By the end of the 1980s, General Motors knew that it was time to update its long-running full-size SUV twins, the Chevrolet Blazer and the GMC Jimmy. These vehicles had last been fully redesigned in 1973, which was not an uncommon gap for that era's trucks, and definitely in keeping with similar vehicles on offer from the competition like the Dodge Ramcharger and the Ford Bronco.

It wasn't just a desire for technological change that drove the move to a new shared sport-utility / pickup truck platform, however. GM was also facing sinking sales from its large, two-door offerings, and was eager to experiment with a more practical four-door SUV that would slot in above where the Blazer/Jimmy pairing had once lived, and below the plus-size Suburban.

This mission statement would birth the GMC Yukon and (eventually) the Chevrolet Tahoe, rugged and useful 4x4s that would become stalwarts of GM's truck portfolio. Perennial strong sellers to this day, the first-generation models have become the go-to for those seeking an affordable, and reliable, off-road capable ride that can double as a comfortable daily driver and occasional tow rig.

Four-Door Future

The Chevrolet Silverado and GMC Sierra pickups had already moved to the new GMT400 platform for the 1988 model year, with the General squeezing a few more years out of its old-tech SUVs before making the same switch.

In 1992 a fresh face appeared on the scene: the GMC Yukon. Sold exclusively as a two-door model for its first three years in production, the Yukon's Chevrolet equivalent would carry forward the Blazer name during the same time period. Each rode on a tweaked version of the GMT 400 (415 for the Blazer and 430 for the Yukon).

By 1995 the Blazer badge had been replaced by Tahoe, and two-door models would be put on notice. General Motors had received a significant amount of feedback from customers about what they were looking for in a daily-driven sport-utility, and the overwhelming consensus was that families didn't want to fuss with folding buckets and cramped door openings when dealing with child seats and other precious cargo.

This shift from slow-selling two-door trucks to much more useful four-door models the following year would pay major dividends for GM. Both the Yukon and the Tahoe were larger than Ford's Explorer, but not so hefty as to be unwieldy for urban drivers, and popular to the point that the two-door Yukon was removed from the order sheet for 1997 (with the Tahoe lasting until 1999). Their introduction would kick off a profitable niche for domestic automakers, and the Blue Oval would quickly follow suit with the F-150-based Expedition to complement the Explorer.

All-Around Upgrade

Even in two-door form, the new Yukon and Blazer/Tahoe were a major improvement over the vehicles they replaced. Each was roughly five inches longer in terms of wheelbase, and the removable fiberglass roof over the rear cargo compartment had now been permanently replaced by a steel design that allow for much better accident protection as well as a quieter experience out on the road.

Styling remained distinctly square, although with a few curved edges linking the trucks to their pickup counterparts. Interiors were much more civilized than the ancient Blazer and Jimmy combo, and the tailgates would eventually offer a choice between traditional drop-down or a barn door setup that made it easier to reach into the cargo compartment.

Underneath their revised skin, GMT 415/430 (and eventually 420 for the Yukon) was a much strong platform, weighing in at between 4,500 and 5,500 lbs, depending on doors and spec. Although a rare 6.5-liter turbodiesel V8 version of the SUVs was available, almost every model was motivated by the same 5.7-liter small block Chevrolet V8 engine, which was marketed under the 'Vortec' name, and shifted through a four-speed automatic gearbox. Four-wheel drive was optional, and while early Blazers and Yukons delivered 200 hp and 310 lb-ft of torque from this setup, by 1995 an upgrade to 255 horses and 335 lb-ft of twist had rolled out across the lineup.

A number of special editions or trim levels of the Tahoe/Yukon would appear during the first generation production run. The two-door Yukon GT offered blacked out, monochromatic styling tinged with red highlights and the uncertain appeal of a long five-speed shifter for its optional manual gearbox. The Limited was the name given to the street truck take on the Tahoe in 2000 (the final year of production), with a Z71 off-road version available that same year. Each of these vehicles was rare, intersecting with the introduction of the next-generation SUV platform.

Lasting Legacy

It's no exaggeration to say that the highways, back roads, and used car lots of America are still awash in examples of the 1992-2000 GMC Yukon and Chevrolet Tahoe. Credit the fact that these trucks were mechanically simple, easy to work on, and relatively comfortable to drive as compared to the large SUVs that had come before them.

More than that, however, they were versatile, as likely to be seen lifted on oversized rubber in a mud pit as they were hitched up to a camping trailer or camped out in the pick-up line at the local elementary school. As they gradually phased out of their original ownership group, they became affordable first cars for a new set of college students, contractors, and off-road enthusiasts seeking something dependable and useful. It's far easier to keep a truck from this era running smoothly than it is to maintain a Blazer or Jimmy, and that fact had gradually tilted the balance in favor of these more modern rides.

Although future iterations of these SUVs would trend towards bigger power and more outlandish luxury - the Yukon especially, with its Denali sub-brand - the original version of each represents the best intersection between modern driving manners and classic SUV styling and functionality to have ever been built by General Motors.

What kind of potential does the more modern Tahoe platform offer for off-roaders? Check out this Chevrolet Tahoe trail rig.

Of all the segments in the American auto industry, pick up trucks aren’t only the most lucrative and the most competitive, pickup buyers are also some of the most loyal customers around.

That’s why the upcoming explosion in electric pickup trucks is going to be extremely fascinating to watch. Not just in terms of new technology but in the way the coming of electric trucks may or may not disrupt this vitally important market.

The Startups

One of the more interesting parts of the rise of electric vehicles has been the emergence of startup companies dedicated exclusively to EVs, and the pickup market has been no exception.

In recent months we’ve seen a number of EV trucks announced from new brands like Lordstown, Bollinger and Nikola Motor Company—all of whom have promised upcoming electric pickups with varying degrees of capability.

And while many of these vehicles seem quite promising on paper, we have yet to see real production examples of any of them. That, combined with the volatile nature of startups means it can be hard to tell when or if any of these trucks will become real products you can buy.

In a way its a double-edged sword because these new companies have the freedom to focus strictly on electric vehicles but at the same time they lack of the stability and proven infrastructure of traditional automakers. Regardless of how great these trucks look in a rendering or press release, getting a new vehicle company off the ground is never easy. 

Rivian

In the last year or so, perhaps no maker of electric pickups has gotten more attention than Rivian. In 2018 the brand showed off both a pickup and SUV based on an all-electric skateboard platform—and their work has earned them investment from some powerful entities.

By focusing specifically on trucks, Rivian has the potential establish itself as a leader in the segment as other companies work to balance electric trucks with other product lines.

Both Amazon and Ford have made significant investments in the company, and while there were plans for Ford and Lincoln to use Rivian's platform for upcoming vehicles they've recently backed off those in the wake of the pandemic. At any rate, Rivian could become a huge player in the market. 

Rivian is in a unique situation with both the forward-thinking ways of a startup and the backing of traditional players. If this relationship can be properly managed they have the potential to be the leader in electric trucks.

Tesla

When it comes to hype, no electric truck maker has gotten more than Tesla with its already-infamous and highly unconventional Cybertruck. Then again, in terms of electric vehicle companies, Tesla could be considered the Goliath of the market.

Not only does Tesla have a major head start in terms of EV technology, the brand has also built a base of highly passionate fans and owners in a relatively short time. The big question though, is whether that passion will carry over to the pickup market.

While many owners of current Tesla cars have come over from luxury brands like BMW or Audi and are heavily into the latest tech, it’s going to be a much different challenge taking on the likes of the F-150 and Silverado with their ultra-loyal buyers.

And that’s before you even consider the wild looks of the Cybertruck. While some love the truck’s absolutely wild wedge-shaped styling and can’t wait to be seen in one, it could potentially turn-off a lot of pickup buyers who just want a truck to haul stuff without making a statement.

Ford

On the other hand you have Ford, who has made no secrets about its on-going work on the all electric F-150 pickup. While no dates have been announced we'd expect it to be revealed some time in the not too distant future.

The F-150 has long been one of the  best selling vehicles in America so there’s obviously a lot of value in the brand—and an electric version could be massively important. The big question is going to be whether these historic buyers are going to jump on the electric train.

And with the gasoline-powered F-150 likely to continue its popularity for a long time to come, Ford is also going to have the challenge of proving the value of the electric truck versus a gasoline version in the same showroom.

But if Ford makes good on its promise of a highly competitive all-electric F-150 it has the potential to take advantage not just of brand loyalty but also of if it’s extensive manufacturing, sales and service infrastructure in a way that the startup brands just can’t.

GM

Not to be left out is General Motors. While GM hasn't released any hard specs or details it's also clearly stated its plan to have electric trucks on the market soon. As soon as late 2021 if its recent press releases are to believed. 

GM has already proven its EV tech with cars like the Chevy Bolt and it's only natural to see an electric pickup developed to compete with Ford and the others. There was also the recent announcement that Hummer would be returning as an all-electric offering in the GMC lineup.

Like Ford, GM will have its work cut out for it as it works to develop and market its electric trucks alongside its traditional gas models. Yet if they can convert loyal Chevy and GMC truck buyers to electric there is lot of potential for success.

All in all it’s shaping up to be a very interesting time as the pickup segment embraces electrification and the landscape continues to change.

With the truck continuing to be the most profitable and competitive markets in America, this is likely to become ground zero in the brewing battle between electric and internal combustion vehicles.

For another battle between the new brands and traditional brands, check out our breakdown of the Tesla Model Y vs the Ford Mustang Mach-E.

Tired of four-wheelin'? Then you should consider upgrading to a 6x6 for your next off-road adventure. Over the last decade the number of aftermarket companies offering 6-wheel conversions for rugged all-terrain trucks has skyrocketed, with nearly every continent on the planet producing its own 6x6 specialists imagining new and creative ways to add an extra drive axle to the world's most popular rigs.

Wondering which trucks stand out on the 6x6 landscape? We've rounded up the most intriguing options out there, and threw in a little history to demonstrate how long the 6x6 streak has been running through the off-road community.

Mercedes-AMG G63 6x6

The Mercedes-Benz G-Class has long been a favorite among the Beverly Hills set, but even in base form this Magna Steyr assembled box is a legitimate trail warrior thanks to its three locking differentials and respectable ground clearance.

Add two more locking differentials into the equation (thanks to a double-diff on the initial rear axle), plus a twin-turbo V8 engine tuned by AMG, and the G63 6x6 is an absolute brute. Rocking 536 hp, a central air inflation system for each of its tires, and Ohlin shocks, the Mercedes-AMG thunders over almost any obstacle (aside from its own turning radius) with 18 inches of ground clearance.

More so than any other model, when it appeared in 2014, the G63 6x6 was responsible for shifting the six-wheel focus from exploration and overlanding to high speed hot-rodding over huge tracts of desert or savannah. It would go on to inspire models like the next entry on our list, and sell in surprisingly high numbers on both sides of the Atlantic.

Hennessey VelociRaptor 6x6

The Ford Raptor was already one of the biggest and baddest off-road pickups on the market, but that wasn't enough for Hennessey, which used it as the template for its very first 6x6 offering. The company is willing to convert any second-generation Raptor platform into this rolling monstrosity.

The truck offers a 600 hp edition of Ford's 3.5-liter EcoBoost V6 to go with its massive road presence, custom bumpers and roll bar, and of course as many extra luxuries as you're willing to pay for over and above its equally hefty $350k asking price. Like the Mercedes-AMG that preceded it, the Velociraptor is intended more for high speed runs than the Rubicon.

