Jeff Dyer has a long history of customizing diesel trucks. But, that is not his day job. With a past pro-mountain bike racing career and being involved in the powersports industry for many years; Jeff is in charge of Eastern Sales at Fox Racing. His love story with diesel trucks started on the road doing sales for Fox; where putting 50,000 plus miles each year on a diesel truck without any issues became common practice.

Naturally, Jeff began customizing his trucks, often to help showcase not only FOX’s latest products but those of other industry partners and friends. Being able to blend the world of mountain bikes, powersports and custom trucks into a unique package only made sense.

Bikes on Display

The goal when building his 2019 Ram 2500 truck was to travel anywhere to hit the downhill trails. But an everyday rear hitch mount for his high end mountain bikes simply wouldn’t do. Jeff wanted to better integrate his mountain bikes into the overall design of the Ram. The truck’s bed was lined with a Bed Rug, and topped with a Retraxx tonneau cover that was outfitted with a Thule bed and bike rack to display the Pivot mountain bikes that were upgraded with FOX shocks themselves. The accessories didn’t stop there, with Hornblasters air horns mounted via a Wicked Customs mount where the obsolete spare tire used to call home.

The front end was kept clean and simple with color matched emblems and a subtle light bar mount from nFab with a full row of Rigid 360 LED lights. For everyday driving needs, a set Diode Dynamics driving lights were installed. Providing light while out biking; Dually Scene lights from Rigid were installed into the stake pockets on each corner of the bed.

An Eye On Power

With plenty of power being outputted from the factory 6.7L Cummins diesel engine; just a few upgrades were needed to help push the horsepower and torque numbers over the factory 370 and 840 respectively. A 5-inch, stainless steel MBRP exhaust system was added with EGT, boost levels and vehicle monitoring being handled via an Edge Insight CTS 2 screen.

Showing-Off the Suspension

The Ram truck was finished in just 2 short months for the 2019 SEMA show. Many of the builds on display at SEMA are used to show off the latest products and parts. Jeff’s Ram was no exception; being on display in the McGaughy’s Suspension booth to show off their latest 12 to 14-inch lifted suspension system for the 2019 and newer Ram 2500 trucks.

The kit, with a ride height set at a 13-inch lift; was also the perfect way to show off FOX’s Factory Race 2.5 Coilover Reservoir triple bypass shocks for a front setup with a PPE High Capacity differential cover and driveshaft from Driveline Plus to help keep the truck rolling. The rear suspension features a powdercoated 4-link kit from McGaughy’s, complete with FOX 2.0 triple bypass shocks.

Massive Rollers

Naturally, the lift made plenty of room for a stunning set of wheels and tires. American Force 26x14-inch Vantage forged aluminum wheels were touched with candy apple red accents before being wrapped in Nitto Trail Grappler M/T 42x15.50R26 tires. In order to properly handle and stop the massive Nitto tires and American Force forged wheels; a McGaughy’s Dual Steering Stabilizer was added with FOX 2.0 shocks and EBC brakes were installed.

Sound System

Jeff left no stone unturned when it came to the interior of the Ram truck as well. First up was to replace the factory seat covers with custom Transformatore II Alea Leather covers for style and comfort. As the factory seats wouldn’t do; neither would the stock stereo system. A 12-inch navigation screen harnesses the sound waves of a full JL Audio sound system featuring 4 10-inch subwoofers, a set of 6.5-inch C5 component speakers in each door all powered by a trio of IVX amplifiers in a custom enclosure.

Final Details

The perfect all around vehicle, meant to show off the latest products and get Jeff to the mountains to hit the trails…and still travel all over the country working with Fox Racing all came together. The combination of the McGaughy's and FOX suspension, paired with massive American Force and Nitto Trail Grappler M/T 42x15.50R26 allows him to hit the road in style and hit some quick trails anywhere he chooses.

Click here to see a Competition RAM 2500 Commuter sporting a 750hp Cummins!

Last month we heard news that Jeep was planning to electrify its entire lineup by 2022, and the brand has just confirmed its plans to do exactly that with a large showing up at the upcoming Consumer Electronics Show in Las Vegas.

Three different plug-in hybrid Jeeps will be shown in Las Vegas—a Renegade, Compass and a Wrangler, and Jeep also announced the branding that its new line of plug-in 4x4s will wear.

"4xe" will be the badging used on the new models, as the brand says it strives to "become the leader in “green” eco-friendly premium technology." But, in addition to being lower emissions, the new hybrid electric setups also promise greater torque, faster response and hopefully improved off-road capability.

Jeep says the debut of the new 4xe plug-in hybrids is the first step of its aforementioned plan to electrify its whole line up by 2022. And while the hybrid versions of the Renegade and Compass have already been shown for other markets, the plug-in version of the iconic Wrangler is the one to keep an eye on.

CES 2020 will kick off next week, and while it's unclear what sort of details will be announced, Jeep also said it will be revealing additional information about the three new models at the upcoming Geneva, New York and Beijing auto shows.

We are just a few days into 2020 and it's already shaping up to be a big year for the Jeep brand as it moves toward the future. Stay tuned for more.

And speaking of off-road technology, check out the new navigation trick Ford is using to keep off-roaders from getting lost while adventuring.

In the world of diesel truck and tractor pulling, the words “Super Stock” denote the highest caliber vehicles you can pay money to see. In these elite categories, you’ll find production-based engines saddled with some of the most exotic aftermarket components in existence. Concrete filled or replica blocks and heads are the norm, as is finding multiple turbochargers, water-to-air intercoolers and massive mechanical injection pumps under the hood. In the truck game, Cummins is king, with 6.7L-derived versions originally intended for Ram pickups ruling the day. On the tractor scene, engine choice isn’t as one-sided, although John Deere and IH mills tend to dominate the landscape.

For a closer look at what makes these big boost diesels tick, we’re profiling one from the Super Stock truck segment and another from the Super Stock component tractor realm. The 391 ci Cummins that’s destined for a pickup was pieced together by one of the biggest names in all of diesel truck pulling: Haisley Machine. The 540 ci IH was built by Salenbien Performance and powers a championship-caliber, 8,000-pound, Case IH 340 Magnum Super Stock called “Liv’n a Dream.” Both engines sport two-stage, triple-turbo arrangements, hulking billet injection pumps, turn more than 5,000 rpm and each one belts out in excess of 3,000 hp. Enjoy!

The Super B

Haisley Machine’s Super B Cummins all but revolutionized the Super Stock diesel truck pulling scene roughly 10 years ago, and the company’s engine program has been thriving ever since. By machining a cast-iron 6.7L Cummins block (chosen for its Siamese bore design) to accept a bedplate, ductile iron cylinder sleeves and a 1-inch thick deck-plate, Haisley’s Super B’s are rock-solid reliable. In fact, customers can run an entire season at 3,000-plus horsepower without breaking the seal. Concrete-filled water jackets, billet rods, low-compression pistons and ARP fasteners from top to bottom help contribute to the 391ci Cummins’ steadfast durability.

Two-Stage, Triple-Turbo Configuration

Super Stock truck class rules dictate that two stages of turbocharging can be employed, along with a maximum of three turbochargers. As you may have already concluded, Haisley runs the class limit with this triple-turbo configuration (the third turbo is parked behind these two, and is attached to the exhaust manifold). Wimer Fuel Injection & Turbo built the Holset-based chargers, with each unit making use of a T6 turbine inlet flange and an 8-blade compressor wheel. Charging down the track, the job of producing 130 to 150 psi of boost is split three ways, which means the turbos aren’t under as much stress as they are in two-turbo compound arrangements.

