Now that we have ample fuel (Parts 3 and 5) and high-pressure oil supply in the picture (Part 4), it’s time to introduce the 200,000-mile 7.3L Power Stroke to more airflow and a denser intake charge. In the case of ’94.5-’97 engines such as Paw-Paw, that means adding an intercooler (because it didn’t come from the factory with one) and upsizing the turbo system for significantly improved air volume. In simple terms, our march toward 600rwhp can’t resume without the modifications performed in this installment, as a factory-based turbo upgrade won’t support the kind of power we’re after.

Luckily, we got the intercooler situation handled by obtaining one intended for a ’99-’03 7.3L Super Duty for next to nothing. For the ultimate bolt-on turbo solution, we reached out to Irate Diesel Performance for one of its T4 turbo mounting kits. Irate’s system came complete with a turbo pedestal base, T4 collector with stainless steel up-pipes, a two-piece downpipe, high-flow intake plenums and 3-inch intercooler piping—which meant the most extensive work would entail the cutting and mockup associated with squeezing the intercooler into place behind the old Ford’s grille. For all the details on how we made everything work, keep reading. For the lowdown on the aftermarket turbocharger we went with, make sure you tune in for Part 7.

T4 Turbo Kit: The Path to Power

Nearly a decade ago, Irate Diesel Performance made it fun to own a 7.3L again thanks to the release of this system. Called its T4 Complete Mounting Kit, Irate’s turbo system allows you to mount virtually any T4 flanged BorgWarner or Garrett turbocharger to the 7.3L Power Stroke (typically a BorgWarner S300, S400 or a GT42 or GTX42-based Garrett). In case you’re wondering, T4 refers to the turbocharger’s turbine inlet flange (which is the most common type of flange in the diesel performance industry). The all-inclusive, bolt-on system comes with everything you need to accommodate a larger, higher-flowing turbocharger, on both the intake and exhaust side of the equation.

T4 Complete Mounting Kit Price: $1,735

3-inch Intake Plenums Price: $235

3-inch Intake Plenums

From the factory, the ’94.5-’97 (and early ’99) intake plenum openings measure a tiny 2-inches in diameter. This is a huge point of restriction in the OBS Fords, along with the 2-inch intake Y that connects to the plenum inlets. By contrast, the ’99.5-’03 7.3L Power Stroke found in first-generation Super Duty’s came with intake plenums with 3-inch inlets, which flowed 540 cfm (vs. the measly 240 cfm flow of the 2-inch units). Corresponding with Irate’s 3-inch intake Y and intercooler piping, we opted for the company’s aluminum 3-inch inlet plenums as well. The nature of their being flat allows them plenty of clearance when running an S400 frame BorgWarner turbo, which we plan to do.

Spearco Intercooler

When a local truck puller decided to switch from an air-to-air intercooler to a water-to-air setup, his ’99-’03 7.3L-intended Spearco unit from Turbonetics came up for grabs. Surprisingly, we were allowed to take it off his hands free of charge. After having the Spearco pressure and leak tested at the local radiator shop, it was time to get busy trying to finagle it into our OBS Ford—a truck that was not originally designed to house a turbo diesel engine, let alone an air-to-air intercooler.

Other Intercooler Options

While deals like the one we got on our Spearco intercooler don’t happen every day, it’s important to know that factory aluminum 7.3L Super Duty intercoolers are great upgrades for OBS trucks, as well as the intercoolers that came on 6.0L Power Strokes (both of which can be found for relatively cheap in junk yards or online). An alternative option, and a means of obtaining a brand-new intercooler, would be to pick up a CSF intercooler. CSF’s direct ’99-’03 replacement unit features welded metal end tanks, is endorsed by Irate and retails for just $270.

Cutting the Core Support

Once the truck’s bumper, stone deflector, grille and head lights were removed, we determined exactly where the intercooler’s inlet and outlet piping would pass by the radiator. With the outline of a 5-inch diameter circle drawn on either side of the radiator, we began cutting material off of the core support. A plasma cutter comes in extremely handy here (and a sawzall never hurt anyone either). After the holes were cut out and cleaned up with a grinder, we made sure to hit the bare metal spots with a coat of fresh paint. If you’re wondering where the dinky factory transmission cooler went in all of this, it’s gone. We’ve got a larger, TorqShift-intended unit to install when it comes time to go through Paw-Paw’s E4OD.

Repurposed Mounting Brackets

While there are still comprehensive intercooler installation kits available in the aftermarket for the ’94.5-’97 7.3L’s, you won’t be privy to having any direct-fit mounting brackets at your disposal if you’re doing a DIY job. However, this is where you can either go all-out or simply repurpose some metal you’ve got laying around. All of our support brackets are stainless steel—and were originally intended to mount anything but an intercooler. Depending on how fancy you want to get, you can also install nutserts in the core support for your mounting fasteners.

The New Turbo’s Foundation

The turbo pedestal plate supplied in Irate’s T4 turbo mounting system bolts in place of the factory turbo pedestal in the valley and actually uses the same mounting pads. Irate includes four 8x25mm mounting bolts to install it. This inch-thick steel pedestal plate is the foundation that the T4 collector and up-pipe assembly will eventually mount to.

T4 Collector & Up-pipe Assembly

An extra set of hands is required to squeeze the T4 collector and up-pipe assembly into place between the engine and firewall and attach them to the exhaust manifolds. The collector and up-pipe assembly fastens to the pedestal plate via three supplied 8x25mm bolts, which we didn’t fully tighten until the end of the install. Notice here that the supplied 1/8-inch NPT x 6 JIC fitting has been installed in the pedestal base along with the included braided stainless steel line. This is the oil feed for the turbocharger’s center section. It is the original oil supply location for the factory turbocharger, only now an external line will be used.

New Turbo Oil Drain Fitting

Remember the factory fuel pump mounting hole in the block that we left open in Part 5? Thanks to this unique fitting assembly from Irate, we made the vacant void in the valley the oil drain for our new turbo. Using the supplied fittings and stainless hard line, the new (external) turbo oil return line can be made to span from the turbo’s center section to the block.

High-Flow Intake Y

The 3-inch diameter intercooler piping included in Irate’s T4 mounting kit culminates with this intake Y in the valley, which connects to the cold-side intercooler pipe and the intake plenums. Like the intercooler pipes, the intake Y features rolled beads to minimize the chance of blowing an intercooler boot under boost. Also notice the welded in 1/8-inch NPT bung, which accommodates the factory MAP sensor.

3-inch Downpipe

To open up exhaust flow leaving the turbo, Irate includes a two-piece 3-inch downpipe. While Irate fabricates the top section, the lower half is sourced from Diamond Eye Performance. It’s important to note that different size turbo-mounting flanges are available on Irate’s downpipe, and which one you get depends entirely on the turbocharger you’ve selected to run. Because we’re going with an S400 and not an S300, our downpipe’s inlet measures 4.62 inches (the standard turbine housing outlet diameter on BorgWarner’s S400 series turbochargers). As for installing the downpipe, considerable massaging of the firewall has to be performed for proper clearance between the engine and cab. Our best advice here is to break out the Porta Power.

Coming Together

With the pedestal plate, T4 collector and up-pipe assembly and 3-inch intake plenums in place (along with our new turbo’s exhaust housing mocked up on the collector), you start to see Irate’s T4 turbo mounting system taking shape. Next time, we’ll divulge all the specs on the S400 turbo we’re going to run, button everything up under the hood and free up exhaust flow with a 5-inch system.

If you’re wondering why such an extensive turbo upgrade is necessary on Project Paw-Paw, it’s directly related to the massive hybrid fuel injectors we installed in Part 3.

Pickup truck racing is nothing new in North America, where it has been operating under the NASCAR banner since 1995. That being said, the Gander Outdoors/Craftsman Truck/Camping World action (yes, it's had that many title sponsors over the past 25 years) offers a very specific formula: full-size bodies running over tube frames, primarily on ovals. Although the trucks occasionally compete on a road course, it's very much the epitome of NASCAR's 'drive fast, turn left philosophy.'

There are other countries, however, where pickup racing is handled a little differently. While most enthusiasts are familiar with the utes that thunder down under in Australia's various V8 racing events, few know about a similar southern hemisphere series nestled at the very tip of the South American continent. This relatively new super truck set is administered by Turismo Carretera, one of the oldest governing bodies in all of motorsports, and it features a global panoply of pickups duking it out on some of the twistiest tracks available.

Settle It At The Track

The genesis of the series can be found in the bitter rivalry between Ford (with its T6 Ranger) and Chevrolet (the S-10, which shares its platform with the Colorado) in Argentina's heated pickup truck market.

In 2017, Turismo Carretera, which has been overseeing road racing in the country for more than 80 years, saw an opportunity to exploit the fierce brand loyalty that has driven record sales of both trucks in that market.

Dubbed 'TC Pick Up,' the series was unveiled late that year with a fairly simple formula: like NASCAR, the trucks involved would be tube-frame specials, but key differences included a focus exclusively on mid-size, four-door models (as opposed to the full-size, single-cab jobs in the U.S.). Each truck would also be motivated by a straight-six, 24-valve engine, DOHC units that were all built by the same speed shop, TopLine, to ensure as even a playing field as possible.

Short, But Exciting Inaugural Season

Racing began in September the following year. Initially, Ford, Toyota, Nissan and Volkswagen all signed on to participate, with the latter three manufacturers running versions of the Hilux, Frontier and the Amarok, respectively.

Conspicuous by its absence was Chevrolet, which was hamstrung by other racing obligations and couldn't officially make the S-10 available for TC Pick Up.

The field would broaden in 2019, when privateers pushed a Chevy onto the starting grid for the first time, alongside official entries newcomers Fiat (the Toro). General Motors quickly got its lawyers involved, and the driver of the would-be Chevrolet was briefly force to rename his truck 'La Chiva 50' before coming to an agreement with the brand on using the S-10 badge.

Fun And Frenzied

What is the TC Pick-Up series like? The initial 2018 season was limited to three races, largely in a support capacity for other Turismo Carretera events.

There were seven entries overall, with local star Gastón Mazzacane taking the abbreviated championship from behind the wheel of a Volkswagen. Mazzacane's victory was unsurprising given the fact that he had previously spent two years of his long career racing in Formula 1 for Minardi and Prost, along with a stint in Champ car before spreading his wings in Formula Truck's big rig racing in Brazil.

For 2019, the series broadened beyond the Autodromo Roberto Mouras to include the Centenario circuit in Neuquén, as well as Rio Cuarto. The number of events also expanded to 10, starting in March and ending mid-December. This time Ford is dominating, with four victories for points leader Juan Pablo Gianini versus two for Nissan's Valentin Aguirre as they head into the final race of the year. The number of participants has exploded, too, with a whopping 34 drivers having so far taken to the grid.

Would It Work Here?

Could the TC Pick-Up formula work in the United States? There's no denying how entertaining the Turismo Carretera competition has been, with the smaller trucks a good fit for the undulating curves of the tight road courses they've been running.

The trucks also look much closer to stock than anything NASCAR has fielded in decades, which no doubt has helped the series swell its ranks of fans and competitors alike by tapping in to the mid-size pickup lovefest that is the Argentinean market.