Dodge Ram T-Rex

The Dodge Ram T-Rex kicked off America's dalliance with 6x6 pickups all the way back in 1996. Introduced at SEMA, the 'Technology Research Experimental' concept was far from being all show and no go, as its six-wheel drive setup was backed by a 500 hp version of the V10 engine found in Dodge heavy duty pickups.

That 10-cylinder engine was also good for a whopping 600 lb-ft of torque, monster numbers for the mid-90s, and the T-Rex also rode on an adjustable air suspension system that presaged the stock setup eventually offered with production versions of the Ram.

The T-Rex was built for Dodge by a company called USA6X6. which would build a couple more 6x6 show trucks (including a Jeep Wrangler and another Ram) before going out of business in 2008.

Hennessey Goliath 6x6

Not wanting to leave Bowtie fans out of the party, Hennessey ported its VelociRaptor formula over to the Chevrolet Silverado in 2019. It's essentially the same package, with big wheels, huge lift, extra drive axle, and a whole whack of off-road gear to go with it.

Power for the Goliath is a little more modest, checking it at 450 horses, which means bounding over dunes and crashing through brush is going to be somewhat more restrained with the Chevrolet than when piloting the Blue Oval six-wheeler. Despite the power handicap, it's somehow even more expensive than the faster Ford, with a $375k price tag.

Bruiser Conversions / K6 Industries / Wild Boar

Want a 6x6 pickup, but Jeep is life? There are currently three companies out there that have you covered with monster conversions of the JK Wrangler.

Bruiser Conversions doesn't just add an extra axle and a cargo bed to the four-door Wrangler Unlimited, but it also installs a supercharged LS V8 engine to go with it, along with an astonishingly long list of aftermarket off-road gear.

K6 Industries offers both pickup and 7-passenger versions of the JK, while Wild Boar once provided the extra incentive of a Hellcat supercharged V8 with over 700 hp. The latter was built in partnership with a company called Dakota Customs, which specializes in V8 Jeep conversions.

Chelsea Truck Co. / Foley Specialist Vehicles

The Land Rover Defender 110 is one of the most renowned off-road vehicles in the world, so it's no surprise that a pair of companies have selected it to deliver their own 6x6 conversion.

That being said, the two approaches couldn't be more different. Foley Specialist Vehicles offers a luxury-oriented model, the LS3-powered Defcon 6x6, but it also offers task-focused six-wheel drive models of the Defender that are intended to tackle a wide range of tasks including safari, search and rescue, emergency medical services, and transportation.

The Chelsea Truck Co. version of the six-wheeled Defender 110 is more in the vein of the Mercedes-AMG G63 6x6. Dubbed the 'Flying Huntsman,' it offers 430 hp from a 6.2-liter LS V8, and balances off-road equipment with go-fast gear and high end comfort features. You can even get an armored version of the truck, if you like to live both large and dangerously at the same time.

Patriot Campers / Multidrive Technology / Boss Aluminum / JMACX / TJM Pretoria East

As popular as the Jeep Wrangler JK might be for 6x6 conversion it lags behind one of off-roading's elder statesmen in terms of the sheer number of options out there from the aftermarket. The 70 Series Toyota Land Cruiser, perhaps the most stalwart and versatile all terrain champion ever built, can be had in at least five different flavors of six-wheel drive.

Patriot Campers is known more for its accessories in America than its custom trucks, but in Australia it does a robust business kitting out Land Cruisers, including the over-the-top 6x6 Megatourer built on the '79 chassis version of the truck. The truck offers nearly 400 hp from a supercharged V6 or the choice of a turbodiesel V8 edition for those who favor range and torque above all else.

Patriot uses a conversion kit from a company called JMACX for the Megatourer, as does Boss Aluminum, with all three based in Australia. Given that JMACX also produces its own turn-key 6x6 solution it's fair to say that Outback country is the epicenter of six-wheeled Land Cruisers. That being said, TJM Pretoria East delivers six-wheel drive Land Cruisers to the South African market, with a focus on both commercial and overlanding applications.

DBL Design

If you want to go big and stay true Ford blue, you don't necessarily have to park a VelociRaptor in your driveway. DBL Design offers a full range of heavy duty 6x6 upgrades for the F-450 and F-550, and while most of these are aimed at commercial customers looking to outfit a fire department or forestry service, DBL does cater to the off-road crowd, too.

Most F-450 and F-550 trucks are sold as chassis cabs, which means you can design your own bed that's best suited to your particular overlanding or transportation needs. DBL even offers a 'Severe Duty' package that's intended to upgrade and protect critical vehicle systems from the type of abuse that a day of heavy trail driving can inflict on such a large vehicle.

Want to read about more over-the-top off-road trucks? Check out our list of the craziest big money 4x4 rigs on the market.

Diesels are everywhere these days. From show trucks to drag racers, sled pullers to dyno queens and off-road rigs to rat-rods, they’ve infiltrated virtually every automotive niche you can think of. On the engine swap scene, oil burners have also become first-choice engine options for scores of people seeking horsepower, reliability or something outside the box. Some of the diesel projects we stumble across are downright creative and, as you might’ve guessed by the title, we’ve got three shining examples to show you.

Below, you’ll find a chopped and lowered, Cummins-powered ’41 Chevy school bus, a mini-rod tractor squeezing 400hp out of a 1.9L Volkswagen TDI and a 700hp 5.9L-swapped OBS Ford that runs 11’s at the track but prefers to race on the street. You just can’t make this stuff up!

The Rat-Rod School Bus

As a Harley, classic car and rat-rod fan, Jason Bliesner has a lot of gearhead-related thoughts running through his head on a daily basis. Fortunately for all of us, he put this one into action. Looking to build a rat-rod but add his own personal twist to things, he set out in search of an old-school bus. Countless hours later, he’s got a compound turbocharged, Cummins-propelled ’41 Chevy short bus that doubles as a 650rwhp burnout machine and people hauler. It’s been chopped, lowered, and turning heads everywhere it goes, which includes traveling all over the Midwest and even the occasional trip to Nashville. Of course, Seating for 12 means Jason can bring all of his friends along for the ride.

Fresh 5.9L Cummins

After placing the winning bid on eBay for a 12-valve 5.9L Cummins, Jason tore the engine down to start fresh and reinforce a few key areas. With the help of local friend and competitive truck puller, Drew DeClerck, the 5.9L was treated to ARP main and head studs, fire-rings,  Hamilton Cams’ hot street 188/220 camshaft and tappets,  heavy-duty pushrods, 180-lb valve springs and port and polish work on the head. To avoid any clearance issues with the oil pan scraping the ground, a low-profile pan was built by C-Line/562 Fabrications.

Scheid P-pump

Entrusting a company that could transform a good, used core P7100 into a pump capable of flowing 500cc’s and fueling all the way to 4,500 rpm, Jason went with Scheid Diesel. At the present time, the P-pump’s timing is set at 18 degrees of advancement. Scheid also built the 5x.013 billet nozzle injectors and the custom-bent injection lines that span between them and the P-pump. A 260-gph FASS lift pump supplies the tweaked P7100 a 60-psi diet of low pressure fuel.

Compound Turbos & 60+ PSI of Boost

Attempting to clean up the heavily-fueled 12-valve, you’ll find a compound turbo arrangement that’s practically climbing out of the engine bay. An S400 series BorgWarner serves as the atmosphere charger, and sits just about eye level with the bus driver. The 72mm turbo breathes through a massive S&B air filter and forces exhaust out a 5-inch diameter up-pipe (i.e. inverted downpipe), which is topped off with a rain cap. The high-pressure (or manifold) charger was also sourced from the BorgWarner catalog, this one being a 63mm S300 with an internal wastegate.

The Red Raptor

Brace yourselves, the wow factor is strong with this one. When the German-based Pulling Crew Ostfriesland decided to take the ALH code 1.9L TDI Volkswagen tractor pulling, they did it up right. Extremely docile in OEM form, the 115 ci VW is best known for helping tiny sedans and coupes get 50-mpg, not belt out 400 hp—but that’s exactly what happened here. In quadrupling the power of the ALH four-banger and stuffing it into a mini-rod class tractor coined “Red Raptor,” Pulling Crew Ostfriesland saw tremendous success last season.

400 HP From 115 Cubic Inches

As you can see, the TDI mill still uses a timing belt, but it’s not turning a distributor style rotary pump anymore. That’s right, it’s P-pumped. It’s also still sporting the single overhead cam arrangement, albeit a much more aggressive version than stock. Back behind the trophy laying across the engine (we told you it was a runner), a massive (for a 1.9L) single turbo is in charge of feeding boost into the worked-over cylinder head.

‘Fummins Street Racer

The word swap means much more to Tyler Turay and his ‘95 Ford F-250 than a simple engine swap. No sir, this isn’t just some old Blue Oval sporting a 5.9L Cummins. In addition to the engine, the axles, suspension and transmission have all been swapped out for newer, stronger components so he can better indulge in those irresistible trips down to “Mexico.” For the axles and suspension, Tyler plucked the rear 10.5 Sterling and front Dana 60, coil springs and radius arms off of an ’05 Super Duty. The engine, a 1992 model year 6BT (originally equipped with the VE injection pump) was a $1,500 Craigslist find that eventually had to be rebuilt when the camshaft checked out a few years back.

Billet Chrysler Four-Speed

As for the transmission, it’s a long way from the original ZF-5 five-speed manual Tyler used to row gears with. Now, a LinCo Diesel Performance-built 47RE with a host of cutting-edge parts from Sun Coast (including a manual valve body) sends power through the transfer case and out to the Super Duty axles. Billet input, intermediate and output shafts, a billet direct drum and a billet stator, race-ready torque converter were chosen for their ability to hold up to boosted, four-wheel drive launches. Thanks to Sun Coast’s high-stall (2,500-rpm) triple disc converter brings the engine’s big single turbo to life quickly.

Dump Truck P-pump

Because Tyler likes to party, the fueling-limited VE injection pump was never given a chance. Instead, he robbed a Bosch P7100 off of an old Ford F800 dump truck, treated it to a #0 fuel plate, 4,000-rpm governor springs, 7mm delivery valves, a Mack rack plug, a Tork Tek overflow valve and modified the AFC. Then he bolted it to the Cummins. To date, the P-pump has still never been benched, but it flows enough fuel for the truck to make north of 700rwhp thanks to the 5x.018 injectors that are also part of the equation.

Fresh Long-Block and A Big Single

During the engine rebuild, Tyler took steps to ensure the 5.9L could handle street racing every night of the week. ARP main studs, rod bolts and head studs all got the call, along with marine pistons. A Hamilton 188/220 camshaft, 24-valve tappets, extreme pushrods and dual valve springs highlight the valvetrain mods and the cylinder head was O-ringed to hold up to big boost. As for boost production, a billet compressor wheel BorgWarner S467.7 with a race cover and an rpm-friendly, 1.10 A/R exhaust housing with a T4 flange crams more than 60-psi into the engine.

Curious what others are doing with diesel power? Here’s another handful of one-of-a-kind oil burners for you to digest.

For decades much of the classic car world has been broken down into two distinct schools of thought: those who believe automobiles should be kept or restored to as original a spec as possible, and those who are willing to mix-and-match drivetrains, trim, and features from a specific era in order to create the vehicle they want to drive.

It's important to mention that the second group doesn't refer to restomods, or the modernization of classic metal. Rather, it's composed of owners who have no qualms about taking a regular Chevelle coupe and transforming it into an SS. The practice is called 'cloning,' and it's been a part of the collector car landscape for as long as the hobby has existed.

