Released in 2008, the Mustang GT500KR was the pinnacle of Mustang performance in the late 2000s and early 2010s. With 1,571 total units produced over the span of two years, it was intended to be a special 40th anniversary tribute car to the original GT500KR sold in 1968. The supercharged 5.4L V8 offered 540hp from the factory, and came equipped with a carbon fiber hood with composite hood scoops, finely tuned SVT suspension and appropriate badging. 

Modding special edition cars can often be a little bit daunting. After all, an owner paid extra for all of the special goodies, so swapping out parts can feel like taking a step backwards. Driving into a meet with a limited-edition GT500KR that doesn’t have any respective parts left on it isn’t going to win you any fans.

That being said, as enthusiasts, stock (even for special cars) is never good enough. So what’s the balance?

Owner Bill Johnson did this 2009 Shelby GT500KR right. With this Mustang reaching the 10+ year mark, there was certainly some room for some freshening up. Adding in some subtle visual tweaks and a lot more power makes for a nice, responsible approach.

Visual Flair

On the exterior, the OEM matte black stripes have been replaced with carbon fiber outlined by Ford’s own Grabber Blue. Super Snake side and window scoops were also added as a detail for fellow Ford fans to enjoy.

Wheels and Tires

The 20” Shelby CS40 wheels replace the original pieces and are covered in Nitto NT555G2’s, 275/35/20 in the front and 305/30/20 in the rear. The machined faces and polished lips on the black car give this Mustang a thoroughly modern look while maintaining the classic vibes, while the ultra-high performance NT555 G2 tires fit perfectly with the look and keep the 'Stang planted on the road.

Engine Mods

The real work in making sure this Mustang stays relevant is under the hood. To reach the goal of 650hp to the wheels, a 3.4L Whipple supercharger replaced the factory unit. This direct bolt-on replacement allows for higher boost levels than the factory 122ci roots-type supercharger while dramatically lowering supercharger discharge temperatures and power consumption.

To get more air through the system, Bill added a 123mm MAF and twin 67mm VMP throttle body to work with the new supercharger. A set of ARH headers move spent gases to the rear, while also making sounds that bring a smile to your face at every blip of the throttle. An NGauge tuner keeps this modern setup running smoothly and efficiently.

More than a decade later, Ford’s second GT500KR has stood the test of time. While newer, higher horsepower muscle cars like the 2020 Mustang GT500 have been released, the Shelby GT500KR paved the way, and with a few mods, can still hold its own. After all, that KR at the end of the name? That means King of the Road, a title that this particular pony car isn’t ready to relinquish.

Like your GT500 a little more wild? Check out this color-shifting 2010 Ford Mustang GT500!

There's no lack of technical guidance online about how to build a lowered truck. You'll easily find how-to's and walk-throughs that explain the nuts-and-bolts of drop spindles, lowering springs, bags, and suspension arms, and how best to install them to transform your stock pickup into a slammed truck.

It's a little harder to find advice about the 'why' of lowering your pickup, however. As with any successful automotive project, you'll need to be clear about what your goals are when lowering your pickup before you start making radical changes to your truck suspension. Build a clear roadmap from the start and you'll be much more likely to stay on budget and on schedule, and end up with the looks and performance you had in mind from day one.

Here are the key questions and concepts anyone about to build a lowered truck needs to consider prior to turning a wrench or buying parts.

Static Or Adjustable?

One of the advantages of lowering a truck is that the larger, cargo-friendly platform offers a ton of room for adjustable ride height setups. Whether you choose to go with an air ride or a more elaborate hydraulic drop, you won't lack for space when looking to stow a compressor, hydraulic lines and actuators, and all the extra batteries you may need to power it all.

Of course, space isn't the only concern when considering a static versus adjustable suspension for a slammed truck. While the ability to raise and lower your vehicle as needed for aesthetic purposes, to clear speed bumps and curbs, or for better handling and comfort is certainly appealing, it comes at a price. Pumps, airbags, and the expertise required to install them are typically more expensive than the springs and shackles required for a static drop, and they'll also require more maintenance over the long-term.

Stance Or Handling?

There are any number of reasons why you might want to lower a pickup, but they typically boil down to either improving looks or boosting performance.

These don’t have to be mutually-exclusive goals. There are plenty of suspension setups that will erase wheel gap while also lowering your center of gravity and improving the handling of your truck. If you match spring rates with the type of driving you plan on doing, you can count on a pickup that doesn't just look good when it's parked but one that is also a blast to drive.

If stance is the most important thing, however, you'll need to keep in mind that belly-scraping truck suspensions will likely have an adverse effect on your cornering and braking capability. Less suspension travel can also mean bumping and bouncing over rough pavement, which can in turn lead to axle hop that will make it more difficult to steer or maintain a straight line on the road.

Wheel Alignment Woes

Continuing the handling theme is the question of wheel alignment. Any changes made to your lowered truck's suspension are going to have an impact on the contact patch that your tires are making with the asphalt.

Suspension geometry is a complex thing, and when you stray from factory specifications it's not unusual to end up with wheel camber that is much more negative than what your vehicle was designed to ride on, as well as different toe settings front and rear. These changes can lead to early wear on your tires, as well as reduced overall steering performance and in some cases poor straight-line stability due to bump steer (which changes your steering angle on the fly when hitting a rough patch of road).

If you're dealing with a major drop, you may need to look into installing camber plates to get full adjustability when it's alignment time.

Tire Choice Is Key

Just as a lowered truck suspension affects wheel alignment, so too does it impact the tire sizes you can run on your vehicle. If you're reducing the amount of clearance inside your fender, you'll have to make sure that the tires you choose won't make contact with your body work not just when parked, but also as a result of wheel travel while driving.