Big Fuel

Also turning to Wimer Fuel Injection & Turbo for the Super B’s injection pump, a billet housing, inline mechanical pump with 18mm plungers was supplied. A Waterman gear-driven lift pump will provide ample low-pressure fuel supply (85-100 psi) for the injection pump to gobble up. Leaving the Wimer pump, copious amounts of fuel will make its way to six massive, triple-feed injectors threaded into the top of the cylinder head.

24-Valve Cylinder Head

For years, Haisley’s well-matched ported, big valve 12-valve head and high-lift steel roller camshaft combination was hard to beat, but the head bolted to this Super B has 24-valves… The fact that Haisley has gone back to four valves per cylinder leads us to believe a breakthrough has been made in the 24-valve arena. This cast-iron piece is fitted with an SMT Performance roller rocker system, a T6 flange Steed Speed manifold on the exhaust side and an individual runner intake manifold from ZZ Custom Fabrication on the intake side. Also notice the previously-mentioned 1-inch deck-plate it sits on top of. The deck-plate is employed to stop the cylinder bore distortion that occurs in the factory block when it’s exposed to extreme cylinder pressure.

Water-to-Air Intercooler

Though a multi-nozzle water-injection system will be used to keep the engine’s exhaust gas temperature (EGT) in check, the water-to-air intercooler out front is a big reason why the Cummins makes so much power. By keeping intake temps low (in the neighborhood of 100 degrees F), only the coolest and densest air possible makes it into the engine. Haisley’s 4-core water-to-air unit was fabricated by Sandridge Customs of Bloomdale, Ohio.

Dry Sump Oil System

Another mandatory item for an engine of this caliber is its dry sump oil system. At the heart of it sits a Peterson oil pump with various scavenge and pressure stages. Belt-driven, the dry sump pump provides for more than 100-psi of oil pressure at all times, a prerequisite for keeping bearings alive at this power level.

Harnessing Horsepower

Transferring that 3,000-plus horsepower figure to the front and rear Rockwells begins with a four-disc clutch. The clutch lives inside a hydroformed steel plate, blow-proof bell housing from Custom Floaters and the transmission is a one-speed reverser from ProFab Machine. Downstream in the driveline, a quick change transfer case (also from ProFab) will route power forward and rearward, and also provide for convenient gear changes at the track.

Liv’n A Dream, Super Stock Style

It doesn’t get any more extreme than this in diesel tractor pulling—and on plenty of occasions Brandon Hunt’s 8,000-pound Super Stock Case IH called “Liv’n A Dream” has finished ahead of the pack. In the past, Hunt has won the NTPA’s Region VI points championship (2016 and 2018) and in 2019 he took First Place at the prestigious National Tractor Pulling Championship in Bowling Green, Ohio.

The Salenbien Special

Behind all the fuel lines, safety cable, miscellaneous hoses and turbo piping, the engine that powers Liv’n A Dream is a real work of art—and it performs just as well as it looks. Put together by the folks at Salenbien Performance in Maybee, Michigan, the 540ci IH inline-six sports a re-cast, replica block stuffed with a billet crankshaft, billet rods, Diamond pistons and that has been topped off with a billet 12-valve cylinder head. While we fully believe the 4,000hp numbers that surface when you talk Super Stock engines, rumor has it that this particular IH also belted out 7,000 lb-ft of torque while bolted to the engine dyno.

300-PSI of Boost

It might not be visible here, but there is an identically-sized (130mm) APEX turbocharger on the other side of this behemoth. Like the two-stage compound arrangement employed on the Haisley Machine Cummins, the two front-mounted turbos act as a single atmospheric unit, while the third charger, slightly smaller (118mm in this case) and located up on the exhaust manifold, serves as the high-pressure turbo. At full song, the trio bolted to Liv’n A Dream produces more than 300 psi of overall boost. To survive that kind of abuse, each turbo is equipped with a ball bearing center cartridge.

Billet Sigma

When a standard Sigma won’t do, you opt for Columbus Diesel Supply’s billet-aluminum version. Much more than a fancy, polished housing, CDS’s billet Sigma incorporates 17mm plungers (vs. 16mm on the standard Sigma) and a proprietary grind camshaft. All told, this pump can flow 2,300 cc worth of fuel. By comparison, a cast-aluminum 16mm Sigma—which can easily support 3,000hp—has 1,600cc potential…

Cut Tires and 75-plus MPH Wheel Speed

Once power makes it through the tractor’s 5-disc centrifugal clutch and the three-speed transmission, the massive, 30.5-32-inch cut tires see more than 75-mph worth of wheel speed on occasion (ground speed checks in between 30 to 40 mph). With so much power on tap, it can be a fight to find traction and maintain it when storming the track.

For more on triple, compounds and massive single turbos in the sled pulling world, check out these killer setups.

Classic SUVs are finally having their day in the sun—or at the very least, enjoying their share of the spotlight at auctions across the country. Once ignored by collectors, rough and rugged 4x4s have begun to attract considerable interest as first-generation Ford Broncos, Chevrolet Blazers and Jeep Cherokees increasingly bring big money when the gavel falls.

Outside the big three names in off-road rigs there also exists a small niche of American-made, yet seldom seen sport-utility vehicles that are still toiling away in obscurity. Of these, the most prominent is the International Harvester Scout, a model that never quite rose above its agricultural origins yet still managed to capture the hearts of a loyal cadre of owners.

Breaking New Ground

International Harvester was much better known for building farm and industrial equipment (and still does so under the Navistar International name), but it actually had a long history of building trucks well before the Scout hit the drawing board, dating back to the early years of the 20th century. Names like the Motor Truck were common in rural communities leading up to the Second World War, followed by the letter-series (L, R, S) pickups that followed.

By the late 1950s IH had started to explore the SUV space, starting with the full-size Travelall which would eventually evolve from four-wheel drive sedan delivery to genuine truck-based utility machine. It was 1961's Scout, however, that would put International Harvester on the map among adventure-seeking motorists.

Initially the Scout was intended to do battle against the Jeep CJ, which had led the charge in providing two-door, off-road capable recreational rides to GIs who had come home with fond memories of their Willys service vehicles. The original Scout 80 was in fact a short bed pickup with a fold-flat windshield and removable hard top that could cover either just the front two occupants or the entire vehicle, and bore a strong resemblance to a or surf board when driven in convertible form.

International Harvester had rushed the model to market in just two years, which was incredible given how small an operation it was in comparison to Detroit's heavyweights. A 93 hp, four-cylinder engine motivated the Scout, and in keeping with the low-buck philosophy it represented half of the brand's current V8 engine. Sales grew, and so did the SUV's features, including a rear seat, a folding soft top, and even a turbocharger that improved output to 111 horses.

Demand for the four-wheel drive edition of the Scout was so strong that International Harvester would begin a series of rolling updates to the truck throughout the 60s, on a path towards an eventual full replacement. The 800 model would make the windshield's hinges optional, add an available extra forward speed to its gearbox, and eventually introduce a larger four-cylinder motor that sat between the base and the turbo as a mid-range option that better balanced power and efficiency. By the end of the decade the Scout would finally gain a V8 engine of its own, at first a 266 cubic inch engine (155 hp) and later a proper 304 (210 hp). A straight six, sourced from rivals AMC, was also in the mix at this point.