In a perfect world, these two groups of enthusiasts would peacefully co-exist, united by their mutual love for all things automotive. In reality, there's a sharp divide that occasionally flashes over into animosity separating the by-the-book restorers from those who play fast and loose with what came from the factory.

Who's right and who's wrong in this debate? It's really not that simple.

The Cult Of Originality?

'It's only original once' is a phrase you'll hear often at any classic car show, cruise night, or fun run. The phrase itself refers to survivor cars that have made it from their original date of manufacture all the way to the present day without any paint work, mechanical updates, or restoration of any kind.

Adjacent to the world of survivors are vehicles that have been restored according to how they were originally built. While these vehicles might see the occasional period-correct modification—aftermarket wheels and accessories, for example—they're sprayed the same color they wore coming off the line, feature an identical driveline, and do their best to present themselves as they would have to a would-be buyer perusing the dealership floor back in the day.

It’s a preservation instinct that works across more than just the desire to keep a car looking showroom-fresh. For many in the restoration camp, it's also about respecting the era the vehicle came from, the designers who put pen to paper, and the engineers who made it all possible. These types of restored vehicles are time capsules forever linked to the period in which they were constructed, which further strengthens the emotional ties on the part of the owner.

There's another aspect of 'original' restorations that has less to do with warm and fuzzy feelings and is more about the cold, hard financial aspects of the collector car hobby. For the most part, restored cars and survivors are valued higher at auction or in private sale than a vehicle that has been modified. It's similar to those who collect first-edition books, rare furniture, or historically significant commercial art: the appeal is the link to the past, compounded by the scarcity of the object being coveted.

It's tempting to view this as a bit of a feedback loop—restored cars appeal to fans of restored cars, who are willing to open their wallets to acquire them—and we'll see later on that things are starting to change in this area.

Attack Of The Clones

Let's say you're less interested in provenance and simply want to enjoy a car that you remember from your youth, or that caught your eye due to its styling, its performance, or simply the image that comes with it. Enter the clones, vehicles that are built from humbler sedans, coupes, convertibles, and roadsters to resemble and drive like rare or more desirable models.

For the most part there's no ill will here, and no desire to pull the wool over anyone's eyes. The driver of the car knows full well that the alligator stitched onto its breast pocket isn't real Lacoste, but they don't care because they're behind the wheel of their dream machine.

Clones are appealing for a number of reasons. They almost always much less expensive to purchase than their original counterparts, particularly for the rarest models (such as Hemi-powered Plymouth Barracudas, or LS6-powered Chevrolet Chevelles). They can also be built to the buyer's spec using period parts or crate engines that replicate drivetrains that were available at the time, and they can usually be modified to take care of any reliability issues or other problems specific to a model (without edging over into the modernization that occurs while building a restomod). Finally, they can be painted any color and have their interiors finished along the same lines, which frees owners from the shackles of a '60s or '70s order sheet.

Why Can't We Be Friends?

Clone builders aren't necessarily in opposition to the idea of nicely-restored car, but the same can't be said for the other side of the equation. Those who worship at the altar of originality have been known to view clones as a dangerous threat to the integrity of the collector car hobby, and some have gone so far as to use the word 'counterfeit' to describe vehicles that have been built to a higher spec than what was original.

While there are some bad actors who clone cars with the intent of deceiving buyers into believing they're paying for the 'real deal,' that represents only the tiniest portion of the collector car world. Indeed, one will find criminals in any industry, and the classic car business is no exception.

Underlying the tension between fans of clones and those who are only interested in original automobiles is the idea that the presence of the former somehow dilutes the value of the latter. For those who view their vehicles as investments, the presence of less expensive versions of the same, that for all intents and purposes look and drive identical to the 'real McCoy,' can feel like a very real threat to their portfolio.

In a sense it's market anarchy, with clones filling the void that can never be completely satisfied by the limited supply of original vehicles. While clones were once ignored by collectors, in recent years they've become a more accepted on the high dollar side of the hobby as supplies of original cars have dried up. The 'value' of a clone is a nebulous concept, but there's no doubt that at some levels these vehicles have been pulling sales away from restored models.

There's one more argument made against clone cars: they tend to cannibalize original vehicles for parts, which leads to fewer restoration candidates left on the ground. While undoubtedly true, buying in to this point of view requires adopting the philosophy that original cars are inherently better than clones. From that standpoint, the sacrifice of a plain Jane coupe that no one would have ever considered investing in as a restoration project is reprehensible. In the real world, it's much more likely to be a wash.

One-Sided Heat

You might have noticed that all of the arguments above are levied against clone owners by those who have restored or original cars parked in their garages. If it appears that clone fans are largely agnostic as to the existence of restorations, then that's not far from the truth.

It's easy enough to understand why this is the case. Given that restored cars base much of their value on being limited in supply, combined with preservation mystique and the fetishization of originality, the presence of a more affordable look-alike, sound-alike, and drive-alike product isn't something that would be welcomed with open arms.

For the most part, clone owners are happy to enjoy their cars and ignore the slings and arrows of the preservationist crowd. If there is one counterpoint that clone fans are willing to make, however, it's that six-figure restorations often end up creating cars that are 'better than new.'

Modern technology and the willingness to spend big bucks of specialized labor ends up creating restored cars that flawless in a way that past production techniques simply could not have achieved. No waves in the paint, no unusual panel gaps, no troublesome overheating—these cars are perfect in a way a factory fresh model never was.

Drive What You Want To Drive

Ultimately, the best classic car is whichever one you want to own, to drive, and to save from the crusher. Spreading the joy of owning an older vehicle is what keeps the entire hobby alive, and seeing these cars and trucks out on the street, or at a car show, or in the parking lot of your local burger joint is what helps ensure future generations stay interested enough to keep the ball rolling.

More than anything else, it's important that old cars be kept fresh in the minds of those who would seek to continue keeping them on the road.

Curious about clones that go out of their way to preserve automotive history? Check out our feature on historically-significant race car recreations.

Rarely is the good fortune of making too much horsepower considered a problem in the automotive world, but if you’re struggling to hook at the track or on the street (or are on the verge of breaking traction), it’s time to get serious about tire choice. Given today’s easy access to high-horsepower right off the showroom floor, a D.O.T.-approved drag radial may be the tire for you. After all, we’re living in an age where even an entry level pony car can squash the fastest vehicles Detroit produced during the muscle car era. To capitalize on things in this golden age of horsepower, you need to run a tread pattern that complements what your steed of choice is capable of.

Whether it’s a late-model Mustang Shelby GT500, the raw power Challenger SRT Hellcat or even a highly-modified, four-wheel drive truck, Nitto’s latest competition tire, the NT555RII drag radial, is ripe for the picking. Featuring enhancements that go beyond the popular NT05R drag radial, the NT555RII’s sidewall construction has been specifically altered to improve 60-foot times. But that’s not all. Its large, circumferential grooves aid handling in wet weather, making it one of the a safest D.O.T.-compliant competition drag radials in the tire industry. To find out how the NT555RII can improve your visits to the track as well as enhance your driving experience on the street, check out the race-ready synopsis below.

D.O.T.-Compliant & Ready for Competition

Unlike a lot of other drag radials, Nitto’s NT555RII isn’t a tire that barely meets D.O.T. requirements or that can only be utilized on dry pavement. No, the NT555RII was developed to excel at the track while also being capable of safely getting you to and from your favorite drag strip—even in the rain. And with a 100 treadwear rating (UTQG), a rating that outperforms the NT05R (00), the NT555RII is a drag radial with considerable tread longevity built into it. It may even last 10,000 miles or more, just as the NT555R tends to do.

Advanced, High-Grip Compound

With horsepower continually on the rise at the OEM level, Nitto knew it had to design a tire that could plant all those ponies at the drag strip. This is why the NT555RII is manufactured using a race compound that was specially developed for increased traction at the starting line. But that’s not the whole story. Thanks to Nitto’s desire to create a more streetable and controllable drag radial than the NT05R, not only is it sticky enough to allow for peak performance at the track, but it handles great on the street and will always get you back home.

It’s All In The Launch

As compared to the NT05R, the NT555RII’s sidewall has been modified significantly in order to improve your 60-foot times. Add a little heat after passing through the burnout box and it’s easy to see how sticky the NT555RII becomes. If you’re bringing an all-wheel drive or 4x4 application to the drag strip, the step that precedes pre-staging may vary a little, with most owners avoiding the burnout box altogether. However, even without putting some heat into the NT555RII’s they will still provide traction that’s more than sufficient for four-wheel drive vehicles packing big horsepower.

Plenty of Contact Patch

A key point of traction on the NT555RII lies in the highlighted section in the middle of the version pictured above. These large twin center ribs provide a continuous contact patch for enhanced dry traction. This differs from the NT05R’s large single center rib that’s designed to maximize traction and is completely different from the design employed on the NT555R.

Stealth Mode

Further enhancing the NT555RII’s street cred, it’s a quieter tire than the other drag radials in the Nitto stable (the NT555R and NT05R). This has to do with the NT555RII’s large tread blocks, which resemble the tread pattern on its NT555 G2 summer ultra high performance tire to an extent. In fact, for a well-rounded combination of traction, ride quality, quietness and tread wear, Nitto recommends the NT555RII be employed on the driven axle, with a pair of NT555 G2’s on the non-driven axle.

Hydroplane Resistance

In nearly every way, the NT555RII is a mixture of all the best ingredients of the NT05R and NT555R. This includes wet performance. Much of the reason the NT555RII shines in daily driving is due of its large, circumferential grooves, which offer better built-in hydroplane resistance (compared to the NT555R and NT05R). Incorporating this into the tread design allows you to navigate wet surfaces without compromising safety, even if you encounter rain on your way to or from the drag strip.

Wide-Ranging Availability

Accommodating both old-school racers and modern era car owners, the NT555RII is available in 28 different sizes, ranging from 15-inch wheels all the way up to 22-inch versions. The largest NT555RII, a 305/40R22 is shown above. They measure 31.61 inches in overall diameter, 12.32-inches wide, embody a 2,601-pound load carrying capacity and come with 6.3/32-inches of tread depth. Each tire also tips the scales at a weight-saving 38.5 pounds.

Perfect for Any High-Powered Street Car, Truck or SUV

With its competition-engineered sidewall, plenty of contact patch, great tread wear characteristics and the uniformity Nitto tires are known for, it’s easy to see why the NT555RII is a hit so far. For the weekend warrior, it’s the perfect drag radial—there is no need to change anything when going from daily driver to track mode. The days of swapping wheels and tires at the drag strip are over…and you can leave the truck and trailer at home, too.

Click here to learn more about Nitto's ultimate D.O.T. approved drag radial, the NT555RII.

It's the truck just about every Jeep enthusiast has been waiting for, myself included. While I've done reviews on the 2020 Jeep Gladiator Rubicon in the past, I finally pulled the trigger on a Gator Green Gladiator Rubicon to call my own. Selling off my 2018 Chevy Colorado ZR2 to get this truck was a big decision as that midsized pickup did just about everything extremely well. While you can watch my entire video review HERE, in the article below, I'm diving into what I like, what I don't like, and all of the things I changed immediately.

The Truck

So, let’s start with the basics. First off, I had been hunting for a Gator Green or Gobi Tan Gladiator platform for a little while. My original plan was to nab a Sport S version fit with the Max Tow package. Max Tow would mean I would get the wider Dana 44 axles and 4.10 gears from the factory. Among other things, my goal was to run a 35-inch-tall tire. I knew from previous experience with the platform that 4.10s with the eight-speed automatic could handle a 35s with no problem.