Looking back, the closest analog to TC Pick Up was the SCCA Racetruck Challenge, which ran from 1987 to 1991 and featured a number of compact trucks vying for Sunday supremacy. That being said, the American public has proven itself to be largely indifferent to road racing, with even IndyCar struggling to remain relevant.

It's possible that outside of the open wheel context—and absent the import brands that have largely dominated sports car racing—it could have a chance. Given the expanding field of entry-level pickups currently available, and with newcomers slated from the likes of Hyundai, the idea could very well take hold in a nation whose interest in traditional NASCAR has plummeted.

Want to learn more about another unusual racing series? Check out IMSA's nearly-forgotten Renault Cup.

We caught this test mule for the 2021 Jeep Wagoneer running around a local suburb covered in a ton of camo, which we hope is hiding a retro-inspired look.

The Wagoneer and larger Grand Wagoneer will be based on the 2019 Ram 1500 truck platform, which places it in direct competition with the also truck-based Chevrolet Tahoe, Ford Expedition, Cadillac Escalade and Lincoln Navigator. The luxury models will be positioned against the likes of the BMW X7, Mercedes-Benz GLS-Class and the Infiniti QX80, and many more.

While it shares most of the under-mechanicals with the Ram 1500, the Wagoneer models will be updated to an independent rear suspension for better ride quality and road handling, and the interior package will incorporate a third-row seat. Adjustable ride height, a nice feature on the Ram, is also expected to be borrowed from the truck platform. The expected V6 and V8 engines will be offered, while the new turbo diesel inline-six and 48-volt hybrid system is also rumored to be available on newer Jeep models. Look for a plug-in hybrid variant after initial launch. 

We’ll keep our eyes peeled for any more updates on the vehicle—but expect to see the Wagoneer and Grand Wagoneer as early as spring 2020.

Love Jeep? Click here to take a look at this beautiful Trackhawk!

Who doesn't love carbon fiber? It's light, it's strong, it can be used in so many different applications. However, what many people don't realize is that carbon fiber takes an extra level of care to ensure longevity. So what happens if you have skipped out on some of the maintenance that carbon requires?

Oxidation

What happens when carbon fiber is not washed and waxed as often as it should be? Well, just like paint and headlights, carbon oxidizes. This means that the outer surface starts to degrade, picking up more debris and inclusions, and essentially starts to rot. This is almost exactly the same scenario that happens to headlights that have been exposed to the elements for a few years. This is because the resins used to make carbon fiber parts are just like plastic and react when exposed to UV light (sunlight).

Over time this oxidation destroys the clear coat on the carbon making it look dull, hazy, and chalky. At that point no amount of wax or polish is going to bring back the gloss or correct the problem.

Remedy

The only real way to correct the problem is to remove the oxidation and contaminants, or in some cases the clear coat entirely. This gets the part back to the base gel/resin coat or to the carbon weave itself so that a fresh clear coat can be applied. This is the recommended process from Seibon Carbon and Meguiar's and can be done in your garage with a bit of patience and elbow grease.

The Process

The first step is to remove the part and survey the damage. If there are significant cracks or fissures in the clear and gel coats going down to the weave itself these are labor intensive to fix and a new part may be more cost effective in the long run. Hazy/chalkiness is superficial and can be wetsanded out before new clear is applied.

Assuming there is no structural damage and the part has been thoroughly washed, wipe the part down with a wax/grease remover. This is important otherwise you run the risk of embedding old wax into the gel coat or weave which will cause painting problems later. 

Then begin the labor intensive task of removing the haze and oxidation by wetsanding the part with 400 grit sand paper (don't forget to put a drop of detergent in the water used for wetsanding). Wetsanding normal clear coat will leave white sanding residue, but sanding-off oxidation will leave a tan or brownish residue similar to wetsanding oxidized headlights.

If the sanding residue starts turning grey or black STOP IMMEDIATELY. This means you have started to sand the actual carbon weave. When the whole part is sanded, wipe it clean with acetone and then rubbing alcohol. The part should look like satin carbon fiber. If any hazy spots remain, sand those areas again.

After the part is sanded and clean, inspect it again for any structural damage, fissures in the clear coat, or any deep chips. If there are then the chips and fissures need to be filled first. They should be filled with a premium epoxy resin such as West Systems (105 resin and 207 special hardener). Mix the resin per the manufacturer's specifications. Apply it to the chips and fissures with a fine artist's brush and let it cure over night. Sand those areas smooth with 400 grit again and re-clean the part.

Once everything is smooth and repaired it is time to clear coat. A premium clear coat is recommended such as House of Kolor's Show Clear because of the high UV protection (think sunscreen for the carbon fiber). Mix and spray per the manufacturer's recommendations. Note that your local paint and body supplier might let you rent or borrow a quality spray gun such as Iwata or Sata. If it is a small part, you can order urethane clear coat in spray can form from www.automotivetouchup.com. It is highly recommended to spray out two wet coats, let cure, then spray 2 more wet coats. Wetsand with 600 or 800 grit prior to the second round of coats.

Once the part is cured, you can cut and buff to a show quality shine following Meguiar's instructions. Or if the clear layed out nice then you could leave it alone. That part all depends on the finish quality desired.

How to Maintain Carbon Fiber

Whether it is a new carbon part or a refinished/restored carbon part (after 60 days of curing), care and maintenance will extend the life of the part for years. The care process is simple really. Wash your vehicle regularly with a quality car wash like Meguiar's Gold Class or Ultimate Wash & Wax. Then polish it with an actual polish (before waxing) with something like Meguiar's Ultimate Polish or Show Glaze. The polish is important as it returns essential polymers to the clear coat, just like lotion returns moisture to your skin. Then lock it down with a good wax such as Meguiar's Ultimate Wax. Keeping the vehicle and especially the carbon parts waxed is absolutely crucial to extending the life of a vehicle's paint and the life of the carbon part.

For example, the 370Z shown has a one-off carbon roof, interior, front/rear trim, and Seibon Carbon front and rear lips. The roof is 9 years old, interior is 8, and the lips are 1.

Yet all of them still maintain an OEM level of gloss and luster with no visible forms of oxidation. This was achieved by staying up on maintaining good wash and wax habits. Carbon fiber is an expensive investment and it only makes sense to maintain it accordingly.

Want to know the best way to maintain your carbon fiber? Click here!

I swear, if I see one more Subaru ad aimed at people trying to hear whales at a beach somewhere, I'm going to harpoon everyone involved. Happily, Clayton Stother's 2013 Subaru BRZ here is nowhere even close to what you see in those ads. So, I'll just put this fish-spear back and we can focus on his ride.

Part of the reason for the BRZ's coolness is its genetics; it was born of the same R and D that brought us the Toyota FT-HS, which debuted at the North American International Auto Show in 2007. A year later, Toyota bought 16.5% of Fuji Heavy Industries, which came with the Subaru auto brand. When Toyota FT-HS project leader Tetsuya Tada approached Subaru to make sweet love and add its genes to the pool by co-developing the new D-4S boxer engine, they weren't interested. The project didn't jibe with Subaru's rep for high performance all-wheel drive cars. That didn't dissuade him, however. If it had, you'd be reading about a different car right now. He just changed tactics.

“Try it, you'll like it,” is a parental trope we hear as kids to make us eat new food. As adults, we get this time-honored culinary sales pitch (the soft sell; the hard version involves, “Shut up and eat) for other things, too. Without it, the Toyota/Subaru collaboration that gave the world the Subaru BRZ might have not happened. The surest way to get automotive engineers on board with a project is to let them test drive the prototype in development. Knowing that, Toyota invited journalists and Subaru engineers alike to do just that. Subaru changed its tune after that and hopped on to the project. By September 2011 the BRZ Prologue, was shown at the Frankfurt Motor Show, followed by the BRZ Concept STi at the Los Angeles Auto Show. It was the first full mock-up of Subaru's version of the 86. Its initials stand for Boxer engine, Rear-wheel drive and Z for Zenith.

Clayton Stother can appreciate all of that mechanical engineering, seeing as how he is one himself.  His 2013 BRZ was the first gen-you-wine brand new auto he'd purchased, and it served as a daily driver because of that. As he puts it, “When it came out, it was light and sporty. It was practical but it could also do track duty. And I've always been into Subarus.”

The idea behind the build was to showcase a mild-mannered street setup with a little bit of rally and track racing flavor. Seeing as how the BRZ developed massive aftermarket support and is comfortable as a daily driver, Clayton's choice of vehicle made sense. So did his choice in custom shops: Rally Innovations.

Stother is good friends with Rally Innovations' John Pentech, going back to when Clayton was in college.   Both have the same alma mater and Rally Innovations works to support education, too. “I worked part time for him while looking for a fulltime job,” Clayton says. “He showed me ropes of fabrication, design and small business. He had a rally team back in the day and I worked for it. Rally Innovations had a personal connection to me and my car worked as a testbed for some of their parts.”

When it came time to customize the BRZ, Rally Innovations gave Clayton Stother a combination tarmac rally theme. It's something a little different you don't typically see. It’s also personalized for Clayton because the graphics carry over the theme from a jersey he had, plus a Gumball rally-style to the look as well. That 3-piece front splitter, side splitters, and their rear counterparts were all made in-house to set the lines while Baja Designs front foglights got the nod to illuminate the road in the dark.

On the chassis and suspension side, Clayton likes the seating position and how low the BRZ sits. “I'd been in regular Subarus and had a vintage Mustang before the BRZ; they were very upright. I love the low center mass in this one.” And with the suspension changes he added into it the car sits even lower now. “I really like the KW stuff. I feel very connected to driving when I'm in the car.” His BRZ runs KW V3 Coilovers with adjustable tophats, with 3-degree front camber and around 2.3-degree rear camber. While he hasn't done much with the interior, safety upgrades in the form of a driver race seat and harness and a 4-point roll bar are next on the list. He won't need 'em for the street but the BRZ sees time at the track, too.

That new seat and roll bar aren't the only changes in this car's future, though. Although Clayton Stother has left the powerplant untouched, that might change at some point: “It would be cool if it had a turbo and made more power.”

Rally Innovations also showed love to the wheels, tires and brakes on Clayton's baby. A set of 18x8-inch ET35 OZ Rally Racing wheels brings their share of rally looks into the equation while Winmax W5 pads and Centric rotors give Clayton better control on street or track alike. When it came to tires, Nitto was the only logical choice for the project. Rally Innovations has long been a supporter of the brand which has also supported the shop's builds since 2014. The rubber of choice? A set of 235-40-18 Nitto NT555 tires. They offer a design that's good for street and light track use as well. That fit Clayton's BRZ perfectly. 

What won't fit it is listening to whales on a beach somewhere with sappy music playing in the background. Yeah, I'm looking at you, Subaru marketing team.

Want to see what we thought of the '19 BRZ? Click here.

While it may seem like every car company on earth is trying to come out with as many new SUVs and crossovers as they can, the Chevrolet Suburban and Tahoe are two of the most legendary models in the segment and it's a big deal whenever Chevy releases a new version of them.

And with the upcoming 2021 versions, the popular SUVs go heavy on technology with an independent rear suspension, a new diesel engine option and other options aimed at making them the kings of the full size SUV class.