It's not only sidewall height that you'll have to consider. Changes in wheel camber and toe can put wider tires close enough to suspension components to create rubbing and chunking issues as well. Always do a reality check before ordering a set of rubber.

Ride Quality Concerns

Steering and stability can be an issue for slammed trucks, but riding just a few inches off of the ground can also have an impact on overall ride quality and comfort. As mentioned earlier, reduced suspension travel can make it difficult to absorb cracks and expansion joints in the road without transmitting vibration into the cabin.

This is especially obvious when driving on airbags that are almost completely deflated, but even a coil or leaf setup can lead to a bouncy, harsh ride on a very low pickup. Running a taller sidewall can help absorb roughness, but you may end up giving back a little bit of your drop in the process, which means it may be worth it to raise your ride instead of trying to mitigate it with tire selection.

Want to know more about the nuts and bolts of lowering your truck? Check out this feature that lays out your technical options.

When it comes to important years for the Jeep Wrangler JK platform, 2012 was a big one in many ways. Not only did it mark the first year for the far more powerful 3.6L Pentastar V6, but it ushered in a NAG1 automatic transmission. While the new engine wasn’t without problems, the five-speed automatic has proven to be a robust unit in the Wrangler. Maybe its biggest bragging point is the fact that it can easily hold V8 power.

This little tidbit is what led Chris Smith to swap in the high-revving LS3 V8 into his 2012 Jeep Wrangler Unlimited Rubicon. Though the LS3 was originally found in the fifth-generation Camaro SS and C6 Corvette, the aluminum-blocked 6.2L engine has become a go-to across multiple motorsports disciplines. This is largely thanks to its proven track record for reliability and fantastic power output (more on that in a minute). Sure, swapping in a ‘Vette engine into a Jeep isn’t anything new. But, the combination of parts and build execution on Smith’s JK warranted a closer look.

On a trip to Clemson, South Carolina, we actually ran into person responsible for executing Smith’s dream JK vision, Jeep builder extraordinaire Cole Conner. While a few details on the Jeep were unfinished, we were able to see it in action on some private wheeling land. This on-trail test-and-tune was very cool to witness. Not only because the JK performed so well, but because we got a chance to see how the tuned-up crate engine would handle the warm summer heat and humidity. How did it all fare? Read on to find out.

Crate Engine

If you are looking to swap a V8 into your JK, you have a few options. This swap started off with a brand-new LS3 crate engine direct from General Motors. While these come with over 400 ponies out of the box, new valve springs, rocker arms, and cam get it to an estimated 500hp. Along with a GM accessory kit, you’ll find a Vintage Air A/C compressor, and PSC Motorsports power steering pump hanging off the front of the engine. To cut down on the fab time, and make things a bit more plug-and-play, a LS conversion kit from Bruiser Conversions was used. Ensuring the Jeep has plenty of juice for the trail are two Optima YellowTop batteries that fit nicely under the hood thanks to a dual-battery kit from Genesis Offroad.

Linked

Typically, there would be a belly pan protecting the exposed NAG1 automatic transmission. Luckily for us, it was off so we could get a peek at the 3-link suspension, which is utilizing GenRight’s Elite suspension crossmember. The arms were all built by Conner to ensure the front axle would rest exactly where he needed it.

Atlas II

Despite having 200 more ponies on tap over what the Jeep originally came with from the factory, Smith wanted to make sure he had a good balance of gear reduction and transfer case strength for his off-road adventures. This is why the OE T-case replaced with a stronger gear-driven unit from Advance Adapters. The Atlas II case was optioned with a 3.8:1 low range gear set along with 1350 outputs. These heavy-duty CV-style yokes rotate a custom set of Tom Woods drivelines.

Sterling Rear

The rear axle is a Sterling 10.5 that was plucked from a 2005 Ford F-250. Turning the stock full-float axleshafts is an electronic locker that was sourced from a 2012 Super Duty truck. The axle has been outfitted with an Artec truss and bracket kit, along with a TMR differential cover. Like the front, the JK is using a GenRight Elite rear crossmember as well with custom-built 0.250-wall DOM control arms. Since this setup calls for triangulated upper control arms, the stock fuel tank was ditched. Now carrying the fuel is a GenRight 36-gallon tank that mounts behind the 1-ton axle.

Sixty '06

The 2006 Ford Super Duty sourced high-pinion Dana 60 front axle was stripped completely and rebuilt using premium off-road components. For starters, you’ll find an Eaton ELocker paired with 4.88 differential gears. This selectable locker setup sends power via RCV Performance Axleshafts out to Warn hubs. Just like the rear, the axle brackets and truss all come from Artec Industries. While there is still the matter of installing the PSC Motorsports hydraulic-assist ram, for now, the Big Bore XD gearbox does a good job working with the Reid racing knuckles.

Cloaked In Travel

Providing the modest 3.5 inches of lift height are progressive-rate coil springs from Metal Cloak. These are paired with Fox 2.0 remote-reservoir adventure series shocks and Antirock sway bars front and rear. The bumpstop extensions ensure the axles upward movement is well controlled, so rubbing is not an issue.

Trail Treads

Balancing off-road performance and on-road ride comfort is one of the JK’s strong suits. To optimize traction and handling in every terrain, Smith opted for 40x13.50R17 Nitto Trail Grappler tires. This mud-terrain radial is one of the only tires of its size that has the ability to tackle extreme trail conditions, without sacrificing on-road ride quality. To ensure the 40-inch Grapplers would stay put on the trail, each tire was paired with a 17x8.5 HD series beadlock wheel from Trail Ready. These are fit with 4 inches of back spacing, offering a great balance of stability on the trail.