Turning Mainstream Heads

Although the first-generation Scout was a hit for International Harvester, the 1970-1980 Scout II would make a much larger dent in the SUV mainstream. Bigger, with more refined styling, and quickly ditching four-cylinder power for a choice of six and eight-cylinder choices (lifted directly from the 800), the Scout II straddled the line between legitimate contender and quirky alternative choice for off-road fans.

The Scout II's redesign brought with it a number of modernizations and improvements that matched well with the smaller Bronco and the same-size Blazer. Disc brakes were added to the front of the vehicle by 1976 (with power steering and electronic ignition also in the mix), and the number of transmission and axle options would grow throughout the decade (the latter being no surprise given IH's extensive commercial vehicle background). Power was up, too, with a 345 cubic inch V8 delivering 163 horsepower (with the 304 down to 144 horses, net). A turbodiesel option (borrowed from Nissan) would briefly become available on certain editions of the truck.

The vehicle would also grow Terra pickup versions (with a proper, steel cabin) and Traveler three-row models (sitting on an extended wheelbase). These were on top of the myriad special edition Scout II's that International Harvester would bring to market throughout the vehicle's final production run in a bid to keep buyers interested as the design aged out of contention.

There wasn't much more the company could do. After years of leading the farm implement market, IH was bleeding red ink, which left little money to invest in keeping the Scout II current. When it first appeared in 1970, its driving dynamics and interior trappings could best be described as crude. By the end of the decade, it was outshone by most other SUVs built by automakers with deeper development budgets. By 1980 International Harvester walked away from road vehicles as part of a comprehensive series of cost-cutting measures, but it wouldn’t be enough, and a few years later it would sell off most of its farm-related assets and assume the name of Navistar International Corporation, with a focus on commercial vehicles.

Alternative-Alternative

Today, both the Scout and the Scout II are quite rare in comparison to their better-selling contemporaries. A large part of their scarcity can be attributed to their lack of resistance to the tin worm, as rust devoured much of International Harvester's production from the 1960s and 70s. Their lack of creature comforts and extremely basic character is another challenge for modern drivers who are less used to metal-on-metal cabins and rough-and-tumble suspension setups.

Still, for those seeking something different, the Scout II is especially appealing. With so many different configurations available, and a reasonably strong aftermarket (with stock parts still available through major retailers like NAPA), ownership of this IH SUV is less expensive than one would expect. As a trail rig, too, their strong fundamentals and simplistic mechanicals make them good candidates for off-roading, even in a modern context. When everyone else is driving a Jeep—and with Bronco prices through the roof—why not consider the other, other classic SUV?

Want to head off-road in a rig no one else is driving - because it's just too damn expensive? Check out these crazy money-is-no-object 4x4s.

As we enter a new decade, it’s clear there’s a major shift going on in the automotive industry. Turbocharging, hybridization, crossovers and SUVs are in. Traditional four-door sedans, large naturally aspirated engines and manual transmissions are on their way out. And all of this helps to make the Chevrolet SS sedan a rare, and desirable species.

The SS first went on sale for the 2014 model year, built in Australia by Holden and imported to the US, as a rebadged version of the Commodore sedan. It came standard with a 6.2 liter LS3 V8 engine with 415 hp. Then, things got even better for 2016 when magnetic suspension became standard and a six-speed manual transmission became optional.

While it certainly wasn't failure, the SS was always going to be a niche vehicle with its work cut out for it. With an MSRP close to $50,000 it wasn't cheap, and it's styling was conservative, with some poking fun at its resemblance to other, much cheaper Chevy sedans.

However, that didn't stop the SS from winning over nearly everyone who drove it. The late-arriving manual gearbox was a rare find on dealer lots, and the six-speed-equipped SS was already being considered a "classic” while it was still being sold new. Sales of the SS stopped after 2017 when Holden stopped building the Commodore it was based on.

A cousin of mine, who's also a lifelong car enthusiast, purchased a lightly used 2016 SS six-speed last year, and whenever we get together we always try to "get out the cars" and do some driving. So during a recent family gathering we did exactly that, and I had the chance to get behind the wheel and see what this rare V8 sports sedan was all about.

For the time being the SS is all stock—with one exception, a set of Nitto NT555 G2 high-performance summer tires replaced the original rubber. I was excited to jump in and experience the SS on a great set of tires. Spoiler alert: the car delivers on all of the hype, but I’ll get to that in just a moment.

One of the best parts about the SS is something that makes itself known before you even fire it up. It's a roomy car. While we are fortunate to have a wide range of pony cars with V8s and manual gearboxes to choose from at the moment— the Camaro, Mustang and Challenger all have serious practicality compromises to achieve their looks.

In contrast, the SS is spacious and open, with four-doors, a large backseat and a big trunk. My cousin has two young kids that he regularly transports and during his visit we threw my own two-year-old son's car seat in the back, where he had plenty of room to stretch out and enjoy the ride.

Joining us for a fun drive through the foothills of Central California was my brother in his recently acquired 2006 Pontiac GTO—a fitting partner as both cars were built in Australia and are powered by LS engines with manual transmissions.

I drove the SS for part of the route and came away immediately impressed with it. It's a fast car, capable of hitting 60mph in about 4.5 seconds but it isn't so fast as to feel useless on the street. Of course if one wants to get more power out of their SS, it can be done easily and cheaply, but the car feels great in stock form.

A lot of that personality is aided by the factory active exhaust system. Depending on what mode you have the car in, it can be a quiet, sedated cruiser or you can dial up the excitement with a much louder, more radical tone that delightfully pops when you lift off the throttle.

At nearly 4,000 pounds the SS isn't a light car, and you can certainly feel its weight on twisty roads, but with the big Brembo brakes, magnetic suspension and wide, grippy, Nitto tires the SS handles extremely well for its size. It's said that Holden engineers benchmarked the beloved BMW E39 while developing the Commodore and you can certainly feel the influence of the Bimmer while driving the SS.

But what truly makes this car stand out is the six-speed transmission. With many of today's best performance cars not even offering a manual option, it's so refreshing to hop into a roomy, great-sounding sport sedan and bang some gears. It may not have the auto rev match feature that the Camaro has, and there's nothing particularly outstanding about the gearbox itself, but it's so rewarding to use.

I never feel fully comfortable beating on a car that isn't my own, but even at a moderate, spirited pace it was easy to see why they Chevy SS is such a special car, and why the manual-equipped examples have stayed in such high demand. And with the demise of the sedan, and the move toward SUVs, turbocharging and electrification, it's very likely that such a car may never be built again.

One of the biggest things that makes a classic car maintain or increase its value is when you can't buy a similar vehicle new. The Honda S2000 is one of these cars, as are many of BMW's naturally aspirated machines of the '90s and 2000s, and the Australian-built, American-badged Chevy SS absolutely belongs in that group.

And while certain people may mistake it for a Malibu or Chevy Cruze, the sleeper factor is another cool thing about the SS. It's easy to fly under the radar in this car and while it's hard to go out these days without seeing a modern Mustang, Camaro or Challenger with loud exhaust, the four-door, Aussie-built SS will always be a rare sight.

After all, the only thing better than a car a great chassis, an NA V8 and a manual gearbox is one that also happens to have room for the whole family to go with you. And while we certainly had a good time during our little family drive, we are already talking about getting together to drive again, but this time at track day where we can really have some fun.

Click on the link for an article about the aforementioned Pontiac GTO, our retrospective on that "other" Australian-built modern muscle car.

