In case you haven't been paying attention, there's been a lot of interest in Ford's heritage lately, particularly when it comes to the company's racing history with a Texan named Carroll Shelby. To capitalize on this and at the same time to commemorate the 55th anniversary of the original 1965 Shelby GT350 Mustang, Ford has just announced a Heritage Edition Package that will be available on the 2020 Shelby GT350 and GT350R.

While the Heritage Edition Package doesn't include any mechanical or performance upgrades, it does a great job of connecting the modern Shelby GT350 with the original. All cars equipped with the package will be painted in Wimbledon White with Guardsman Blue racing stripes going over the top and down the side of the car.

This scheme is the same that Shelby's original GT350 back in '65, and has since become perhaps the most iconic Mustang paint scheme ever. In addition to the unique paintwork, the cars will also get special Guardsman Blue badging on both the outside and inside.

For just $1,965 (see what they did there?) the limited run Heritage Edition Package can be ordered now on either of the two 2020 GT350 models, with deliveries set to begin next spring.

Even with the arrival of the more powerful and more expensive Shelby GT500, the GT350 and GT350R continue to be two of the most exciting performance cars on sale today, and this nostalgic package should only make them more special.

And while on the subject of Ford and Carroll Shelby, if you haven't had a chance to check out Ford v Ferrari yet, you can read our impressions of the film right here.

Sometimes, automotive experiments don't get a second act. This is especially true if they spring forth from General Motors, a company that developed a reputation for beta-testing technology in the showroom rather than waiting to deliver a fully-baked vehicle.

Few people remember that Chevy was able to work out the Corvair's suspension bugs and present a much safer design in its second generation, as the lingering stink of its botched launch and negative Nader publicity obscured any potential bright spots. Likewise the Pontiac Fiero's quick descent into the butt of firetrap jokes couldn't be lifted by the excellent drivetrain update that would make later models a legitimate, yet ignored entry on the sports car scene.

When the Chevrolet SSR debuted as a 2003 model, few would have pegged it to continue this long-standing GM tradition. The retro-styling craze was in full swing, and the idea of a muscle truck whose lines were lifted straight out of the 1950s felt like a guaranteed home run for Chevy's limited-production aspirations. Unfortunately, it was not meant to be. Stumbling out of the gate, the SSR would meet with general apathy from its target market, dooming it to ignominy that not even a midnight-hour heart transplant could remedy.

Was it really all that bad? Or is the SSR due for an image rehabilitation project 17 years after it first debuted?

Sign Of The Times

Seen from a modern perspective, there's a lot about the SSR that no longer makes a lot of sense. The idea of building a roadster pickup truck whose cargo bed was more useful in storing its retractable steel roof than it was at hauling anything practical comes across as commercial suicide, the auto industry equivalent of a punk rock band pivoting to Muzak covers for their second album.

Consider the circumstances of its birth, however, and Chevy's passion project starts to make a lot more sense. This was the same era that gave us the runaway sale success that was the Chrysler PT Cruiser, a cheap-to-build, nostalgia-infused panel wagon cobbled together from bits and pieces of the brand's econo-platforms, as well as the Volkswagen New Beetle, itself a re-skinned Golf, and the from-left-field Plymouth Prowler. Copycats would follow in the form of the entry-level Chevrolet HHR and the largely unloved Ford Thunderbird, each of which wore their blast-from-the-past looks as a badge of honor.

Where's The Beef?

If you're not first, you can't rely on novelty to power your sales machine. Instead, you've got to deliver something of substance, ideally in the form of a driving experience that backs up the looks that initially drew buyers into the showroom. Here's where the SSR fell the hardest. It's one thing to give up utility in the face of style, but it's entirely another to be boring from behind the wheel at the same time.

Much of the blame can be shouldered by the 5.3-liter V8 Chevrolet dumped under the SSR's hood. Rated at a competent, but uninspiring 300 horsepower, and matched to a similarly-tepid four-speed automatic transmission, it was a drivetrain that failed to follow through on the converti-truck's visual promise of excitement. We’re talking a full 7 seconds to reach 60 mph, and a quarter mile ET in the mid-15 second range. Not exactly the stuff that dreams are made of, and it showed in dismal sales figures that failed to reach even Chevrolet's modest predictions for the niche truck.

Second Wind

Help was on the way for 2005, which is when the SSR began its mea culpa power tour. Abandoning the cost-focused strategy that had guided the vehicle's original design (the weak V8 was part-and-parcel of its sharing the GMT368 platform with a host of anonymous in-house SUVs), Chevrolet elected to transplant a mightier 6.0-liter V8 that had been tuned to provide 390 horsepower and 405 lb-ft of torque. Not only that, but the same unit could be matched with an optional six-speed automatic transmission, and an additional five ponies made it onto the window sticker for 2006.

This changed everything. With a third pedal in the mix, and all that juicy LS2 torque dripping from the dyno sheet, the SSR sliced a full two seconds from its sprint to 60-mph, finally giving it the 5 seconds flat performance it needed to thrill drivers. The quarter mile now disappeared in a much quicker 14 seconds (a number that still reflected the Chevrolet's porky 4,700 lbs of curb weight). The added engagement of the six-speed was a further bonus, as it dramatically transformed the truck from lethargic cruiser to genuine tire-shredder.

As with every other last-ditch effort to turn around a sinking GM offering, the sport truck's makeover simply came too late. Very few stuck around to sample SSR Part II, especially given that its sales price could balloon to nearly $50k with options. Only 24,000 were ever built, and after the retro wave had crested it slunk off somewhere into the endless summer to die in peace.

Rose-Colored Glasses?

Today, the SSR presents an intriguing choice for hot rod fans who want to drive something different, but don't want to let go of their mod-cons in the process. With such a vast aftermarket available for the LS engine, even the dull 5.3 can be heated up well past its stock limits for relatively little money, offering respectable power for secondhand buyers willing to get a little grease under their fingernails.

If you don't want to do any heavy lifting, then the 6.0-liter model represents an even more appealing buy. While most other go-quick trucks from the same era - such as the Trailblazer SS - have been beaten down by their third and fourth owners by this point, it's easier to find a good condition SSR. With excellent condition examples ranging from $25,000 to $35,000, depending on the year (with later models commanding a premium), Chevrolet's most unusual pickup remains an appealing way to let your freak fiberglass flag fly.

Would Ford have found success with its own retro rig? Check out the 2004 Ford Bronco conept that never made it to showrooms.

With the introduction of the new mid-engine Corvette, the tried and true front-engine formula has slipped into the background. Chevrolet promises huge improvements to handling, road feel, aesthetics and overall performance. Car guys that have never even considered a Chevrolet were almost instantly counting their pennies at the mention of a mid-engined sports car for the price of a lightly equipped full-size SUV.  While the announcement of any new model will always create excitement and anticipation for improvements, many Corvette enthusiasts aren’t ready to abandon their affection for the traditional vision of America’s sports car.

Mike Hemstreet is a Corvette guy. He admits to owning nearly 25 examples over the years, inspired in part by his father, who heads up the local Corvette owners club.

Mike’s 2007 Z06 is a great example of an OEM+ Vette that maintains the best parts of the marque’s identity. Fitted with WCCH Stage 2 heads, Brian Tooley .660 lift springs and retainers, ARP head bolts and Tick Performance ground camshaft, the engine has been massaged by LSXperts to make a conservative 560 HP.

To control airflow in and out of the LS7 engine, Mike’s installed a K&N cold air intake, American Racing full long tube headers, and Billy Boat dual note mufflers. A mile-to-wild switch means that the Corvette can sound like a screaming banshee when the need arises.

Borrowing the Corvette Spyder wheels from the 2009 Z06, Mike covered them in Nitto NT05R tires for maximum grip and excellent looks.

Keeping with the OEM+ theme, the Z06 wears aero from its ZR1 brethren, including the carbon fiber front splitter, side skirts and rear spoiler. Inside, Mike utilizes a MGW short throw shifter that works with the Monster twin disk clutch and remote bleeder for switching through the factory six speed transmission.

Not to let the passion die with him, Mike has passed down his love for the Corvette to his son, who has his own C5 Z06. The Corvette is a car that transcends generations. While some enthusiasts will poke fun at tired clichés of white New Balances and jean shorts, there’s no ignoring a high-horsepower, manual-equipped RWD coupe that offers world-class performance for thousands less than European alternatives. With nearly seventy years of history, the Corvette has cemented its mark in the American automotive landscape as an icon. Mid-engine or front engine, America’s sports car isn’t going anywhere.

For more shots of Mike's Z06 check out the gallery below.

To learn all about the upcoming mid-engine C8, don't miss our article on a full break-down of the car. 

Performance cars parked indoors at the PRI Show, or any show for that matter, seem all too sedentary, but it is the best opportunity to spend time admiring builds up close. Only the best, most well-built cars exude a powerful energy even when sitting still, silently waiting for the next turn of the key. Here are five cars that were built to dominate the track.

Built to Race

Built to compete in the FIA Formula E, the Ligier JS2R is the only true successor to the Ligier JS2 that finished second in the 1975 Le Mans 24 hours. Its rear-mid engine, rear-wheel-drive configuration keeps the car balanced, even when Ford 3.7-liter V6 is pushing 330-hp at 7,000-rpm. Its fiberglass body is bolted to an FIA homologated tubular chassis, which is home to a long list of performance parts. It could be all yours for $112,000 (plus delivery).

High-Speed '70s Luxury

We’ve never seen such a big crowd form around a ’77 Cadillac Coupe de Ville until we stumbled on this 1,172 Horsepower Twin-Turbo LS V8.

You read that right: it makes almost one-thousand more horsepower than stock. Aside from the stuffed-full engine bay, the rear ‘chute was a solid clue toward the Caddie’s speed. Ripping down the quarter-mile in 8.80 seconds at 152 mph proves that not all fast Cadillacs are CTS-Vs.