Bright Recovery

Increasing the approach angle and housing the Warn 9.5 CTI winch is a GenRight aluminum front bumper. This fast-spooling winch is paired with Warn’s Spydura synthetic cable and finished off with a FlatLink shackle from Factor55. Making sure wheeling and recovery efforts stay illuminated are Vision X LED headlights, which are accompanied by LED fog lights from J.W. Speaker.  

Rockin’ Weight Savings

It’s easy for the Wrangler Unlimited platform to quickly gain serious weight with aftermarket armor and upgraded axles. To make sure his V8 upgrade wouldn’t be for not, Smith opted for aluminum armor over more conventional (and heavier) steel. These aluminum bits include the rocker guards, fender flares, and inner fenders from GenRight.

Carried Away

While it’s unlikely he’ll need to use it, Smith played it safe with a fullsize spare mounted via a GenRight tire carrier. Keeping up with the GenRight theme is the aluminum rear bumper. Finishing off the rear of the Jeep are LED taillights from J.W. Speaker.

Hard Rockin’ Interior

The stock seats in the JK are fairly comfortable. So, in leu of swapping them out, a Rock Hard 4x4 bolt-in ‘cage was added for occupant protection. To give all of his locker switches and aux lights a centralized location, an sPOD kit was used.

Thinking Ahead

One very convenient feature of the GenRight tank is that it utilizes the stock fuel pump. For anyone who has ever had the pleasure of dropping a fuel tank out of the vehicle to replace the pump, you’ll appreciate this slick feature. It’s an access door that installs into the cargo area of the JK. Removing a few bolts grants you full access to the fuel pump without needing to remove the entire tank from the vehicle.

Details

Despite the fact that there were still a few details to wrap up on this build, we appreciate the fact that many of the small details that can sometimes be overlook were taken care of. This includes swapping to a J8 master cylinder, a critical component when upgrading to 1-ton axles with massive calipers. The axles were also modified with the correct tone rings. So, all of the necessary traction control and braking systems work properly. On the highway and even in the rocks, the JK never overheated. That might not sound like a bragging point, but V8 swapping in JK’s are often plagued with heating issues. While you can’t hear the rumble, it was a very mellow and tasteful tone. Overall, the tasteful mods and dollar-smart parts make this rig very well executed with the right balance of performance and practicality.

Digging this JK? Check out this LS-Swapped Wrangler Unlimited.

Among many of the jaw dropping features announced during the Bronco reveal, one that stood out to hardcore off-roaders was the ultra-low crawler gear.

Although the manual is listed as a 7-speed, it is different than what you may think. Typically the higher gears on manual transmissions are for lower cruising speed RPMs, greater top speeds and better fuel economy—so how does this benefit the Bronco in an off-road situation? 

What is a crawler gear?

As you can see from the Bronco’s shift knob, there is a C (crawler gear) and 1-6 gears.

It is more of a 6 speed + crawler gear than an actual 7 speed manual. The "C" acts as an ultra low first gear.

Lets get technical 

A crawl ratio of 94.7:1 means that for every 94.7 engine rotations, your wheel rotates once. For comparison, the Bronco’s first gear has a gear ratio of 4.2:1 which means that for every 4.2 engine rotations, the wheel rotates once. The crawler gear provides greater engine power per wheel rotation.

The Bronco's 6.588:1 crawl gear ratio, paired with the shorter 3.06:1 low gear of the two-speed transfer case and the shortest 4.70:1 final drive ratio gives the crawler gear a 94.7:1 crawl ratio. Theoretically the Bronco will send 29,372 ft/lbs of torque to the wheels. You may be thinking “Almost 30,000 lb/ft of torque?! What are you gonna do with all that power on the rocky trail?!” The actual likely hood of putting that much torque to the ground depends on other factors such as vehicle weight and tire size.

OK, what does that mean for me? 

The super low gearing allows you to give more accurate throttle control instead of sending too much power and spinning tires when you need grip. The ultra low gear makes so much power available that won’t have to ride the clutch at slow speeds. No more worrying about a burning or slipping clutch when you’re on a difficult obstacle. You will be able to cruise as low as 1mph with the clutch fully depressed.

More torque and better power delivery means better ability to crawl over difficult obstacles. The drivetrain combo gives the crawl gear a top speed of 7 mph in low range. Designed for off-road scenarios, you will never need C on an everyday pavement situation. 

Is the automatic less capable? 

When equipped with an automatic, the Bronco comes with a 10 speed transmission. The automatic transmission features a crawl ratio is 67.8:1.

Comparing the numbers, remember that the manual Bronco has a crawl ratio of  94.7:1. The Wrangler Rubicon has a crawl ratio of 84.2:1. The numbers might sound less competitive but the automatic transmissions torque converter also aids in power delivery along with help from the brakes. Trucks with a crawl ratio greater than 50:1 are considered to be pretty capable. Especially when paired with the front and rear locking differential, you shouldn’t have a problem crawling in the Bronco, regardless of which transmission you choose.

Is this exclusive to the Bronco?

No. This was a common feature in utilitarian trucks in the early to mid 1900’s. Sometimes called a “Granny Gear,” this super low ratio first gear was used as recently as the early 90’s in the 1991 Chevy Blazer with the SM465 transmission. You can also regear your transmission and transfer case with lower aftermarket gears to create an ultra low crawl ratio.