World War II changed the auto industry forever, and not just because of the renewed industrial fervor that accompanied returning soldiers and the consumer demands linked to their lust for the way of life they had been overseas defending. On top of this, the conflict imported an entirely new class of vehicle - the four-wheel drive truck - which had previously been restricted almost entirely to low-volume commercial applications.

The desire for go-anywhere rigs that mimicked the capabilities of the vehicles that thousands of Americans had driven across Europe and through the Asian jungle would lay the groundwork for the 4x4 industry to come. It was only natural, then, that companies that had directly participated in the war effort would have a leg-up on the competition during these early days. It's here that Dodge found itself poised for success with its unique range of Power Wagon pickups, a model that would set the tone for both the rest of the industry and its own future truck plans.

Bigger Is Better

Unlike Willys, which was content to put the Jeep MB on-sale largely unchanged as the CJ, or 'Civilian Jeep,' Dodge had some decisions to make. The company had built hundreds of thousands of 'WC' trucks for the U.S. Army in the 1940s in a bewildering array of configurations, and couldn't simply put them all in a catalog and start churning them out for the domestic market.

Dodge's product team finally settled on a 126-inch wheelbase WC design that would be offered with a single, enclosed cab and an eight-foot box. Renamed the Power Wagon, it was a bit of a mutt, borrowing body panels from models the company had built before WW2 even started, grafted onto an upgraded one-ton chassis (replacing the war-spec 3/4 ton), and matched with an all-new, wood-floored bed. Like the Army editions, the Power Wagon's distinguishing feature was its utility: a four-wheel drive system, power take-offs front and rear, and a 100 horsepower, 230 cubic inch flathead-six engine (matched with a four-speed manual transmission) were standard with every model.

Power Wagons were quickly adopted by forest agencies, tow operations, fire departments, ambulance companies, and anyone who had the need to get a job done far from the beaten path. It's important to understand that in 1946, when the vehicle first went on sale, the idea of a four-wheel drive vehicle was still quite novel, let along one that made that feature standard from the factory. The Power Wagon quickly filled a niche that no other company was offering, especially considering that its 8,700 lbs gross vehicle weight rating put it a class above standard pickups of the era.

Stay The Course

Dodge would keep the Power Wagon chugging forward for the next 22 years, but during that time only a handful of changes would be made to the vehicle's original formula. As light-duty pickups began to gain four-wheel drive during the 1950s, interest in the Power Wagon would slow from the general public. The truck's appeal remained strong among specialty buyers who could appreciate its simple, sturdy construction and commercial-friendly capabilities.

Several 'generations' of Power Wagon would be offered past the original (which was produced for roughly six years), but the vehicle's evolution was modest. Most changes would amount to suspension tweaks, axle capacity upgrades, the addition of power steering, and alterations to the vehicle's bed. The electronic systems offered by the Dodge would be modernized (12-volt joined the party in 1955, just after a revised 230 cubic inch six-cylinder engine), and instrumentation and styling would also be tweaked. Dodge would rename the Power Wagon the W-300 in 1957, placing it at the pinnacle of its W-Series (four-wheel drive) pickup truck line, but aside from a final engine punch-out to 251 cubic inches, not much more would change between then and the vehicle's eventual discontinuation in 1968.

Almost, But Not Quite Immortal

The looming threat of EPA emissions regulations would finally convince Dodge that perhaps it was time to stop building its war hero and instead focus on developing its civilian truck line (although it would continue to export the truck for another decade to markets less concerned about atmospheric cleanliness). The company would confusingly use the Power Wagon name as a trim level on the W-Series truck throughout the 1970s, until it was replaced by the Ram for 1981. The name would then lie dormant until 2005, when it was revived as an off-road package for the 2500 series Dodge (later Ram) pickup, a model which is still sold today.

From a modern perspective the Power Wagon has enjoyed a renaissance not just from collectors but also builders who see the ultra-rugged platform as an appropriate canvas on which to paint with high-torque diesel engines, cutting edge off-road equipment, and a full range of comforts and conveniences that the Dodge's original designers could never have conceived of. Parts availability is strong, and the truck itself tends to wear with the same toughness one would expect from an overbuilt military model.

There's really nothing else like the Power Wagon, which feels almost like a Hot Wheels caricature of what a 4x4 pickup would look like—only this one's big enough for you to get in and drive.

Want another off-road option that's not a Jeep? We've got you covered.

Starwood Motors in Dallas, Texas is one of the nation’s largest turn-key Jeep modification houses in the US. It should come as no surprise, then, that when we got the chance to intercept their SEMA build on it’s journey back home from Vegas we took full advantage and took it for a spin up a local pass.

At first glance, this JLU looks like it means business. An Aries front bumper, rear bumper, and flares add just enough aggression and utility over the stock metal, while also housing some additional lighting and a Warn winch.

Speaking of lighting, custom HID projectors up front and an LED-laden Razerrack atop the roof offered additional light on any situation we may have come across.

While the road we took was nothing crazy when it comes to venturing off road, the extra 4.5” of clearance, thanks to a Readylift Terrain kit with Falcon Performance shocks, were a welcome addition on the trip and would come in handy on a more challenging trail.

Huge, off-road proven Nitto Trail Grappler tires (375/45R22) on all four corners transfers the 2.0L turbo engine’s power to the ground, while the Fittipaldi Offroad FTF-07s added a laser red flourish against the blacked out Starwood Signature Finish that covered the Jeep’s bodywork.

While the sun may have dropped and ended our time with the latest off-road offering from Starwood, we’ll stay tuned to see what they come up with next—and so should you!

Click here to check out Starwood's Apocalypse Survivor JK Wrangler, and see more of this black-on-black build in the gallery below.

Thirty is a big deal as birthdays go. The problem is, by that age, you're at a point where if you want something special for it, you're usually on your own. You're too old for Chuck E. Cheese; too young for the senior menu at Denny's.

For Khoa Tran, turning thirty meant buying a 2015 Porsche Cayman S. It was a promise he'd made to himself while going to school. “It was a car I always wanted. I told myself if I can get one when I'm thirty, I will.” As you'd expect with someone who loves to go fast, he got to the finish line a little early, making the purchase at 29. The reason he'd wanted a Porsche wasn't just because he’s a speed junkie; Khoa wanted a car that cornered. Up until this time, he'd always been a VW/Audi guy. His car of choice being a S4 that he'd modified. It was great, so long as you wanted to rocket forward in a straight line. “So, I started test driving the Cayman. Within two weeks, I had both cars. Then I sold the S4 and have been daily driving the Cayman ever since.”

The battle plan for the Cayman was as straightforward as the car it was replacing: go fast and corner really well. Khoa went to a performance school with the car and that's where he found out just how far he could push the stock Porsche on the asphalt. He figured out what it could do, and it grew from there. Khoa looked into wheels, tires, suspension and power ugprades; all the building blocks a growing custom car needs. His research brought him to the car forums where he'd get advice, look at the cars others had created, and put together the puzzle he wanted to be his finished Porsche. “I met guys who were into Caymans and that were heavily into tracking their cars,” Khoa says. “They invited me to go with them. Now I go twice a month and we formed a group of friends that go tracking, and it snowballed from there.”

The Cayman was fun to drive before he'd made any changes. Now it's jet fighter at the track. Its 3.4L flat six powerplant got a Cobb Stage 2 kit, while Cargraphic race headers, a TPC GT3 center muffler conversion, and valveless CSF radiators sweeten the power upgrades. Additionally, Khoa used a PDK drivetrain to handle the load.