Unfortunately, I couldn’t locate a Sport S outfitted the way I wanted on a dealer lot. This led me to build and price one online, which quickly got more expensive as I couldn’t resist adding on a few “necessary” options. At the end of the day, I wasn’t that far off from a base Rubicon. So, I did a little research and found a great deal on one at Big O Dodge in Greenville, South Carolina. While I wasn’t able to option everything I wanted buying one off of a dealer lot, it still got me 90% of what I was looking for.

Gator Green

I don’t think I have ever owned a truck color that translated so poorly from real life to the computer screen. If you haven’t seen a Gator Green Gladiator in person, I highly recommend you do so. It doesn’t look the same as what you see online. I love the color. It’s sort of an OD Green meets basic brown. It hides dirt extremely well and just seems fitting with all of the black accents.

DeeZee Liner

I think all trucks should come with a Line-X bedliner from the factory. It’s typically a $400 to $500 option when ordering it at the dealer but can cost you a bit more after the fact. Mine did not come with one. While there’s a good chance I will eventually break down and have it sprayed, for now, I ordered a DeeZee drop mat to protect the bed floor. This thick rubber mat is designed specifically for the Gladiator, so there’s not extra trimming to make it work. It does a fine job of protecting the bed and keeping items from sliding around. My only complaint are the white spots that are sporadically on the mat. I’m guessing it was some sort of manufacturing process.

35s No Lift

No matter what Gladiator model (Sport, Overland, or Rubicon), my plan was to put 35s under it. To me, it’s the perfect size for those wanting a bigger footprint, but not looking to zap the power and practicality out of the truck. The big difference with going with the Rubicon was that I wasn’t going to need a lift to make that happen. I opted to go with the 35x12.50R17 Nitto Ridge Grappler as it’s become my favorite hybrid tire on the market. It looks better than a traditional all-terrain tire and works better off-road as well. I get the big lugs like you’d find on a mud-terrain, but still retain sipes for increased grip on wet roads. I’m very happy with how they ride and though they are a little heavier than the OE tires, I would argue that they make less noise.

By The Numbers

One thing worth mentioning is that my 35x12.50 Ridge Grappler is a little wide for the Rubicon’s stock 17x7.5 wheel. While I am well aware that the Nitto 35x11.50R17 Trail Grappler is the better technical fit, I wanted the Ridge for the aforementioned attributes. There’s a good chance I will eventually swap over to a slightly wider wheel to get more into the recommend specs. For now, I happily (and easily) accomplished my goal of moving to a 35.

Power Up

As I am writing this, the only engine option for the Gladiator is the 3.6L V6. Mine is paired with the eight-speed automatic. This is the same powertrain I have in my Jeep Wrangler JL, which I enjoy immensely. Even moving to a larger 35-inch-tall tire, the Gladiator has no trouble holding eighth gear on the highway. The computer was recalibrated with a Tazer Mini (I talk about that more in the video) and hand calculated I am finding that on average I am getting 16 mpg. Sure, that’s not great by car standards, but my 2018 Colorado ZR2 was only getting 15.7 mpg with 32s and the V6 engine. In terms of what it’s competing against, it’s not terrible.

Interior Comfort

One thing I knew I wanted was cloth seats. My JL has leather and so did my Colorado ZR2. I typically enjoy leather, but over the past few years, I’ve become more accustom to having cloth. It’s not as hot in the summer and doesn’t feel as cold in the winter. The Gladiator cloth is genuinely nice. The seats offer plenty of support and I would give them a notch above in terms of comfort over the Colorado. I do wish there was a power option, but that’s not a big deal breaker for me. The best part for those with kiddos is that the rear portion of the Jeep is extremely accommodating for car seats. Overall, I like the fit and finish at this trim level and find the few options that I do have (8.4 Nav for example) to be easy to use.

Small Mods

As I go over in the video, some of the more subtle modifications include a stubby antenna and an upgrade from the stock halogen taillights to LED ones. Jeep got a lot of things right on this platform, which is one of the reasons I was willing to step away from my Colorado into a new truck. The fact that I can run a 35-inch-tall tire with no lift is pretty amazing. The only other truck I’ve been able to do with in the past was my 2012 Ford Raptor. The big difference here is I wouldn’t dare take the Raptor on any rock trails. Not to mention I typically only got 11 mpg (on premium fuel) with my old 6.2L V-8 truck.

Truck Stuff

I wrote a full review (and crafted a video) on my Bestop EZroll tonneau cover, so I will skip the full recap here. However, it’s worth mentioning some of the usability features of the bed. Even with the bigger treads, I can still reach the bed floor from outside of the truck. At 60 inches, it’s not the biggest bed in the midsized group, but I haven’t found a scenario yet where that has been a problem.

Shocking Features

My absolute biggest gripe with the truck has to do with the shock valving. Out back, it feels as though the shocks are extremely under valved. I have felt the rear suspension completely bottom out on the highway, which is a bit spooky feeling at speed. Off-road, it doesn’t take much to get the rear end cycling way too fast. I think a set of dual-speed compression adjuster Fox shocks (shown here) would be an ideal fix for the suspension problem. I just hope you can get them for a stock length application as there’s really no need for me at this point to lift the truck. I know the aftermarket has better spring and shock combos available, but I might have to get creative to problem solve this valving issue on my own. Maybe I will get lucky and the new Mojave rear shocks will be a simple solution.

Off-Road

While some people may hark that the wheelbase is too long, for most off-road scenarios it’s fine. Compared to every other midsized truck, the Gladiator’s wheelbase and overall length isn’t extreme. Given it’s the only midsized truck with a solid front axle, rear departure protection, and the ability to run 35s in stock form, I’d say it’s by far the most capable in the category. For my experience, aside from the aforementioned shock valving, I am incredibly happy with the comfort and dirt performance. Being able to disconnect the sway bar with the push of a button is great, as is the off-road plus feature that’s currently Gladiator specific. Of course, front and rear lockers to help my Ridge Grapplers bite is by far the most important off-road-related feature on the truck.

Parting Thoughts

I’m very excited at the potential of this vehicle. It combines two of my favorite vehicles (midsized trucks and Wranglers) into one awesome package. There’s not much more I need out of it, but I have a few more mods that I’d like to do. While this Gladiator build might not be on the extreme side, I will be providing more long-term updates to let you know just how this platform is aging.

Is the ultimate Overland Gladiator on the way? Here's what we know.

King of the Hammers is an iconic off-road race that combines intense desert racing and a grueling rock crawling course into a week long event out in Johnson Valley, California. And when Dave Cole, the man that runs the show, was looking for a new truck; he knew it would need to combine the off-road capabilities of a desert truck, reliability of a work truck and the comfort of a luxury daily driver. That truck of choice was the 2020 Ford Raptor.

Race Inspired Suspension

One of the reasons the Raptor is so appealing to an expert in the off-road world like Dave is the beefed up, off-road minded suspension that comes on the truck from the factory in the form of a set of FOX Live Valve Racing Shox. While the Raptor’s suspension was built for the off-road world, it also handles like a sports car with a bed on the road for daily driving. The only improvement to the setup that Dave opted to make was installing a pair of race inspired SVCOFFROAD Upper Control Arms that offer a heavy-duty strengthened uniball setup.

Sand to Snow

Dave’s Ford Raptor is a versatile vehicle for work, daily driving, and off-road fun, but he needed a set of tires that were just as versatile. Dave has seen the reliability and performance of Nitto tires first hand and swears that Nitto must be “Portuguese for Never Flat” (By the way...it’s nunca plano). What helps to prove that point is that in just 4 short months; the Raptor has seen over 20,000 miles both on and off-road without any tire issues. Taking care of on- and off-road terrain is a set of Nitto Ridge Grappler 35x12.50R17 tires mounted up to 17x8.5-inch Method 315 wheels in a matte black finish.

Part of that high mileage took place during the historic Alcan 5000 Rally. The rally took the Raptor from Dave’s desert base in Southern California, shortly after the King of the Hammers race, to the snow and ice of the Arctic through Canada and into Alaska. A set of Nitto Exo Grappler AWT tires were studded and swapped on for proper traction and durability in the below freezing temperatures and were put to the test not only on the infamous ice roads in the Northern Territories but also in slalom competitions without breaking a sweat or a bead. 

Work & Play

While the Raptor is an extremely capable off-road truck straight out of the gate; the interior is far from the bare bones cockpits of many of the desert race vehicles seen during the Ultra4 Racing season; in comparison, it is pure luxury. A PCI Kenwood 110 Race Radio setup was added to keep in contact with his team during KOH setup and when out running the desert trails from Hammertown to Baja. For increased storage, a Baja HQ Under Seat Storage compartment was added as well as a BakFlip tonneau cover out back.

With the mild upgrades complete and an Ultra4 Racing wrap to boot; the daily driven Ford Raptor performed work and towing duties getting around the open desert during setup for King of the Hammers and just a few short weeks afterwards hit the highway north to participate in the Alcan 5000 rally along the ice roads in snowy Canada and Alaska. Being able to handle every type of terrain and daily needs well is what Dave Cole was looking for in a truck. And he found it in his Nitto equipped Ford Raptor.

HARD FACTS

Click here to see a hopped-up, custom 2017 Ford Raptor.

At a glance the Ford F-150 and the Ford GT couldn’t be more different from each other. One is pickup truck that’s sold millions of units, the other is a limited production, ultra high-performance halo supercar.

One might think that aside from a Ford badge, there’s nothing these two vehicles share, but when it comes to powerplants there’s actually a fair amount of DNA shared between the two. Is this just a coincidence or is there something symbolic to it? Let’s do a quick investigation.

The 2005 Ford GT

Big truck engines have been put into cars for long time. It’s one of the oldest hot rodding tricks in the book, and the two generations of the modern Ford GT might just be the ultimate example of this.

Let’s go back and look at the Ford GT of the mid 2000s.

When Ford wanted to capture the spirit of the iconic GT-40 with a modern supercar, it needed a burly powerplant to backup the car's retro looks. At the time the Mustang was powered by the 4.6 liter modular V8 and even in supercharged form the 4.6 only produced 390 hp. This was a serious amount of power for a Mustang, but not enough for a proper supercar.

However, if you go back a few years earlier to the iconic 2000 Mustang Cobra R, you might remember that car used a special 5.4 liter variant of Ford's modular engine, using the larger block from the F-series pickup with the four-valve DOHC heads, higher compression pistons and other tricks to make 380 naturally aspirated horsepower.

A less exotic version of this 5.4 DOHC engine could also be found in the Lincoln Naviator SUV and Lincoln Blackwood pickup which made 300 hp. 

When it came time to engineer the Ford GT's motor though, things were taken to another level. With its roots still in the 5.4 liter truck block, everything (including the block) would be made from aluminum, it had a dry sump system and the heads were further improved from the '00 Cobra R.

Then the engine was then topped with an Eaton supercharger, and the result 550 horsepower and 500 pound feet of torque. Now these are big numbers today, but 15 years ago they were earth shattering. 

The fully reimagined supercharged 5.4 in the Ford GT gave the car more than enough horsepower to backup its timeless look, and is a big part of the reason the 2000s Ford GT is still extremely popular today.

The 2017 Ford GT

Fast forward about 10 years, and you have Ford working to develop a follow-up to the 2005 Ford GT, this time with a decidedly less retro approach.

While the styling of the 2017 GT would still have plenty of heritage inspiration, its chassis and its powerplant would be state of the art.