Still hungry for more Bronco info? Click here to read more!

If you like high performance and enthusiast-oriented vehicles, today’s market offers a lot of cars to be excited about—from the mid-engined C8 Corvette to the envelope-pushing Shelby GT500 Mustang.

Yet as great as those new cars are, they still remain out of reach for a lot of gearheads when it comes to price. Fortunately though, if you are looking for a fun, exciting, new car that doesn’t break the bank there’s a lot of stuff coming down the pipeline that proves budget performance is alive and well.

Here are five upcoming models in particular that will be worth the wait.

2022 Subaru WRX

Ever since it arrived in North America nearly 20 years ago, the Subaru WRX has been a textbook example of cheap (and practical) speed. The WRX has evolved over the years, but its AWD, turbocharged boxer formula has remained the same.

The current iteration of the WRX has been available since 2014 with just minor appearance changes in the years since—and It still provides a great bang for the buck. It’s getting long in the tooth particularly in terms of exterior and interior style, and it’s currently the only Subaru product that hasn’t moved to the brand’s much-improved new global platform.

At this point we don’t know exactly what the next gen WRX will look like, but Subaru’s recent VIZIV Performance Concept provides a pretty good idea of the direction the next gen WRX may be heading when it moves to the new platform. The next WRX should bring a nice improvement in refinement and tech over the current car, and rumors suggest it should be showing up pretty soon.

2021 Mazda3 Turbo

While earning praise for the styling and handling, Mazda’s recent cars have never been known for the generous horsepower ratings. However, in the last couple years the brand has started offering its turbocharged 2.5 liter SkyActiv engine into more of its vehicles.

The most recent to get the turbocharged engine is the upcoming 2021 Mazda3, which will pair the available 250hp, 320 foot pound of torque engine with an all-wheel-drive system for maximum traction.

Is the Mazda3 Turbo going to be the second coming of the fire-breathing MazdaSpeed3? Most likely not. What it will do though, is take the high-end feel and great dynamics that Mazda3 is known for and add a big helping of turbocharged torque.

Second Gen Toyota 86/Subaru BRZ

It’s been more than eight years since the rear-drive two-door coupe engineered by Subaru and Toyota broke onto the scene as a breath of fresh air for driving enthusiasts.

Needless to say there’s been a lot of anticipation for a second generation of the Toyota 86 and Subaru BRZ, and while we still don’t know exactly when the next gen version will appear, we know that Toyota and Subaru are working on it.

One of the biggest criticisms of the current car is its lack of power, and while we don’t expect the new one to be radically different, rumors suggest a displacement bump to 2.4 liters should give the next gen version a noticeable increase in both horsepower and torque.

2022 Mk.8 Volkswagen GTI

The Volkswagen GTI is a car that has written the book on affordable and practical performance. Volkswagen has long used an iterative approach when releasing a new version of the GTI, and the upcoming Mk.8 version very much follows that pattern.

Taking everything that’s great about the current GTI and improving it, the Mk.8 GTI will make 241hp from its 2.0 liter turbocharged four-cylinder, with a six-speed manual or optional seven-speed dual clutch automatic.

If there’s one problem with the Mk.8 GTI it’s that those of us in North America will have long wait to get one. In Europe that car will be arriving before the end of this year, but over here it won’t arrive until the 2022 model year.

Toyota Corolla GR Hot Hatch

Last but not least we get to a car that will be a newcomer to the world of affordable enthusiast cars—a turbocharged, hot hatch version of the Toyota Corolla.

Toyota recently debuted a rally-bred version of its subcompact Yaris for overseas markets, packing a 257hp turbocharged three-cylinder engine with a manual transmission and AWD, but sadly that car won’t be coming to the USA.

Instead, Toyota has heavily hinted that the American market will get a hot hatch version of the larger Corolla instead. We don’t know whether it will feature the same drivetrain as the Yaris, but we expect to know more in the coming months.

As you can see, it’s not just the high end, high dollar performance cars that are the big story these days. All of the aforementioned cars should be able to handle both track days and the daily commute while hopefully coming in near or even below the $30,000 starting mark.

Bring ‘em on.

Click here to see the updates to the new Honda Civic Type R.

For decades General Motors dominated the full-size sport-utility vehicle scene with the Chevrolet Suburban and its GMC clone. No other truck builder offered the same kind of 7 passenger SUV, with three rows of bench seats expanding that capacity to a hefty 9 passengers in certain models.

With rival Ford on the outside looking in until the development of the Expedition in the late 1990s, a few enterprising aftermarket companies did their best to appeal to fans of the brand by building unique extended-wheelbase sport-utility vehicles of their own using Blue Oval bones. Of these, by far the most successful was Centurion which offered an entire range of 'what might have been' SUV conversions that combined the best elements of the Ford F-Series and the Ford Bronco, in effect creating the very first four-door version of the latter decades before Dearborn would think to do the same.

Almost Like Lego

For conversion companies it doesn't get much better than starting off with full-size pickups like the Ford F-150 or Ford F-350 that were used as the foundations for Centurion builds. Gifted with a strong ladder frame and relatively simple body lines, it was relatively easy for the company's design team to take the Bronco's hindquarters and mate them to the front end of either version of Ford's strong-selling pickup truck.

The process itself was fairly simple. Given that the Bronco was built on a short-wheelbase version of the F-150, all Centurion had to do from a design standpoint was use a four-door chassis cab version of the platform and graft the Bronco's rear passenger compartment on top of where the bed typically would be. This meant that, at least in their initial run, Centurion Classic 50 and Classic 350 (for full-ton conversions) featured the same lift-off fiberglass roof at the back as their smaller Bronco cousins.