From the outside, the styling on the new Tahoe and Suburban are about what you would expect, combining the boxy profile the two SUVs are known for with fascias and details that share a lot with the recently redesigned Chevy Silverado.

Both models are longer than their outgoing counterparts, with wheelbases stretched by about 4" each. The Tahoe in particular has grown to an overall length that is nearly seven inches longer than the previous version. That of course means improved legroom and improved cargo space over what were already some of the roomiest vehicles one could buy.

Elsewhere, the interiors of both the Tahoe and Suburban get fully redone and loaded up with all of the technology, comfort and safety features that new car buyers have come to expect. That includes a standard 10" infotainment screen and an available 8" digital instrument display.

Beneath the bodywork, both SUVs get a serious reworking with a new multilink independent rear suspension on all models. The off-road oriented Z71 and High Country trims will also have an available air suspension system that can shift the vehicle up to four inches depending on terrain, load or driving conditions.

Under the hood, a 5.3 liter V8 that makes 355 horsepower and 383 pound feet of torque will be the standard engine option, while a larger 6.2 liter V8 with 420 horsepower and 460 pound feet of torque will also be available. Both V8s will feature cylinder deactivation for improved fuel economy.

The big addition though, is the new 3.0 liter Duramax inline six turbodiesel engine that will be optional on all models besides the Z71. It's rated at 277 horsepower and 460 pound feet of torque, and Chevy says the diesel option will not only give the Tahoe and Suburban excellent towing capability, it will put them near the top in terms of fuel economy.

In a way, it almost seems unfair to even call the Tahoe and Suburban simple "SUVs" as they've been around since well before the term became commonplace. Whatever you want to call them, these fullsize utility vehicles are extremely important products for Chevy and the new versions look to continue on the tradition of being some of the most capable and comfortable haulers around.

Both the Tahoe and Suburban will be built at GM's Arlington, Texas plant with deliveries expected to begin in the middle of next year. Pricing will be announced closer to that point.

If you'd like to take deeper dive into the new Duramax engine option on the Tahoe and Suburban, you can check out our story right here.

In 2008, Brayden and Chase Fleece opened Fleece Performance Engineering: a small diesel performance operation based out of a 54x60-foot pole barn on their father’s property. By 2012, rapid expansion in everything they had their hands in (including turbochargers, electronics, engine assembly, transmission builds, parts installs and more) forced them out of their 3,200 square-foot beginnings and on to bigger things. But after relocating their operation east to Nitro Alley in Brownsburg, Indiana (where it also thrived), the growing company eventually ran out of room there, too. In 2014, Fleece expanded into the machining side of the engine building process with the acquisition of Freedom Racing Engines (also located in Nitro Alley) and soon began to ponder their next big move.

Last year, Fleece broke ground on a brand-new, 70,000 square-foot facility located on a 52-acre plot. The purpose-built headquarters was specifically designed to allow them to combine all of their manufacturing, engine building, product development, testing, validation, and drive-in truck services under the same roof. This includes a comprehensive turbocharger line, a start-to-finish cylinder head remanufacturing program, engine dyno testing, injection pump and lift pump production and the ability to machine any part they need to in-house—including engine blocks.

When we arrived for our tour of Fleece’s new headquarters, we were surprised to find much of the space on the freshly-poured concrete already occupied—an indication that the company’s growth is still showing no signs of leveling off. From operating out of a pole barn just a decade ago to becoming one of today’s most formidable players in the diesel industry, the story of Fleece Performance Engineering is one of a true American success story.

The Palace in Pittsboro

Fleece Performance Engineering has grown in leaps and bounds over the years and the company’s new facility, located just two miles northwest of the town of Pittsboro, Indiana along I-74 exemplifies its exponential growth. It boasts 70,000 square-feet of space, a considerable portion of which is shared with Freedom Racing Engines—the engine building side of the company. In less than 10 years’ time, the once-small operation ballooned into a 50-employee enterprise.

A Sea of Machines

With 60,000 square-feet of space at the ground level and another 10,000 upstairs, Fleece’s new headquarters dwarfs its old crib in Nitro Alley, which spanned 26,000 square-feet between two separate buildings. However, between its machining, reconditioning, electronics and manufacturing lines of work, it didn’t take long to fill most of the floor on the ground level. It’s also worth noting that, in an effort to make its new lines of operation as efficient as possible, Fleece allowed its machinists to be involved with the layout (and the initial design even before that) of their specific stations at the new facility.

300-Percent Increase in Turbo Production

Perhaps best known for its Cheetah line of turbochargers, Fleece’s spinney things sell like hot-cakes in the diesel world. This is precisely why its new facility has six turbo building stations vs. just two at the old building. The significant increase in production capacity, along with much more warehousing space for inventory, is specifically aimed at keeping up with market demand and also having chargers on the shelf, ready to ship at a moment’s notice.

Order Up!

One turbo in particular that flies off the shelves is Fleece’s HX35 FMW Cheetah for ’94-’02 5.9L Cummins-powered Dodge Rams (pictured first row, above). It’s based on the factory, tough-as-nails Holset HX35W and is a direct drop-in replacement charger. However, to move enough air to support 650rwhp, Fleece equips it with a 63mm forged milled compressor wheel, a higher flowing turbine wheel and sets the wastegate to open at 40 psi of boost. In the second row, Fleece’s 63mm Cheetah versions of the HE341CW and HE351CW can be seen, all ready to be boxed up and shipped out.

PowerFlo Lift Pumps

Aftermarket fuel supply systems aren’t anything new in the diesel industry, but in 2017 Fleece reinvented the game with its PowerFlo in-tank pump. Using two OEM quality gerotor pumps and active fill bucket technology, its PowerFlo units provide enough fuel to support 800rwhp without the need to add items such as draw straws or sumps to your stock fuel tank. Its in-tank design makes it quieter, better protected from cold weather (i.e. gel ups) and easier to install. PowerFlo pumps are available for ’98.5-’18 Dodge (Cummins) applications as well as ’04.5-’16 GM (Duramax) applications.

For Heavy-Duty Cutting

As Fleece delves deeper and deeper into machining its own engine blocks, this 55,000-pound OKK HM1000S will be in the middle of it all. The 4-axis horizontal machining center will allow for series production of its forged-aluminum Cummins block, or any other big projects the company takes on. Upon delivery, the Fleece crew fabricated the platform that surrounds their new 13-foot tall monstrosity.

Freedom Racing Engines

Most of the eastern portion of the building is consumed by Freedom Racing Engines: the engine building branch of Fleece’s multi-faceted operation. It is here that the company’s race and street engines are machined and assembled, its reman cylinder head program operates steadily five days a week and a whole host of high performance R&D is conducted.

Cummins 24-Valve Cylinder Heads

Taking what it learned from the drag racing and truck pulling side of its business and applying it to Freedom’s cylinder head remanufacturing program, Fleece offers two near-bulletproof cylinder head options for both ’03-’07 5.9L and ’07.5-present 6.7L Cummins owners, as well as a Street series head for ’98.5-’02 5.9L engines. Its Street series head is rated for up to 700rwhp and its fire-ringed Street Performance unit is good for 1,100rwhp. The cylinder head pictured above is about to decked and then machined to accept thread-in pipe plugs rather than traditional freeze plugs.

Duramax Heads

On top of supplying the industry with bolt-on-ready Cummins heads, Freedom’s Duramax head program has really taken off over the past year. From start to finish, the 6.6L V8’s aluminum heads are cleaned, inspected, pressure and leak tested, then decked and equipped with new valve guides, springs and valve seals—all in-house. Freedom’s remanufactured Duramax heads are guaranteed to meet or exceed factory specifications and are available for LB7-LML (i.e. ’01-‘16) model year engines.

3 Clean Rooms and 4 Dyno Cells

Also on the Freedom Racing Engines side, there are three clean rooms for assembling engines (shown above) and four engine dyno cells. The concrete used for each dyno cell was poured separately, along with the walls being made out of solid-filled, 12-inch block walls for optimum safety. Locked inside these concrete bunkers, the fine-tuning and data logging that’s required to squeeze every last drop of horsepower out of an engine can be conducted in a safe and repeatable manner before the power plant is ever lowered into a chassis.

Head-to-Toe Truck Service

Though Fleece has transformed into a multi-faceted machine, with manufacturing garnering much of the company’s glamor in recent years, the company’s roots are based in servicing and upgrading diesel pickups. One step into the service shop and you’ll find the same mechanics that’ve worked for Fleece for years, and enough manpower and experience to tackle virtually any Cummins, Duramax or Power Stroke job that comes through the door.

Forged-Aluminum Cummins Block

Originally unveiled in 2017, Fleece’s all-aluminum Cummins block—a crankcase that’s capable of supporting 3,500-plus horsepower in racing applications—was headed into the company’s Haas VF6 vertical machining center for a few updates when we stopped by. Freedom Racing Engines’ General Manager, John Benshoof, wants to reduce the weight of the forged 6061 aluminum block to 220 pounds in the near future. With the block currently tipping the scales at 260 pounds (vs. 460 pounds for a factory cast-iron 6.7L Cummins block), Benshoof believes enough material can still be removed to meet his end goal. In drag racing and truck pulling applications, these kinds of weight savings can mean the difference between winning and losing.

Curious as to what else the Hoosiers at Fleece are up to? Check out the technology behind its best-selling Cheetah turbocharger for the 6.7L Power Stroke here.

In the past we've covered how 2019 has marked the 10th anniversary of GM’s decision to close down its storied Pontiac brand in the wake of the late 2000s economic recession and we still feel sad about that from time to time.  For decades Pontiac was one of the most exciting and most performance-oriented brands in GM’s lineup and it just so happens that one of the coolest Pontiacs ever to be sold in the US fell just months short of becoming a reality.

In 2008 Pontiac followed up its Australian-built GTO with a new rear-drive sport sedan called the G8. Like the GTO before it, the G8 was actually a Holden product, this one a Commodore that was built down under before being rebadged as a Pontiac and imported to the United States.

During its short sales run, the G8 became an enthusiast favorite with its pair of V8 engine options, spacious interior and great driving dynamics—but the most interesting version of the G8 ended narrowly missing production when GM decided to axe the Pontiac brand.

If you somehow weren't familiar with the Australian auto industry, a car-based pickup truck known as a "ute" was an extremely popular segment of vehicle in the country. It was basically their version of our Chevy El Camino or Ford Ranchero but utes continued to be built for decades after the Ranchero and El Camino ceased to exist in America.

In fact, the Holden Ute was based on the same Commodore that became the Pontiac G8 in America, and for a long time—even before GM decided to import the Monaro and Commodore to the US—American enthusiasts dreamed of a modern Holden Ute being imported here as a reborn El Camino.

Then it happened. In the spring of 2008 at the New York Auto Show Pontiac showed not a concept, but a full-fledged production prototype it called the G8 Sport Truck. It was exactly what many were hoping for—a rebadged version of the Holden Ute with the same 362hp V8 from the G8 GT sedan.

Sales for the G8 Sport Truck were to begin in the fall of 2009, but in between the prototype and production, the economy went into a major tailspin, GM faced bankruptcy and the tough decision was made to cut the Pontiac brand from its lineup.

