance Red Pearl hue and the machined finish on the 17" Fifteen52 wheels that also look like they came straight out of the '90s.

With a unique base platform, some serious engineering effort and a nice attention to period correct detail, the "Super Handling SLX" has got to be one of the coolest OEM builds we've seen in a long time. Now, how can we arrange a test drive...

While on the subject of Acura, you can check out our detailed look at the new Type S Concept right here.

In the previous installment of the SRT Bees story, we gave a little backstory as to how James Sr. came across his Yellow Jacket Challenger Hellcat, but there’s one detail that was left out. When James Jr. and Sr. made their way to the dealership to pick up dad’s new ride, there was another Hellcat parked in the showroom: a 2017 Charger Hellcat in a matching Yellow Jacket colorway.

At the time, the asking price for the Charger was over $90,000 and way outside the budget of both father and son, but they were patient. As time passed the price dropped and the Charger was moved from inside the showroom to out in front of the building, then from out in front of the building to the traffic-facing exterior of the lot, waiting for anyone to come adopt this bright yellow hellcat. Eventually, the price was right and James Jr. was able to afford a matching Hellcat to his father’s Challenger, thus creating the SRT Bees duo.

Many of the styling queues from Sr have been passed down to Jr, not the least of which is the killer pairing of the 20” x 9.5” Centerline LP2s wrapped in 295/35R20 Nitto NT555 G2s tires up front meaty 315/35R20 Nitto NT05Rs out in back.

The Charger has a slightly more subdued look when it comes to the carbon fiber aero, however. With just the APR Performance front splitter defining a strong jawline underneath a blacked out grill and carbon fiber racing stripes, it’s still more than enough to get the point across.

Down the side is another modern twist on a classic design, with the Hellcat being worked into a reversed “C” quarter panel stripe found on the Dodge Coronet Superbee.

Under the hood, the pairing grows stronger with a matching American Car Craft stainless steel engine bay, hood cover and AFE Power Magnum Force Stage 2 XP cold air intake—just like pops.

Look up while under the hood, however, and find a neat little easter egg: one of the original sketches from the SRT Team’s mock-up of the Hellcat emblem, a smirking devilish bobcat with “SUPERCHARGED” beneath it.

Oracle Lighting Halos, demon eyes, under glow and engine bay lights can be found on both cars, keeping the focus on the bright yellow cars well after the sun dips below the horizon.

While both members of this father-son team have jumped right in with modifying their respective rides, make sure to give them a follow on Instagram (@SRTBees) to keep up with their latest moves and appearances!

For more shots of James Jr’s Charger, check out the gallery below!

Click here to see part one of the SRT Bees story.

When the Dodge Ram SRT-10 hit the streets as a 2004 model, it wasn't the first time that Chrysler had stuffed a 10-cylinder engine under the hood of its popular full-size pickup. In fact, it was exactly a decade beforehand that the then-redesigned Ram would debut an iron-block V10 based on the similar aluminum unit found in the nascent Dodge Viper sports car.

Still, this 8.0-liter monster was more focused on tow-friendly torque than drag strip-friendly horsepower. The SRT-10 was considerably different. Intended from the outset to be a high performance pickup (in the vein of the successful Ford F-150 Lightning, which had no doubt served to light the project's wick at Dodge), the new Ram would borrow the Viper's V10 lock, stock and barrel, which meant a stunning 500 horsepower and 525 lb-ft of torque were on tap. Throw in a slick aero-focused styling package and a rambunctious outlaw image, and the Ram SRT-10 was unlike anything else on the road.

Deep Breather

Squeezing the Viper's V10 into the Ram's engine bay wasn't all that difficult, given the substantial width and tall hood of the vehicle. Dodge beefed up the truck's cooling system and exhaust in order to support the additional power, and the oil pan was also replaced. The Ram's engine output dwarfed anything offered in a full-size pickup, and indeed, it still stands today as one of the mightiest street truck drivetrains to ever leave the factory. Even more impressive was the linear delivery of all that grunt, with almost all of its torque being generated over a wide 1,500 rpm to 5,600 rpm range..