By the mid 2010s, Ford had further improved its family of V8 engines with members like the Mustang GT's 5.0 DOHC Coyote and the even wilder supercharged unit from the Shelby GT500. Yet they decided to go in a much different direction for the next gen GT.

When it was time to build an engine for the GT's new carbon fiber chassis, Ford decided to go with a twin turbocharged V6 rather than the traditional V8. The EcoBoost program was picking up steam so it made sense that Ford would use this technology in its new flagship supercar.

At the same time Ford was pushing its EcoBoost V6 engines in the F-series pickup, and the new GT would once again share its engine DNA with the F-150. This time it started with the same all-aluminum 3.5 liter block and heads from the F-150 before things got wild.

Among the changes from F-150 to the GT are beefed up internals, a dry sump oiling system just like the previous gen GT and a new high performance aluminum intake manifold. New cams and larger turbochargers help produce extra power and give the engine a character more appropriate for a supercar. 

When it debuted for the 2017 model year, the GT's EcoBoost engine made 647 horsepower and 550 pound feet of torque. Updates for the 2020 model year have pushed things a littler higher to 660 horsepower thanks to new, cooled pistons and an upgraded ignition system.

While there was naturally some disappointment the new Ford GT wouldn't have that V8 sound, there's no doubting the performance of the car. More than that, it provided a strong tie between the mainstream Ford pickup and exotic GT. 

When compared to a bespoke supercar maker like Ferrari or McLaren, the Ford GT is a halo car for a mainstream brand and the fact that both generations have used engines derived from best selling F-series pickup only feels appropriate.

Now with an electric F-150 on the horizon and Ford making a strong pivot to EVs, one can only wonder if a next generation of the Ford GT may ditch its internal combustion altogether...

Want to learn more about the aforementioned 2000 Mustang Cobra R, which also used plenty of truck DNA in its engine? Check out the story here.

When someone uses the term “shop truck,” the picture conjured up in most people’s heads would be a beater that's mistreated like a borrowed mule. These vehicles are often leftovers from long dead projects, or acquisitions from haggled deals with former customers. Used and abused, the shop truck ends up living a life of pure utility while dozens of other cars cycle in and out of the business. So when Georgia detail shop SwirlX reached out to us with their latest shop truck, we weren’t sure what to expect. Needless to say, this vintage Chevy C10 redefines what the phrase even means. 

At the heart of this restoration lies a GM-sourced 6.2L V8 from a modern full-size truck. LS family engines have become the go-to engine swap for so many cars because they provide the best combination of easy power, reliability, and relative compact dimensions. A Painless wire harness made sure that wiring in the transplant was a breeze. 

For a shop truck, this means more time on the road and less time in the shop taking up time and money. With more than 400hp on tap, it also means that parts-runs and home appointments happen faster than ever. 

Deviating from the truck’s vintage roots, the owner installed a set of massive 22” Forgiato Maglias. The gloss black faces contrast well with the machined lips, a nice monochromatic combo against the glossy blue paint.

Gorgeous 285/35/22 Nitto 420S All-Season tires give the truck a balanced ride while providing excellent grip on the pavement for the increased power levels produced by the LS engine. An upgraded Wilwood brake system ensures that the truck comes to a stop safely, even with the massive wheels. 

Inside, everything has been brought into the modern era with digital instrumentation and air conditioning. Reupholstered black leather contrasts well with the same exterior blue that has been brought inside to coat any interior metal.

Overall, this truck balances the job of being both a shop truck and showcase for the brand well. Careful attention to the aesthetics, both inside and out, make for a simple cohesive package, while performance upgrades have prioritized reliability and daily performance over sheer numbers. All in all, this 1970 Chevy C-10 is the perfect shop truck. 

Like your C10s a little more conservative? Check out this LS-swapped 1971 Chevrolet C10 with all the right classic touches. 

When restoring a classic car, no matter how old or what type of vehicle it might be, you're going to have a number of different options when choosing replacement parts. In fact, it can often be confusing to try to work through all of the choices available to you and decide which ones are the best match for the spirit (and budget) of your project.

One thing to keep in mind is that there's always a chance you'll be able to order brand new factory parts that still fit your classic, particularly if it shares its lineage with an existing model. For example, when searching for flywheel bolts for my first-generation Datsun I discovered that Nissan has used the same part on every single manual transmission car it has ever built—including the modern Z. One quick trip to the dealership and I had all the bolts I needed.

If you can't locate what you need from the factory, there are a number of different tiers when it comes to restoration parts, which come with varying degrees of quality, cost, and availability. Understanding what each type of replacement component has to offer will help you make the right decision when ordering the parts you need.

New Old Stock (NOS)

Despite what the Fast and Furious franchise might have you believe, NOS doesn't just stand for the popular Nitrous Oxide Systems power adder. In the classic car world, NOS more often refers to 'New Old Stock' replacement parts.

What exactly does that mean? The origin of New Old Stock is a little convoluted: it describes official OEM parts that were ordered as 'new' back in the era in which the vehicle was in service. For whatever reason, these parts then sat on the shelf for years and years, never having been installed or used in a repair.

For many collectors, NOS parts are among the most desirable to use during a restoration. This is because they almost always offer the best combination of fit and function, given that they were designed and produced using the same tooling as the car or truck they will be installed in. Even if a third party supplier built the part in question, it was accomplished using the standards of the era.

NOS parts are a little like opening a time machine to the year your vehicle was built and stepping right into the service department. As such, they often command a price premium, and finding them sometimes requires a bit of luck (as certain items can be rare), as well as a willingness to spend more cash that you might have expected.

A word of warning. Not all materials age well on the shelf, particularly rubber, nylon and plastic, which can dry up or become stiff and brittle with time. Keep this in mind when looking at NOS parts that make use of rubber seals or soft-touch interior components.

OEM Replacement Parts

In some ways, OEM replacement parts are the next-best thing to NOS. These are parts that have been licensed by an automaker to be manufactured by a third-party supplier to fit in the vehicle you are restoring, and as such they come with all of the usual guarantees and protections that you'd find with a factory part.

That being said, OEM parts come with a few caveats. Car companies will often change suppliers for the same part several times of a period of years, which means components can change slightly in terms of shape, size, functionality, quality and reliability by the time they make it to the modern parts counter. There's a chance that whatever you order won't be a perfect fit for your project, and you may need to make modifications to use the part in question.

It's also true that OEM suppliers aren't in the habit of building parts that nobody wants to buy. If you own an unusual or rare vehicle, or are looking for a part that wasn't shared with many other models, you may not be able to order an OEM replacement part.

NORS

NORS parts are an unusual niche that walks the line between New Old Stock and OEM. 'New Old Replacement Stock' can be thought of as period-correct replacement parts, and are often branded by their manufacturer instead of the automaker.

They aren't quite OEM, but they would have been installed by a dealer for repairs done on a vehicle if no OEM parts were available at that time. They don't hold nearly the same cachet with collectors as NOS, and as such won't feature the same high pricing.

Replica/Reproduction/Remanufactured Parts

If NOS parts are a little too expensive and you can't find the OEM replacements you are looking for, then it's time to broaden your search to include the wild, wild west of replicas, reproductions and remanufactured parts.

Replica and reproduction parts are just what they sound like: the efforts of third-party companies to produce components that match the factory, only without all of pesky costs associated with licensing. Sometimes called 'jobber' parts, due to their popularity with budget body shops and mechanics, they will get the 'job' done, but often times have trouble matching genuine gear when it comes to fit or quality.

That being said, there are also companies out there making high-end reproductions of parts for cars that have almost no support from either the aftermarket or the factory. Navigating the world of replicas means doing your due diligence on who is reputable and who isn't before making a purchase.

Remanufactured parts will be familiar to almost anyone who's worked on a project car. These components are refurbished versions of used parts that have been rebuilt to work like new. They come with a guarantee, and almost always require a core exchange where you send the seller the component you are replacing. They can be a very cost-effective way to repair expensive mechanical parts if you're not concerned with originality.

Used Parts

Wait, used parts in a restoration? For some projects, picking up a parts car to pick clean can often be the most cost-effective way to get a vehicle back on the road. Some items, such as trim pieces, fasteners, electrical components, and interior details can be very difficult to source any other way. The same goes for sheet metal, especially if originality is important to you.

Tapping in used parts to complete a project is never a bad idea, provided that they're in good condition and won't simply put you back at square one a few miles down the road. They're also often an affordable alternative to NOS or OEM components, particularly on more modern classics.

Looking for more restoration tips? Check out this master class from Shelby expert Tim Lea.

When history is written, 2020 will be remembered as the year the coronavirus pandemic shut down entire nations, some for months on-end. For drag racers, it will go down as the biggest disruption their racing hobby ever faced. When everything in America came to a grinding halt back in March, so did the niche sport of diesel drag racing. But long before any talk of reopening America was on the table, Adam Blattenberg, Brand Manager at Diesel World Magazine, was busy devising a plan to get back on the track. Somehow. Some way.

Searching for an avenue to go racing—even if a private testing session was all that could be pulled off—Diesel World, Nitto Tire USA and Wagler Motorsports Park teamed up for something as unprecedented as the pandemic itself. On Memorial Day weekend, there was diesel drag racing in Indiana—and the fastest oil-burners in the nation showed up to compete side by side. To see all the action as it unfolded via Diesel World’s live-feed, head over to https://www.facebook.com/dieselworldmag/. For a race recap and some of the best still shots we were able to pull out of Indiana, keep scrolling!

ODSS 1/8-Mile Action

To put on the best show possible, the race was run according to Outlaw Diesel Super Series rules. Turning to the premier sanctioning body in diesel drag racing meant that the most talented drivers in the nation would answer the call, that everything from 500hp street trucks to 3,000hp rails and Pro Mods would compete and that virtually zero downtime would occur on the track. A full ODSS show, ET Bracket, 7.70, 6.70 and 5.90 Index, Pro Street, Pro Mod and Pro Dragster classes were all on the docket.

A Track Out in God’s Country

Ninety miles southwest of Indianapolis, out in the middle of the corn fields, you’ll find Wagler Motorsports Park—a racing complex with one of the finest eighth-mile drag strips in the Midwest. Owned and operated by Jeremy Wagler, he and his small army of staffers went out of their way to accommodate racers for the entirety of the weekend and provided some of the best track prep we’ve seen. In fact, the track was prepped so well that at least one E.T. record was broken, along with several drivers turning in new personal bests.

Pro Mod Runner-Up: Brett Deutsch

At somewhere around 2,000 hp, Brett Deutsch’s Duramax-powered ’69 Chevy C10 is one wild ride. On his first qualifying pass in Pro Mod, the truck dead hooked and showed everyone its oil pan. And though the landing inflicted a respectable amount of damage, it didn’t keep Brett and his team from continuing. The next time he pulled into the staging lanes his truck was missing the front clip, but it went 5.11 at 140 mph (having to pedal it at mid-track). The 4.91 at 146 mph he ran after that landed him in the finals.

Pro Mod Winner: Larson Miller

It was the first time we’d had a chance to see the Firepunk Diesel Pro Mod S10 since being fitted with the new Hot Shot’s Secret wrap and D&J Precision Machine all-aluminum “Executioner” series Cummins (the engine that made 3,214 hp on the dyno over the winter). After making incremental chassis adjustments throughout the day, team Firepunk and driver Larson Miller were able to put together a best pass of 4.30 at 172 mph before outrunning the aforementioned Brett Deutsch in the finals.