Needless to say, a production version of the Pontiac G8 Sport Truck never happened and the unique high performance, car-based pickup could be considered the biggest loss that came with the closing of Pontiac.

Even with the loss of Pontiac, dreams of a ute in America didn't end. Five years later when GM decided to import the Holden Commodore once more (this time as the 2014-2017 Chevrolet SS), we once again schemed about a a new El Camino joining Chevy's lineup, but it wasn't to be. In fact, all hope of an Australian-built ute making its way to America likely ended when production of the Holden Commodore itself was brought to an end in 2017.

With the ever increasing popularity of pickup trucks in the US, it's impossible to rule out eventual return of the El Camino in some form but for now it doesn't seem likely. As often happens, all we can do for now is look back and think about what might have been.

The G8 wasn't the first Aussie machine to come here as a high performance Pontiac, head over here for our look back at the wonderful 2004-2006 Pontiac GTO.

Regardless of whether you're facing down an avalanche of snow or simply several months of cool, wet weather, it's not uncommon for owners to store their classic and high performance vehicles during the winter season. Salt, ice, drizzle and cold pavement aren't the best recipe for keeping a special ride in great condition, and limiting your exposure to these elements can go a long way towards extending the life of your car or truck.

That being said, you can't just back into the garage, hang up the keys, and turn out the lights for five months if you want your vehicle to survive storage in style. To be ready to go once spring is here again, you'll need to properly prepare your automobile and the spot it's hibernating in.

Here's how.

1. Keep It Dry

Moisture is the enemy in any automotive storage situation, for a variety of reasons. In a car's cabin, any moisture that creeps in can encourage the growth of mold and mildew, which can leave a persistent odor even after it's been cleaned up. Underneath, exposed metal on the chassis can begin to corrode if it's constantly being exposed to a moist environment.

The ideal winter car storage environment is one that's heated and dry, with adequate drainage in case any sudden storms dump enough precipitation to seep through a window, door, or roof. In general, a heated garage with a concrete floor is a safe bet, but cold storage concrete can sometimes present an issue with 'sweating' or moisture that can develop during natural temperature swings. If this is the case, putting a vapor barrier (such as a tarp) between the floor and the car sitting above it is usually a safe bet. Small sacks of silica—which can absorb water from the air—can also be distributed under the automobile, or throughout its cabin, if you have concerns about how water-tight the building truly is.

2. Keep It Clean

A clean car is a happy car, and that goes for both the inside and the outside when you're getting read to store it for the winter. It's only logical that you'll want your vehicle's paint and trim to be dirt-free before you leave it behind long-term, but it's also worth breaking out the clay bar and removing any contaminants that might be lurking in its finish, too. That way, they won't have months to eat away at your clear coat and chrome, potentially discoloring it or in some cases bonding to the surface.

Inside, you'll want to ensure that any bits of food that might have migrated their way into the floor mats, carpets, or under the seats are vacuumed away. The main reason is to avoid attracting insects or other pests (and we'll talk more about that later).

3. Keep It Covered

Another reason to give your vehicle a good wash before storing it is that you'll want to keep it covered for the duration of its long winter nap. A car cover is excellent protection against dust, drips, dirt, and the oopsies that can occasionally occur if your garage happens to be in active use. You never want to drape a cover over a dirty vehicle, however, as the friction between the cover and the paint will cause spider-webbing and potentially more severe scratches.

In fact, it's a good idea to apply a basic coat of wax to your vehicle prior to putting the cover on, long-term. That way you've got a decent barrier between even the softest of covers and the paint itself.

4. Keep It Charged

There's nothing worse than turning the key after a long season of anticipation, only to discover that your vehicle's battery has given up the ghost. Some cars are like energy vampires that constantly squeeze just a little electricity out of their batteries when parked, but even if you don't have a low-level drain to counteract it's a good idea to practice basic battery health when storing your vehicle.

There are two popular choices. The first is to remove the battery and store it somewhere warm and dry. Whatever you do, don't leave it sitting on a concrete floor, as that can cause a drain through the casing. If you don't want to remove the battery, and are keeping it stored somewhere cold, you can always hook up a trickle charger that will keep a lifeline of electrons flowing into its cells while it sits. A modern trickle charger will come with a computerized circuit that will control the charging level so that there's no overcharging risk.

5. Keep Out The Critters

I mentioned earlier that a clean car will help you prevent bugs and other undesirables from colonizing your cabin. There are other steps you can take to prevent the nesting, chewing and otherwise destructive habits of rodents and critters from ruining your ride over the winter.

The best option is always to restrict access. This starts with the storage area itself, and making sure there are no holes in the wall, or small spaces under the door where squirrels and mice could creep in. Next up is plugging any holes that lead into your vehicle. This is impossible to do in the engine bay, but you can make sure all vents are closed, tailpipes are stuffed with steel wool (which is impossible to chew through), and a cover is wrapped around everything to make entry as tough as possible.

Other options for dealing with pests include leaving dryer sheets on the floorboards, along with mothballs—both smells that rodents and insects tend to avoid. A set of mouse traps in the general vicinity of your vehicle is also a good idea.

Looking for more general, or short-term car storage tips? We've got you covered.

Of all the eras and decades to come and go within the last hundred years, nostalgia for the ‘80s and ‘90s is at an all time high. It seems like half of what is on TV or in the movies are reboots or continuations of franchises from that time, and having a car from that period is a decidedly cool, or shall we say, rad. But why is this?

There’s something undeniably unique about that time. The cars were boxy, colors loud and designs unique. It’s easy to forget in today’s common-chassis, crossover-filled world that not that long ago, cars were allowed to be strange. Rolldown doors? Let’s try it. Race cars on the road? Why not?

It was the last gasp of a time when form came before function and fun came before sense and profits. That’s why shows like Radwood exist and why we love them so much. We recently went to the SoCal edition of the show and have for you our eleven favorites. Enjoy our picks of a time when boxy was beautiful.

1. One Special Koenig-Specials C62

In a show made to celebrate the once-mundane in the automotive world, something this wild, valuable and unique sticks out. One of only three in existence, the Koenig Specials C62 is a road-legal version of the Porsche 962 Group C race car. While it looks similar to and sits on the same chassis as its racing siblings, the entire body was remade to allow for it to drive with the rest of us.

It was also detuned a bit, to a mere 800hp, but that’s not really important. What matters is that this was the first race car of its type to be modified to drive on the road. Others have come after, like the Mercedes CLK GTR and McLaren F1, but this was the car that paved the way. It was something special to see it in person.

2. Period-Correct Suzuki Samurai

Radwood SoCal featured far more street cars than off-road vehicles, but the off-roaders that came went all out. This lowered Samurai perfectly encapsulates the ‘80s aesthetic, even down the license plate.

When you look inside, it gets even cooler, with speakers in the back and a period-correct Igloo cooler in the passenger seat (you can see it peeking through in the photo). Perfect down to the tiny details, like the 76 ball on the antenna, this car is exactly what makes Radwood such a fun show to see.

3. Doors-Rolled-Down BMW Z1

What everyone remembers, and immediately notices, about this car is its retractable doors. It’s an eye-catching feature, but it wasn’t the only innovation the Z1 valiantly attempted to bring to the mainstream. It also had removable body panels, so owners could essentially own two versions of the same car by taking off and putting on different colors.

Neither of these features worked as well as BMW had hoped, but at a car show, that doesn’t matter. Doors that roll down are cool. That’s that.

4. Five DeLoreans

If you’re having an ‘80s car show, having a DeLorean feels like a requirement, but five parked side-by-side? That’s a little more special. Obviously, the movie Back to the Future made it famous, but there is so much about this car that makes it a perfect encapsulation of ‘80s originality.

Gull-wing doors on a boxy sports car that came standard with louvers on the back? No wonder the filmmakers picked it as their futuristic time machine.

5. Off-Road Lexus

When they don’t make the car you want, make it yourself. Prior to 1996, Lexus didn’t make an SUV, so if you wanted to take your Lexus off-road, it needed to be a sedan. This rig oozes cool, and the classic TRD Off-Road livery is a nice touch.

6. Ferrari Testarossa That Will Be Home for Christmas

As the show took place in early December, there were a few cars sporting Christmas wreaths and other holiday paraphernalia, but this Ferrari was our favorite. The wreath fits the back above the engine perfectly.

It also helps that the Testarossa is one of the most iconic ‘80s cars out there. The owner even showed up wearing a Santa hat. If there is once car we could choose to come home for Christmas in, it might be this.

7. Wood-Sided Buick Regal Estate Wagon

Wood paneling: It’s gone, and it’s likely never coming back. That doesn’t keep us from admiring a classic example of the wood-sided family hauler. This one doesn’t have a third row seat for the kids, but there’s still plenty of room in the back for a mattress.

Also, hood ornaments are cool.

8. Banned Consulier GTP-LX

Much less known, but no less sporty, than the Testarossa is the Consulier GTP. This car was so successful as a racecar in IMSA during the ‘80s that it was eventually banned from competing in 1991.

This particular example is one of the LX luxury versions. It came with a host of upgrades for the everyday driver, including Recaro seats, leather upholstery, air conditioning, power windows and even a car phone. You may not have heard of it, but that doesn’t mean it’s unimportant. There’s a reason this one is a registered historical vehicle.

9. Knight Rider Pontiac Firebird

The DeLorean didn’t have the ‘80s pop culture limelight all to itself at Radwood. It had to share space with a nearly-as-iconic car from TV: KITT from Knight Rider. The light across the front moved back and forth and it even made noises like in the show.

The owner wasn’t on hand to say whether or not this was an actual car from the show (you never know, being in Southern California), but either way, it made Radwood feel a whole lot more ‘80s by being there.

10. US Ski Team Subaru 4WD Wagon

During the ‘80s, the US Ski team was sponsored by the Subaru 4WD Wagon, and this example went the extra mile in sending us back to that time. Not only does it have the original livery, but it has skis on top and the owners even showed up in classic ‘80s ski gear. Well done.

11. Rare Renault 5 Turbo 2

While having an import in America isn’t that unique, having a French one is. There is a whole world of cars, from Citroen to Renault and Peugeot, that we never see here in the States. So to see an ‘80s mid-engine French hot hatch was something special, and we aren’t sure when we’ll next have the chance to experience a car like this on this side of the Atlantic.

Want more radness? There was an equally cool assortment of cars at Radwood SoCal last year.

In the wildly competitive 4400 class of Ultra4 Racing, drivers are constantly pushing the limits of man and machine. These four-wheel-drives are a breeding ground for innovation and have been the test bed for everything from cutting-edge suspension systems to new tire molds. Understanding your car's limits and teetering at the breaking point is all part of the game. This fact made it even more interesting when we learned that Team Nitto racing driver Wayland Campbell was stepping out of his championship-winning 4400 car for an all-new machine.

Despite having so much success from his single seat Monster Energy-sponsored 3AZ 3rd Gen Campbell Enterprises car, Wayland knew that in order to stay ahead in Ultra4 Racing, you must constantly evolve. While it can sometimes take close to a year to create a race car from scratch, Wayland’s latest ride would go from a pile of chromoly tubing at the Campbell Enterprises compound to race-ready in just 37 days. Despite missing their goal for making the 2019 Ultra4 Nationals with the car, the long days and nights proved just how much can be accomplished by a talented team in just over a month’s time.