Of course, there were a number of finishing touches required to give the Ford Centurion a factory-like look. Inside, most models offered 9-passenger seating by maintaining the stock Bronco bench at the back, although it was of course possible to select captain's chairs for the middle row as well as the first two positions. The company also made sure to fill each model with as many luxury features as possible, in order to help justify the high prices charged for the conversion (with window stickers that would have approached $70k in adjusted dollars). This included items like TVs, VCRs, and surprisingly a cooled storage compartment suitable for hauling temperature sensitive snacks and beverages.

The exterior of the trucks remained almost entirely factory-look, although as time went on from their late-80s debut, Centurion would eventually replace the Bronco's fiberglass components with more durable steel. This would also mean the end of lift-off convertible fun for anyone purchasing the 4x4 SUV.

Mucho Motor, Mucho Towing

The Ford Centurion had one big ace in the hole that GM simply couldn't match: the existence of the full-ton C-350 model. Although Chevrolet sold a three-quarter ton version of the Suburban, a full-ton never left the factory before the year 2015.

This oversight allowed Centurion to fill a very specific market niche among those who required three rows of passenger room plus massive towing capacity. The Classic 350 offered up to 10,000 lbs of towing capacity, which it could do much more comfortably than the Suburban 2500 of the time. The C-350 was also nearly 9 inches longer than the Suburban, which gave it a stability advantage as well as additional cargo space to go with its hefty tow rating.

Under the hood, the C-150 offered the choice between a 5.0-liter V8 (185-205 hp, 270-275 lb-ft of torque), or a 5.8-liter V8 (210-240 hp, 305-310 lb-ft of torque). The larger C-350 stepped up to either Ford's monster 7.5-liter mill (225-245 hp, 362-410 lb-ft of torque), or a 7.3-liter diesel V8 that was good for up to 215 horsepower and 425 lb-ft of torque.

Felled By Expedition

Although Centurion had been converting E-Series vans since the early '80s (typically adding a dual rear wheel setup to improve towing capacity), it didn't get into the four-door Bronco business until the 1987 model year. It would continue to build its unique F-Series SUVs for almost a decade, only being forced to stop when Ford discontinued production of the Bronco after 1996.

In a way, it was a natural coda for Centurion. The following year Ford would introduce the Expedition, which would finally put the brand in the three-row SUV game using the same F-150 backbone that the aftermarket company had relied on. There were some significant differences, of course, including the Expedition's nearly two-foot reduction in overall length, plus the lack of a full-ton or even three-quarter ton model (which would eventually be remedied by the introduction of the Excursion in the year 2000).

Still, with demand for four-door high capacity haulers now satisfied by the Ford mothership, Centurion's conversion business would gradually fade away as its flow of tow-focused customers wasn't high enough to convince the company to cannibalize used Bronco bodies and older F-350 chassis to continue building its SUVs piecemeal.

By 2006, Centurion would join forces with one of its custom truck rivals, Southern Comfort Conversions, ending a unique chapter in truck history that is remembered only occasionally when one of its Classic 150 or Classic 350 vehicles goes up for sale on Craigslist.

Curious about the history of the Suburban? We hook you up with the details on the Chevrolet SUV's greatest generation.

Han Solo once told Luke Skywalker that, "Flyin' through hyperspace ain't like dustin' crops, boy." Likewise, high performance driving isn't like making a Sunday jaunt to Starbucks on the way to your knitting circle. The best thing to do is to match an ultra high performance tire to your flavor of performance driving. A tire that's hell on wheels at the track or the drag strip isn't great for the rigors of regular street driving and an all-weather tire that's perfect for hugging mountain curves may not be optimal for the race track. Some tires are also better for curve carving in summer than they are for balancing comfort and performance. Here are some options to help you sort through what's best in an ultra high performance tire for your car.

Toys of Summer: NT555 G2

If you're a full-time daily driver, part-time fantasy racer, consider the Nitto NT555 G2. With increased traction, improved handling, and solid performance on wet pavement, the tire won't let you down under most driving conditions. It's also lots of fun for those times when you find yourself carving canyon roads or just wanting to take off quickly when the light turns green. 

The NT555 G2 packs plenty of stability in corners and straightaways alike, inspiring confidence along the way. Moreover, a special bonding agent increases the interaction between all the compound elements to reinforce bonds for higher compound rigidity during cornering, resulting in better handling capabilities in both wet and dry conditions. Plus, the tread pattern matches the  all new D.O.T drag radial, the NT555RII. All of which adds up to great high performance in a summer tire. Get the full details here.

Jack the Gripper: NT05

Lap of Luxury: Invo

Luxury cars like to go fast too. However, you don't have to give up luxury feel when it comes to ultra high performance tires. That's why there's the Nitto Invo.

Like a good blended whiskey, the Invo is both full bodied and well balanced. It mixes high quality, performance, and a comfortable ride. The latest computer engineering and specialized digital testing equipment produced a tire that reduces road noise while giving you a comfortable ride. What's more, its rigid design keeps you connected to the road during hard acceleration and braking. All of this adds up to a tire that gives you luxurious comfort where you want it and higher performance when you need it. More information on the Invo is available here.

A Tire for All Seasons: Neo Gen

All-weather high performance. That's the Nitto Neo Gen in a nutshell. Nitto dedicated it to providing performance handling under all weather conditions. So if you live in an area where the weather changes faster than a person's luck in a casino, the Neo Gen might be just the choice for you.