Of course, when packaged on a pickup platform its prodigious production posed particular challenges. Specifically, traction: the rear-wheel drive Viper-truck had almost no weight sitting over the back axle, which meant initial models (which were exclusively offered with a six-speed manual gearbox, built by Tremec and shifted via a Hurst setup that dealt with the unique geometries of the transmission's mounting position) featured a unique traction bar setup to help with launch.

Even with ultra-low rear-end gearing (ranging from between 4:11 and 4:56), the Ram SRT-10 could touch 150 miles per hour at the top end, but slipping under 5 seconds on the sprint to 60-mph required drivers to put their dancing shoes on and feather the clutch in search of precious grip. Modern tire technology, of course, has improved things for current owners, but even the original 22-inch shoes offered a massive 305/40 profile for putting the power down.

Big-Boned

The Dodge Ram SRT-10 stood apart from other pickups on the lot even before its massive V10 was fired up, due to the series of visual upgrades that had been made to the vehicle. The truck sat one inch lower in the front and featured a 2.5 inch drop at the rear, riding on Bilstein shock absorbers and borrowing its brakes and steering from the class-above heavy duty Ram. Air ducts in the body-colored front bumper directed a cool breeze towards 15-inch front rotors, with a billet grille and a snouty airscoop on the hood completing the visual package. Some models also featured a rear spoiler and a tonneau cover, although production issues prevented those items from being added to every truck.

By 2005, Dodge had added a second model to the Ram SRT-10 line-up that would shift the tone considerably. The four-door Quad cab body style didn't just add extra room for passengers, but it also made a four-speed automatic transmission standard equipment. Again lifted from Ram's HD trucks, this unit made substantial headway in terms of solving the pickup's traction problems, with the torque converter absorbing what frustrated clutch riders owners couldn't with their left feet.

It also added a practical dimension to the SRT-10 that had nothing to do with the back bench seat. Unlike the single-cab, six-speed truck, the new Ram offered a factory tow rating of 7,500 lbs, which was considerably higher than its predecessor (although owners regularly hitched a trailer up to either version of the pickup with no ill effects). It's also worth noting that switching from the four-speed to the manual is a simple enough project that only requires adding a one-piece driveshaft in terms of modifying the existing platform. This explains the occasional six-speed, four-door unicorn appearing on auction sites.

Performance-wise, there's a fair bit of difference between the two trucks. Despite being a bit better at hooking up, the extra 500 lbs or so of weight added by the Quad cab adds nearly a second to its 0-60 time, while pushing it just over 14 seconds in the quarter mile—more than a half second slower than the lighter regular cab.

Still Nothing Like It

Both on the street and on the track, the Dodge Ram SRT-10 could be a handful. Automatic trucks suffered from abrupt gearshifts, and both models understeered mightily when pushed through corners—that is to say, when the tail wasn't hanging out in a sideways smokescreen. SRT engineers did their best to dial out as much of the big rig's weight as they could, but this is still a hefty platform that was never designed to bob and weave.

As a straight-line muscle machine, or a calm daily cruiser, the SRT-10 pickup was a much more palatable option. It also had the distinction being useful for actual truck things, such as the aforementioned towing and of course hauling whatever would fit in its bed. This gave it a leg-up over the smaller Lightning, which was its primary competitor at the time. It also didn't suffer from the same heat-soak issues that would occasionally rear their heads when flogging the Ford's supercharged V8 (which was down 120 horses compared to the Dodge).

Today, these trucks are a shocking bargain on the used market. Initially priced between $45,000 and $50,000, they can often be found for less than half that, even on examples with less than 100,000 miles, which is even more surprising given that only 5,500 were ever built. Given that the Viper engine has been retired, and that any future Ram performance truck would almost certainly be equipped with a supercharged Hellcat V8 (and an automatic transmission), the SRT-10 represents a unique time capsule in Dodge's performance history that still has no real rival in modern-day showrooms.