All of that was installed by Khoa himself. In fact, all of the modifications were his handiwork, including installing the Speedsport Tuning rollbar and Rennlide rear subframe brace. “Honestly, the Cayman is very easy to work on. Everything is very accessible.” Putting in the roll cage was the biggest challenge and it took the better of two days to get done, but he handled it.

Speaking of which, handling is his favorite part of Khoa's track machine: “I like the handling, the feeling. It feels super planted when you drive it. Everyone who drives it loves it because it does what you want to do. It feels connected to you; like your brain is connected to it.” Much of that is, of course, thanks to the new suspension. “I've been tuning the suspension for a year and I learned from scratch to see which settings were the right ones. Now I'm extremely happy with it. The car does what I want and doesn't surprise me.” Khoa's razor-honed handling comes about thanks to a JRZ RS2 coilovers with 700/800 springs, Tarett camber plate, RSS lower control arms and caster pucks, ERP front tie rods, TPC rear toe link, GT3 front sway, Tarett rear sway and Tarett drop links.

Dialing in the handling also meant the right wheels, rubber and stopping power to form the total package. Khoa chose Titan 7 TS-5 18-inch wheels with sticky Nitto NT01 245/40/18 275/40/18 tires. You might say he's happy with the new rubber: “My OEM tires had worn out. I got a set of wheels and NT01s— they were my first hard compound tires. When I took them on the track, I felt like I was a god! I really liked that the Nitto tires last the longest; at least 6-7 track days where others only lasted 2-3 track days.” Khoa rounded out his ascension to godhood (or at least the feeling of it) with Girodisc 2-piece front and rear brakes with Ferodo DS 11.1 pads, GT3 master cylinder, and Spiegler brake lines. The improved aerodynamics might have something to do with the better handling, too. Khoa can thank the RS1 canards and Vorsteiner diffuser he added to the bodywork for that.

As he turned his car into a track rocket, Khoa made changes in the cockpit, too. He pilots his baby from a Recaro SPG XL racing seat set in a PCI slider seat mount while he’s wrapped snugly in a Schroth GT3 racing harness.

All of this adds up to one helluva birthday present to one's self. It's much better than those stupid ads we're all tired of watching where one spouse buys another a new SUV with a bow on it, thus giving them the gift of debt. I'm pretty sure those folks aren't taking little Cody to soccer practice in anything as fun and exciting as a track-ready Porsche Cayman. Sorry, Cody, you get Chuck E. Cheese again. When you grow up, go to school, and get a good job like Khoa did, then you can get yourself a cool car like this.

Did you see this hot 996 with a turbo?

Stage 4 hybrid fuel injectors, a larger displacement high-pressure oil pump, a T4 turbo mounting system and an S400 series turbo should be more than enough to push our ’97 F-350 into 600hp territory. And thanks to adding head studs, stiffer valve springs and stronger pushrods, the 7.3L should have zero issues handling elevated boost and rpm. However, as far as the factory E4OD automatic is concerned, it won’t last a day behind that kind of horsepower—and especially the 1,100 lb-ft of torque that comes with it. It goes without saying that we’re pulling the trigger on a performance transmission build this time. It’s a pricey proposition, but we didn’t come this far only to be denied the ability to enjoy 600hp!

To get one of the best E4OD transmissions money can buy, we took a trip to the southern California desert and spent a day with John Wood Automotive. Thanks to our visit with this E4OD/4R100 mastermind, we were walked through everything that fails in Ford’s four-speed automatic, as well as what Wood does to ensure it never happens to his customers. Then, we went over all the hard part upgrades that go into one of his Street Performance E4OD transmissions. From the Maraging 300 steel input shaft, to the increased count BorgWarner and Alto clutches, to the billet stator torque converter, we have zero doubts about our fortified E4OD’s ability to harness Paw-Paw’s newfound power.

John Wood’s Street Performance E4OD

Budgeting for a transmission that needs to be able to handle big power isn’t for the feint of heart. If you want an E4OD or 4R100 that will last behind a 600hp 7.3L, you have to make every upgrade you can afford once you’re inside the transmission case. The recipe John Wood Automotive settled on for its Street Performance unit has proven reliable in applications making north of 1,000 hp at the wheels. To be sure, this slushbox is absolute overkill for our needs, but the upside is that we’ll never have to pull it again. Our advice: pay the experts to do their thing. Do it once and never worry about it again.

Street Performance E4OD/4R100 Price: $6,595

Billet Triple-Disc Converter

Transferring power from the engine to the input shaft will happen very efficiently thanks to this triple disc torque converter. Manufactured by Sun Coast to Wood’s precise specifications, the converter features a billet front cover, a billet stator with heat-treated splines and furnace-brazed internals. To help drive the sizeable turbo we installed last time (a billet S468), Wood spec’d our converter a tad looser than stock. Our stall speed will check in around 2,100 rpm, which is roughly 200-rpm higher than factory.

2,500 LB-FT Rated Input Shaft

Arguably, the input shaft is forced to absorb the most abuse in a transmission. For this reason, not even a 300M billet-steel input shaft is good enough for John Wood. Instead, an input shaft made from Maraging 300 alloy steel is employed for its higher torsional strength. Precision ground and heat-treated, the Maraging 300 steel input shaft is rated for 2,500 lb-ft of torque.

300M Intermediate Shaft

While you can get by with a cryogenically-treated factory intermediate shaft in milder horsepower setups, John Wood includes a 300M billet-steel unit in every Street Performance E4OD he builds. As for the output shaft in our transmission, it will remain stock but will be cryo-treated for added strength and improved wear resistance.

Billet Forward Drum

In high horsepower and drag racing applications, spline failure in the forward clutch drum is extremely common. To eliminate this, Wood scraps the factory piece in favor of this heat-treated, stress-relieved, billet-steel replacement.

CNC-Machined Pump

Beginning with a reusable core, Wood removes roughly 0.040-inches worth of material from each side of the transmission pump in his CNC lathe. This is crucial because, like the transmission case itself, the pump becomes warped and untrue over time. Also notice the pump gears shown above, which have been cryogenically-treated and micro-polished.

Indestructible Low/Reverse Hub

A major weak link in the E4OD/4R100 design lies in the Low/Reverse hub. Under periods of high torque loads and stress it can flex and even blow apart (this is especially common on high-powered trucks with big tires). To keep this catastrophe from ever occurring, Wood TIG-welds an Inconel reinforcement ring to both the top and bottom of the L/R assembly.

Re-engineered Coast Clutch Drum

Due to only being secured in place by a small metal dimple, the factory retaining snap ring within the coast clutch drum assembly is prone to working itself loose over time. John Wood’s end-all, be-all fix for this frequent problem is to cut a groove around the entire coast clutch drum. Now, the drum itself is what holds the snap-ring in place.  

The Right Mix of Clutches

For optimum holding power, Wood increases the clutch count within the transmission. However, it’s the trade-secret mix of BorgWarner and Alto clutches that make the Street Performance E4OD so special. Over the years, his vetting of various clutch materials has landing him a combination that can stand up to big torque input while also lasting indefinitely.

Improved Center Support

Eliminating the sloppiness found in every E4OD/4R100, Wood machines both sides of the center support, removing nearly 0.070-inches worth of play (as well as machining grooves to accept snap rings). Tightening up these tolerances allows the center support bearing to lead a long, healthy life by keeping everything inside the transmission operating in a straight and centered line.

Custom-Tailored Valve Body

John Wood’s built transmissions have long been known for their quick, yet smooth, shifting characteristics. Based on input from the customer and a list of all of the truck’s engine mods, Wood adds the final touch to his transmissions via a custom-tailored valve body. In our case, we expect firm, crisp upshifts with very little rpm drop—but not shifts so hard that you feel them in the dash.