Unlike some of the other top competitors on the Ultra4 circuit, Wayland’s racing remains a hobby. Sure, having a sister and father racing in the same class makes the Campbell’s unique in many respects. However, each go about racing in a way that best suits them. Moving to the 4th Generation Campbell Enterprises chassis has now enabled the racing team to all have very similar cars, which makes servicing and repairs more efficient across the board. Wayland however is quick to point out that his Turnkey LSX engine is the most powerful of the Campbell race cars. 

To the untrained eye, his latest single-seat racing machine may appear very similar to his last. It’s still a single-seat, mid-engine car packing a long-travel IFS front and solid-axle rear. In fact, most of the changes are very subtle in appearance, but significant in the grand scheme of the car. So, we’re digging into the details of what makes this car the pinnacle of the Campbell family’s race evolution and the pieces that make it survive unrelenting race environments.  

More Power

Wayland hinted that this Campbell car is the most powerful, but he was tight lipped about the actual power the 492ci Turn Key Engine Supply V8 was putting out. We know that his father Shannon’s car is pumping out over 800 horsepower, so power is not going to be an issue for the 3AZ come race day. Helping this LSX breathe is a Holley intake manifold and Arrowlane headers. The heads come from Brodix, while the wiring harness was done courtesy of Gerald King at Finishline Racing.

Trail Worthy

A fully built Turbo 400 transmission is paired with a Trail Worthy Fab Hero transfer case. The gear-driven T-case uses a 1.5:1 low range gearset, which is all the gear reduction necessary for the race environments this car is typically in. Getting the power to where it needs to go are drivelines from Arizona Driveshaft. Ensuring the rig has plenty of juice on race day are two Total Power racing batteries.

Independent Front

The Campbell team has been using a proven IFS setup for years. This system starts with a Currie Enterprises center section using 10-inch Motive Gears. This 5.43:1 gearset is mated with a 40-spline ARB Air Locker feeding RCV Performance axleshafts and ProAm hubs.

Big Travel

The 92-inch-wide long-travel A-arm car nets 18-inches of vertical wheel travel. Ensuring this IFS car can handle big hits in the desert are Fox 3.5, 6-tube bypass shocks running along side Fox 2.5 coilovers. Keeping it all under control is a Howe trophy truck rack-and-pinion setup.

Covered With Currie

Out back, you’ll find a very well trussed fabricated housing from Currie Enterprises. Like the front, it too is paired with an ARB Air Locker, 10-inch Motive gearset, and 40-spline ProAm hubs. Helping to add a bit of weight balance to the mid-engine car is a full-size spare.

Trailing Travel

It’s not uncommon for these cars to see triple-digit speeds in the desert and launch through the sky on massive jumps on the short course. In order to mange these extreme travel demands Campbell Enterprises uses trailing arm lowers with a triangulated upper suspension. Working with massive Fox 3.5, 7-tube bypasses and Fox 2.5 coilovers, Wayland’s car is able to net 28 inches of finely tuned suspension travel. Dialing it in even more is a Branik Motorsports sway bar.

The Brakes

Adding serious stopping power are Wilwood six-piston calipers mounted at all four corners. Wayland also has two cutting-brake levers within reach for when he needs a little help maneuvering the car on the trail.

Trail Grapplers

There’s no part of the car that takes as much punishment as the rubber hitting the ground. Wayland, along with the entire Campbell family, have found the winner circle consistently thanks in part to what’s regarded by many as the most durable off-road tire on the market—the Nitto Trail Grappler. Ensuring that the 40x13.50R17 Trail Grapplers stays in place are 17-inch forged beadlock wheels from Walker Evans.

Seating For One

Since this is a single-seat machine, Wayland must play the role of navigator and driver. Giving him driving guidance is a Lowrance HDS7 GPS, while an EMtron management system works with the ECU Master PDU to keep him informed of the rig’s vitals. The NRG steering wheel is removeable and allows for Wayland to easily slide into the Impact HS-1 carbon fiber seat. Finishing off the cabin is a Rugged Radio com system and Parker Pumper fresh-air setup.

Fuel Of It

The seating position was moved forward in the new car partly to make room for the 55-gallon Pyrotec fuel cell. Regulating the flow and sending it on its way all comes thanks to performance fuel parts from Aeromotive. Just behind the cell you’ll find the Ron Davis radiator, which uses the custom paneling to act as a funnel to get cooler air passing through.

Go Prepared

Baja Designs was tapped for all of the necessary lighting on the car. It’s fit with LP6 lights on the front bumper, Squadron Racer Edition lights (bumper and lightbar), and RTL (Rear Tail Light) bar out back. For times when power just isn’t enough to get his car where it needs to be, there is a Warn 8274 winch to get the job done.

Covered

The new car weighs in around 4,800 pounds and boast a 118-inch wheelbase and 21-inch belly height. Very similar to a Pro4 car, fiberglass panels are used to give the car a more defined look. The gray gelcoat panels can be easily removed to allow the car to be rapidly serviced and inspected at the shop or on the trail.

Chromoly- All Of It

Before the first piece of tubing was notched, the entire car was rendered thanks to American Standard Designs. The entire chassis of the car is comprised of TIG welded chromoly tubing. The main cabin portion of the car uses 2-inch tubing with aluminum slugs inserted into the high-impact areas. The rest of the car is 1¾-inch, 0.120-wall chromoly.

Hard Facts 

If you like this, then you are definitely going to dig Shannon Campbell's Dragon Slayer. 

We and many others have praised the current Honda Civic Type R as being one of the best all around performance cars you can get for the money. It's practical, quick, and quite fun to drive with its 306 hp turbocharged engine and fully dialed-in chassis.

The Type R is also known as a giant killer when it gets on to a race track, and its with that thought in mind that Honda Performance Development has just introduced a turn-key Civic Type R that's built specifically for grassroots touring car racing.

Known as the Type R TC, the car begins as a standard FK8 Civic Type R body in white from Honda's Swindon plant in the UK before being fully prepped and modified by the HPD engineers, with the idea to make the process both quicker and more affordable than taking a standard issue Type R street car and doing the same work individually. 

Power comes from the same proven 2.0 liter VTEC turbo engine as the street car, and depending on the specific race class requirements power can be adjusted from 270 horsepower all the way up to 330 horsepower. The gearbox is based on the Type R's factory setup, but includes beefed up third and fourth gears as well as Cusco/HPD limited slip differential.

Elsewhere, the Type R TC gets a full suite of adjustable suspension components, Girodisc two-piece brake rotors and a number of cooling upgrades for both the brakes and engine. Also gone are the Type R's factory 20" wheels, replaced by a set 18" x 9.5" Forgestars.

More important are the safety upgrades that are part of the Type R TC package including a welded, multi-point roll cage, OMP seat, harness and fire supression system as well as a 16-gallon fuel cell. It also comes complete with a full data-logging setup.

The Type R TC will be available to racing license holders through HPD and is built to compete in the SRO Touring Car Americas TC class as well as various NASA and SCCA competition classes. Honda also says the car is geared toward skilled drivers who want to advance from a street Type R into a fully prepared race version.

The price for all of this comes in at $89,900 which sounds tremendously expensive for a Honda Civic, but it's actually quite good when you consider this is a brand new, turn-key race car that's ready to compete.

The Type R TC will slot into the middle of a Honda Racing Civic lineup that already includes a less powerful Civic Si TC race car at $52,000 and a wide-body, sequential transmission equipped top dog Civic Type R TCR at $172,000. Depending on your perspective, these cars may be the most expensive Civics ever, or some of the easiest and most affordable ways to jump into the world of modern touring car racing.

You can also look here to see our own experiences when we swapped out a set of the Civic Type R's 20" wheels and tires for a set of lighter, wider and stickier 18s.

Given the incredible financial success of the Fast & Furious franchise in recent years, it’s not surprising that a video game version of the car-centric action series would be in the works. In fact, there have already been a few different Fast & Furious-branded racing games released, but the just-announced Fast & Furious Crossroads looks to be the most ambitious yet.

Scheduled to release in May of 2020 to coincide with the ninth Fast & Furious film, Crossroads is being developed by Slightly Mad Studios, the same name behind the well-received Project CARS sim racing series and it's that fact which gives us hope for this one.

A trailer for the game was debuted during last night's Video Game Awards event, and not only will it feature a lot of the famous cars from the film series, it will feature some of its popular characters and their real actors, including Vin Diesel, Michelle Rodriguez and Tyrese.

In keeping with themes of the movies, the game promises elaborate heists and vehicular combat featuring both modified muscle and tuner cars along with things like armored military vehicles, trains and hovercraft. It's Fast & Furious after all.

To put it fairly, the visuals from the new game don’t look too impressive, and many around the internet have already likened the graphics to something from the PlayStation 3 era. However, given SMS track record of racing games there’s a chance Crossroads may actually be a rather fun experience.

The modified, weapon-laden vehicles shown in the trailer give off a bit of a Twisted Metal vibe, and there’s even some hints of the 2015 Mad Max Game, which is one of the best car combat/action games in recent memory. Whether this game will come close to that remains to be seen.

While diehard fans of the franchise will likely be excited for the game’s release next spring, there’s hope that Fast & Furious: Crossroads may actually deliver on its promise of well-executed automotive mayhem. At the very least it will be fun to watch the rendered characters deliver their cheesy lines in proper Fast & Furious fashion.

It will be available on PS4, Xbox One and PC when it arrives in May.

In the meantime, if you'd like more FnF branded entertainment, you can check out the new Fast & Furious Spy Racers animated series that's coming to Netflix.

The Performance Racing Industry Show is the place to view the latest and greatest innovative automotive technologies. It’s also a show so full of mind-boggling new products that it’ll put your wallet and willpower to the test. At the very least, our automotive "want list" got eleven times larger. 

1. See Clearly

Loose engine particles can cost thousands of dollars in damage if not caught in time. The folks at Billet Connection developed Clearview Filtration, a system designed that not only catches those metal bits before they enter your engine, but allows you to examine them, too. Even better yet, the see-through assemblies do not require unbolting or loosening any fittings to drain fluids, even if the engine oil looks more like molasses. How is this possible? Simply by switching off the ignition to ensure oil is not being pumped through the filter, then using an air chuck or hand bicycle pump to shoot a quick burst of air into the inlet fitting located on the side of the filter. Oil will empty out of the assembly to expose the filter element. Any particles sitting atop of the filter would have otherwise caused disaster.

2. Weight Loss Made Easy

Looking for more ways to drop weight from your car while making it more reliable? After talking with the guys at Pegasus Auto Racing, investing in an Antigravity Battery is a no-brainer. The number one reason is in the name: Antigravity Batteries offer up to an 80-percent weight savings over lead or acid batteries, yet are endowed with two-times the cranking power of an equal-size acid lead battery. Their lithium-ion technology makes it all possible. Frequently used in Motorsport applications, these batteries are available for 6-volt, 12-volt, and 16-volt applications, in ultra-compact and drop-in OEM sizes. And get this: The Antigravity Battery is also available with a built-in jumpstart button. For extra reassurance, the company’s battery tracker will help monitor any battery’s voltage, starting and charging system with your phone.