Getting Squirrelly

Here you see the Toymakerz 1941 Willys coupe in all its glory: Borowski LS power plant, Procharger supercharger, Nitrous Outlet wet spray kit and all. It’s one serious machine: Controlled by a Holly dominator engine management system, the setup achieves upwards of a thousand horsepower and over 860-ft-lb torque. In fact, it can be hard to handle. Just hours after this photo was taken, the car exited the building. Extremely chilling road temperatures, cold tires and a giddy but otherwise experienced driver lead to a roll-over crash. Fortunately, no one was hurt and the car is repairable.

Hondas Love Tacos

Tacomas and Hondas pair up like chips and salsa, especially when it’s a 2003 Tacoma topped with a mildly-built K-series paired with a 62mm Precision turbo. Upwards of 880-hp is slammed to the pavement by a GM Powerglide transmission. What would you say if we told you Tacos could fly? So far, the Tacoma’s best quarter-mile time is a hair-splitting 8.05 at 167-mph.

Panda Express = Yum

This is the only Twin-turbo rotary that we spotted in the PRI Show’s sea of engines, and it was certainly the only rotary-powered RWD Subaru Impreza.

Mofab, LLC is responsible for feeding Doritos to a Subaru, but it took some technical fabrication to make the systems work together.

The Mazda engine is attached to the Subaru transmission via a custom billet adapter. Staggered G series 660 Garrett turbos force air into an Elite Performance intake manifold. The end result is a competitive Time-Attack car with 390-hp and 350 ft-lb torque at 4500-rpm.

Like what you see? Check out more amazing racecars from this year's PRI Show.

For decades it's been pony cars and muscle cars that have fought it out for American performance supremacy, but recent years have seen an influx of factory-hot rodded SUVs, and now these dogfights are also being fought by large, feature-laden behemoths that deliver muscle car performance but with the ability to carry the whole family and anything they may need.

While there are a number of different options today for those looking for an SUV with high performance chops, the Dodge Durango SRT and and Ford Explorer ST are two relative newcomers to this segment and while they achieve their performance in very different ways, they share a lot of the same appeal. Does one of these new American performance vehicles them reign supreme? Let’s take a look.

The Basics: Dodge Durango SRT

While the current Durango is one of the oldest SUV designs currently on sale, Dodge has done a great job of keeping it fresh - especially with the addition of the high performance SRT model a couple years ago. It shares the same 6.4 liter naturally aspirated V8 engine as the Dodge Charger and Challenger, which makes 475 horsepower and 470 pound feet of torque. It’s got an eight-speed automatic transmission and standard AWD.

The Basics: Ford Explorer ST

On the other hand, the Ford Explorer ST is based on the fully redesigned 2020 Explorer which has now moved to a RWD-based platform. Like the Durango SRT, the hotter ST model offers standard AWD, but rather than a V8 it offers a twin turbocharged 3.0 liter EcoBoost V6 that makes 400 horsepower and 415 pound feet of torque. Both impressive figures, even if they fall behind the old school Hemi force of the Durango SRT. The transmission is a 10-speed automatic.

Performance: Durango SRT

Despite its heavy weight, the Durango SRT moves very well. Zero to 60 is accomplished in the mid to high four-second range and low 13 second quarter miles are the norm. While it likely won’t be used on a road course by many owners, the SRT-tuned suspension and big Brembo brakes make it surprisingly capable on a twisty road.

Performance: Explorer ST

While the Explorer ST can't quite match the Durango's giant V8 in terms of acceleration, 0-60 times in the low five second range and high 13 second quarter times mean it's not far off the pace. The Explorer also comes with a significant weight advantage which means a more nimble feel when compared to the brute of the Dodge.

The Everyday Stuff: Durango SRT

If you are buying a high performance SUV, chances are practically and livability are very important. The big Durango delivers here with its vast interior, three-row seating and when equipped with tow package it can pull up to 8,700 pounds. Perhaps the biggest hit against the Durango SRT is its fuel economy, which sits at just 15 miles per gallon combined. Then again, if you are in the market for a large SUV with a lot of horsepower and a large towing capacity, gas mileage may be of little concern in the first place.

The Everyday Stuff: Explorer ST

While a little smaller in most dimensions than the Durango, the Explorer ST certainly isn't hurting for practicality. It too offers three rows of seating with more than ample cargo space, although its towing capacity falls behind the Durango at 5,600 pounds. One major benefit of the Explorer is fuel economy, which delivers around 20 miles combined with its smaller twin turbo V6. It should also be said that if you want the most modern offering, the all new Explorer should feel a lot "newer" than the third gen Durango platform, which has been around since 2010.

Price & Value: Durango SRT

MSRP for a 2020 Durango SRT starts at about $63,000, although it needs to be said that real world purchase prices should be significantly lower. Thanks to promotions like Dodge's "Power Dollars" incentives, it's not uncommon to find Durango SRTs offered at substantial discounts, with sometimes as much as $10,000 off on vehicles that have been on the lot for a while. Prices get even lower if you open yourself to a lightly used example, which can be had for as low as $50,000 with low mileage.

Price and Value: Explorer ST

The Explorer ST meanwhile has a starting MSRP of about $56,000 before you start adding the options. Discounts shouldn't be hard to find though, and when all is said and done the Explorer should still carry a roughly $5,000 lower price while compared to a similarly equipped Durango SRT. Additionally, the Explorer ST is going to be a lot more common on dealer lots because it's a bit less of a "specialty" model than the Durango SRT.

The Verdict

Despite achieving their performance with different methods, both the Dodge Durango SRT and the Ford Explorer ST are catered toward similar buyers and have similar goals. If you the extra edge in performance and don't mind the decreased fuel economy, the Durango SRT is the muscle machine of the pair. The Dodge brings muscle car performance and feel in a family-friendly SUV. The Explorer on the other hand, brings to the table a more tech-oriented approach with its turbocharged engine, better fuel economy, a slightly lower entry cost along more modern underpinnings.

To sum it up, the Durango SRT is the the more specialized, old school enthusiast offering, while the Explorer ST offers a high tech enthusiast-oriented spin on one of America's most popular and modern three-row SUVs.

Then again, if you want a truly wild high performance SUV with more performance, more horsepower and a much higher MSRP, Jeep has a Grand Cherokee Trackhawk with your name on it. But that's a subject for a different story.

Take a gander at the all-new 2021 GMC Yukon in SLT and Denali trim, giving us our first look at the SLT trim while undergoing testing.

Up front we see a grille that’s a little different from the one on the Denali while the rear doesn't have any visible exhaust outlet, unlike on the Denali. The rest of the model looks very similar to the Yukon Denali, which has a bright grille and visible quad-tip exhaust out the back.

Expect many of the same features and drivetrain options as the Suburban and Tahoe, such as independent rear suspension, diesel engine options, improved leg room, and new technology, including cylinder deactivation for improved fuel economy.

The new GMC Yukon will be revealed early 2020 following the just-revealed Chevrolet Tahoe and Suburban, which you can see here.

Every once in a while, a product comes to market that revolutionizes its specific sphere within the racing industry. Whether it facilitates more horsepower, supports that added horsepower or offers a solution for a unique need, the aftermarket always seems to find a way to keep the ball moving forward. Fortunately, one of the largest gatherings of problem-solvers, innovators and horsepower producers takes place each December at the PRI Show—and in 2019 hundreds of manufacturers brought their latest and greatest products with them to the 32nd annual affair in Indianapolis.

Whether it be for sanctioned drag racing, no-prep racing, truck pulling or breathing new life into that old project car, dozens upon dozens of booths had brand-new parts on display. In our time dashing between the aisles, we came across nine one-of-a-kind products that could prove to be game-changers. From professional drag racing to street cruising to lugging the sled through the dirt, the following advancements in racing technology will reset the bar in 2020.

1. BIG Boost

Step aside large frame GTX Gen II turbos, this bad mamma-jamma is taking your place. Garrett’s all-new G57 features a 118mm Inconel turbine wheel that flows 19-percent more exhaust than the wheel employed in GTX Gen II chargers and boasts a wide range of compressor wheel options as well (88, 94, 98, 102 and 106mm). The 106mm moves roughly 250 lbs/min. That’s more than 3,500 cfm! Additional highlights include a lightweight, aluminum one-piece center housing and back plate assembly, a dual ceramic ball bearing center cartridge and stainless steel SFI and non-SFI certified turbine housings.

2. Built for Abuse

Meet the answer to high horsepower and extreme torque applications: Carmack Engineering’s 12-inch rear-end. It features a 12-inch ring gear pitch, can be had with 10 different ring and pinion ratios (2.91, 3.20, 3.70, 3.89, 4.11, 4.29, 4.57, 4.71, 5.43, 5.83) with all gear options being machined by Mark Williams Enterprises and finished at Gleason. The near-bulletproof 12-inch comes with an oil pump, billet yoke caps, BMRS oil lines and brake lines, 4-link bolts, driveshaft sensor and bracket, driveshaft collar, wheelie bar bolts, anti-roll bolts and shock covers. It retails for $27,275 but includes a warranty—proof that Carmack has engineered one of the stoutest rear-ends ever pieced together.

3. CP3 Bolt-On Lift Pump

Compact packaging, weight savings and all kinds of flow sum up the new, gear-driven lift pump option from S&S Diesel Motorsport. Its pump can be directly coupled to a Bosch CP3 high-pressure pump and we anticipate it will be extremely popular for diesel drag racers and truck pullers. The pump is capable of moving 3,000-lph of fuel, which is enough volume to supply multiple stroker CP3’s and support huge horsepower. In this application, it’s bolted to the center pump in a triple 14mm CP3 arrangement aboard a DX460 Duramax from Wagler Competition Products.

4. Budget-Friendly Big Block

Everyone knows the Brodix name, but now you can associate them with one of the most affordable Chevy big-blocks you can buy. While pricing hasn’t yet been released, Brodix’s new cast-iron block is rumored to be very wallet-friendly and specifically intended for weekend warrior-type budgets. All blocks come standard with a priority main oiling system, provisions for a two-piece rear main seal, nodular iron 4-bolt main caps and integrated lugs to facilitate the use of additional 10-degree head bolts in the deck. Its crankcase will only be cast with the standard cam location, but can be had in 4.250-inch, 4.500-inch or 4.600-inch bores (and Siamese bores at that). Two deck heights are available: 9.800-inch or 10.200-inch.