Extra ATF = Added Insurance

Seeking a transmission pan that offers increased fluid capacity, a port to install our temperature gauge and that doesn’t break the bank, we’ve settled on the E4OD/4R100 pan from Goerend Transmission. Its CNC-machined pan is made from lightweight cast-aluminum, it accommodates a 1/8-inch NPT temperature sensor, comes with a high-quality Duraprene gasket and adds an extra 4.5-quarts of ATF to the equation. Goerend’s pan was also designed with a sloped floor, so you get 100-percent drainage during service intervals—something we’ll be doing annually to keep our Street Performance E4OD in tip-top shape.

Transmission Pan Price: $235

Billet Flex Plate

Big torque is known to tear the center section out of factory flex plates in diesel applications, so we’re taking no chances once Paw-Paw is up and running. Much stronger than the factory piece, this flex plate from Elite Diesel Engineering is made from 4340 billet-steel. And because the 7.3L Power Stroke is externally balanced, the counterbalance that’s built into Elite’s flex plate makes it a direct bolt-on.

Curious why we went with a higher stall torque converter? To help bring the billet S468 turbo we installed in Part 7 to life sooner.

Every tall person has horror stories about trying to cram into small cars. For many, the idea of having a fun, fuel efficient car is pipe dream, and he or she just settles on a full-size pickup or crossover. Luckily, some manufacturers have engineered their compact cars to be size-friendly to taller-than-average enthusiasts. If you're a six-foot-plus person, give these cars a test drive and leave the gas-guzzler at home. 

To ensure authenticity, I've only selected cars that I've driven for a substantial amount of time. No get-in, get-outs here. For reference, I'm 6'5", 220lbs, with a size 13 shoe, so I know a little about the subject. 

1. Volkswagen Jetta

In talking with other tall car owners, the Volkswagen Jetta came up over and over as a roomy option.

With a seat that goes farther back then most other compacts, the Jetta offers a full 41-inches of driver leg room. Offered in various levels from basic to the sporty GLI, there's something for everyone. 

2. Subaru Crosstrek

Want to get in on the overland scene, but also need something that'll sip fuel?

The Subaru Crosstrek provides an elevated ride height, 43-inches of leg room, and an option 6-speed manual transmission. What's not to love? 

3. Scion xB

Consider yourself a JDM nerd? Scion's xB was a captive import of the Toyota bB, a goofy Japan-spec box that has nearly endless options for creative customization.

 With its squared-up shape, the xB offers a cavernous interior with 44-inches of legroom and 46-inches of glorious headroom. 

4. OG Mini Cooper

This has to be a joke right? Believe it or not, Mini's use of the transverse engine layout and front-wheel-drive revolutionized space efficiency in small cars.

For an enthusiast wanting a classic car that will turn heads but also not be too much of a burden on the wallet, the OG Mini should be on the list.

5. Honda Fit

For a tall person wanting a daily that's both fun to drive and roomy inside, look no further than the Honda Fit.

With 41 inches of front leg room, there's plenty of space for ripping through gears on Honda's excellent five-speed transmission. Paired with a lower, stiffer suspension and an aggressive summer tire, such as the Nitto NT05, the Fit offers all the fun of the golden age of Honda with modern reliability. 

Click here for more on Andy's weekend-warrior Honda Fit.

We teamed up with our friends at Toyota USA to tackle some of the best off-road terrain in Southern California, specifically, the Holcomb Valley trail system. Located in the mountains just across from Big Bear Lake and Big Bear Mountain ski resort, most people refer to this off-road area as Big Bear, but technically it’s Holcomb Valley. This area has a long history which goes way back to the California Gold Rush era of 1860s. Mining operations increased the population quickly which gave birth to a town of over 1500 people, which they named Belleville.

While no gold remains to be found up in Belleville, you can find some treasure on the trails— treasured memories, that is. Follow our step-by-step off-road route as we take you through the visitor’s center, around 3N16, and 2N09 and into some pretty technical trails like Little John Bull.

All of our trucks featured Nitto Tires, either Terra Grappler G2s or Trail Grapplers, and they all did amazingly well, from stock to a fully built, overland spec’d Tacoma by Eibach North America. We walk you through everything you need to know to go off-roading in the Big Bear mountains through the Holcomb Valley.

Click here to watch On the Trail Episode 1: Holcomb Valley

As the landscape of the automobile industry continues to change, events like the Consumer Electronics Show in Las Vegas have increasingly become the sites of important auto news. And while there was certainly expectations from traditional automakers as well as mobility companies, we aren't sure if anyone expected Sony to debut a new car at the show—but that's exactly what they did.

Known as the Vision S, the car is an all-electric concept vehicle that looks much like something a "real" car company would introduce, but it's not the powertrain or chassis that's important to Sony, but the audio visual technology it has packed into the car.

Sony's camera technology has already been in use by several automakers as part of driver assist systems, and their infotainment and audio technology has long been featured in many different production vehicles. The Vision S was built as a platform to demonstrate the potential of their technology and more.

The Vision S features no less than 33 different sensors to watch areas both outside and inside the car, giving it both advanced driver assistance capability and of course an abundance of display screens inside, as well as Sony's 360 Reality Audio system. It's also capable of over the air updates like Tesla's vehicles.

All in all, it looks to be a surprisingly cohesive effort from a company that's never made a car before—and should such a thing ever become a reality, it'd be interesting to see how Sony's name recognition would carry over into the auto market.

Unfortunately if you were looking forward to hopping on Amazon or walking into your local Best Buy store and ordering a Sony Vision S, the idea (for now at least) isn't to sell the car itself but just to demonstrate what all of Sony's automotive-related tech could be capable of in an integrated package.

Here's at least hoping the car will make an appearance in an upcoming update to Gran Turismo.

Say good bye to sun visors and side view mirrors. Check out this new tech and cars, making their way on to the roads soon.

Bosch Virtual Visor

Often a second thought, but something that’s always right in front of your face is the sun visor. Typically sun visors either work or they don’t.

 They tend to block the sun, block your view of the road or block nothing at all. Bosch has created a solution to that with the Dynamic Sun Visor. Using cameras, AI and an LCD display, pixels on the display will black out the sun as needed.

Per Bosch’s press release: “Virtual Visor links an LCD panel with a driver or occupant-monitoring camera to track the sun’s casted shadow on the driver’s face. The system uses artificial intelligence to locate the driver within the image from the driver-facing camera. It also utilizes AI to determine the landmarks on the face—including where the eyes, nose and mouth are located so that it can identify shadows on the face. The algorithm analyzes the driver’s view, darkening only the section of the display through which light hits the driver’s eyes. The rest of the display remains transparent, no longer obscuring a large section of the driver’s field of vision.”

Gentex Full Display Mirror

It's time to put side view mirrors behind us.

Automotive supplier Gentex showed off their Full Display Mirror at CES. The mirror shows the rear view and side view mirror displays all in the rear view mirror screen.

In this application, cameras are placed inside the side view mirrors and the side view camera image is displayed in the central rear view mirror.

In another version, the exterior mirror is replaced with a camera blade and what is seen by the camera is shown on a display mounted on the interior door panel.

Aftermarket Car Audio Isn't Dead

Pioneer

Pioneer continues to make head units that add modern features such as wireless CarPlay and Android Auto.

Some of their latest models can add big screens in older cars that only have single DIN dashboard slots.