3. Girls Drive Fast, Too

Fast and fierce ladies finally have a way to get their hands on affordable fire suits and other racing gear, including SFI-1 and SFI-5 rated suits available in one or two-piece, shoes, gloves, and Snell rated helmets. Racechick is a lady-owned company supporting women in motorsports, and every item offered in the store is meticulously customized for a women's-specific fit, because the more comfortable you are, the more you can focus on driving, and the more you focus, the faster you can go.

4. Cool Your Brakes

When we walked by the Steele Racing Products booth, a whooshing gust of wind from their SRP Gen4 Blower wicked the sweat from our brow. We stopped in to learn that this high-speed blower is the latest generation of SRP’s automotive grade brake and tire cooling blowers, and the thermal management system is an industry first in combining performance, reliability, and dynamic functionality for the racing industry. The fan speed is controlled either with a billet aluminum potentiometer for variable speeds, or by a single-speed on/off switch.

5. Three Pedals, No Problem

When it comes to performance-minded aftermarket pedals, choosing Tilton Underfoot Pedal Assemblies will put the world at your feet. This particular example is the 800-series. The system uses spherical bearing-mounted master cylinders for brake and clutch circuits. Lightweight forged aluminum pedals are engineered for rigidity, and the floor-mount aluminum frame offers superior strength so you can really put your foot down. The foot pads can be adjusted in horizontal, vertical and in angled positions to suit the driver and car.

6. The Concealed Weapon

Keeping competitors guessing just got easier with the Nitrous Outlet’s Nitrous Puck, a system that hides the nitrous nozzle inside of the intake manifold. The standard puck provides a max flow of 400-hp and is designed to install into single plane intake manifolds, mounted at the base of the plenum. When installed, the system discharges the nitrous and fuel directly into each intake runner. If more horsepower is needed, then a step up to the Mother Pucker will provide a max flow of 700-hp.

7. Build Custom Headers Like a Pro

Designing headers doesn’t having to be exhausting. Auto Rod Controls’ new Header Development and Gauging System helps fabricators make perfect radial axis and square vertical cuts at exactly the number of degrees required to maximize airflow. Flawlessly cut edges will save material and prevent excessive weld penetration, which will also eliminate flow restrictions and get all the horsepowers.

8. Making Custom Fabrication Vibrant

Vibrant Performance is the leader in custom intake, exhaust and fluid delivery products, and they bring new innovations to PRI every year.

For 2019, we saw their HD Alignment Tool, which is designed to give the perfect gap when fabricating with their billet clamps.

Also in the Vibrant display were various lines, fancy fittings and their new line of high-performance HD PowerFilters, which provide outstanding filtration, unparalleled fluid flow and peace of mind for fuel injected or carbureted engines. How so, you ask? Each HD PowerFilter includes a serviceable stainless-steel filter element (your choice of 10, 40, 60 or 100 micron filters). An integrated magnet also allows for fine metallic particulate matter to be captured, keeping your investment safe. These filters are machined from 6061 Billet Aluminum and are featured in Vibrant’s signature black anodized finish. They are available in -8AN, -10AN, and -12AN, and billet mounting brackets are sold separately.

9. The Next Racing Generation in Quick Release

The folks behind NRG Innovations are the masterminds behind the most innovative quick release steering wheel systems. Their newest units feature a self-locking mechanism for safety and ease-of-use, which is activated by a simple turn of the wheel. Each unit is built to last while remaining stylish, with varying designs that include quality aircraft aluminum or powder-coated stainless steel in multiple color combinations. Different lever designs are also offered for ease of removing the steering wheel while wearing driver’s gloves.

10. Feed the Beast

Designed for crazy horsepower, it’s hard to find a more powerful, higher flowing, in-line fuel pump than Aeromotive’s Pro-series fuel systems. Engineered for high-horsepower racing engines, this pump, part # 11102, features Aeromotive’s innovative dual chamber design for the thirstiest of engines. 

11. Manage Your Engine Like a Boss

Haltech revealed their newest engine management system, the NEXUS R5, at this year’s PRI show. The revolutionary device is an ECU, PDM, high-speed wi-fi communications module, dual-channel universal wideband controller and a data logger all in one, and it’s all programmable with a single piece of software. It’s not yet available to the public, but there’s already a line of horsepower fanatics waiting in suspense for its release.

Love automotive technology? Check out more of PRI’s best tech innovations.

From electric Porsches to electric Mustang-badged SUVs, this year has seen of the industry's most established and respected nameplates fully embracing the electric car movement, and it looks like Jeep may next to follow, and in a big way.

During a recent media event in New Zealand, Jeep's global president Christian Meunier told Aussie publication Car Advice, that Jeep plans to add plug-in hybrid and battery electric powertrains to its entire lineup by 2022.

While they aren't yet on sale here, Jeep already builds plug-in hybrid versions of its smaller crossovers for overseas markets, and it sounds like that technology will soon be making its way to the brand's larger SUVs and 4x4s as well.

There's no doubt that some old school Jeep fans may be turned-off by the idea of hybrid and electric Wranglers, Gladiators and Grand Cherokees, but the instant torque electrified Jeeps could potentially make them even more capable off-road. All while drastically improving their fuel economy in normal use, or possibly eliminating the need for gas altogether.

An argument could even be made that Jeep has the ideal lineup for electrification, as its vehicles have always been more about all terrain capability rather than outstanding or highly notable engine options.

The published information didn't clarify whether they meant electrification will be an option or be standard across the lineup, but with 2019 quickly drawing to a close, that means we could be just two years away from finding out.

It sounds like an ambitious target for sure but whatever happens the 2020s are going to be an interesting decade for the Jeep brand as it balances its incredible growth with the ever-changing face of automotive technology and the move toward electric power.

Speaking of electric adventure machines that will be here by 2022, have you heard of a little rig known as the Tesla Cybertruck?

Sitting in the winner’s circle begins with the engine that propelled you there, and at PRI 2019 there was no shortage of championship-caliber power plants on display. From record-setting, billet-blocked V8’s to cast-iron I6’s capable of withstanding 3,000 hp, the kind of engine tech that’s present at PRI is unmatched anywhere else in the world. In addition to finding turbo and superchargers bigger than your head, it’s a place where groundbreaking innovations in engine technology collide with old-school recipes that’ve all but been perfected. The following cutting-edge mills, produced by some of the most reputable names in the performance racing industry, have all found a way to raise the bar without sacrificing durability.

4,500HP SMX Water-Jacketed Pro Mod V8

Steve Morris Engines has long been known for building extreme horsepower and in 2019 the company pieced together a 4,500hp V8 with rock-solid reliability. The SMX engine would be the company’s first all-billet, fully water-jacketed (block and heads) version ever offered and it would catapult Tom Bailey’s ’69 Camaro into the 5’s. The 5-second quarter-mile pass took place at the last stop of Hot Rod’s Drag Week, the benchmark competition that requires all competitors to drive their respective vehicle to each race venue. Bailey’s 5.99-second pass at 250 mph was both the quickest and fastest in the event’s 15-year history and the SMX engine racked up more than 800 trouble-free (and extremely cool) miles traveling from track-to-track.

Wagler’s Mechanically-Injected Duramax

Everything you need to know about his one-of-a-kind engine in one picture… Wagler Competition Products brought its work of art, Duramax-based DX460 to the PRI Show with the hopes of getting some attention. Not only did this engine create a hive of activity from passersby and industry colleagues, but it also won the JE Pistons overall Masters of Motors award. The one-of-a-kind DX460 features mechanical injection, including a 16mm inline pump from Wimer Fuel Injection & Turbo in the valley, a Pro Stock turbocharger (also from Wimer) with a compressor inducer measuring roughly 6 inches and a floating core water-to-air intercooler. Soon the mechanical monstrosity will head to the dyno, where it’s expected to make more than 3,000 hp, and possibly even knocking on the door of 4,000!

Affordable Path to 2,300+ HP

Oakley Engine Performance’s 540 to 588ci engine packages have proven capable of sending 2,050-pound cars through the ‘660 in sub-4-second intervals—and pricing on them starts at less than $45,000. These 2,300-plus hp fire-breathers are perfect for Top Sportsman, Top Dragster or even Open Outlaw racing. The version shown here sports Brodix’ hipped aluminum block, intake manifold and BB3-Xtra CNC heads. The rotating assembly consists of Callies’ Magnum crank, MGP aluminum rods and Diamond custom pistons, while the fuel system was sourced from APD. Forced induction checks in in the form of a V-30 series Vortech supercharger. All of Oakley’s engines are professionally assembled and dyno’d before they’re allowed to leave its Owensboro, Kentucky facility.

Pro Stock Tractor Engine

Tractor pulling technology is a unique and highly competitive spectrum. It’s a place where diesel engines originally intended to tend the fields (mostly inline-six mills from John Deere or IH machines) are repurposed to see high rpm and belt out anywhere from 2,500 to 4,000 hp. Thanks to Salenbien Performance's presence at PRI 2019, one of its Pro Stock engines was on display for all to see. The IH-based I6 features a factory cast-iron block stuffed with a Bryant billet crankshaft, REI billet rods, Diamond Racing pistons and displaces 640 cubic inches. The head is a recast piece from Himes, the 17mm billet Sigma injection pump was sourced from Columbus Diesel Supply and the multi-feed, billet injectors came from Harts Diesel. While a 4.1-inch single turbo was bolted to this particular engine, in true Pro Stock trim a charger with an inducer of roughly 5.5 inches would be employed.

Drag Racing Dominance

Pro Line Racing’s 564ci raised cam Hemi was one of the winningest engines in drag racing in 2019. Its long list of accolades included the PDRA Pro Boost championship (along with runner-up), World Street Nationals Pro Mod winner, world’s quickest eighth-mile radial car at 3.57 seconds, the first radial car in the 3.50s, the world’s quickest ProCharger car at 3.587 seconds, setting a new PDRA Pro Boost ET record at 3.597 and much more. In max effort applications, Pro Line Racing’s raised cam Hemi—combined with a ProCharger F-3X-140 and CrankDrive gear drive—has proven one of the most effective combinations in all of drag racing.

Haisley Machine’s Super B (Cummins)

In the world of truck pulling, Haisley Machine is one of the most commonly used engine builders. For anything from 1,400hp to this 3,000-plus hp masterpiece, Haisley is the go-to place for dozens upon dozens of truck pullers. In the higher ranks of the sport (i.e. Super Stock), Haisley’s customers are after one thing: its Super B Cummins. Based around the use of the factory cast-iron 6.7L Cummins block, the Super B features ductile iron cylinder sleeves, a 1-inch deckplate (to quell cylinder bore distortion) and this one in particular sports a 24-valve cylinder head. Hanging off the passenger side of the Cummins sits three massive turbochargers from Wimer Fuel Injection & Turbo, while an 18mm billet injection pump sits just below the polished ZZ Custom Fabrication intake on the driver side. Don’t let the mirror finish fool you, this engine is a dyno and track-proven performer.