5. No More Break-In Period for Ring and Pinions

Eaton’s new proprietary Super Finish has the potential to save you big money in ring and pinion wear. The proprietary isotropic precision finish is available for both street and competition ring and pinion sets. The low-friction coating frees up 3 to 5-percent more horsepower, improves oil retention and—thanks to not featuring the corrosion-resistant phosphate coating other R&P’s do—completely eliminates the break-in period for a traditional ring and pinion. This means if you toast a conventional ring and pinion at the track, you won’t sacrifice longevity of the new unit by throwing a Super Finished version in and immediately heading back out there.

6. Triple Denso’s

Thanks to their displacement advantage, modified Bosch CP3 high-pressure fuel pumps have been the pump of choice on high-horsepower common-rail diesels for years, with many competitors even ditching the newfangled CP4.2 in favor of the predecessor CP3. Now, having sunk its hands into the Denso HP4—the pump found on the ’17-present L5P Duramax and that outflows the old-school CP3 significantly—the folks at Fleece Performance Engineering have developed this concoction. It’s called the Uber Pumper and it places three HP4 pumps in an in-line arrangement where they share a common drive shaft. Depending on the displacement of the trio of HP4’s, the Uber Pumper might just provide enough fuel to test the limits of Fleece’s billet-aluminum Cummins block. Only time will tell.

7. High-Flow, Variable Speed Fuel Pumps

An electric fuel pump that offers superb reliability and the ability to support more than 3,000 hp? Enter Aeromotive’s new 10-gpm variable speed lift pump. Also available in 7.5-gpm form, the new pumps were designed for high-powered cars that are driven on the street (think Hot Rod Drag Week…) and are based off of their smaller cousins, the 3.5-gpm and 5-gpm units. Similar to those offerings, the 7.5 and 10-gpm pumps are rated for pump gas, E85, methanol and nitro-methane.  The ability to slow the pump’s speed for street driving is key to pump longevity and in keeping fuel temps from sky-rocketing.

8. Mustang Love from QA1

Thanks to companies like QA1, first-generation Mustangs have never been so fun to drive. QA1’s brand-new Pro Coil coilover shock system for ’64.5-’73 Mustangs are direct, bolt-on replacements that require zero cutting or welding. The upper brackets use a double-sheer mount with a bearing so you get exceptional articulation along with superior strength, but they’re also made from lightweight billet-aluminum to reduce weight. Its coilovers allow for simultaneous compression and rebound adjustment and can drop the ride height of your Mustang down as much as 2-inches.

9. Crate Powertrain Systems

For the ultimate turnkey powertrain solution for your project car, Chevrolet Performance offers more than 60 different crate powertrain combinations under the Connect & Cruise umbrella. Complete systems include the engine, engine control system, transmission, torque converter (if required), transmission control system and transmission installation kit. The combination pictured above combines an LT5 with an 8L90-E automatic. The internally balanced 6.2L V8 makes use of 10:1 compression, forged-aluminum pistons, big valve aluminum heads and dishes out 755 hp and 715 lb-ft of torque on premium pump gas. Both the engine and transmission control modules come pre-calibrated for a true plug-and-play combination.

Curious who brought the most horsepower to PRI 2019? Check out the most powerful V8’s and earth-rotating I6’s we came across right here.

Once upon a time, General Motors decided to build the fastest pickup in the world. It was the late 1980s, and the trigger for the truck came from the least-likely source: Buick, which had built a test rig that borrowed the bones of Chevrolet's compact S-10 and re-animated them via a 3.8-liter turbocharged V6 lifted from the vaunted Grand National production line.

It was an intriguing idea. Buick was about to lose the G-body platform that had given it so much performance cachet with the Regal-based GNX, and the front-wheel drive replacement for the car wasn't exactly up to snuff in the go-fast department. Still, the head honchos at the RenCen weren't keen on the idea of Buick suddenly getting into the pickup game. The concept was offered to Chevrolet, which passed because it had its own muscle truck in the mix—the 454 SS—and didn't want to steal its thunder.

That left GMC, often the odd one out of the performance conversation at General Motors, which was all too willing to see where a compact screamer might take them. While the GNX-sourced drivetrain was already a wild take for a segment more used to workaday four-bangers and torque-oriented V6s, it was nothing compared to what would actually hit the streets in production form.

The GMC Syclone was a jaw-dropper when it arrived in 1991, and it's still a potent package today—if you can find one, that is.

Absurd Performance

GMC's bigwigs were all-in on the idea of a turbocharged pickup, but they had some engineering notes before the vehicle made the leap from concept to showroom. The first was the decision to swap out the 3.8-liter mill for the more modern 4.3-liter V6 that was offered in the existing (and recently refreshed) GMC Sonoma. Matching with a Mitsubishi TD06-17G turbocharger, the unit was massaged with a L98 throttle body (borrowed from the Corvette), a Garrett intercooler, and a set of boost-friendly bespoke internals.

All in all, the 4.3 would produce a whopping 280 hp and 350 lb-ft of torque, which were multiples of what the standard Sonoma had to offer. Faced with the realities of unleashing this much grunt on the lightweight rear end of an unloaded pickup, GMC also elected to install a Borg-Warner transfer case that split output 35/65 front-to-rear, matched with a four-speed automatic transmission.

The inclusion of AWD was a game-changer for the Syclone. Suddenly, here was a lightweight, over-muscled truck that could put all of its power down with nary a concern for traction. The numbers reflected just how much of a concern GMC's little monster presented to the established sports car hegemony, what with 60-mph arriving in a scant 4.3 seconds, and the quarter mile disappearing in an unbelievably quick 13.4 seconds @ 98 mph.

Just a few ticks over four seconds is still a very fast 60-mph sprint today. In 1991, it was absolutely ridiculous. Not only was the GMC Syclone the fastest vehicle in the entire General Motors portfolio, it was also capable of shaming contemporary Porsches, Ferraris, and pretty much anything wearing a license plate.

Too Fast For Love

Unfortunately, the public was somehow indifferent to the Syclone's ample charms, perhaps turned off by its $25k price tag (still tens of thousands cheaper than anything with comparable quickness), and its inability to actually do pickup truck stuff like tow and haul, due to concerns from GM about its lowered suspension system and trailer-related liability. A mere 2,995 versions of the vehicle (all in black, with the exception of a handful of Marlboro-livered, targa-roof specials) were sold in its single model year of production.

Undaunted, GMC's engineers turned their attention to a compact Jimmy sport-utility, which shared its frame with the Sonoma and offered an extra dose of practicality compared to the single-cab pickup. The Syclone's mechanicals were transplanted nearly lock, stock, and barrel into the SUV (save for an upgrade transfer case), and the ensuing model was named the Typhoon (with a few extra paint colors added to the mix).

Although the extra weight of the Jimmy platform would add nearly a second to the vehicle's 0-60 sprint, it was still extremely fast for its time. Unfortunately, customers weren't any more receptive to the Typhoon than they were the Syclone, with a mere 4,697 being sold for the 1992 and 1993 model years. Shortly thereafter, the idea of a turbocharged trucklet was retired forever by the General.

Approaching Unobtainable Status

It's a safe bet that GMC will never again be able to claim the worldwide performance crown, let alone do it with a reasonably affordable pickup truck. For those seeking past glory, the time is now to snag a Syclone or trap a Typhoon, because the pricing trajectory for these trucks seems destined to continue its upward momentum.

Top-dollar for the Syclone currently sits around $60,000 for a no-flaws example, and while the Typhoon trails it, the differential isn't all that great. Taking into account the scarcity of these vehicles - roughly 7,500 altogether, with the Syclone only making up 25% of that figure - the number of survivors over the past 30 years in the kind of condition one would want to collect is diminishingly small.

We're not yet at the point where these vehicles are being bought and stashed as static display items in high-end collections, but that time is approaching. If you want to drive one of the fastest trucks ever built , and specifically one that will actually fit inside your garage rather than be exiled to the driveway in front of it, your window on snagging a SyTy deal is on the verge of closing.

The next smaller-than-full-size performance pickup traded turbos for a V8. Learn more about the Dodge Dakota R/T.

We live in an era where 4x4s and off-road oriented vehicles are more capable than they've ever been, and its not just factory-equipped mechanical parts that are helping.

Case in point—as part of the SYNC3 navigation package on the 2020 Ranger, Ford has now included a "breadcrumbs" feature to help keep off-roaders from losing their way in the wilds.

The tech gets its nickname from the way Hansel and Gretel left breadcrumbs behind to find their way back in the classic fairy tale, and modern version uses satellite navigation to do the same thing.

The way it works is simple. With the Breadcrumbs feature activated, the navigation system will drop a pin on the map once each second, laying out your traveled path and allowing you to follow it back to the road in the event you get lost and don't know which landmark to look for. 

In addition to the Ranger, Ford says the feature can also be used on other Ford trucks equipped with SYNC 3-based navigation systems. 

Whether hiking or driving, people have used versions of the breadcrumbs method to avoid getting lost for as long as the story has been around, and while it may not be a game-changing feature it's cool to see Ford thinking of off-road adventurers with this simple but effective software trick.

And speaking of vehicles which will likely include Breadcrumbs navigation, you can check out our speculation on the upcoming 2021 Ford Bronco right here.

I have a distinct memory from what must have been the year 2001 or 2002. I was 15 or 16 and the family was out looking at new cars to replace my dad’s aging work vehicle. While his main choice was between a traditional sedan and a pickup truck, I remember going to the local Pontiac dealer because my dad wanted to test drive the then-new Pontiac Aztek.