The Ram SRT-10 wasn't the only muscle truck Dodge built in the early 2000s. Check out our history of the mid-size Dodge Dakota R/T.

It was another successful year for the Outlaw Diesel Super Series and diesel drag racing as a whole. Hundreds of competitors signed up to compete within the ranks of ODSS in 2019, and spectators were privy to 4-second side-by-side battles, tight points races and record-breaking passes from April through October. In 5.90 Index—arguably the organization’s hottest and fastest-growing “Pro” class—the championship came down to the last race of the season. By contrast, in Pro Street and 6.70 Index, seasoned veterans Johnny Gilbert and Landon Miller all but ran away with their respective titles. Then there was the ever-talented Ryan Riddle, a natural born index racer who brought home a trophy in each hand (7.70 Index and ET Bracket).

With the 2019 ODSS season now in the books, it’s time to recap how each champion earned his or her spot at the top of the podium. As a bonus, we’ll also highlight the Pro Mod exhibition race that was held at the Professional Drag Racers Association (PDRA) World Finals in Virginia and detail a captivating end-of-year grudge race that may have been the precursor to a huge Pro Mod battle coming in 2020.

Pro Mod Winner: Larson Miller

The 2002 Chevy S10 Pro Mod better known as the Save the Racks S10 is powered by a D&J Precision Machine common-rail Cummins, campaigned by Firepunk Diesel and driven by Larson Miller. It holds the current eighth-mile E.T. (4.25) and trap speed (177 mph) records for a diesel door car and is always a threat to take home the win at any given ODSS event. Believe it or not, Miller didn’t collect his first win until round five, at the Scheid Diesel Extravaganza in August. While there, he met up with 2018 Pro Mod champion, Ben Shadday, in the finals. Despite his slower reaction time, Miller leapt off the line with a 1.1-second 60-foot, taking the eventual win by going 4.43 at 163 mph.

Pro Mod Runner-Up: Rawlings Barnes

It was a strong year for the Rudy’s Performance Parts’ F-250 piloted by Rawlings Barnes, with the die hard Ford crew pushing their 6.4L Power Stroke deeper and deeper into the 4’s. After grabbing the win in round three (the inaugural Outlaw Diesel Revenge event held at Kilkare Dragway in Xenia, Ohio), Barnes found himself second in the Pro Mod points chase. Then he pulled ahead in the standings after securing the victory at the Rocky Top Diesel Shootout. Barnes would hold on to his narrow points lead until round seven, where the aforementioned Larson Miller caught up with him.

Going Out with A Bang

Though it didn’t mean anything as far as the 2019 Pro Mod points standings was concerned, the grudge race between Wade Moody’s newly-debuted Pro Mod Corvette and Larson Miller’s Save the Racks S10 may have been a sign of very exciting things to come in 2020. After cutting an incredible 1.02-second 60-foot, Moody’s Duramax-powered C7 (sporting a beautiful Jerry Bickel body) was off to the races. Though Miller was pouring the power on in the last 330 feet of track, his 4.40 at 173 mph wasn’t enough to overcome Moody’s quicker reaction time, neck-breaking 60-foot and his own 4.39 at 165 mph journey.

5.90 Index Winner: Mindy Jackson

For 2019, Mindy Jackson climbed aboard her husband, Dustin Jackson’s old Pro Street truck: a first-generation Ford Lightning coined “Old Hustle, New Flow” packing a common-rail Cummins. But instead of competing in Pro Street, she entered the booming 5.90 Index category, where the growing class was already filling up with some tough competition. Following a decent start, Mindy officially found her groove at the Rocky Top Diesel Shootout in round four, taking the win there and then immediately backing it up at the following race (the Scheid Diesel Extravaganza). Heading into the final race of the season, just 11 points were separating her from Second Place Paul Cato, who’d just pulled out a win the round before the finale. At Rudy’s Fall Truck Jam, she would grab her third W and walk away the 5.90 Index champion.