A Hulking SMX 481

They say Steve Morris engines are different from everyone else’s in the racing industry. If we didn’t agree, you wouldn’t be looking at another masterpiece from the Michigan-based engine builder. This version of the company’s SMX 481 displaces 540 ci, utilizes its water-jacketed billet block and heads and an F-3R-140 ProCharger and CrankDrive gear drive. it was put together for Matt Frost’s ’67 Nova (better known as “the Hulk”) to race at No Prep Kings’ Rocky Mountain Race Week. It was parked in the ProCharger booth, making more than its fair share of the 20,000-plus horsepower the company claimed was on display there.

The Executioner

If you remember the infamous Cummins dyno explosion from a few years back, this is the new engine Firepunk Diesel will soon be pushing to the limit. It was designed, machined and assembled by D&J Precision Machine. Called the Executioner, it’s based on the use of a billet-aluminum block, entails a bed plate with 6-bolt mains, D&J’s X-beam billet rods and forged-steel ring pistons. Up top, you’ll find a billet, dry 24-valve cylinder head that flows more than 380 cfm on the intake side (at .600-inches of lift) and roughly 340 cfm on the exhaust side (and sports individual exhaust ports). A custom, 12-port exhaust manifold accommodates the high-flow Cummins head. At the PRI Show, the Executioner earned the JE Pistons Masters of Motors best appearing engine award for 2019. As for the future, look for it to push the Firepunk Diesel/Save the Racks Pro Mod S10 ever closer to 3-second eighth-mile territory in 2020.

Lingenfelter’s Stuff Still Gets It Done

It might not be 2,000-plus horsepower, but Lingenfelter Performance Engineering’s 1,000hp Eliminator series package for the ’17-’19 ZL1 Camaro is one of the most refined and streetable combinations of parts on the market today. With it you get Lingenfelter’s ported and polished LT4 heads, its GT31 hydraulic roller cam, a ported and polished 103mm throttle body, an Edelbrock TVS2650 supercharger, Kooks long tube headers and high-flow catalysts, properly-sized (and E85 compatible) injectors and custom ECM programming. Running on E85, Lingenfelter’s test-mule dyno’d 933rwhp, then backed things up with a traction-limited 9.70 at 146 mph at the track.

Need more boost in your life? Check out this inside look at diesel truck pulling’s compound and triple-turbo Super Stock engines.

It’s one of the most recognizable features of the Jeep Wrangler- the full-size spare tire sitting on the back. While it might not seem like a big deal, the fact that Jeep engineered the 2018 to present Jeep Wrangler JL to accommodate something as large as a 33-inch-tall tire direct from the factory is fantastic. Even better, Jeep upgraded the tailgate from the previous generation JK with an all-new magnesium tailgate designed to be much stronger.

Although, we concede that the JL tailgate is an absolute upgrade, it doesn’t change the fact that when you outfit it with an oversized tire, it puts a tremendous amount of leverage on the stock tailgate. This is something we can personally attest to as our 35x12.50R17 Nitto Ridge Grappler dances around quite a bit on our JL Rubicon. (Something we document in the video above.)

There’s no question that there are plenty of avenues to choose from when it comes to finding a better way to carry a full-size spare on the JL platform. For us, we wanted something that would not only take the stress off the tailgate but be a combo of sorts so we can get rid of our JL’s stock plastic rear bumper. Also critical was that it be easy to use. Adding additional levers or complexity wasn’t going to cut it on a vehicle that multiple members of our family drive.

Checking all these boxes and then some was the bumper and tire carrier combo from Expedition One. We’ve used Expedition One bumpers in the past and appreciate their well throughout designs and quality product. Given that the company’s Trail Series 2 rear bumper is designed to hold up to a 40-inch-tall tire, our 35-inch Ridge Grappler would be no sweat. This fact also meant our upgrade could grow with the Jeep, so we don’t have to worry about swapping this carrier system out when we inevitably move up to a taller tire.

While we cover everything you need to know if the video above, we’re highlighting a few more details in the article below.

Oversized Ridge

The biggest reason for moving to a more durable tire carrier was due to the fact we upgraded our JL with a larger set of tires and aftermarket wheels. While our suspension remains stock, we’ve managed to fit on a 35x12.50R17 Nitto Ridge Grappler. Pairing it with a 17-inch Venom Rex wheel, our setup sticks out a bit further over the stock wheel thanks to less backspacing. This didn’t help the situation on our tailgate.

Single Action

Being able to open and close the back of the Jeep easily was extremely important. The way Expedition One is able to make this a reality is by using an arm that connects the swing arm to the tailgate. Using polyurethane bushings to ensure there is enough give, this setup allows you to simply use the original tailgate handle to open and close the gate. Thanks to an integrated lock-out mechanism, you can make sure your tailgate stays put when your Jeep is parked a bit off-camber.

Build to Suit

Want to haul some extra fuel or HiLift Jack? You can take care of all of this with optional mounts available from Expedition One. Included with our Trail Series 2 bumper were 1-inch shackle mounts along with spots for LED lights. We also opted to have ours coated with a textured black powder coat finish.

Added Protection

Since our JL came with the stock plastic rear bumper from the factory, moving up to the 3/16-steel Expedition One setup was a major upgrade in strength. We also gained a little clearance overall. Of course, the most important feature is the fact that it holds the spare tire in place significantly better than stock. If we do need to make room for a different wheel set or taller tire, we can adjust the mounts on the tire carrier relatively easily.

Need some beef for the front of your JL? Check out our winch bumper review.

In the early 1990s, sport trucks graduated from sticker package specials to legitimate performance contenders. After years of focusing almost exclusively on off-road prowess and dude ranch cred, the echoes of the 70s-era Lil' Red Express were finally being felt in a modern context as one brand after another lined up to make muscle trucks a reality.

Ford's initial entry, the SVT Lightning, might have been more conservative than the turbocharged or big-block specials being offered by cross-town rivals General Motors, and certainly nowhere near as exotic as the (not all that fast) 10-cylinder Dodge that was about to make its presence known. Still, the Lightning would turn out to have the greatest staying power of any of these 90s battlers, deliver a much more potent second generation model and teasing Ford fans with what might have been had the automaker elected to stay the course and make the hefty hauler a centerpiece of its Special Vehicle Team efforts.

Points For Trying

Faced with the Chevrolet 454 SS burning up rear tires across town thanks to its massive 7.4L V8, Ford realized that it needed to step up and deliver a truck that could steal a little bit of the Bowtie's thunder. Enter the Lightning, a hot rod version of the F-150 designed and executed by the company's Special Vehicle Team that had been recently assembled to create faster, cooler and flashier versions of existing Ford vehicles.

The SVT Lightning couldn't quite match the 454 SS in terms of raw torque, as the largest displacement V8 available at the time was a 5.8L unit. Still, thanks to a revised intake, heads, and pistons, SVT was able to squeeze out 240 horses and 340 lb-ft, which when matched with 4.10 rear gearing, an upgrade four-speed automatic transmission, and meaty 17-inch tires it could still hit 60-mph in roughly 7 seconds, which was impressive for a full-size truck at that time.

SVT also took care to tune the Lightning's suspension to deliver better-than-average handling despite its bulk. With a suspension that sat an inch lower in the front and a full 2.5 inches down at the back, and riding on a short box chassis, the truck also featured an air dam (to improve stability at speeds above 100 mph). Red and black were the only available colors, and in all just over 11,000 editions of the pickup were produced between 1993 and 1995.

Re-Setting The Standard

Unlike any of the General's entries—and eclipsing even the long-lived V10 Ram—the Lightning was given a second lease on life towards the end of the decade. This time SVT was all-in on making sure that the F-150 would be able to decimate all comers, regardless of whether they were pickups, sport sedans, or even traditional muscle cars.

It started with the short box, flareside edition of the next-generation Ford F-150, which had been released a couple of years prior to the 1999 SVT Lightning's debut. Into its cramped engine bay was stuffed the most powerful engine available from the Ford catalog at the time, a supercharged version of its modular 5.4L V8 that was exclusive to the pickup. Rated at 360 horses and a whopping 440 lb-ft of twist, it cut significant seconds from the original model's 60-mph sprint (posting 5.2), and made it more than a match for most of what was on the road at the time.

The second-gen Lightning featured the same suspension drop as its predecessor, along with slightly less aggressive 3.55 (eventually 3.73) gearing and a much more extroverted body kit. A larger rear stabilizer bar helped improve handling, and 18-inch rubber was on hand to transmit all of that grunt to the ground. In 2001 improved intercooling and a few other engine tweaks boosted output to 380 horses and pushed its top speed to 147 mph.

The revised SVT Lightning was so popular that Ford managed to triple sales compared to the original over six years of production. Tuners loved the engine's enthusiastic response to aftermarket attention, and it quickly became a sensation amongst amateur drag racers. The truck would also play a key role in the 2001 'The Fast and The Furious' film, further tying it to street racing culture.

Last Of Its Breed

With so much positive momentum generated by the second edition of the Ford SVT Lightning, perhaps the most puzzling chapter about the truck's story is the one that was never written. The idea of a new Lightning seemed like a no-brainer when the F-150 was redesigned in 2004, and while the carry-over model stayed in the mix alongside the fresh platform it was the last time SVT would ever get a chance to tune a street truck.

There are a number of reasons why Ford elected to cease and desist Lightning production. Sources inside the company point to the much heavier platform used by the new F-150, which would have required exceptional horsepower and a host of drivetrain upgrades on any performance model in order to surpass the previous version of the truck on the track. In fact, there was talk of 500 horses being the minimum standard for Lightning part III, and the only gearbox that could have taken that kind of pounding in the Ford catalog was a manual unit - an idea that was quickly nixed for being too awkward to drive in a sporty manner.

A Lightning concept with a 500 horsepower supercharged V8 (and 500 lb-ft of torque) was indeed shown off at the Detroit Auto Show in 2003, and it included a unique charge-cooling system that, like the one found in the Dodge Challenger SRT Demon, relied on the air conditioning system to reduce intake temperatures. This was as close as truck fans would ever get to another Lightning-badged pickup.

Today, Ford has elected to concentrate its SVT efforts on the off-road crowd, milking huge profits out of vehicles like the Raptor that translate the Lightning's fierce forced induction performance into a desert-runner template. Although the idea of an asphalt-oriented performer earned a brief revival in 2014 with the Tremor edition truck - essentially a single-cab, EcoBoost-equipped bruiser with sleeker-than-stock styling - Ford has stayed away from anything resembling its previous performance truck glory.

With a current engine line-up that currently boasts 450 horsepower editions of the Raptor, it's hard to understand what's stopping the folks at SVT from taking another crack at a segment of the market no other truck brand is tackling? After seeing companies like Lingenfelter and Roush deliver tuned pickups to a constant trickle of enthusiast customers, Ford could tap into serious dollars with a return to the Lightning lore.

The Ford SVT Lightning remains a fun performance platform. Click here to read about George Dias' fierce autocross hauler that munches cones and turns heads.