It's an ultra high performer geared toward year-round driving in a variety of conditions, thanks to its silica-reinforced tread compound and asymmetrical non-directional design. Deep circumferential grooves work in unison and slanted three-dimensional tread blocks evacuate water. That adds up to reliable contact with the road and increased traction, even during wet conditions. Not only that, the large outer shoulder blocks increase surface contact and provide improved traction while cornering. Find out about sizes, performance ratings, and more.

Means, Motivo, and Opportunity

Like the Neo Gen, Nitto's Motivo is an all-season ultra-high performance tire. However, it's geared toward a more active lifestyle.

If the road takes you into challenging road conditions on a regular basis like icy mountain roads to go snowboarding, for example, the Motivo may be perfect for you. It's quiet, comfortable, and delivers strong performance in all weather conditions. Nitto also designed the tread pattern to minimize road noise as well. Wide, deep circumferential grooves and streamlined, open lateral grooves also improve handling and traction on wet pavement. The rest of the details are here.

Once you've picked your tires, let's talk about the how's and why's of balancing them.

In the last few months Ford has debuted two different Mustang models with the designation "Mach" in their names. One is the all-electric Mustang Mach-E crossover that is poised to take the Mustang brand in an entirely new direction starting later this year, and the other is the return of the iconic Mach 1 nameplate as a track-ready version of the traditional V8-powered Mustang Coupe.

Back in the early 1990s there was another "Mach"-branded Mustang that never reached production but nonetheless left its mark on the lineage of America's iconic pony car—the 1993 Mustang Mach III Concept.

With the boxy Fox Body Mustang showing its age, Ford was hard at work on bringing the car in a new direction, and the Mach III concept was one example of that. Stylistically, With its heavily rounded roadster body, the Mach III was about as far from the Fox Body as you could get.

While its look almost suggested a mid-engined sports car, the Mustang Mach III sat on a traditional front-engine Mustang platform, but its two-seat cabin, low profile windshield and large side scoops gave it a fresh, exotic vibe.

The Mach III Concept also had the power to back up its looks, packing the double overhead cam 4.6 liter V8 from the Lincoln MkVIII topped with an Eaton supercharger. Output was said to be 450hp and the transmission was a T56 six-speed manual.

A similar powerplant would eventually find its way into a production Mustang, but not until a decade later with the debut of the 2003 Cobra with its blown "Terminator" V8.

Being built in 1993, development of the next generation SN95 Mustang was already well underway by the time the Mach III debuted, and it seemed that the two-seat roadster was a preview of a possible additional version of the Mustang rather than a complete transformation of the car.

Two hand-built examples of the Mach III Concept were commissioned for the auto show and media circuit, but it doesn't appear the idea ever got very close to production. On the other hand, plenty of its styling elements did in fact make their way on to the production SN95 Mustang including the headlight shape, side scoops and the basic dashboard layout.

Despite never really getting close to production, the Mustang Mach III nonetheless inserted itself into the lexicon of mid '90s car culture. It's made appearances in video games, has been recreated in both diecast and plastic model form.

It not might not be beloved in the way some concept cars were, but its presence was hard to ignore.

These days, with the automotive industry moving further away from speciality cars and especially ones with two-doors, the likelihood of the Mach III formula making a comeback seems low. But that won't stop the 1993 Mustang Mach III Concept from being an interesting footnote in the history of the legendary automobile.

Click here to see the new Mach E concept vehicle from Ford.

Crossovers are everywhere in America. For years, they’ve been outselling the sedan market, even forcing automakers to kill entire car programs in some cases, while expanding their compact SUV lineups at the same time. As of 2018, compact crossover sales accounted for one in every four new vehicles. And as more and more folks find themselves leaving sedans in favor of crossovers, many are noticing the capability—or at least the potential—of an all-wheel drive, uni-body platform. A growing portion of these weekend warriors are even leaving the pavement.

The compact crossover segment boasts more than 40 different models at the present time and, surprise, we’re in one, too. Our horse is a Toyota RAV4, a vehicle that outsells Toyota’s mainstay Camry by a considerable margin each year. It commutes to work every day, grabs the groceries once a week and gets generally approvable fuel economy (24-27 mpg). But we’re quickly finding that on weekends, we don’t have to abandon it if a few small obstacles are all that stand in the way of our Saturday/Sunday adventures. In reality, it’s kind of becoming the family’s full-size all-terrain vehicle.

We recently threw a set of NittoTerra Grappler G2 tires on our grocery-getter and hit the trail for some light off-roading—or what is better known these days as “soft-roading.” Here’s what we’ve learned about the soft-roading movement and our own vehicle’s capabilities so far.

Hold The Adventure, We’re Getting Our Feet Wet in A Base Model

Yours truly never would’ve thought of driving the family hauler, a Toyota RAV4, anywhere other than on the highway just a couple years ago. However, with the soft-roading phenomenon growing in popularity seemingly by the day, I recently started venturing off the beaten path in our compact crossover for some light off-roading. It’s not quite the RAV4 Adventure, but our lack of larger over-fenders and bigger roof rails can be addressed if we decide to take things deeper into the timber at some point. For now, we’re OK with our base model LE, especially after complementing its fairly capable AWD with the right tread.

The Soft-Roader’s Rite of Passage: Tires

The first mod every soft-roader makes (and is sometimes the deciding factor in going all-in with their AWD crossover or leaving it on the pavement) is a tire upgrade. A more aggressive tread pattern is the initial step in testing the waters as to what your soft-roader of choice is capable of. Our RAV4 is fitted with Nitto’s Terra Grappler G2 all-terrain, which although aggressive by some crossover tire standards, provides a quiet ride, solid wet weather handling and peace of mind in the winter months when snow, ice and slush are commonly encountered.