Cecil the Dooley

Who doesn’t like seeing an 8,000-pound dually go rounds at the drag strip? Let’s just say when Brandon Hurlock signed up with an 8.20 dial-in, he meant it. His crew cab Dodge Ram 3500 was right on the money the majority of the day. With six Terra Grappler G2’s hugging the ground, traction was never an issue for this clean-burning, 650rwhp behemoth.

Low 4’s from the Scheid Dragster

It’s not a diesel event if the Scheid Diesel dragster doesn’t make an appearance. The record-setting, Spitzer chassis rail was treated to taller gearing over the winter, which has changed the way the team applies the rail’s 3,000hp to the track. Still, with veteran driver Jared Jones behind the wheel the dragster looked strong, turning in 4.24, 4.18, and 4.20-second efforts, all in the 173 to 177mph range.

5.90 Index Winner: Buddy Callaway

The only way to accurately describe Buddy Callaway’s short bed GMC Sierra would be to call it incredible. In a host of ways, he’s breaking all the rules. Buddy campaigns a stock LB7 Duramax engine, the factory IHI turbocharger, a 4L80E and runs 5.90s like clockwork. His simple, lightweight setup, combined with violent, boosted four-wheel drive launches, makes for 1.3-second 60-foots and an awesome display of power every time he blasts down the ‘660.

A 6.0L Power Stroke in the 5’s

After driving 30 straight hours from Arizona to Wagler Motorsports Park, Charlie Fish and the rest of the KC Turbos team were ready to make a statement with their 6.0L Power Stroke. They were penciled in for 5.90, an elapsed time no 6.0L powered vehicle had ever been able to run. Luckily for us, two 6.0L Fords would pull off the feat for our cameras—and multiple times at that. Right off the trailer, Charlie’s 5,200-pound short bed Super Duty went 6.20. Then the countdown was on: a 6.09 pass was followed by a 5.97, and a 5.85 after that.

Another 6.0L Power Stroke in the 5’s!

To reiterate, prior to the “COVID ‘660” being held at Wagler Motorsports Park, no 6.0L Power Stroke had been 5’s in the eighth-mile. Now, two have, and here’s the second. The truck is driven by Austin Denny and it went 5.76 at 120 mph to set a new record, but also went 5.77 at a faster 122 mph. Austin’s gutted (but still 5,250-pound) Super Duty has been four-linked front and rear, sports a built 6.0L that’s fed by a compound turbo arrangement and nitrous and is still backed up by a 5R110 TorqShift transmission.

6.70 Index Winner & Longest Distance Traveled: Rick Fletes

With drag racing shut down nationwide, California resident Rick Fletes was desperate to get his Duramax-swapped ’70 Chevelle back in the staging lanes. After mounting the slicks to the tire carrier out back and packing a couple suitcases, Rick and his wife pointed the Chevelle east and showed up at Wagler Motorsports Park several days later. As icing on the cake, Rick made the trip worth it by pulling out the win in the 6.70 Index class. Exactly how many people can say they’ve driven their 10-second car across the country (Rick has even gone 9.89 in it), raced, won and then drove it back home problem-free?

Pro Street Winner: Josh Scruggs

If this truck looks familiar it should. It’s the ’06 Dodge Ram that Firepunk Diesel’s Lavon Miller used to pilot—the one that spent much of its time shattering Pro Street records. Now owned by Josh Scruggs and once again back in the Firepunk stable (Josh works for Firepunk now), it took home the Pro Street win at Wagler’s. With one of the most proven trucks in all of diesel drag racing, look for Josh and company to continue their winning ways in the future.

7.70 Index Winner: Ryan Riddle

The well-prepped track took all the guess work out of the equation for Ryan Riddle. This lights-out drag racer is as consistent as it comes, so it was no surprise when he won the 7.70 Index category while also going rounds in ET Bracket. Ryan runs right on the dial so often it almost seems as if an autopilot switch exists somewhere in the cab.

ET Bracket Winner: Justyne Hamm

One look at what Justyne Hamm was able to do behind the wheel of Larson Miller’s Mega Cab Dodge and you start to realize how serious everyone at Firepunk Diesel takes drag racing. They make it a point to compete in virtually every class and Justyne is yet another weapon in their arsenal of talented drivers.

The Reason It Was Possible

No spectators means no gate fee, which means no revenue for the host facility. It can’t be stressed enough how important event sponsors were in making this race happen. Industry heavyweights like Amsoil, Stainless Diesel, KC Turbos, Goerend Transmission, BD Diesel Performance, S&S Diesel Motorsport, BDS Suspension, Hot Shot’s Secret, AirDog and Luxe Offroad were vital in making this race a reality, along with Nitto Tire USA, the title sponsor.

First time you’ve heard of ODSS? Click here to learn more about this thriving diesel drag racing organization.

Driver Battles: Dirt Edition is back for another episode of short course truck racing in the dirt and mud of Glen Helen raceway, this time with a ’91 Toyota Pickup going against a 2010 Toyota Tacoma. In this battle of off-road Toyota trucks, who will come out on top?

The Classic Toyota Pickup

Driving the elder Toyota, we have Zac Bigbey. On top of seeing a bunch of modifications to the suspension, it has four-wheel drive–allowing for better traction around the course. It also has a roll cage. That safety feature may or may not come into play as the battle goes along…

1991 Toyota Pickup Specs

• 4WD pickup
• Custom front bumper and skid plate
• JD Fabrication long travel kit
• King coilovers and rear shocks
• Roll cage
• GGLighting front and top
• Nitto Terra Grappler G2 tires: 35x12.50 R17

The Modern Toyota Tacoma

In the 2010 Toyota Tacoma, we have Brad Rodecker. This vehicle actually used to be owned by host Matt Moghaddam, so this battle ended up being a de facto test to see if it was a wise decision for him to sell it or not. Like the other truck, Brad has upgraded the suspension and has four-wheel drive.

2010 Toyota Tacoma Specs

• 4WD crew cab
• Custom bumper
• Total Chaos 3.5” long travel kit
• King coilovers with bypasses
• Nitto Terra Grappler G2 tires: 35x12.50 R17

A Close Competition

With both off-road Toyota trucks sporting A-arm front suspension, leaf springs in the rear, four-wheel drive and running on Nitto Terra Grappler G2 tires, this battle shaped up to be a close one. It’s ultimately one of those duels that will be determined by driver skill more than anything else, and with this being Brad’s first time on the short course, Zac could have the advantage. It’ll all come down to who can hit the turns the best.

Click here to watch these two Toyotas battle it out in the dirt to see who wins.

Vintage trucks are back in style in a big way. After being ignored by collectors for years, pickups and SUVs from the 1960s through the 1980s (like the Ford Bronco and the Chevrolet C10) have seen a spike in interest due to how many are available, how easy they are to maintain and modify, and how well their squared-off lines have aged.

This surge in popularity hasn't escaped the eye of some of the most upscale outfitters in the industry. Customization shops, hot rodders, and bespoke builders are increasingly turning to classic trucks and sport-utility vehicles as a canvas for producing eye-popping projects. These vehicles offer a host of modern upgrades while maintaining the integrity of their vintage packages, making them appealing as daily drivers and trail rigs alike.

Which retromod SUV or pickup is right for you? Two major names, ICON and Legacy, stand apart from the rest of the pack with their attention to detail, their ability to offer more than simply one-off, attention-seeking builds, and their extensive options and features lists. Here's a look at the best of what they have to offer the modernized classic truck crowd.

The Traditionalist - ICON Ford Bronco

Ford Bronco values were taking off even before the new 2021 model was announced by the Blue Oval. ICON got involved with the Bronco world more than a decade ago with its BR Series of sport-utility vehicles, which are intended to capture the spirit of the original short-wheelbase off-roader while providing a significant upgrade in terms of power and comfort.

From the outside most BR Series builds closely resemble the original 1966-77 Bronco's stock look, with a mild lift, modern wheels, and ICON badging serving as the only real clues that you're in the presence of something other than a traditional restoration. ICON even offers a choice between roadster, soft top, hard top, and hard top 'pickup' BR models, which echoes the factory body styles of the era.

Under the skin, however, the BR Bronco features a host of goodies, including a reinforced steel frame, Dynatrac axles front and rear, 12 inches of suspension travel thanks to a coil setup, and a 426 horsepower V8 engine sourced from TRQ. Matched with a five-speed manual transmission (an automatic is available) and an Atlas II low-range transfer case, the BR Bronco's mechanicals provide substantial on-road power and impressive off-road capability. This is on top of a full list of comfort features and trail accessories (winches, diff lockers, leather upholstery) for those who wish to get granular on their SUV's specifications.

The Explorer - Legacy Jeep Scrambler

The Jeep CJ has long been a trail-ready go-to, but there's no denying that some aspects of the open-top crawler could easily be improved. Enter Legacy, which takes the bones of any 1981-1986 Jeep CJ and converts it into a long-wheelbase Scrambler (the name given to a version of the CJ that added 14 inches of extra gear-toting length to its package).

In addition to a stretch on an all-steel frame, the Legacy Scrambler replaces almost every body panel with corrosion-proof aluminum, which helps subtract substantial weight from the 4x4's overall package. Even the engine and the transfer case are made of aluminum, dropping the SUV's weight to roughly that of a C7 Chevrolet Corvette.

Like the BR Bronco, the Scrambler makes use of Dynatrac axles and long-travel shocks. Powertrain choices include a Banks 630T turbodiesel V6 that's good for 240 horsepower and 420 lb-ft of torque, as well as an LS3 V8 that provides a whopping 430 horsepower and the same torque as the oil-burner. Several automatic and manual transmissions are offered, on top of an Atlas II transfer case.

Inside the Scrambler the philosophy of 'less is more' guides the hand of Legacy's stylists. What this means is a simple presentation for gauges on a steel dashboard, although higher-end materials for seating and upholstery are available on demand. Still, keeping it simple has its perks: with the roof off, the entire passenger compartment is weatherproofed so you don't have to worry about mud or rain messing up your fun.

The Rugged Individualist - ICON Reformer Dodge D Series / Ford F100

ICON offers a unique twist on its complete custom truck capability with its Reformers. Unlike the BR Series, Reformers take pre-existing classic sport-utilities or pickups and apply the overall ICON esthetic and template for modernization—in effect, a turn-key restomod with broad, but defined boundaries for the customer.

Two of the highest-profile Reformers have been off-road ready pickups that are not quite as common in overland circles. The first is a Dodge D200 Power Wagon, a four-wheel drive, four-door iteration of the Pentastar's mid-60's workhorse. Featuring a turbodiesel drivetrain good for 975 lb-ft of torque, and riding on a recent Ram MegaCab heavy-duty chassis, the D200 Reformer stuffs all of the capability of a modern work truck inside classic sheet metal.

The most recent Reformer package makes use of a 1970 F100 Ranger platform. Like the Dodge, its powertrain has been updated to current-day figures, in this case sporting 420 horses from a 5.0-liter Coyote V8 (sourced from a Ford Mustang GT).

The Ranger makes use of the same Dynatrac axles found in the BR Bronco, comes with Brembo stopping power, and unlike many restomod trucks is a single-cab, rather than a four-door body style. Fox shocks and Eibach coil springs complete the rugged setup. All of this work is completely invisible from the outside, what with the F100 maintaining the Ford 'Hi-Boy' ride height and steel wheels that it offered when new.

The Head-Turner - Legacy NAPCO Chevy

What if you'd rather not blend in when behind the wheel of your classic restomod? The Legacy NAPCO Chevy turns the attention up to 11 with its big lift, bold styling, and sizable performance, celebrating the 1955-1959 Chevrolet NAPCO conversion trucks that were among the first at General Motors to offer four-wheel drive.