These days, few landscapes in the Southwest remain largely untouched. Metropolitan expansion in the deserts of California have pushed out into previously barren regions. But one part of the desert remains mostly intact, resembling life as it was in centuries past. The Mojave National Preserve between Barstow and the Colorado River offers adventure seekers the trek of a lifetime along the iconic Mojave Road. Once used by Native Americans, and later, settlers in the old West as a route from the Colorado River to the Pacific Ocean, the Mojave Road runs 127 miles East to West, and offers unmatched desert terrain and historic landmarks. Our Truck Editor, Matt Moghaddam, is no stranger to this seemingly barren desert, as he has completed the Mojave Road crossing in its entirety on multiple occasions. On this week's Chasing Dust, Matt brings you along as he and his friend, Rylee Walker, saddle up in their purpose-built prerunners to make the voyage across the mighty Mojave Road, ending at the SNORE Racing Rage at the River desert race in Laughlin, Nevada.

After nearly a nine month hiatus, Matt's Toyota pickup, nicknamed Scarlett, is back up and running (well, sort of), and ready to take on the trail. After suffering a broken motor mount and subsequent oil starvation at King of the Hammers earlier this year, the 3.0L Toyota V6 under Scarlett's hood was seemingly doomed. But as any old Toyota owner will tell you, it takes a bit more than that to kill one of these trucks. Matt replaced the broken motor mount, refilled the fluids, replaced the brakes, and addressed a few other items that didn't survive the hibernation in an effort to make this trip happen. For now, the 3.0L is running, but it's on its last leg. Matt's Toyota features a Total Chaos Fabrication long travel system, Deaver F67 leaf springs, King Shocks and a full steel roll cage. Under Scarlett is a set of KMC Wheels Machete beadlocks, wrapped in 35x12.50x17 Nitto Ridge Grapplers, for an effective grip both on and off-road. Matt knows what it takes to make this crossing successful, and he's put a lot of time and effort into getting his truck ready to take it on. 

Joining Matt is fabricator and race prep expert, Rylee Walker. Rylee has years of experience in building and maintaining race trucks, as well as building his own adventure vehicles. He owns everything from a VW Baja Bug to a full-blown race truck, and has also completed the Mojave Road crossing several times. Piloting his 1995 Ford F150 race truck, Rylee is looking forward to a clean trip, free from mechanical issues that have prevented him from finishing this trail in this truck in the past. Rylee's F150 features equal-length twin I-beams, a 4-linked rear suspension, King Shocks, a GM LS-based 6.0L engine, Turbo 400 transmission, and 37x12.50x17 Nitto Trail Grapplers for maximum off-road traction. Rylee's co-driver is his girlfriend Wile'e, who enjoys the desert just as much as he does, possibly even more. 

Together, Matt and Rylee plan to begin their trip at about the halfway mark of the trail, due to recent rains causing the Afton Canyon water crossing to become too deep to ford, and the dry lake bed very muddy. Skipping the early sections of the trail will also allow them to take their time and stop at some of the many attractions and points of interest along this route, such as the Lava Tubes, the Mojave Mailbox, the Frog Shrine, the Joshua Tree forest and the many expansive vistas. Follow along as they make their way across the desert, and see for yourself why the Mojave Road is the granddaddy of all desert excursions in the Southwest. 

Don't forget, Matt also made a map that details the Mojave Road in its entirety, plotting their routes and points of interest along the way. Be sure to save this link for your trip to this amazing trail.

For drag race fans, PRI is the ultimate trade show. Not only are attendees privy to the latest products and technologies coming to market, but many of the show’s 3,400 booths have a vehicle of interest strategically parked out front. From world record holders to recent champions and late-model pony cars to the rides you’ve seen (or are about to see) on Street Outlaws, virtually every car on display means serious business. For our part, we’ve narrowed this year’s raddest rides down to the top 10 we came across. We’ll bring you up to speed on the fastest NHRA Pro Mod in 2019, the debut of Chuck Parker’s new ’66 Nova and Ryan Martin’s nasty ZL1 Camaro, spotlight a 7-second Mustang with A/C and (of course) sprinkle in a couple obligatory LS swaps. Enjoy!

1,000HP Steeda Mustang on Nittos

How do you make your production-based Mustang run with the big dogs? You give the folks at Steeda a call. The company’s Q850 StreetFighter Hardcore DragPack for late-model Mustang GT’s transforms them into outright GT500 eaters.

The complete package entails a Li Tuning & Racing short-block, a 3.0L Whipple supercharger, 150mm Elliptical electronic throttle body and high-flow cold air intake system. To send as much horsepower as possible to the pavement, Steeda includes its S550 adjustable front coil over kit, front K-member and Pro-Action shocks, along with its S550 rear drag spring kit, severe duty IRS half-shaft upgrade with its Stop the Hop kit and a QA1 carbon fiber driveshaft. This particular version is owned by Sun Coast Performance’s Ron Wolverton, sports one of his torque converters and relies on NittoNT05’s for optimum traction.

2019 NHRA Pro Mod Champion: Stevie “Fast” Jackson

One of drag racing’s favorite drivers, Stevie “Fast” Jackson had his NHRA Pro Mod champion Camaro on display in the Holley Performance booth.

The Procharged, Bahrain1 Racing Team’s Camaro set an NHRA E.T. record of 5.64 at Gainesville Raceway back in March, with Jackson taking over the points lead after round 2 and never relinquishing it. With two events remaining on the 2019 calendar, Jackson had already amassed seven wins and 13 trips to the finals in just 35 total races. From one of the best drag radial racers to the top ranks of NHRA’s Pro Mod field, things have come full circle for the east Georgia native.

The “Skart”

Cashing in on the LS-swap craze, Schwartz Performance built this wild kart, which they call the “Skart.” Weighing next to nothing, the Skart showcases Schwartz’ G-Machine chassis (a shortened GM A-body) and TIG-welded roll cage.

It’s powered by an LS1 that’s been treated to Holley’s Sniper dual throttle body intake, low-mount front drive system and Dominator ECU, and that delivers 345rwhp through a Tremec T56 from Silver Sport Transmissions. Independent rear suspension is also present, with a 9-inch housing and third member from Currie Enterprises. The Corbeau Forza seats with 5-point harnesses are must in this 83-inch wheelbase’d rocket.

Record-Setting, Championship-Winning Mustang Cobra Jet

In the sizeable Ford Performance Parts booth, a spot was reserved for Drew Skillman’s record-setting and championship-winning Mustang.

Skillman’s 50^th anniversary, ’19 Mustang Cobra Jet, powered by a 327ci Ford Coyote-based engine put together by Holbrook Racing Engines (and with a Haltech EFI system), set a new NMCA record with its 7.70-second pass at 176 mph. On the NHRA side, Skillman secured the Factory Stock championship thanks to grabbing three wins in 2019’s eight-race series. Right behind him in the runner-up spot was his father, Bill, in the well-known black ‘14 Mustang Cobra Jet.

Mickey Tessneer’s Latest Nova

The ever-talented Mickey Tessneer (a.k.a. Mickey’s Chassis Works) has crafted another ’66 Chevy Nova masterpiece. The low-slung Chevy sports a dual frame rail chassis, removable front subframe and a four-link rear suspension.

Forward of the firewall you’ll find a Steve Morris Engines 481X being force-fed air from a centrifugal Vortech V-128 supercharger and controlled via an EFI system from EFI Technology. On Steve Morris’ engine dyno, the 481X cleared 3,400 hp. So who’s the lucky customer? How about Street Outlaws star and no-prep racer, Chuck Parker. That’s right, expect to see Tessneer’s work of art on TV in the near future.

7-Second, Twin-Turbo Mustang

Call it blasphemy if you want, but Jon Coleman’s ’03 Mustang benefits from LS power—and it’s way cool. First off, it runs 7’s.

Second, the car has A/C, Overdrive, can be driven daily and actually was during Hot Rod’s 800-plus mile Drag Week this year. Built at DBR High Performance, Coleman’s place of employment, the engine is based on the use of an LSR wet deck block from Concept Performance, makes use of a 3.625-inch stroke Callies crank and Ultra I-beam rods, Wiseco flat top pistons, a custom grind cam from Lil John’s Motorsports Solutions and Trick Flow heads. Twin 76mm Forced Inductions turbos provide the boost and a Proformance Racing Transmissions’ Powerglide with a Gear Vendors Pro Mod overdrive unit transfers more than 1,500 hp to the ground.

NMCA Xtreme Pro Mod Champion

It was a blockbuster year for Don Walsh Jr. Behind the wheel of his ’15 Jerry Bickel C7 Corvette, he racked up three wins and a runner-up finish in the NMCA’s Xtreme Pro Mod class on his way to earning the championship.

Along the way, Walsh set a new record with a 3.665-second pass at 214.66 mph. The power plant that got him there was a 521ci Hemi sourced from Brad Anderson Enterprises. The thumping V8, which received its tweaks and maintenance courtesy of local race shop D&D Performance, is boost-fed by twin 94mm Precision turbos and dialed in courtesy of a FuelTech FT600 engine management system.

The No Prep King’s New Ride

After winning Street Outlaws: No Prep Kings Season 3 in 2019, Ryan Martin wasted no time unveiling his new ride: an ’18 ZL1 Camaro.

Like the red “Fireball” Camaro Martin used to win this year’s championship, this version was also built by Gilsbach Racecraft, and a host of lightweight titanium and carbon fiber components made it onto this modern no-prep marvel. All told, it’s nearly 200 pounds lighter than the Fireball Camaro was. For propulsion, the familiar 481X from Pro Line Racing got the call, as did a pair of Precision’s 98mm Pro Mod turbos. A FuelTech FT600 ECU and the same MandM TH400 w/lock up converter are used as well. Only time will tell as to whether or not the proven drivetrain coupled with improved weight distribution and less curb weight will earn Martin consecutive No Prep Kings titles, but it’s definitely a step in the right direction.

Coyote Trap Speed World Record Holder

Chuck Watson Sr.’s Mustang Cobra Jet was the first 2016 model built (#001). Over the years, he’s set and then reset various milestones for these cars and the infamous Coyote-based V8 under the hood.

At the present time, Watson’s wheels-up Cobra Jet holds the trap speed record at 180.72 mph. It sports a Watson Engineering 327ci Coyote with a 3.0L Whipple supercharger feeding it 15 psi of boost, an Aeromotive fuel system feeding fuel to DeatschWerks injectors and a Fuel Air Spark Technology engine management system. A TH400-based Joel’s On Joy automatic coupled with a 9.5-inch Neal Chance converter sends power through a one-piece Dynotech driveshsaft, and ultimately the Watson Engineering/Mark Williams 9-inch rear end.

LS-Swapped Mitsubishi Starion

You want people to stop dead in their tracks in your booth? Park an LS-swapped Mitsubishi Starion in it!

Such was the case in Safecraft Safety Equipment’s neck of the woods in Green Hall. The car’s owner, Mikie Sorrell, owns MKS Motorsport, a company that specializes in Starion parts. The basis for the build actually came from the mind of Sorrell’s friend, Tanner White, who always wanted to stuff a V8 into one of these Japanese-built sports cars. After Tanner suffered unfortunate brain damage in an accident, Sorrell decided to finish the project for him. It turned out spotless. While it’s nothing crazy, power-wise, it’s one of the cleanest and most unique LS swaps you’ll come across.

Interested in some of the wilder engines on display at PRI 2019? Look no further than our exposé on the most exotic power plants present at the show.