5.90 Index Runner-Up: Paul Cato  

Though Paul Cato competes in 5.90 Index, his second-gen, common-rail Cummins-powered Dodge is more like a Pro Street truck in disguise. After all, it went 5.41 at 134 mph this summer and was probably even capable of 5.30’s. Long story short, Cato spent much of his season trying not to break out in 5.90. However, despite his struggles to keep within the class dial-in Cato threw a lot of points on the board in 2019 thanks to two wins, one third, two fourth place finishes and one fifth place appearance. His final race against Mindy Jackson would prove one of the best of the year in the semi finals at Rudy’s Fall Truck Jam. Cato nabbed the quicker reaction time but lost the race to the 60-foot mark and then couldn’t get back around Jackson by the stripe. With everything coming down to one last race, at the final event of the year, 5.90 Index definitely lived up to the hype in 2019.

Pro Street Winner: Johnny Gilbert

Stainless Diesel’s Johnny Gilbert made winning one of diesel drag racing’s fastest classes look easy in 2019. He and his triple-turbo, common-rail Cummins-powered Dodge pulled off five wins and proved capable of 5.20’s with trap speeds in the mid 140’s. Unique to the class, Gilbert’s Ram makes use of a Wilson Patterson Diesel-prepped TH400 with a lockup Sun Coast converter and trans brake but is also 4x4. If you want to see one of the nastiest, side-skating four-wheel drive diesels in the nation, you owe it to yourself to see this 2,500hp monster blaze the eighth-mile in person. Gilbert might just be in the hunt for bottom 5’s in 2020.

Pro Dragster Winner: Jared Jones

Even though turnout was low in the ODSS Pro Dragster field for 2019, it didn’t stop the Scheid Diesel team and driver Jared Jones from pushing the limits of the iconic, Spitzer chassis rail. The Terre Haute, Indiana based team even continued campaigning their P-pumped, 12-valve Cummins in the NHRA’s Top Dragster field at select events. It was there that Jones earned a new personal best quarter-mile trap speed, going 228.89 mph (with an ET of 6.36 seconds). The feat topped the rail’s previous best of 226 mph, though its quickest quarter-mile ET to date still stands at 6.31.

6.70 Index Winner: Landon Miller

Despite the close battle for Second Place that was raging behind him between Zack Pierce and Joshua Grahmann, Landon Miller’s two wins and rock-solid consistency throughout the course of the year led to his walking away with the 6.70 title in 2019. Another naturally talented drag racer from the Firepunk Diesel camp, this isn’t the first time Miller has cleaned house in any particular class. In the past he’s been a strong contender in both the ET Bracket class and 7.70 Index. This year, he put together two wins and six top five finishes in his dominance of the 6.70 class.

7.70 Index Winner: Ryan Riddle

We’ve spotlighted Ryan Riddle’s drag racing prowess in the past, but the guy just keeps on winning. Despite more than 200 competitors signed up to compete in 7.70 Index in 2019 (most of which are thoroughly experienced drag racers), Riddle finished the season more than 100 points ahead of Second Place. He and his regular cab Dodge seemed to be on autopilot the majority of the time, winning four events and only finishing outside of the money on one occasion. Even though he’d already locked in the championship before heading into the final event of the year, “Mr. 7.70” showed up at Rudy’s Fall Truck Jam and closed out 2019 with one last win (and running a perfect 7.700 in the final round). This title makes it two in a row for Riddle.

ET Bracket Winner: Ryan Riddle

Proving yet again that he can double-dip with the best of them, Riddle secured the ET Bracket title in addition to the 7.70 Index trophy this year. His two wins, coupled with strong performances across the board, made the feat possible. Just as he’d done in 7.70, Riddle had to beat the likes of Second Place finisher and tough competitor, Nick Morris. Then before the offseason officially set in, Riddle signed up to compete in the spectator races at the King of the Street Challenge. After qualifying number one with (you guessed it) a 7.70 pass, he later found himself in the all-too-familiar winner’s circle.