The in-your-face looks of the Legacy NAPCO are in keeping with the original elevated stance found on the factory conversions of the era. That being said, Legacy has dialed out the twitchy handling that was also a characteristic of those heavily-sprung trucks, with the entire vehicle having been re-engineered to modern standards. This includes a complete re-think of the chassis and body in order to reduce flex and improve overall stability, as well as fresh styling cues such as quad exit exhaust and a wooden cargo bed.

A reinforced frame is welcome when considering the power offered by the Legacy NAPCO's standard 5.3-liter LS engine, which churns out 350 horses and 350 lb-ft of torque (with additional LS options also in the cards). That's a massive step up from the Chevrolet's more modest origins. Hydroboost brakes, Dynatrac ProRock axles (44 up front and 60 in the rear), manual and automatic transmissions, and of course the company's preferred Atlas twin-stick transfer case are all present and accounted for.

Need more than a classic with four-wheel drive to get you where you need to go on your next overland adventure? Check out these high-end 6x6 conversions that never take 'no' for an answer out on the trail.

Last year when Acura showed off its rather beautiful looking Type S Concept, there was a lot of curiosity about how close the concept would be do the eventual production car. And well, today we can report that the production version is the real deal. 

The freshly-debuted 2021 Acura TLX looks to carry over nearly everything we liked about the concept, namely its wide and aggressive body shape It will also come packing a variety of high performance options to elevate Honda's luxury brand to a new level.

For starters, the '21 TLX will employ an all new double wishbone front suspension setup, a big improvement over the MacPherson setup in the outgoing model.

The base TLX will offer a Honda's 2.0 liter turbocharged four-cylinder engine not unlike the one in the Civic Type R. In the TLX it will make 272 horsepower and come mated to a 10-speed automatic transmission. 

Front wheel drive will be standard, but Acura's SH-AWD system will be optional. Providing more than just additional traction, the TLX's AWD setup has been engineered with quick and aggressive application of rear-wheel power for much improved handling and balanced feel. 

The even hotter machine though is the TLX Type S. Not only will it have torque-vectoring SH AWD standard, it will be powered by a new 3.0 liter turbocharged V6 engine developed by many of the same engineers who worked on the NSX's powerplant.

Power figures for V6 haven't been released, but the 350 horsepower range seems like a reasonable guess, with a similar amount of torque. 

Elsewhere, the TLX gets a cockpit that's just as handsome as its exterior. It will of course come equipped with all of the advanced safety features and tech toys that sport sedan buyers are looking for. 

The 2021 TLX is scheduled to hit Acura dealerships this fall and will have a starting price in the mid $30,000s, which seems quite fair considering all of the car's new hardware. 

In recent years Acura has fallen behind some its rivals when it comes to making performance-oriented luxury cars but the 2021 TLX looks to be changing that.

If you ever wanted a the feel of a Civic Type R in a more mature and luxurious package or the spirit of the NSX in a cheaper and more practical sedan, this could be the car for you.

While sticking with the Acura theme, you can check out our story here to see how the NSX compares with the new C8 Corvette.

No doubt, the 2019 Ford Ranger is a venerable contender in the mid-size pickup market. With several cab and bed options, a powerful, yet economical 2.3L Ecoboost engine, and years of success on the international stage, bringing the new Ranger to the US market was a no-brainer for Ford. Yet, as the demand for off-road capable vehicles from the showroom floor increases, Ford seems to be focusing their off-road efforts on the widely successful F-150 Raptor and yet-to-be-revealed new Bronco. But where does that leave the mid-size truck consumer who wants to take his new Ranger to the next level of off-road performance?

While many long-established off-road aftermarket companies are pumping out chassis-specific parts for the new Ranger, nobody is offering a complete package to get the most off-road performance from your 2019+ Ford Ranger, until now. Enter APG (Automotive Performance Group). This shop, located in Garden Grove, California, has dissected the new Ranger down to its bare bones, noting its strengths, its weaknesses, and exploiting all opportunities to make a monster out of this mid-size truck. After months of research and development, and rigorous testing, the final product has arrived. Meet the all-new APG ProRunner.

We know what you’re thinking…this looks a lot like the Ranger Raptor that’s available in Australia and other overseas markets. And you’d only be half-right. While the ProRunner from APG does bear resemblance to the factory Ford optioned Ranger Raptor, the only aspect they share is their likeness. Underneath, the ProRunner is modified with 100% US-made components, including suspension, body panels, bumpers, and axles, all designed and manufactured right here at APG. The complete package takes a stock Ranger to a level of off-road performance that nearly matches that of the much larger F-150 Raptor, with OEM quality fit and finish. And it all comes as a kit that you can actually buy here in the US, unlike the OEM Ranger Raptor.

Beginning with the underbody, the ProRunner Series 1 boasts a one-off long travel suspension system, capable of 12.5 inches of suspension travel, utilizing any number of aftermarket shocks you prefer. The kit was designed so that even the factory Ranger coil and shock could be reused if the truck is not destined for dirt (but where’s the fun in that?). This suspension system developed by APG includes extended length upper and lower control arms, extended tie rods, and extended axle shafts (if equipped with 4WD). The rear suspension system currently consists of an aftermarket shock of your choosing, with a proprietary progressive leaf pack in the works.

Perhaps one of the biggest challenges ahead of APG was fitting a larger tire under the new Ranger. Known for having the highest offset OEM wheels in its class, the Ranger’s stock suspension and frame doesn’t allow for a tire larger than OEM size to fit in the full range of steering and suspension travel. APG took the proven approach of installing larger tires on a low center of gravity truck by engineering a full set of wide-body fenders and bedsides for the all new ProRunner. But unlike most companies, they didn’t bother with fiberglass. The ProRunner package comes standard with a set of aircraft-grade carbon fiber fenders and bedsides, engineered in-house for a perfect OEM fit and finish.

We’re talking no weird body line gaps, no flex due to temperature changes, no cracks from rocks and debris kicking up like you’d get from fiberglass. These fenders are the cornerstone of APG’s manufacturing prowess, built from raw materials to a finalized product, painted with OEM PPG paint top match the truck’s color. Customers can choose if they want any of the slick-looking Carbon Fiber exposed, or simply paint it completely.

With the wide-body panels installed, APG is able to use a 35-inch tire to get maximum traction while staying low to the ground for added stability and safety during off-road driving. While it’s ultimately up to the customer on which wheels and tires they will install, these Nitto Ridge Grapplers were chosen to match the trucks performance both on the road, and in the dirt. Just as the ProRunner itself, the Ridge Grappler is a hybrid-terrain tire, engineered for work and play. Wheel choice is, again, up to the customer, but the particular truck we shot was on a set of 17-inch Fifteen52 wheels with a matte black finish.

But wide-body fenders and a 10-inch increase in overall track width comes with other necessities. Simply leaving the factory front bumper with the APG carbon fiber front fenders does not work, so rather than adapting their fenders to fit the stock bumper, APG designed their own off-road front plate bumper to fit the wider body and track width. This aluminum bumper actually weighs less than the factory bumper, yet provides more protection and modularity for aftermarket accessories such as a winch, recovery shackles, and LED lighting. The bumper is shipped with removable fill plates that can be easily punched out when installing your winch or lights—another very cool aspect of the Series 1 ProRunner.

While the transformation of a stock Ranger to the APG ProRunner undoubtedly provides a huge performance boost in the dirt, it’s important to realize that the ProRunner package was designed to feel just like an OEM Ranger on the street. After test driving one on the highway to and from the desert, we can say with confidence that it retains the same, smooth ride that you get from the Ford showroom floor.

So now you know what the ProRunner package consists of, and why these parts were chosen. But what does this comprehensive kit cost? For just $15,950, you can have the Series 1 ProRunner package installed on your 2019+ Ford Ranger. That means you can have a desert-ready truck for about the price of a bone stock TRD Pro Tacoma. But APG didn’t stop there. They’re also currently in the midst of working with Ford dealers and other off-road dealers across the nation, from the West Coast to Pennsylvania, to offer this package as a dealer add-on item, meaning you can have the ProRunner straight from the showroom. While currently, APG is the only authorized seller and installer of the ProRunner package, soon you’ll be able to find a dealer near you who can install the conversion on your truck.

As time goes on, more options and even better performance will become available as APG develops new products for this base package. But after driving one across Johnson Valley for a full day of testing, we were on board with what APG has done to this truck. In the dirt, it’s more responsive, more comfortable and acts as a springboard for an otherwise dull truck toward a fully built off-road or overland rig. We’re excited to see new developments from APG on the ProRunner, as well as a few other vehicle platforms they are currently working to offer upgrade packages for. To learn more about the ProRunner, visit their website or simply stop by their facility in Garden Grove, California.

Love the new Ranger platform? Click here to see this LGE-CTS customized 2019 Ford Ranger.

As a brand, Acura has held a strange spot in the automotive world. Launched in 1986 with the introduction of the Integra and Legend, Honda positioned Acura as the first Japanese luxury marque available in America. While the Integra and NSX were wildly successful at both ends of the automotive spectrum, the brand has struggled to build an enthusiastic base for the middle of its lineup. The highlights, though, have been good. The Acura Type S concept of improving on existing models has produced a few cars worth remembering. 

Second Gen TL Type S

Based on the second generation TL, Acura’s first Type S model saw a 35 hp increase over the stock sedan, bringing the total power to 260hp.

Other improvements included larger 17-inch wheels, stiffer seats and suspension, and some interesting interior appointments.

Unfortunately, this TL was never offered with a manual transmission, and its automatic was problematic, just as many of Honda’s V6 transmissions were during that era.

CL Type S

The TL’s mechanical twin, the CL coupe, fixed all of the issues from its 4 door brother. Available with a six-speed and limited slip differential, the CL was really the genesis of the Type S spirit.

Nevertheless, the manual CL Type S remains a bit of a unicorn, with only 3,511 models sold.

In 2002, Honda Access partnered with tuner Comptech to offer a complete package for the CL Type S that added a supercharger, upgraded suspension components, Brembo brakes, custom wheels, and Michelin Pilot Sport tires. These cars cost a whopping $22,412 to the $31,000 base price.

RSX Type S

Following the Integra Type R was never going to be an easy task, but the RSX Type S was certainly a contender in the early 2000s sport compact car explosion.

The car featured the hottest version of Honda’s legendary K20 engine making 201 hp for ‘02-’04, and 210hp for the facelifted version making the RSX Type S engine a popular choice for engine swaps.

The car was only offered with a six-speed manual and the interior featured red interior lighting and black leather. Upgraded brakes and a larger sway bar rounded out the performance upgrades. 

3rd Gen TL Type S

After a 3 year hiatus, the third generation of the TL received the Type-S treatment with the 2007 Acura TL Type-S.

Available with either a paddle-shifter equipped automatic or a six-speed, the Acura’s mid-size sedan was equipped with a Honda J series engine making 286hp.

Other additions included Brembo brakes, a limited-slip differential, a restyled exterior, and red lighting inside. The TL Type S wheels have become a popular swap for other 5-lug Hondas with their dark gunmetal spokes. 

CSX Type S

Although it was never sold in America, the Acura CSX Type S deserves a mention.

Essentially a USDM Civic Si with a JDM Civic exterior, the compact sedan featured the same 197hp K20 as the 8th generation Civic. Discontinued in 2011, the CSX Type S was the sad ending to the Type S marque until the 2020 TLX Type S makes its debut. 