The Aztek had been out for a short time at this point, and had already become the butt of many jokes thanks in large part to its unconventional, “ugly” styling. Naturally my younger brother and I weren’t too keen on riding around in an Aztek, but that didn’t stop my dad from test driving, liking and damn near buying a brand new Aztek.

In the end, he ended up going with  a four-door Chevy Silverado—much to our relief. Production of the Aztec ceased in 2005, Pontiac itself was shut down in 2009. My dad would go on to own many different cars in the proceeding years, everything from modern and vintage Corvettes to an electric Honda and everything in between—but his interest in the now-infamous Aztek never faded.

Fast forward to the fall of 2019 and my dad finally realized his dream of Aztek ownership, purchasing a pretty clean 2001 model from a local seller for less than $2000. This time around, instead of being militantly opposed to the idea, my brother and I were a bit more understanding.

Perception Shift

Not only was it a cheap purchase to be used an occasional runabout and to be towed by his RV, it felt like the perception of the Aztec had changed a bit in the many years since that test drive at the Pontiac dealership.

Having “matured” a bit myself, I still thought the Aztek was an ugly duckling but as we approach the 20th anniversary of its debt and after spending some time with my dad’s new “toy” I’ve begun to realize Pontiac’s strange looking crossover may have been ahead it’s time in more ways than one. It may even be a legit classic.

Modern Styling?

Before you even get to the styling, the overall shape and layout of the Aztek has almost become the defacto shape of the mainstream modern car. No the Aztek wasn't the first crossover SUV but with its higher seating position, large cargo area and car-like driving dynamics but with the crossover replacing sedans across America, it very much previewed the literal shape of cars to come. 

Back in the late '90s and early 2000s SUVs and crossovers were pretty subtle in their appearance, so it's not surprising that the Aztec's double-hinged rear end, body cladding and angular elements would be met with disdain. But now as we approach the 2020s, overtly styled SUVs and crossovers are commonplace—from fastback crossover SUV "coupes" to pint sized car-based Jeeps with "trail-rated" styling.

In the nearly two decades that have passed since the Aztek's debut, automobile styling across the board has gotten more extreme, with larger grilles, larger vents and more "personality" all around. And while it still stands out, the Aztek's looks certainly aren't as wild when viewed in a modern context.

Overlanding Gear DNA

When it was released the Aztek was targeted toward "active" Gen-Xers, and more than just its aggressive styling it included a number of unique features that made it a lot more interesting than your typical crossover.

For example, up front there's a built-in removable cooler between the driver and passenger seats, presumably designed for tailgating or camping trips in mind...

In the rear, the back seats are removable, and with them gone there's a large "living space" complete with rear-mounted audio controls for the Pioneer sound system and an on-board air compressor which can be used to fill up a custom-fitted air mattress which was offered as a dealer accessory.

The Aztek GT my dad bought also includes the optional factory tent package which can be assembled and mounted to the rear hatch to make a completely enclosed sleeping area.

Seeing all of this stuff today, it's easy draw comparisons to modern "adventure-oriented" vehicles like the Subaru Crosstrek, and also to the explosion in popularity of the overland movement. No, the car-based Aztek won't hold a candle to a 4Runner or Wrangler on the trail, but there are some definite similarities between its personality and the one favored by the REI-shopping wilderness crowd.

Celebrity Crush

And speaking of the optional tent, we aren't the first ones to point out the resemblance between the Aztek's camping setup and the one shown as a potential feature on the upcoming and wildly futuristic Tesla Cybertruck. Maybe Elon Musk is a secret Aztek fan?

Whatever the case, thanks to the passage of time it seems people may be coming around on the Aztek. Sure there will be those who still consider it one of the most awful things ever to have wheels. While others, may may consider the Aztek one of those cars that's "so bad that it's good."

And then are those who actually appreciate the car for being the unusual, forward-thinking machine it was and genuinely dig it. I guess you can consider my father part of that group. 

No matter your thoughts, one thing is certain. In an era that was filled with tons of forgettable American vehicles, the Pontiac Aztek isn't going to be forgotten any time soon.

And when it comes to modern Pontiacs that may or may not be forgotten, you can find our look back the abandoned G8 Sport Truck project right here.

While the days of awesome Japanese performance cars not being sold in the American market are largely over, there’s always exceptions. Next year Toyota is planning to debut a rally-inspired hot hatchback that we’d desperately like to see stateside.

Based on the new overseas market Yaris hatchback, the Yaris GR is set to go on sale next year and it won't just be a Yaris with more power and a sportier look. In fact, it might be one of the coolest small enthusiast cars in recent memory.

You probably remember the Yaris as being Toyota's small, cheap and rather boring subcompact offering, but the only thing the GR Yaris shares with that car is the name and its basic hatchback profile. Although still in prototype form, Toyota's has already said the car will be an AWD, rally-bred performance machine the spirit of the WRX, Evo, and the old Toyota Celica GT4—only in a smaller, and likely cheaper package.

Final specs of the car haven't been confirmed, but it will have a 1.6 liter turbocharged engine that should make in the neighborhood of 250 horsepower and it will have standard AWD with multiple traction modes. Better yet, the only gearbox will be a six-speed manual.

Toyota says its applied a lot of tricks used with its Yaris WRC cars over the last few years, the overall look of the GR Yaris has a very rally-inspired feel to it with big bulging fenders and a massive intercooler opening up front. In the last several years Toyota has constantly stated its intentions to build more fun cars, and this thing looks like a riot.

Unfortunately, as cool as the Yaris GR is it’s unlikely the car will be sold in the United States as Toyota isn’t even offering the next gen Yaris in our small car-adverse market. Then again, this is the same company that’s recently built TRD versions of the Camry and Avalon, so maybe there’s some hope after all?

Whatever the case, the GR Yaris looks like it might be the most exciting Toyota-built product since the 86, we just hope it won't be forbidden fruit for the USA.

Looking for more on Toyota's commitment to build exciting cars, check out the replica Nürburgring it built in Japan.

Perfection. Some say its pursuit is a fools errand. Others spend their entire lives chasing it. But what makes something truly perfect? More specifically, what makes the perfect vehicle? It may seem like a rhetorical question, but it’s one that many off-roaders struggle to agree on. Practicality vs aesthetics. Specialization vs versatility. Performance vs reliability. The debate goes on. But what if there were no compromises? What if you could build one vehicle to check all the boxes?

That’s exactly the question Taylor Blagdon of Lake Forest, California found himself asking in late 2018. As the Sales Manager for Rebel Off Road, one of the nation’s premier Jeep builders, and a veteran Jeeper himself, Taylor saw a new realm of possibility with the release of the long-awaited 2020 Jeep Gladiator. Details of the new platform began to emerge, erasing any obscurity of its components and design. The rumors were settled, and much to the satisfaction of both seasoned off-roaders and prospective newbies. It was obvious Jeep had listened to their consumer base and delivered upon their needs. Riding on the coattails of the JL Wrangler’s success, the Gladiator offered nearly every benefit its SUV-counterpart is revered for, and then took it a step further with a truck bed. Opening itself up to a whole new crowd, the crew-cab pickup showed incredible potential to be quite literally anything its owner wanted it to be. For Taylor, this meant his new Gladiator could be the same capable rock crawler his JK was, and the ultimate overland rig with the ability to carry the extra cargo necessary to adventure anywhere for days on end.

Taylor didn’t waste any time. For years, his current build, Iron Man JK, was the hallmark of 4-door Jeep JKs, built for crawling performance while still proving reliable and sane. But for a new build to begin, the JK had to go. After selling his beloved Iron Man, Taylor ordered himself a 2020 Jeep Gladiator Sport and quickly put together a full build list, as he does for each of his customers, taking careful consideration of what components will work best together to achieve one ultimate goal. The parts began to roll in even before Taylor took delivery of the new truck. But, to truly appreciate the benefit of completely outfitting a new Jeep build, one must know its capability in stock form. Just days after being handed the keys to his new Gladiator, Taylor found himself in the Eastern Sierras, pitching the bone-stock JT on some rocks along the trails near Mammoth Lakes, learning its strengths and weaknesses, taking notes along the way. But this factory-form Jeep wouldn’t stay that way much longer.

Armed with a team of specialized Jeep technicians at Rebel, and Taylor’s experience in putting together an outstanding build, the boys got to work on project “Iron Man JT.” Starting with the core drivetrain components, the factory Jeep axles were on the chopping block. Although the Gladiator comes with a front Dana 44 axle in all trim levels unlike the Wrangler, Taylor’s plans required larger axles with more beef to them. Installing a pair of Dynatrac one-ton axles on the Jeep (XD60 front, ProRock 80 rear) provides the peace of mind when wheeling with larger tires. Bigger axles mean bigger ring and pinions, larger tube diameters, bigger axle shafts with greater spline counts, and a wider stance. All benefits to any formidable crawler build.

But these big axles come with a cost. The added unsprung weight of the one-tons meant the Gladiators suspension needed to be addressed, and we’re not talking about some spacer lift either. Taylor opted for the Recon Front Coilover Conversion kit, one of Rebel Off Road’s staple Jeep products, made in-house utilizing King 2.5” shocks in all four corners. The Recon kit allows for a comfortable ride both on and off-road, better handling, ride-height adjustability and of course, better suspension articulation. Paired with the coilover conversion is a set of Teraflex Suspensions Alpine IR front control arms, which are adjustable to yield a greater caster angle for a proper alignment. While the rear control arms are still stock, Taylor plans to upgrade both ends of the Jeep to a long-arm system as parts become available. Keeping the Gladiator stable on the road, yet still flexy on the rocks is a RockJock4x4 Antirock sway bar system.