Terrain Grappling

Through tacky dirt, light mud and over small rocks, the G2 all-terrain performs flawlessly. Upsizing from the original 225/65R17 Michelin all seasons to a 245/65R17 set of G2’s provided us a larger foot print (9.76 inches vs. 8.9 inches before) and more ride height (29.53 inches vs. 28.5 inches before) without causing any tire rub during lock-to-lock turns. It goes without saying that the more aggressive tread pattern and increased tread depth of the G2’s has played a major role in our RAV4’s soft-roading successes thus far.

“Light” Trail Running

Who would’ve ever thought the Camry platform could be found on the trail? Granted, we aren’t navigating the rugged, rough or technical paths that traditional 4x4’s are, but we’re subtly impressed by the RAV4 each time we take it on one of our journeys. We’re also not camping on the RAV4’s roof quite yet, but as we continue to discover more and more of the crossover’s capabilities our weekend adventures are taking us further and further away from civilization, so we wouldn’t say it’s off the table.

AWD Lock On, Traction Control Off

The RAV4 is equipped with Toyota’s Dynamic Torque Control AWD, which is to say that we can lock the center differential and split power 50/50 between the front and rear axles with the push of a button. Toyota specifically states its AWD lockout is intended for mud, but we’ve used it on loose dirt inclines and during rocky, low-speed maneuvers with good results. In addition to the AWD lock switch, and in order to keep power from being limited to the wheels, we always make sure traction control is disabled during our soft-road outings.

“Light” Rock Crawling

The RAV4’s AWD lockout functionality was extremely helpful when traversing a small section of rocks we couldn’t turn away from. In negotiating this portion of the trail, we were more worried about the front bumper trim dragging than the Toyota’s ability to crawl over anything. However, rock crawling is definitely a fine-balance to indulge in for us, as anytime you crest one rock and hit the brakes in order to roll slowly onto another the AWD lockout function cancels out. The same thing happens once the RAV4’s vehicle speed exceeds 25 mph.

It’s No Mud Machine, So We Pick Our Battles

In our particular arrangement, we don’t intend to try to dig through mud holes with our soft-roader (even though we think the G2’s are up to the task), but if it’s between us reaching our favorite semi-remote camping spot and turning back, we’re giving it a shot. We’ve only experienced this once in our weekend excursions, and yes, we made it through—but there were a few measurements taken of the depth of the mud before committing.

For a closer look at one of the best all-terrains in the tire industry, check out our long-term Terra Grappler G2 review here.

Long before recreational four wheeling was a mainstream hobby; beachgoers would dodge the crowds by finding areas of shoreline that you could drive on. All across the United States, you’ll find legal access points that allow you to drive on and sometimes camp on the beach. On this Inside Line, we’re breaking down what you need to know before your tires hit the sand. While you can watch this episode in its entirety on our YouTube channel, we’re highlighting the major points in the article below.

Dayton Beach

It may be the most well-known beach driving destination in the United States. We’re talking about none other than historic Daytona Beach, Florida. The good news for those looking to try out the popular sand strip is that the Daytona Beach sand is extremely hard packed. This means you can often cruise the shoreline in two-wheel drive. We’ve seen everything from Ford Mustangs to Honda Civics on the sand. We mention this primarily because this is the exception, not the rule. Most beaches you will drive on will have much softer sand, requiring a little bit of vehicle prep and four-wheel drive.

Airing Down

Before your vehicle touches the sand, the first thing you need to do is air down your tires. This will increase the footprint of the vehicle in the sand, which will allow it to float atop the sand more easily. Many beach areas will have a parking lot for you to air down just before you hit the beach. So, you don’t have to travel far on the pavement with low tire pressure. Now, how low you'll need to air down can vary among vehicles.

On a midsize truck or SUV, dropping between 12-15PSI should be more than adequate. One something heavier, such as our Cummins-powered Ram, we recommend between 18 and 25 psi. We’re running a larger-than-stock 35x12.50R17 Nitto Ridge Grappler, which already gives us a larger footprint. This larger tire helps tremendously not only by having an increased height over stock, but the wider tire helps increase the footprint in the sand. The key thing to remember is less air pressure the better. However, we do NOT recommend dropping below 10 psi as you run the risk of the tire coming off of the wheel.

Traction Control

Most modern vehicles are equipped with some sort of traction or stability control system. These can often be defeated by pressing down a button on the dash for a few seconds when the vehicle is in four-wheel-drive high range. Typically, it’s automatically defeated when the vehicle is placed into low range. The reason this is important is that your vehicle’s wheelspeed can fluctuate rapidly in the sand, which may cause the vehicle to think it is sliding on the pavement. This will cause it to cut power to the tires and apply the brakes in many cases. This can get you stuck in a hurry.

High or Low

Driving in the sand puts a fair amount of strain on your powertrain. You need the tires moving quickly to help propel you across the sand. Momentum is the key to sand wheeling, and high range is ideal for that. This is why vehicles such as the Honda Ridgeline and Subaru Outback do perfectly fine in the sand. Despite not having a low-range option, these vehicles can often cruise the beach with ease thanks in part to intelligent all-wheel-drive systems and lowering the air pressure in the tires.

If your vehicle is fit with oversize tires, and is struggling to move along in high range, by all means, switch into low range. The gear reduction will help with the added resistance, but you will likely need to place the transmission into a higher gear to allow for an increase in wheelspeed. Each vehicle has its own limits and you will need to be mindful of engine and transmission temps when driving in the sand. For most, the combination of low air pressure and four-wheel-drive high range will be a winning combination.