Don’t miss our coverage of the comeback story of the Acura TLX Type S debut—click here!

Whether or not you are longtime Mustang fan, it's impossible not appreciate what Ford has done with the S550 Mustang platform from 2015 up until now.

From affordable EcoBoost options all the way to up the flagship 2020 Shelby GT500 with its wild supercharged V8, there's a modern Mustang available for many different budgets—and for 2021 a new addition is on the way.

The return of the Mustang Mach 1 is something that's been rumored for quite a while now, and today Ford confirmed the rumors by teasing some info and releasing some photos of the '21 Mustang Mach 1 prototype.

The Mach 1 is of course one of the most iconic names in Mustang history, first appearing on a hopped up Mustang GT fastback in 1969 and reappearing several times since, most recently in 2004.

No details were given about the new Mach 1's specs, but its being called a "limited edition" model and Ford says the 2021 Mach 1 will deliver the  "next level of power, precision and collectability".

Ford also claims the new Mach 1 will be "the most track-capable 5.0-liter Mustang ever", which is impressive considering the high bar that's been set by the recent GT Performance Package cars. 

So if the new 2021 Mach 1 is set to take up the middle ground between the regular GT and the GT500, what does that mean for the Shelby GT350?

As radical and exotic as the GT350 and its 5.2 liter Voodoo engine is, recent improvements to the Coyote 5.0 have narrowed the performance gap between the GT and the GT350. And the coming of the Mach 1 could mean the end for the GT350 that currently sits as the middleground of the V8 Mustang lineup. 

Whatever it ends up being, we should hear more details about the new Mach 1 later this year, with sales to begin in the spring of 2021.

Also, we can't wait to see the inevitable confusion that's going to come when people get the Mustang Mach 1 and the completely different 2021 Mustang Mach E mixed up.

When it comes to off-road adventures, half the fun is planning the trip. While spur of the moment wheeling trips can be fun, I find that a well-planed trip seems to usually go smoother, and leaves less room for things to go wrong. Whether I’m going out for a day, or a week, there’s always a few things I do before I even begin packing for the trip that significantly improve the odds of a successful adventure. Below, I list out five tips for planning an off-road trip, and explain how they’ll make a difference for your next outing. Let’s dive right into it.

5. Choosing a New Destination

While this first one seems a bit obvious, I actually pride myself on finding new places to go with my truck that I’ve never been before. Of course, everyone has their tried and true favorite wheeling spots, and it’s important to keep traditions alive, but there’s something very rewarding about visiting a place you’ve never been and navigating the terrain for the first time. Inspiration to visit a new place can come from anywhere; seeing photos from a friend’s adventure, hearing about an interesting feature (like a waterfall hike or a slot canyon) near the trails, perhaps even somewhere with historical significance. I enjoy learning about the history of these places, and often times, history is preserved in remote areas only accessible by off-road vehicles. When planning your next destination, try to find somewhere you haven’t been, and research some of the best points of interest in that area.

4. Mapping Your Route

For me, getting directions verbally on how to get somewhere just doesn’t cut it. I’m somewhat of a map nerd, so anytime I’m planning an off-road trip to a new place, I head straight to Google Maps and begin scouring over the land to familiarize myself with what’s there. Google has a feature where you can actually create a route on a map, complete with points of interest, camp spots, or any other places that you’ll want to note (gas stations, ranger stations, etc). You can export the map to your mobile device or GPS for the trip. Planning my route ahead of time has saved me a lot of hassle over the years, and it’s even helped me get out of otherwise bad situations by knowing exactly where I am in relation to the nearest highway. While nothing really beats a physical map in terms of reliability, having a digital route of your adventure increases the odds of getting off the grid and back onto it without any hiccups.

3. Packing Appropriately

We’re not talking about packing a poncho for rain here. Your length of stay will determine the gear you’ll need to bring, so keep that in mind. Also, different terrain requires a different set of gear, regardless of how ready you think you and your rig are. If it’s a day trip to the mountains, I’m getting the bug spray and small cooler full of ice. If it’s a weekend in the desert, I’m packing sunscreen and my fridge/freezer. These are just examples of camping gear, but the same applies to your rig. I normally bring a small tool bag for a day trip, but a week-long point to point trek means I’m packing my off-road tool box, so I’m ready to tackle any kind of trail repair, whether it’s on my own vehicle or somebody else’s. Recovery gear should always be a part of any trip, regardless of your destination or length of stay.

2. Anticipate Fuel Needs

This tip seems a bit redundant for shorter trips, but it’s important to keep in mind on longer, point to point trips such as the Mojave Road. It helps if you know what your fuel economy and MPG is when off-roading, because more often than not, it’s lower than what you’d get on the pavement. Constantly on the throttle to move through sand, or traversing elevation change uses much more fuel than simply driving down the highway. If you don’t know what your average MPG is off-road, expect it to be as little as half your otherwise normal MPG. For example, if your rig gets 18 MPG on the highway, expect to see 9 MPG on the trail. While this isn’t always accurate and depends heavily on your scenario, it’s a good benchmark. Using the map you made in the second tip above, you can calculate your total mileage of the trip ahead of time. Then, knowing your off-road MPG can help you plan for where you’ll need to fill up before hitting the dirt, and how much fuel you’ll need to bring with you on your trip to get to your destination based on the total miles you’ll be driving. Again, this is not an exact science, but it’s definitely something you want to consider before setting off.

1. Use the Buddy System

My number one rule for off-roading is to always bring a friend. Not only does it severely improve your chances of getting back to civilization safely if something were to go wrong, but it’s also twice the fun of going at it alone. I’m well aware that many enjoy the solo wheeling lifestyle, and have pretty good plans in place in case anything were to happen to them or their rig, but I’ve always found that planning a trip with friends and sharing the experience with them is much more rewarding. So before you set your alarm to wake up at 4:00 AM and hit the road, call up a few of your wheeling buddies to see if they’ve got an open Saturday. If they enjoy the great outdoors and off-roading as much as you, chances are, they’ll make it fit their schedule.

It’s important to keep in mind that the reason we started off-roading in the first place. Whether you just got your first rig, or you’ve been wheeling with your family since you were in diapers, we do it for the same reasons. To experience life in a different way, for a change in pace from the norm, and to make memories that will last a lifetime. With a little planning ahead of time, you can almost guarantee you’ll be driving to work next week with a smile on your face and stories to share with your co-workers. Start planning your next off-road adventure, and maybe I’ll see you out on the trail someday.

Click here to see 7 tips to avoid looking like an off-road poser.

Muscle cars and smoke-filled burnouts go hand-in-hand, which may help explain why it took so long for all-wheel drive to join the party. AWD muscle cars are notoriously absent from the history of high performance, both in Detroit and across either ocean, but over the course of the past 15 years they've become more of a presence in American showrooms.

Surprisingly, the roots of AWD muscle cars mix a familiar face from the big block world with a seldom-heard automotive innovator that would stand alone for nearly three decades. Ending the AWD drought would be a family of cars built by the very same company that made the original four-wheel muscle machine's mechanical heart beat, briefly reviving what was all too short a season for V8 performance enthusiasts.

Anglo-American Alliance

The earliest example of a traditional muscle car that was able to drive both the front and rear axles was the Jensen FF. This uncommon speedster offered the kind of mixed heritage that was all too common among small-volume European automakers. Rather than develop its own drivetrains, Jensen had elected to turn to Chrysler's reliable big block V8s—specifically, the 383 cubic inch motor that played a key role in motivating so many Mopars as they engaged in quarter mile battle across the Atlantic.

Jensen had already used the 383 cid unit under the hood of its popular Interceptor, so when the time came to bring forth the all-wheel drive FF muscle car it made sense to stick with it. For the most part, the FF resembled a somewhat extended version of the Interceptor, which made sense given that the two cars shared the same platform.

Aside from the super-sizing, the key difference between the two vehicles was the inclusion of a Ferguson four-wheel drive system (with the FF's name being an abbreviation of 'Ferguson Formula). This was an entirely novel proposition when the car debuted in 1966, as its 330 horsepower engine was given a fighting chance for traction as compared to the rear-wheel drive Interceptor (or Dodge Charger, Plymouth Roadrunner, or any other Mopar muscle car that shared the same engine and 727 automatic transmission).

The FF was more about straight-line speed and comfortable cruising than it was sporty handling, but with a 33:67 torque split front and rear it delivered a level of grip that was unheard of at the time among muscle machines. Unfortunately for Jensen the design of the four-wheel drive system took up significant space on the left, or 'passenger' side of the British car, which meant it was impossible to configure it for left-hand drive markets like America. This would spike FF sales and lead to only 320 or so models ever being built during its short lifespan.

Mopar Gets Involved, Again

When Dodge revived the Charger nameplate for 2006, the new sedan wouldn’t just reintroduce Mopar fans to one of its most storied models—it would also eventually revive the concept of four-wheel drive muscle. In a twist of fate that feels almost scripted, it would once again be a Chrysler V8 that would break the AWD ice on the performance car market.

Early on the Charger R/T had been given the option of AWD, which when paired with its 368 horsepower, 5.7-liter V8 engine made for a formidable four-seasons package. The system itself was developed by BorgWarner, and offered real-time torque management that, like the FF, prioritized delivery to the rear wheels in order to preserve handling while maximizing grip.

The Charger wasn't the only model to benefit from V8 power and AWD traction. Other cars built on the same LX platform, including the Dodge Magnum wagon and the Chrysler 300 C sedan, would also benefit from the same system. Although the Magnum would be phased out by 2009, the remainder of the LX cars continued to offer all-wheel drive through 2014.

Stragglers Only

Once the Pentastar put a stop to its AWD muscle car program there were very few options left for fans of big power and four-wheel traction. A number of European luxury brands had moved heavily into the four-wheel drive space over the same period of time—with cars like the BMW 550i xDrive, the Jaguar F-Type R, and the Audi S4 all offering, at various stages of their development, a combination of AWD and a V8 engine—but these were high-dollar machines out of reach of most of the traditional muscle car crowd.

A lone survivor on the domestic side was another unlikely four-door performance car: the Ford Taurus SHO. Unlike the first few versions of the SHO, the third-generation model featured full-size proportions and serious firepower under the hood thanks to its twin-turbo EcoBoost V6. Rated at 365 horses and 350 lb-ft of torque when it was introduced in 2009, the Taurus SHO provided all-wheel drive as standard equipment and was surprisingly friendly to tuners looking to boost its output. The SHO would survive until nearly the end of the decade before Ford turned its back on passenger cars in favor of crossovers and trucks.

Plug The Gap, Please

Today it's no longer possible to combine a V8 engine and all-wheel drive in the same package, unless you’re willing to spend significant dollars on a premium European badge. Dodge has made an effort to market the Challenger GT and Charger GT as 'AWD muscle cars,' but each model is restricted to a 3.6-liter V6, with just over 300 horsepower on tap. Not peanuts, but definitely not enough to elicit thrills from a platform that tips the scales at over 4,000 lbs.

A contender may be on the way, however—and again, it could have the most unlikely of origins. Ford is looking into continuing to expand the Mustang family of vehicles, and as such an all-wheel drive model of the company's popular pony car could be an easy way to draw in customers concerned about climate when purchasing performance. Given that the Mustang has already lent its name to an electric vehicle, it doesn't seem like nearly as much of a stretch for it to spin all four wheels in the near future.

Looking for more alternative muscle cars? We expanded our guide to outside-the-box V8 machines for free-thinking gearheads.