For Taylor, having the right tires on his rig isn’t just a matter of preference. He must be able to trust his tires to get him on and off the grid safely and without incident. Having installed hundreds of them on customer rigs over the years, Nitto Trail Grapplers were the obvious choice for Taylor. The 40x15.50R20 Trail Grappler fits with ease in the Jeep’s fender wells with a modest 3.5 inches of lift (another advantage the Gladiator has over any other truck in its class). All of Iron Man JT’s drivetrain was built to yield the maximum performance from these tires safely, so having them on the build influenced much of the grand design. Keeping in the air is a set of Trail Ready HD20 beadlock wheels, which have been proven on hardcore off-road vehicles for years. “I ran 40x13.50R17s on my JK, but being that the Gladiator is a truck with a longer wheelbase and more spread out, I think it can easily rock the 20-inch wheels on 40-inch tires no problem. And with a 15.5-inch wide tire, traction is far from my concern,” said Taylor.

Once the running gear was installed and completed, he then moved on to modifying the exterior of the JT. The stock hood, fenders and bumpers were next on the chopping block, replaced with more functional aftermarket counterparts. A DV8 Offroad Rubicon style hood was installed, for added ventilation and a tougher look. As with Taylor’s JK build, a set of paint-matched Nemesis Industries fenders were utilized for a sleek, yet functional profile. These aluminum fenders are lightweight, allow for full articulation of the 40-inch Trail Grapplers, and can take a beating. 

Taylor teamed up with Rock-Slide Engineering for the other bits of armor on Iron Man JT. The RSE front bumper offers a narrow-width design, capable of housing a Warn Zeon 12-S winch, with recovery points, and a skid plate below it to protect the important steering components above the front axle. The RSE rear bumper is a first of its kind, made specifically for the Gladiator. It retains the Jeep’s towing capacity, retains the factory Gladiator reflectors, can be used a step to get into the bed, all while allowing for the best possible departure angle. Not much more you can ask from a rear bumper! Taylor is also running a set of their step sliders, which is the product that put RSE on the map. These innovative rock sliders house a flush-mounted step that is actuated to swing down when the doors are opened, allowing for a safe and easy entry and exit from the Jeep. A must-have item for anyone running a lift and big tires.

Up to this point, Taylor had been in familiar territory. Building the front half and suspension on the Gladiator was just like building a Wrangler. But the one component that sets the Gladiator apart, its bed, was uncharted territory for the aftermarket. While the Gladiator has a similar bed to its competitors, few direct-fit aftermarket items existed for it during the build. This aided in the development of Rebel Off Road’s latest production part, the XPLOR Bed Rack system for the Jeep Gladiator. Utilizing the factory bed rails, the XPLOR rack was an easy way to add a ton of versatility to the bed of Iron Man JT. Allowing for infinite mounting options along both sides of the rack, and on top, the bed rack also gave Taylor a place to mount his Roam Adventure Co. roof top tent. With a few RotoPax fuel and storage cans bolted to the side, a Krazy Beaver shovel, Hi-Lift jack and various other outdoor tools, Taylor’s Jeep is ready to take on anything.

And that’s the beauty of the Jeep platform. Unlike some of the other mid-size trucks on the market, the Gladiator carries a heritage of being one of the most customizable vehicles on 4 wheels. Some of the other accessories Taylor has installed include a Rock Hard 4x4 sport cage, KC HiLites LED headlights, A-pillar lights and Pro 6 light rack on the roof, ARB 50-quart fridge freezer with a Rebel Off Road XPLOR fridge slide in the bed, Powertank 15 lbs CO2 tank and Pelican storage cases. All part of the grand design, to be the most versatile and functional Jeep Taylor could build.

Before the Gladiator platform hit the streets, building a mid-size truck that could drive you to work, rock crawl the iconic areas of North America such as the Rubicon or Moab and still carry the necessary cargo for a several day excursion across vast expanses was a tall order. Running 40-inch tires on a mid-size pickup without heavy cutting was nearly impossible. Not to mention the lack of availability in aftermarket parts for such a build. And even if you could manage to solve for all these obstacles, the final product would undoubtedly be cost-prohibitive for the average off-road enthusiast.

Which is why the Gladiator is the perfect platform for adventure seekers like Taylor who see more in their 4x4 than a single purpose. Cliche as it may be, Iron Man JT really does have the best of both (if not all) worlds, and it certainly didn’t take a team of rocket scientists to achieve that. Taylor’s build is one of the earliest examples that demonstrate how with a little careful part selection, the Jeep Gladiator is the perfect blend of form and function. Perhaps most importantly, it’s an inspiration to the many off-roaders out there who, for so long, were forced to make compromises when building their dream 4x4. And if no other statement can be drawn from Iron Man JT, it’s that those days of compromise are far behind us.

Don't miss the in-depth walk-around video of Iron Man JT with Taylor himself!

Finishing what we started in Part 6, it’s time to set the turbo, route the intercooler piping and install a 5-inch exhaust system on our ’97 F-350—the 215,000-mile project truck that’s affectionately known as Paw-Paw. Thanks to the Irate T4 Complete Turbo Mounting Kit we bolted in place during the previous installment, we can run virtually any T4 flanged turbocharger we want now. However, with our horsepower goal being to glean somewhere around 600rwhp out of the 7.3L Power Stroke, we’ve opted to run an S400 series charger from BorgWarner rather than an S300-based unit. But Paw-Paw won’t be getting a run-of-the-mill, out-of-the-box turbo.

Reaching out to Fleece Performance Engineering, a custom 68mm S400 was soon on its way. Sporting a proprietary billet compressor wheel and a larger turbine wheel than what you’ll find in a comparably-equipped turbo, the custom-tailored S468 should get us exactly where we want to be—both on the dyno and at the track. And because boost pressure is about to triple, we’re also installing DieselSite’s high-quality synthetic fabric intercooler boots and a dozen spring-loaded T-bolt clamps. Then, we’re adding a boost fooler from Driven Diesel and scrapping the factory exhaust for a 5-inch aluminized system from Diamond Eye Performance.

This is the last performance add-on the 7.3L V8 will see, but this series is far from complete. Tune in next time, as we’ll be yanking the transmission for a performance rebuild and transforming it into one of the toughest E4OD’s you can buy.

Custom-Built S468

After calling Fleece Performance Engineering and conveying the fact that we needed an S400-frame turbo that could support more than 600rwhp while maintaining great drivability and even offering good towing manners, the company spec’d us the perfect charger. The intake side features a proprietary, 7-blade billet compressor wheel with a 68mm inducer and a map width enhancement groove (the factory turbocharger measured 60mm and had no map groove), along with a 3.5-inch V-band discharge compressor cover. The 68mm compressor flows in the neighborhood of 1,300 cfm, which is a huge upgrade over stock (725 to 750 cfm).

The Key to Drivability

The .90 A/R exhaust housing wears a coat of Fleece’s signature high-temp black paint and conceals a 10-blade turbine wheel with an 81mm exducer and an 87mm inducer. Use of the 87mm wheel (used almost exclusively in S472 and S476 turbos) separates our Fleece S468 from BorgWarner’s common off-the-shelf S467.7 FMW, which sports a smaller, 74/83mm turbine. Fleece’s theory behind utilizing the 87mm wheel is to make use of a fairly large turbine without sacrificing drivability (i.e. spool up) by pairing it with a relatively tight .90 A/R exhaust housing (vs. Borg’s 1.00, 1.10 or 1.25 A/R options).

Billet S468 Price: $2,297.50

Box S467.7 FMW

Thanks to its affordable price tag, good spool up and ability to support more than 600rwhp, BorgWarner’s box S467.7 FMW is one of the most popular T4 turbo choices in the 7.3L world. It features a forged milled compressor wheel (FMW) with a 67.7mm inducer, a conventional (straight boot) compressor housing outlet and the previously mentioned 74/83mm turbine wheel. Equipped with the available 1.10 A/R exhaust housing (which is ideal for optimum top-end, high rpm flow), we’ve seen this off-the-shelf charger support 550 to 650rwhp on countless 7.3L-powered Fords on fuel—and we’ve also seen it abused to the tune of 1,200rwhp on nitrous.

S467.7 FMW Price: $1,300

Installing the S468 in Sub-Sections

Just as we described in Part 6, breaking the turbo down into sub-sections was the easiest way to install it on Irate’s T4 collector and up-pipe assembly. Believe it or not, even though the S400 sits centered (and higher) in the valley, space is still tight on both the compressor and turbine sides. Here, the exhaust housing has been fastened to the collector’s studs via the supplied mounting nuts.

More In-Frame Turbo Assembly

With the turbine housing affixed to the collector, the center cartridge, shaft and compressor housing back plate were all installed as a single assembly. In this picture you get an idea how close the compressor housing will be to the driver side head. This is precisely why we opted for Irate Diesel Performance’s flat intake plenums in Part 6. Attaching the 3-inch diameter intake Y would come next, followed by installing and clocking the compressor housing to clear it.

V-Band Connection at the Compressor Outlet

Although we don’t expect to see block-scattering boost, we do anticipate our A-pillar gauge will register 50 psi on occasion. The fact that the turbo’s compressor outlet sees the most boost production is precisely why we spec’d our S468 with a 3.5-inch V-band discharge. A V-band connection eliminates an intercooler boot in this high-heat, high-boost area. Also notice that the oil supply line has been attached to the turbo’s center section, the supplied air intake has been installed and the new crankcase ventilation hose is hooked up.

Boost Fooler

Not all OBS Fords (’94.5-‘97) need them, but for less than $60 a boost fooler is cheap insurance that the MAP sensor will never hinder your pursuit of horsepower. While all ’99-’03 7.3L Power Strokes need a boost fooler to keep the PCM from defueling at 24 psi of boost, the frequency-based MAP sensor on the older Fords can freak out if it sees a sharp rise in boost. This mechanical Overboost Annihilator from Driven Diesel intercepts the MAP sensor line and only allows it to see 22 to 23 psi of boost.

Overboost Annihilator Price: $59.95

Boost Containment

To guard against blown or degraded intercooler boots, we reached out to one of the best names in the business, DieselSite, for a complete set of boots (7) and clamps (14). DieselSite’s intercooler boots are made from a synthetic fabric that can withstand 100 psi of boost, extreme heat and won’t break down when exposed to fuel or oil. Our 3-inch diameter boots measure 4.25 inches in length. To ensure the intercooler boots never budge, we’re using DieselSite’s 300 series stainless steel, spring-loaded T-bolt clamps. The high-quality clamps feature zinc-coated bolts and 300-pounds of clamping force apiece.