Big Screens for Old Cars

Phoenix Automotive showed off more of their Tesla like displays for older vehicles. Running off Android, these displays add web browsing, audio controls, car information displays and HVAC controls all on one screen.

With screen sizes ranging from 10.4 to 13 inches Phoenix Automotive upgrades are available for cars such as the Ram 1500, F-150, S550 Mustang and others. They even have a universal kit that gives almost any car a Tesla like interior.

New Tesla Competitors?

Byton M-Byte

Last year, electric car company Byton, came to CES with their M-Byte electric SUV concept.

This year they showed a near production version of the M-Byte.

The production M-Byte is said to have a 250-300 mile range, steering wheel screen and full dashboard width screen with pricing that starts at $45,000 when it goes on sale in the U.S. in 2021. You can reserve one now at their website. 

Fisker Ocean

Fisker has been in the EV game for a while but they debuted their first SUV, that they call the "Ocean."

The Ocean aims to be “The World’s Most Sustainable Vehicle” with features like a vegan interior and solar roof. Fisker aims to give it a 300 mile range when it goes on sale in 2021. 

Sony Vision-S

Sony, a name synonymous with TV’s, stereos, PlayStaion and cameras…and now cars? Sony surprised the world at CES with their Vision-S concept car.

The Vision-S uses a suite of 33 sensors both inside and outside the car, multiple widescreen displays, 360 audio and always on connectivity.

Want to learn more about Sony's new EV? Click here for the full story.

Jeep and cutting edge technology don’t usually go together, but Jeep is taking a step in that direction with their 4xe line which debuted at CES 2020.

A while back, Jeep’s parent company FCA, vowed to electrify all Jeep models by 2022. Jeep chose CES to reveal the first stage in their electrification plan with plug-in hybrid versions of the Compass, Renegade and Wrangler called 4xe.

Aside from blue accents and 4xe badging, the PHEV models don’t look much different from their gas-powered equivalents.

Seeing that all 4xe models on display featured Trail Rated badging, it looks like Jeep intends to retain their legendary off-road capability.

It was not mentioned where the hybrid's batteries are located, but in most EV's they're located under the car. The Wrangler Rubicon 4xe looks to have about the same ground clearance and flat underbody as the gas version. If it's located underneath, we're sure the aftermarket will quickly develop a skid plate to protect it.

FCA representatives were not able to provide any specifics as far as powertrain and range, but the added benefit of hybrid power could make this trio of SUVs better to drive on, and off-road. These PHEV models also benefit from added fuel efficiency, so you can go further on those adventures without relying on a jerrycan.

With the top off, doors off, and windshield down, you’ll only hear the wind and environment around you in a Wrangler 4xe. Under all electric power, the Wrangler 4xe to be a great for wildlife viewing. EV safari anyone? 

Additionally, Jeep plans to release fully electric models including an electric Wrangler in the near future and more details of the 4xe models throughout the year.

Want to see what else Jeep has planned for the future? See what we've learned about the 2021 Jeep Wagoneer.

We nabbed our first look at the upcoming Corvette C8 plugin hybrid in what appeared to be real-world, cold-weather testing. As you might already know, lower temperatures affect battery performance.

Underneath the layer of snow and camouflage there's an orange charging harnesses sticking out from the front cargo cover. Other than those cables, the exterior does not seem to contain many other visible differences from the Corvette C8 with the Z51 package.

The C8 PHEV is expected to be similar to the current Stingray model, but with hybridized power.  We don't know what powertrain GM will end up using (*note that it sounded like a V6 to our shooter), we've heard that the electrified hardware will aid in performance rather than fuel economy. Expect a launch either in late 2020 or 2021 calendar years.

Click here to see all the new tech from the gasoline version of the 2020 Chevy Stingray Corvette.

As CES becomes more focused on automotive, you can’t leave out the overlanding crowd. Check out the new electronic gear and gadgets for overlanders at CES.

1. Scosche M8TRIX Power Management System

Replace all those individual switches and buttons with Scosche’s new M8TRIX.

Connect up to 8 different accessories such as lights, heated seats, air compressors, winches, fridges, power inverters and more, all through a single touch screen.     

2. Voxx Power Systems Jump Starter

No more looking for that battery pack or jumper cables when you’ve been camping for a few days and drained your battery from powering your fridge, lights and other accessories.

Voxx has developed an onboard jump starter that connects to directly to your battery and charges as you drive. The jump starter also monitors your battery and sends low battery alerts to your smart phone.

3. Goal Zero Yeti X

Looking to power electronic items off the grid? Yeti has released their most powerful Yeti yet. The Yeti X is their lightest and most powerful lithium ion power stations, designed for quick, reliable and noise free power on the go.

All 6 Yeti X models ranging from the 200X, 500X, 1000X, 1500X, 3000X and 6000X (model names indicate battery capacity in watt hours) will include USB-C power delivery, faster solar charging and 12V ports to power fridges and laptops. The top of the line Yeti 6000X is designed to power home circuits for days at a time. 

4. RAM Mounts Waterproof Wireless Charging and Garmin Mounts

You couldn’t miss Ram Mounts' booth with this J20 Gladiator on big, aggressive Nitto Trail Grapplers.

RAM Mounts have long been a go-to for those looking to securely mount accessories and this year they're adding a bunch of products to their model line.

To make Garmin users lives easier, RAM Mounts showed off their new universal Garmin mount, which clips onto a Garmin belt clip. This will fit any Garmin handheld device

Another new item was their waterproof wireless charging phone holder, which they displayed completely submerged. 

5. Garmin Overlander

Speaking of Garmin, they have developed something specifically with the off-road crowd in mind. As its name says, Garmin’s Overlander GPS tablet is designed for on and off-road navigation.

It features topographical maps for point to point guidance in North and South America.

You can also find campsites without cell reception with preloaded iOverlander Points of Interest and Ultimate Public Campgrounds.

Additionally, it features a built in compass, altimeter and barometer, record your tracks and you can connect it to a back up camera and inReach satellite communications.

Click here to see our picks for the best vehicles for overlanding.

While there are plenty of variables that go into a properly tuned suspension system, maybe the most important comes down to the shock absorbers. Since 2016, our ‘13 Jeep Wrangler Unlimited Rubicon has been fit with a JKS Manufacturing suspension system. Coupled with a set of 37-inch-tall Nitto Ridge Grapplers, this 2.5-inch lift has given us many years of excellent on and off-road performance. However, as our Jeep has grown through the years, we’ve found that we’ve reached the limits of our Fox 2.0 Adventure Series shocks. Given we’ve had so many years of trouble-free service out of the nitrogen-charged shocks, we went back to the Fox brand when it was time to dial-in our suspension even further.

Not looking to do a drastic coilover conversion, we decided to opt for a more economical and user-friendly set of Fox 2.5 Factory Race Series Remote Reservoir shocks fit with DSC (Dual Speed Compression) adjusters. These bolt-on shocks are designed specifically for JK Wranglers running 2.5 to 4-inches of lift and offer 12-clicks of high-speed compression and 10-clicks of low speed adjustment. As we discuss in the video above, adjustability was critical for our needs and the DSC adjusters were a great solution for our needs. We have more adventures planned for this JK, so be sure to check back as we continue to dial-in the well-worn Wrangler.

Click here to watch the video of our review of Fox's new Shocks.

Did you know you can get DSC adjusters for fullsize trucks too? Check out our BDS 3/4-ton GM Duramax Coilover conversion video to find out more! 