Great PR at the PDRA World Finals

Hooking up with the folks of the Professional Drag Racers Association (PDRA), ODSS officials were permitted to bring a couple diesels out to make exhibition runs at the PDRA World Finals in October—and nothing showcases how far oil burners have come quite like pitting two 4-second trucks against each other. The Firepunk/Save the Racks S10 and Rudy’s Performance Parts’ F-250 made the call and, despite the S10 shelling its turbo just past mid-track, both trucks put up mid-4-second passes. For Rudy’s, its 4.51 at 156 mph blast marked a new personal best for the truck and its driver, Rawlings Barnes, which also included his first sub-3-second sprint to the 330-foot mark.

Photography provided by Amy Gilbert of Stainless Diesel

Curious as to what makes a Pro Mod diesel tick? You can find a quick tutorial here.

For better or worse, modern pick-up trucks have come a long way from the bare-bones utility-focused automobiles of the previous century. While many of these improvements make for an easier, more comfortable, and safer ownership experience, traditionalists don’t want to hear it. They rant that multiple back-up cameras, high-end audio, plush leather interiors, and new-fangled gadgetry have eliminated the spirit of what a true truck was meant to be. And while we’d point out that base model trucks are still available to whoever might want them, the sight of light-duty trucks selling for upwards of $80,000 means that there is a least something to that argument when trucks rise into price brackets formerly reserved for luxury sedans. Enthusiasts contend that a classic truck should be the move, but the limitations of fifty year old technology is quickly apparent for anyone that has driven an older vehicle for longer than a quick drive to the local Cars and Coffee. But can there be a balance? Is it possible to spend less money than the price of a modern pickup modifying a vintage example, and have the best of both worlds? Jerry Barker thinks so, and has transformed this 1971 into a pretty compelling compromise. 

 The first change had to be a modern powertrain. While vintage V8’s are a blast to experience, daily ownership of carbureted vehicles just need more attention than their modern fuel-injected counterparts. A new GM LS 5.3 Crate engine with a Comp 220/220 Cam and PAC valve springs replaces the original motor, mated to a 4L60E transmission with a PTC 2600 stall converter. The engine and transmission are controlled by a PSI Conversions wiring harness and a Factory GM custom tuned computer. The factory in-cab tank was retro-fitted to work with the fuel injection. The truck performs great with plenty of reliable LS power and has great gas mileage as well.

To handle that additional power, Jerry fitted a set of American Racing Torque Thrust II Chrome wheels, 20x8 front and 20x10 rear covered in Nitto NT555 G2 rubber, sized 245/45/20 up front and 295/40/20 in the rear. Modern performance tires not only unlock more of the truck’s performance potential but last longer and are safer in all-weather conditions than the truck’s originally equipped rubber. A combination of lowering spindles, springs, and KYB shocks bring this truck closer to the ground, giving it great looks while also improving handling.

Moving inside, staying comfortable is must for modern drivers. Jerry installed a Complete Vintage Air Heat and Air Conditioning system to take care of the range of Georgia seasons. The Retro-Sound Vintage style stereo fits in original dash opening, with Bluetooth, Rockford Fosgate speakers and a Rockford Fosgate Amp. An incorporated digital speedometer, as well as tachometer, oil, water and amp gauges insure that Jerry can keep close tabs the truck at all times.

One thing that a vintage truck will never have over a modern truck is the element of improved safety. Nevertheless, Jerry installed retractable factory type shoulder harness and lap belts as an extra precaution for himself and his passengers. Modernized exterior lighting improves visibility. This truck features the first use of OEM disk brakes on a Chevrolet truck model, which allows for at least a more modern braking experience. 

While a 45 year old truck is never going to feel exactly like a modern one, by upgrading a few key areas, Jerry has created an interesting proposition. This truck has modern power, improved handling, creature comforts, and is at least more safe than it was. Is it enough to convince a modern owner away from their plush, feature-laden machines? For those that want utility, comfort, and the classic aesthetic, it's certainly a solid choice. For more pictures of Jerry's 1971 C10, check out the gallery below. Like his style, check out his Suburban we featured last year!