High-Flow Downpipe

If you know anything about the design of the factory downpipe on ’94.5-’97 Power Strokes, you know that this 3-inch diameter piece is a major improvement. More of a pinched-down oval, the factory downpipe is highly restrictive and chokes exhaust flow once power levels crest the 300rwhp mark. Above, you’re looking at the top section of the two-piece downpipe supplied in Irate’s T4 turbo mounting kit (complete with a 4.62-inch inlet to match the S400 turbo’s exhaust housing outlet). The second (lower) portion of the downpipe comes from Diamond Eye Performance, which transitions flawlessly into the company’s 5-inch exhaust system.

5-Inch Exhaust System

Opening up the rest of Paw-Paw’s exhaust system, we installed a 5-inch diameter aluminized kit from Diamond Eye Performance (PN K5315A-RP). The company’s 3-to-5-inch system includes a two-piece 3-inch downpipe, 5-inch diameter pipe from the downpipe-back and is the only 5-inch system still available for ’94.5-’97 7.3L owners. As we’ve already pointed out, the upper section of the downpipe wasn’t usable in our case, as it’s intended to bolt up to the stock turbocharger. Once in place, we went back through the exhaust system from head to toe and cut down the excess threads on all of the supplied U-bolt clamps for a nice finished look, and then added the supplied logo-embossed 304 stainless steel 7x18-inch tip.

5-inch Exhaust System Price: $330 – 350

Engine Ready, Transmission Not So Much…

As far as the engine is concerned, we’re ready to start chasing horsepower. However, the E4OD it’s bolted to stands zero chance of getting 600hp to the wheels without some major upgrades. In Part 8, the four-speed auto will receive a full performance makeover, complete with a host of billet and re-machined parts, additional clutches and topped off with a triple-disc torque converter and a billet flex plate. If you’re adding big power to a manually-shifted ’94.5-’03 7.3L Power Stroke, you can skip the next installment, so long as you contact South Bend Clutch for a dual disc upgrade for your ZF-5 or ZF-6 hand-shaker (make it a 3250…).

If you missed how we readied Project Paw-Paw for a bigger turbo and snuck an intercooler behind the grille, catch up on those extensive installs here.

With mere days left before the calendar rolls over to 2020 and the start of a new decade, it's time to take a look back at the 2010s—a period which may go down as one of the greatest performance car periods of all time. From supercars and hypercars to modern muscle cars, hot hatches and EVs—here are 10 cars that will forever define the 2010s for us.

1. McLaren Senna

While the idea of a "hypercar" was around prior to the 2010s, it wasn’t until this decade when the term became a competitive genre unto itself. And off all the hypercars introduced in the last 10 years the McLaren Senna may be the most iconic.

With a twin turbo V8 making nearly 800 horsepower and a carbon fiber-laden design that looks more jet fighter than automobile, the Senna will represent the high end automotive excess of the 2010s.

2. Ford GT

Is the Ford GT the greatest American car of the decade? With its stunning looks, genuine supercar performance and its competition pedigree (including a return to victory at Le Mans) there’s a lot of arguments in the Ford GT’s favor.

Not only that, but there’s unique way Ford allocates the cars, requiring potential buyers to submit an application and prove they were worthy of ownership. All of that and more means the Ford GT will continue to be sought after for decades to come.

3. Honda Civic Type R

The 2010s saw some fantastic entries in the hot hatch segment, but none caused the buzz that the latest version of the Honda Civic Type R did. Whether it’s the wild looks or the new turbocharged engine, the Type R earned strong reactions from all who encountered it.

The FK8 Is not only notable for being the first Civic Type R ever sold in America, it also became one of the fastest front wheel drive cars ever produced. It’s sure to be one of the most sought-after “normal” cars of the 2010s.

4. Toyota 86/Subaru BRZ

Perhaps no car on this list had as much pre-release anticipation as the Toyota 86 and Subaru BRZ in the early part of the decade. While some have criticized their low power, the 86 and BRZ very much delivered on the promise of great handling and inexpensive, RWD fun.

With affordable sports cars becoming more of an endangered species, Toyota and Subaru proved that there is still room for cars that focus on fun and excitement over raw performance.

5. Ford Mustang Shelby GT350 & GT350R

One of the biggest automotive stories of the decade came in 2015 with the debut of the all new Mustang. The move to a modern platform with independent rear suspension helped changed the perception of Ford’s legendary pony car, and things got even better with the debut of the Shelby GT350 for 2016.

In a time when so many cars were adding superchargers and turbochargers, the GT350’s 5.2 liter naturally aspirated, flat plane crank V8 immediately became a standout thanks to its stratospheric redline and Ferrari-esque exhaust note.

6. Tesla Model S

Along with many other automotive trends, the 2010s will be known for the rise of the electric car. And from a performance perspective, no vehicle shook things up like the Tesla Model S when it arrived in 2012. It didn't just impress with its driving range and luxury looks, the performance versions of the Model S also delivered acceleration capabilities that were almost unbelievable.

Electric cars still have a long way to go before they'll replace internal combustion vehicles as the mainstream choice, but the Tesla Model S helped show the potential of EVs as more than just gasoline-free transportation.

7. Dodge Challenger & Charger SRT Hellcat

The 2010s may go down as the peak of the "second muscle car era" and no car is better representative of that than the Dodge SRT Hellcat. With a 707 horsepower supercharged Hemi V8 both the Challenger and Charger Hellcat delivered incredible drag strip performance in a package that could be daily driven with ease.

With so many brands trying to build "sports cars," Dodge fully embraced the muscle car spirit and that formula has ended up working very well for them. Time will tell whether cars like the Hellcat will continue to be built, but there's absolutely no denying its importance.

8. Chevrolet Corvette C7 ZR1

The modern Corvette has always been about delivering incredible all around performance for a low price, and the C7 generation very much continued that tradition. With the ZR1 model, Chevy saved the best of the breed for last. It packs 755 supercharged horsepower, tons of aero improvements, giant brakes and is capable of lap times besting cars that cost twice as much. 

Even more importantly, with the Corvette moving to its new mid-engines platform for 2020, the C7 ZR1 will likely go down as the baddest front-engine Corvette ever built. Whether or not the "old" Corvette stands the test of time remains to be seen, but it's no doubt one of the defining performance cars of the 2010s.

9. Porsche 918 Spyder

In some ways the 2010s can be seen as the convergence of gasoline and electric technology, and no car represents that blend better than the Porsche 918 Spyder. With a 4.6 liter V8 and a pair of electric motors combining to make 887 horsepower the 918 set a new benchmark for hybrid performance.

It's easy to see a future where electric cars are mainstream transportation and gas cars are for fun, but the 918 Spyder's formula shows that both the new and the old can be combined in a pretty incredible way.

10. Jeep Grand Cherokee Trackhawk

What do you get when you take the 707 horsepower supercharged engine from the aforementioned Hellcat and put it into an AWD SUV? You get the Jeep Grand Cherokee Trackhawk, which is simply one of the most insane family vehicles ever built and one that's about as politically incorrect as a machine can get.

The Grand Cherokee Trackhawk is a vehicle that doesn't need to exist, but we are so glad that it does. And there's no doubt it will go down as one of the most unique and unconventional performance vehicles of the last 10 years.

There you have it. Will the 2020s end up being better than 2010s when it comes to factory performance cars? Here's hoping so, but it's going to be a tough task.

And, if you'd like to back a little further, you can check out our list of iconic cars from the end of the 2000s right here.

Color balance, style and the overall look of a vehicle have to be accounted for in a pro-level build. Luckily for Kevin Geraldez, those aspects of a build are exactly within his wheelhouse of skills. He'd always had a passion for trucks and had a decade of designing experience including vehicle livery, logos and concepts on a smaller scale with collectibles and toys. His goal was to put it all together to build his ideal do-it-all rig.

“I was fortunate to grow up during the 80’s with lowriders and mini trucks,” Kevin said. That exposure influenced much of his work and he appreciates the aesthetic of the era. He dove into the process using his dependable 2017 Toyota Tacoma TRD 4x4 Sport as the foundation for the project.

First and foremost, the build had to meet Kevin's needs, and there were many. “I’ve been surfing since I was 11 and love skating and snowboarding. I wanted a vehicle that could accommodate my hobbies and included room for storage, showering and sleeping. I don’t call my vehicle an Overlanding Truck, I consider it my Lifestyle Rig,” he said.

Kevin’s first modification to the truck was a roof rack to hold his longboards because they would hang way too far out of his truck bed. Then came the Waterport, a water system that always comes in handy when they shut the water off at the beaches and other government recreational parks. The Decked storage system in the bed was a must-have to hold an assortment of gear, food and more. He considers it one of most useful upgrades he’s made to the Toyota.

These first few changes made it start to look like a legitimate build, but Kevin wanted to do more. He reached out to his friends in the off-road industry and looked into what other parts were out there. He fostered a relationship with Victory 4x4, located in Michigan—they needed a Tacoma to showcase their armor, roof racks, bed racks for an upcoming show. “I looked at their products online before I committed. Just because a part may be “free” doesn’t mean you should put it on your vehicle.”

Needless to say, there were no haphazard parts slapped on Kevin’s truck, and to get the look just right he had to replace/redo much of the gear he’d previously installed. “I see guys throwing product on their vehicles because it’s free and it looks terrible or doesn’t work or last—every part should flow and work with the body lines.” Kevin said. Once he received all the parts from Victory 4x4 it took about three months to put it all together.

When it came time for suspension, lift and tires, Kevin kept it on the tried-and-true conservative side. “I wanted the practicality of a moderate lift and went with the Pro Truck Lift by Eibach with a 3” rear and 2.5” lift in the front. “It works well, and it didn’t ruin the ride,” Kevin said. The back of the truck had about 600 lbs added to it and in order to keep the truck stable he added a Deaver Stage two leaf spring pack to handle the extra weight.