Along with the hugely anticipated 2021 Ford Bronco, Ford has also announced that it's building a smaller unnamed off-road oriented SUV that's been dubbed the "Baby Bronco." And while we still don't know exactly what Ford's Baby Bronco will be, a well known Japanese aftermarket company has gone ahead and done its own version of a miniature, retro-styled, Bronco-inspired 4x4 and it's quite cool.

Known as the "Dronco" the little SUV was created by Dream Automotive Development & Design, better known as DAMD—and it's based on the current Suzuki Jimny—the compact 4x4 that's an icon in the Japanese market.

To help make the modern Jimny resemble the first generation Bronco, DAMD applied some unique tricks including a two-tone body color, a Bronco-esque front grille, steel wheels and rear-mounted ladder setup. It's really nothing drastic, but the conversion is very effective.

In addition to the Dronco, DAMD has also announced another Jimny-based concept, this one called the "Jimny Roots." As its name suggests, this one stays in the Suzuki family, taking its inspiration from the first generation Jimny that was introduced back in 1970.

Both the DAMD Jimny Roots and the Dronco will be shown at the upcoming Tokyo Auto Salon, and as for the actual Ford "Baby Bronco" we are expecting to hear more about this one within the next few months.

Of course, anyone who is somewhat familiar with the Japanese custom scene will know the Dronco is far from the first modern JDM machine to be restyled with a vintage American inspiration.

If you want to know know what you get when you mix a new MX-5 Miata with a 1960s Corvette, you can check out the Mitsuoka RockStar.

With each passing year the outlook for muscle cars seems to be traveling in two paradoxical directions.

There has never been a better time for gearheads obsessed with stuffing ultimate power under the hood, whether that comes in the form of factory models like the obscene Ford Shelby Mustang GT500, or the Dodge Challenger SRT Hellcat Redeye, or from any of the extensive parts catalogues offered by the vast universe of aftermarket go-fast suppliers.

At the same time, squint down a long enough corridor and the prospect for muscle machines begins to dim. Cheap speed may be the current order of the day, but environmental and regulatory realities are conspiring against the proliferation of unfettered cubic inches. While some muscle fans might be flashing back to the early 70s and the nightmare that followed, fortunately modern technology has advanced to the point where performance can be preserved while still meeting stringent restrictions on engine size and fuel type.

The power isn't going anywhere, necessarily—it's just going to be generated in a very different way, and likely come in a package that's also unfamiliar. Here are my predictions for what the next decade holds for muscle cars.

1. Expect Hybrid Drivetrains

At this point, electrification is unavoidable for performance cars, and muscle machines are no exception.

Already a staple in the world of exotics seeking to squeeze out every last potential iota of speed from a given drivetrain, battery-assisted setups will first make themselves known by way of 48-volt mild hybrid systems. Soon afterwards, they'll branch out to include electric motors that interact directly with the drive wheels, providing that mainline shot of torque that will guarantee face-peeling acceleration even as electrons begin to edge out cubic inches.

2. Turbos, Too

Speaking of replacements for displacement—look for turbochargers to bridge the gap between today's naturally-aspirated muscle car motors and the hybridized setups that should be more common by the middle of this decade.

Although superchargers are the current hotness at Ford and FCA, the efficiencies offered by turbos (especially with the smaller engine sizes that will begin creeping under the hoods of most models), are more appealing from an engineering perspective. It's a strategy that has already delivered exceptional performance from European in-house tuners like AMG and BMW M, which offer an exclusively turbocharged line-up.

3. SUVs Will Continue To Steal The Thunder—And The Nameplates

There's no denying that sport-utility vehicles and their crossover cousins have taken over the auto industry. With dozens upon dozens of variants available at almost every price point, it's only natural that muscle haulers will play an increasing role as well—and in some cases, even take over for vehicles that were once branded as traditional coupes and sedans. Vehicles like the Jeep Grand Cherokee SRT and the Grand Cherokee Trackhawk are the tip of a spear that includes the Ford Explorer Hybrid (what with its 400 horsepower), the Dodge Durango SRT, and of course the litany of hyper-muscled BMW, Mercedes-Benz, and Audi people movers that leverage all-wheel drive into exceptional straight-line speed.

Then there's what's happening with the Mustang. Ford is in the midst of attempting to create a family of vehicles wearing the iconic name, including an electric crossover and potentially a four-door sedan. The latter is less and less likely as time goes on, but don't discount the possibility of a slew of Mustang SUVs hitting the streets, with at least one attempting to match the coupe in terms of raw power.

4. Pickups Keep V8s Alive

Fear not, V8 fans, because as long as there are traditional pickup trucks on the market there are likely to be eight-cylinder engines chugging away between their front fenders. Although Ford has gone all-in with turbocharging and currently only offers a single V8 with the F-150, every other truck manufacturer has continued to develop eight-cylinder units for most of their line-up.

Modern street trucks aren't all that interesting from a performance perspective, but at the very least this guarantees a supply of project engines for shops and builders if the muscle world downsizes below the V8 threshold.

5. Old Faces Gone Completely

There will be casualties as the 2020s reshape the muscle car world, and that includes familiar names disappearing from the landscape. Case in point? It's unlikely that we'll see a seventh-generation Chevrolet Camaro, with the current model pegged to disappear after the 2023 model makes its final bow. A victim of slow sales and a general disinterest in passenger cars at General Motors, the Camaro may be one of the vehicles lending its street cred to a crossover-based replacement as mentioned earlier in this piece.

It wouldn't be the first time that the Camaro has left the scene, as it took a vacation from dealer lots for nearly a decade during the 2000s. While the Mustang's future seems assured, could the Challenger morph into an SUV, or even disappear completely should FCA's accountants realize that the upcoming move to an Alfa Romeo-sourced platform might not make financial sense? Anything is possible.

Does Detroit still care about fun cars? We answer that with a hard, "yes."

As you read this the 2020 Tokyo Auto Salon is under way in Japan, and while the show is largely dominated by all matter of aftermarket and custom builds, OEM makers occasionally use the show to debut production models and that's exactly what Honda has done with the updated 2020 Civic Type R.

Originally released for the 2017 model year, the Civic Type R was, and still is, one of the fastest front wheel production cars ever, and for 2020 Honda has refreshed the look and made some small but useful improvements to the rest of the car.

At a glance, the biggest change comes on the front and rear bumpers which feature a new vent design, and an enlarged front grille opening for improved cooling. A new color option called "Boost Blue" will also join the lineup for 2020, with the bright hue being exclusive to the Type R model.

Beneath the hood, the turbocharged 2.0L engine continues to make 306 hp and 295 lbs.-ft of torque, but Honda's engineers have performed additional improvements to help increase all around performance and comfort.

The dampers and steering have been retuned, the rear bushings have been stiffened and the front Brembo brakes switch to two-piece rotors with newly developed pads for better performance and less fade.

Other updates include a an Alcantara-wrapped steering wheel, a new shifter and knob, and "Active Sound Control" for my interior sound depending on the car's drive mode. Last but not least, the Honda Sensing package of driver assists is now standard.

Pricing for the updated 2020 Civic Type R hasn't been announced yet, but the MSRP has already climbed a few times following the car's initial release and we'd be surprised if it didn't increase again. If you'd like one, the wait shouldn't be too long as Honda says the 2020 Civic Type R will go on sale "later this winter."

And, if you'd like to know just how highly we think of the current Civic Type R, we've included it on our list of the most important performance cars of the 2010s. You can see the rest of the list right here.