Continuing with his commitment to a consistently high-quality build, he picked up a set of 285/70/17 Nitto Ridge Grappler tires hugging 17” Center Line Patton wheels with -12mm offset to tackle obstacles with ease that he might encounter off-roading.

Originally, the interior material was stock cloth and ended up getting automotive leather by Katzkin professionally installed by Stitchcraft, “The leather was the way to go because it doesn’t absorb moisture or smells the way cloth does,” Kevin said. He ran all his lights by wireless remote through a Trigger Wireless system. “I really like how I can control the lights if I am out of the vehicle, it also has options for strobes and dimming your lights when using the app,” he said.

On top of the bed rack is the High Country Tri Layer 55” by Freespirit, “This tent is top notch quality made, and you need to see for yourself how comfortable they are.” It’s also equipped with one of the leading recovery winches, a WARN ZEON S-10 and Factory 55 flat link.

So, what is next? After taking the truck to SEMA 2019 and featuring it at the LA Auto Show he wants to enjoy the truck for a while, get it dirty, and really put all his fun overland gear to the test. He enjoyed putting his Tacoma together on a 1-to-1 scale and hopes to design a diecast 1/64 or maybe even a 1/24 scale version of his truck in the future. Until then, he’ll continue to support his friends, enthusiasts and companies with his designs and share what he has learned on building his ultimate lifestyle rig. Follow Kevin Geraldez @shred_n_tread on IG.

Photos by Kevin Geraldez

Love off-road Toyotas? Click here to take a look at this 2011 Tacoma built for overlanding.

For this article, we are assuming you’ve already upgraded the obvious things, like brakes, the cooling system and safety upgrades. Even after those essentials are complete, there’s always a long list of car mod wants. So, where should you start? Here are seven common items that sometimes need an extra twist of the arm to commit to, plus the arm twisting you need to take the plunge. 

1. Wheels

If all you do with your car is run errands and rev your engine while sitting at stop lights around the mall, then save your smoothie money and stick with stamped steel or cast wheels. But, if you are getting serious about track time, forged wheels are where it’s at. Though they are a cheaper alternative, don’t let flow-formed wheels fool you. The method for manufacturing flow-formed wheels are similar to cast, except the metal is poured into a smaller wheel mold, then heated and stretched. This process of heat and pressure helps strengthen the aluminum in the barrel portion of the wheel, but the hub section of the wheel is still cast and tends to be brittle.

There’s a reason why most competitive drivers steer toward forged wheels: they are lightweight, yet strong and dense enough to take a beating. But, there’s also a reason why these wheels are more expensive. Production costs are high because the process is quite intense. In short, a raw block of metal is pressed into shape with extreme pressure. If you are increasing your car’s power and pushing your skills as a driver, buying forged is worth the peace of mind. A few good brands to get you started are Forgeline, Enkei, BBS, Advanti and Konig.

2. Tires

Sticky competition tires will put the power to the pavement, and certain tire compounds are better than others depending on the use and conditions. Take Nitto’s NT01 tires, for example. Designed for consistency, strength and steadiness on the track, the high modulus rayon compound combined with steel-reinforced sidewalls and body-ply construction gives drivers the confidence it takes to push their cars to the limit. The NT555R was designed in a similar fashion, but with a tread pattern designed for those who also drive their cars on the street. For RWD drag racers, nothing beats a set of NT05R drag radials on the rear for straight-line stability and a pair of NT05 street tires in the front for the ease of going from street to strip.

You can further fine-tune performance tires to the track conditions by decreasing or increasing the psi. Higher pressures will be better in resisting aquaplaning, while lower pressures will give better grip and breakaway for recovery.

3. Coilovers

Ditching your simple lowering springs in exchange for a set of coilovers will give you a much greater range of adjustability in ride height, spring pre-load, shock dampening and rebound, so you can tune your suspension to your specific driving style.

 Depending on your current setup, the stiffer springs may make for a rougher ride overall, but your car’s cornering performance will have you grinning from ear-to-ear. 

The old saying “you get what you pay for” still rings true when looking at coilover manufactures. Cheap coilovers can be a liability on the road and on the track, and some sleeve designs can fail even when lightly abused. If superior handling is what you seek, watch out for cheap knockoff brands and save your pennies for the real deal. Fortune Auto, BC Racing, and KW are good places to start. The image used here features Fortune Auto’s custom coilovers, which are fully serviceable and rebuildable, and therefore will save you money in the long run. After install, it’s important to get a proper alignment catered to your driving style. 

4. Hydraulic Hand Brake 

Hydraulic hand brakes aren’t only for drift cars. They enhance the fun factor in any car while making your setup more competitive, and have several benefits over a standard e-brake. They are easy to reach and spring back on their own, so all you have to do is let go. Some manufactures sell handbrakes that incorporate a locking mechanism so it can also be used as a standard e-brake.

Handbrake turns are frequently used in rally driving to negotiate tight, lower speed corners and can be useful in a variety of maneuvers and stunts, such as the Scandinavian flick. A hydraulic handbrake is hands-down the best way to pre-load a FWD MT drag car to get off the line quickly. And, of course, handbrake turns are also a method of inducing oversteer for drifting.

To initiate a braking drift,the driver enters the turn and applies the brakes to push the car's weight to the front wheels, causing the back wheels to rise and lose traction. A combination of braking, throttle and shifting holds the slide through the corner and carves a tighter radius around the turn. This method of taking a bend will only be quicker than the conventional racing line if the corner is very tight, but every second counts, especially when it gives a little extra thrill.

5. Anti-Theft

A quick disconnect steering wheel’s main purpose is to aid a driver while entering and exiting a car equipped with jungle gym-like roll bars, but there are other perks. An aftermarket steering wheel can offer better grip, more custom to your hands, which also allows for more driving position comfort and vehicle maneuverability.

Street cars equipped with quick-disconnect hardware may get extra cool kid points, but the setup can also work as a theft deterrent. A car with a seemingly missing steering wheel will take more effort to drive away with. The setup pictured features a Momo steering wheel secured by an NRG quick disconnect hub. 

6. Cooling System (for You)

Cooling devices such as the Cool Suit Chillout System will help you maintain focus during the hottest of track days. The system pumps a propylene glycol coolant formula through specially designed cooling apparel, and suit temperatures are adjustable from 35 to 70-degrees.   

Though such a system does require installation of a cooling unit and plumbing the device to the driver’s seat for easy connection to the driver’s apparel, it is simple to use once installed. For those worried about putting on unwanted weight, we have good news: The entire system weighs just 12-lbs, including the fluid. The average electric draw is 15 to 18 amps, which shouldn’t require an additional battery source.

Darby Jean recently installed the Chillout System, and after experiencing the cooling bliss during a hot summer season, she agrees that this upgrade is essential if you are trying to push to yours and your car’s limits. “I noticed immediately that I was able to bring down my lap time because I could hold my focus longer,” she said. “It keeps me level-headed and able to focus, even after taking several laps in a hot car.”

Adding Aero

A gargantuan wing won’t do you any good at legal road speeds, unless guzzling gas faster for no gain is the goal. For street driving, it’s most beneficial to reduce drag, but if you’re competing on a track you may want to consider taking it a step further.

Smoothing the underbody of the car with added lightweight panels is the best way to reduce drag and gain median speed. For the average circuit car, it’s best to start your aero package off with a basic rear wing to put more weight on the rear tires, and a front splitter to reduce drag. Adding a rear diffuser will speed the airflow up underneath the car, reduce pressure (aka drag), and create a greater difference in pressure between the upper and lower surfaces of the car for even more aerodynamic grip and faster cornering ability. If you want to get really O.C.D., smoothing out body panels and filling gaps will help your car slice through air like a hot knife cuts butter. 

Reducing drag quickly leads to needing additional downforce. Balance is important: If you upgrade to a bigger rear wing, you’ll need to add front aero, like a larger splitter or canards, for example. This process could lead to several variations of aero until you find the right balance for your setup. As you maximize downforce, you’ll quickly realize that you need to upgrade your springs to handle the extra weight. If you haven’t figured it out already, committing to perfecting your aerodynamics can lead to a vicious cycle.

Did you think this article would help talk you out of spending your next paycheck on car parts? Sorry, not sorry. But here are some tips on how to get your build sponsored.

An off-road vehicle, by its nature, usually requires compromises in daily livability. Most 4x4-capable trucks and SUVs were not designed to primarily be used off-road, rather they are engineered to have good road manners for the masses, and if needed, to not embarrass themselves when the pavement ends. Enthusiasts need to modify their on-roader with all sorts of all-terrain tires, aftermarket bumpers, lift kits, etc to really have something that will be truly capable off-road. In that process, generally any aspirations of luxury are abandoned. The two ends are, for the most part, mutually exclusive. However, there exist a few vehicles that have managed to do both. When off-road chops are part of the inherent design of the vehicle, adding luxury doesn't necessarily compete with wheeling. It's no surprise that these dual-purpose SUVs have all developed an iconic status over the years. Among its peers, the Land Cruiser and Range Rover, Mercedes' G-Wagen has military roots, but exists now as a luxury vehicle that can go anywhere. 

Jordan Riegelhaupt has built on the G-Wagen's incredible roots to make his 2008 G55 something truly special. The exterior has been modified to resemble its big brother, the G63, while the steps, brush guards and trim have all been powder-coated or wrapped in satin black. The changes give the boxy SUV a sinister, all-business aesthetic. 

Although Mercedes designed the G-Wagen as a go-anywhere beast, but a little extra ground clearance and custom suspension is never a bad idea. ARB OME 50mm lift springs were installed, as well as King adjustable shocks to handle any terrain Jordan throws at the big Merc. 

Maintaining a good balance between comfort and performance, Jordan wrapped a set of 22" Formula Aventerra Revolution wheels in on-road and off-road excelling 325/50/22 Nitto Ridge Grapplers. This wheel and tire combo sets the tone for the whole truck. The classic  lines of the G-Wagen mixed with a modern take on a classic European wheel design and aggressive tire was a smart pairing. 

Moving inside the AMG, the luxury has been turned up a few notches. Custom stitched Ferrari Rosa red leather covers the seats and door panels, while contrasting suede adorns the headliner and pillars. Piano black trim echoes the sinister look of the exterior.

With nearly 500 hp on tap from the stock engine, Jordan didn't see a need to mess with the Mercedes supercharged powerplant.

With most modern cars being equipped with increasing better OEM in-car entertainment, most builds nowadays ignore the opportunity for improvement. Jordan, however, saw the need for a few changes, installing JL Audio speakers around the cab, all being commanded by a Pioneer Appradio 4. A custom sub setup has been installed in the rear that looks good enough to be designed by Mercedes themselves. 

While this SUV is obviously not headed across Moab anytime soon, this modified G55 makes an excellent case for on-road luxury and off-road performance that few other non-purpose built vehicles can touch. It's is no surprise that the second generation G-Wagen was made from 1990 to 2018 with very few changes. Like many of its peers, the designs are both timeless and simple, and owners want the reliability and tradition inherent in those design choices. The G-Wagen will always be cool. That being said, Jordan has certainly found a way to make it his own, and if it turns a few more necks on and off-road, that's a great bonus. 

Like luxurious 4x4s? Don't miss our coverage of Toyota's brand new Land Cruiser Heritage Edition! For more photos of this Mercedes Benz G55 AMG, see the gallery below! 

Performance pickups were once a way for utility-focused buyers to have a little fun without sacrificing the practicality they needed in a daily driver. Trucks also offered an alternative to the muscle car scene whenever modern offerings began to look a little anemic, as their rear-wheel drive, V8-powered platforms were amenable to modification and offered tail-happy, tire-blazing driving dynamics.

Flash-forward to today and after a brief renaissance from the 90s to the early 2000s, street trucks have almost completely disappeared from the scene. With the focus now largely on the off-road and luxury crowds, it's tough for consumers to buy a pickup for straight-line power, never mind handling prowess.

Still, we did our best to scope out the current set of offerings and see what kind of performance we could scrape up from the current crop of pickups. Check out our list of go-fast trucks that illustrate just how far from the street scene these tow-friendly, all-terrain beasts have strayed.

1. Toyota Tundra TRD Sport

Pros: Bilstein shocks and big TRD swaybars offer a substantial handling upgrade over stock.

Cons: Aging 381 hp V8 is identical to every other Tundra, and outclassed by newer turbocharged power plants. Also, that hood scoop, which is actually sitting on top another hood scoop, is just for show.

Toyota Racing Development must be chomping at the bit to actually do something fun with the Tundra, which has been left to wither on the vine as the rest of the full-size segment blows past it with tech and other toys. Still, even if you can't get it in a lighter regular cab model, the Sport sticker does net you suspension upgrades that will at least simulate road-holding on a closed course.

2. Chevrolet Silverado RST

Pros: 6.2-liter V8 is a hoot, Performance Upgrade package provides meaningful boost in output.

Cons: Only available with four-wheel drive models, no regular cab edition.

For the 2020 model year, Chevrolet democratized access to its fire-breathing 6.2-liter V8 engine, which previously made its 420 horsepower and 460 lb-ft of torque available on luxury editions of the full-size truck. Now optional with the street-oriented RST trim (which comes with 22-inch wheels and body-colored exterior accents), the 6.2 can be further sweetened via the Performance Upgrade package, which adds 15 horses and 9 lb-ft of torque by way of its deeper-breathing intake and exhaust system. If only you didn't have to select four-wheel drive to make the 6.2 and its 10-speed automatic available with the RST.

3. Nissan Titan SV

Pros: Single cab body style paired with V8 power = burnouts for days

Cons: No actual performance gear offered with the pickup.

Nissan is one of the few companies out there that allows you to pair its top-tier (read: only) V8 engine with a regular cab version of its full-size truck. This gives the Titan 390 ponies to play with from a 5.6-liter power plant, which is enough to keep things interesting, but not quite enough to qualify it as a street machine without some aftermarket lowering springs and stickier tires.

4. Ford F-150 Limited

Pros: 510 lb-ft of torque, AWD grip.

Cons: It's incredibly heavy, so don't try to take any corners at speed.

If it were up to us, the 395 horsepower and 400 lb-ft of torque offered up by the F-150's 5.0-liter V8 wrapped in a stripped-down XL package would be our pick. But we just can't ignore the numbers provided by a fully-loaded Limited crew cab model, which makes use of Ford's top-tier EcoBoost V6 (which offers 450 horsepower and 510 lb-ft of torque).

In a straight line, all-wheel drive versions of the truck have been clocked at 5.1 seconds from zero to 60, which is quick enough to eclipse the second-generation Ford SVT Lightning and almost keep up with the Ram SRT-10. Pretty crazy for a vehicle with a 5,600 pound curb weight.

5. Ram 1500 Tradesman

Pros: Big V8, (relatively) little truck

Cons: No performance gear at all once you get past the motor.

Fun fact: FCA is still building previous-generation Ram full-size pickups alongside the latest and greatest. Dubbed the 'Classic,' these trucks fill the gap until Ram can free up production line space to produce regular cab versions of the current truck. Until that happens, a stripped Tradesman with a 395 horsepower, 5.7-liter V8 is your best bet for performance from the brand.

6. Toyota Tacoma TRD Sport

Pros: Finally! Another actual sport truck package, with a manual transmission to boot.

Cons: Lackluster V6.

Much like the Tundra that started this list, the Tacoma TRD Sport is notable for giving truck buyers a hint of pavement performance by way of its Bilstein shocks and better-than-average handling (for a mid-size pickup). Its smaller size also helps it feel slightly less lunk-like when being hustled down the road. With 278 hp on tap from its 3.5-liter V6, however, there's not a lot of muscle to be found here. At the very least, you can exercise your left foot with one of the only manual gearboxes still available on a six-cylinder pickup.

Want to learn more about the glory days of the performance truck scene? Check out our history of the Dodge Ram SRT-10.

When the goal is to find a luxury vehicle that will haul parts and haul tail without compromising ground clearance, the options on the market are somewhat sparse. The GLC 63 from Mercedes, Jaguar F-Pace SVR, Porsche Macan, and BMW X3 M Competition all fit the bill perfectly, but as the photos may have spoiled, the X3 M won out for Philip Cheng.

It’s not hard to see why this “Sport Activity Vehicle” got the nod, what with a twin-turbo inline-six S58 under the hood and all, but to balance that powertrain with a touch over 4,600 pound curb weight and seating for 5 took some doing. The answer: stiff-yet-adaptive suspension and stout bracing about the chassis which lead to a more aggressive ride than most SUVs (or SAV, if you’re BMW), but the 21-inch wheels certainly don’t help much.

On-track, the huge amounts of performance customization and tuning are more than welcome, but not many X3 M Competition owners often pop out to local track days. The 500 horses and 3.3 second 0-60 times are great for bombing down interstate and impressing first-time passengers, but 21” wheels and sport summer tires weren’t cutting it for Philip’s day-to-day twisty highway runs.

More Tire, Less Wheel

The answer: downsize the wheels to the 20” diameter found on the non-Competition X3 M and make up for the lost size in meaty Nitto NT420V tires on all four corners; 265/45R20 in front and 275/45R20 out back. Taking the place of the BMW 5-spokes are BC Forged MLE10s in matte black with gloss gunmetal barrels.

“The reason I decided to downsize the factory 21s to 20s while increasing the width of the tires was to get rid of the tire stretch found on the factory set-up. The increase in sidewall thickness helps soften the sharp bumps without being mushy… these NT420Vs are very communicative in that I can feel exactly what the tires are doing which makes it more predictable when tossing around 4,500lbs," Philip said. And, it doesn't hurt that this combination gives it a more muscular look and custom appearance.

With it's cargo room, clean-cut looks, and newfound comfort thanks to the NT420V, it seems like Philip’s X3 M Competition finally checks all the right boxes.

Click here to learn how the NT420V tire did after 1,000 miles on a GMC Yukon XL.

Ford recently announced it is adding its FX4 off-road package to the higher-end 2020 Ford Expedition Limited for people who want to enjoy rugged terrain without sacrificing refinement, comfort or convenience.

According to a press release from Ford, “The Expedition Limited FX4 off-road package brings off-road ruggedness and capability to the company’s seven-passenger SUV. Nearly 20 percent of Expedition owners use their vehicle for off-road adventures, with 45 percent taking their SUV hunting, camping or fishing, according to MaritzCX market research. And with an available heavy-duty trailer package, the standard-wheelbase Expedition Limited FX4 can tow up to 9,200 pounds—more than any other vehicle in its class.” All good reasons to check out this version of the Expedition if off-road excursions are in your family’s future.

Further enhancements of the 2020 Ford Expedition Limited FX4 off-road package standard equipment include off-road-tuned shocks, all-new electronic limited-slip rear differential, skid plates, side steps and FX4 badging

Performance was not forgotten, nor was off-road competency, as the Expedition FX4 powertrain has a 375-horsepower 3.5L EcoBoost engine mated to a 10-speed automatic transmission and a two-speed electronically controlled four-wheel-drive transfer case with neutral towing capability. A 3.73:1 electronic limited-slip differential and heavy-duty engine radiator help handle the hardest off-road trails.

In addition to its upgraded off-road prowess and underbody protection, the Expedition Limited FX4 brings upscale appointments, too. There’s a 360-degree camera system with split-view that enables a better view of the surrounding area for the driver and passengers. Leather-trimmed seating and wood accents are part of the deal for the Limited series, along with necessary rubber floor liners front and rear to protect the interior from the great outdoors.

The new 2020 Expedition Limited FX4 is now available in the standard Expedition and extended-length Expedition MAX versions.

Click here to see the latest SUVs from Chevy.