Keep Moving

Ok. You don’t need to jump your vehicle, but we can’t emphasize the concept of momentum enough. You don’t need to speed down the beach like a madman, but you will need to keep a steady pace. Also, avoid making any abrupt stops and never slam on the brakes in the sand. Plan your moves well in advance and make gradual, not sharp, vehicle movements.

Pick Your Line

Soft sand can rut quickly with high traffic. These ruts can be deceivingly deeps, so be mindful of how much ground clearance your vehicle has. If you find the ruts are getting too deep, give it a little extra power and move to a new set. Don’t be afraid to make your own ruts if necessary.

Plan For The Worst

Sunscreen, water, snacks, and a recovery plan need to be in your vehicle. A quick Google search will often show what recovery services operate on the beach. In many coastal towns, AAA will often work with local recovery services to get you off of the sand. These can be very pricey, so plan accordingly. Also, know the tide schedule. Some areas of the beach may be impassible during high tide. This could leave you stuck waiting for hours for the tide to fall or even worse, with your vehicle taking on water.

Tires

Your tires can play a big part in how well your vehicle moves over the sand. Generally, an all-terrain tire will outperform a mud-terrain tire in this arena. This is largely due to the fact that all-terrain tires tend to dig just enough to keep you going, but not so much as to pull you down. We’ve had great luck with the Nitto Terra Grappler G2 in the past on the beach, as well as the slightly more aggressive Ridge Grappler shown here.

Find out why air pressure is so important for going off-road

Earlier this year, Ford announced their latest electric car. To the outrage of may purists, they slapped a pony logo on this blob shaped crossover and called it the Mustang Mach-E. A Mustang electric crossover?! Blasphamy! For those who envision an electric Mustang to look like a Mustang, Russian based Aviar aims to do just that with their R67.

The company says, “We tried to catch the spirit of the legendary cars of the '60s and rethink them in a modern way.”

They started with a design based on the exterior of the ’67 Mustang and added some modern touches. At a glance, the Aviar R67 might look like a subtle Ring Brothers restomod; cleaned up body lines, LED lights, bigger wheels, etc. One major thing you won’t find are exhaust tips.

That is because unlike a Ring Brothers build, the R67 isn't packing a built V8 under the hood. The Aviar R67 is actually based based on the Tesla Model S. Under the carbon fiber body panels, it is all Tesla. The battery, gearbox, motors, suspension and electronics come off of the powerful Model S P100D.

Sure, the R67 lacks the rumble of a V8 but dual electric motors generating 840 horsepower will bring the 2,180lb chassis from 0 to 60 in 2.2 seconds. With that type of acceleration, you won’t even have time to think about the rumble of a V8. You also won’t miss the smell of gasoline or the cost to fill it up. On a full charge the R67 should deliver a range of 315 miles.

Inside, the interior is a mix of S550 Mustang and Tesla. A pair of power adjustable leather seats face the double bubble dash that has become synonymous with Mustang. A giant touchscreen takes up the center of the dashboard. The same giant screen shared with the Model S.

The first complete prototype is currently under production in Russia. Aviar hasn't announced delivery dates yet but hopefully we will see a running R67 in the near future.

Want to see more electric Mustang action? Check out Vaughn Gittin Jr's RTR Mach E 1400

There's no question that modern crew cab trucks are bigger than anything that have come before them. We're not just talking about their massive exterior dimensions, either—now that ultra-long, super-wide full-size trucks are now the norm, that sheet metal push has also brought with it a revolution in terms of interior volume.

In fact, it's safe to say that the current slate of four-door trucks offer better passenger accommodations than all but the most limo-like luxury sedans, especially when considering the sheer amount of room available in the rear seat. It's little wonder then that crew cab trucks have taken over as daily drivers for millions of American buyers.

Which full-size truck leads the pack when it comes to rear passenger room? In truth, big pickups are all pretty close when it comes to stretching out, but there are a handful that rise above the rest of the pack and offering class-leading amounts of leg room and head room.

1. 2020 Ram 1500 Crew Cab

One only has to spend a little bit of time in the 2020 Ram 1500 Crew Cab's back seat to appreciate the startling amount of space it has to offer.

With 45.2 inches of legroom available on top of a decent 39.8 inches of headroom, the Ram 1500 leads the way among four-door pickups in terms of accommodating taller passengers. Even better is the amount of room that Ram makes available for cargo, with substantial storage available with the back bench folded out of the way.

2. 2020 Ford F-150 Super Crew

Coming in nearly with nearly 2 inches less rear leg room (43.6 inches in total), but roughly half an inch more headroom (40.4 inches), the 2020 Ford F-150 Super Crew is also a substantial player in the biggest back seat sweepstakes.

With just a little bit more clearance for your sombrero, cowboy hat, or mohawk, the Super Crew ties for first place with the most head room in the full-size segment.

3. 2020 GMC Sierra / 2020 Chevrolet Silverado Crew Cab

The GMC Sierra and Chevrolet Silverado share an identical platform, and as such their Crew Cab four-door pickups also happen to feature the same interior dimensions.

Although redesigned around roughly the same cadence as the Ford F-150 and the Ram 1500, the 2020 versions of the Sierra and the Silverado are stuck tied for third fiddle in terms of rear leg room - although only just, missing out on just 0.2 inches of sneaker stretch was compared to the Ford.

You'd probably only notice that difference if you forgot to take your spurs off before sliding onto the back bench, and it's worth noting that, like the F-150, the Silverado and the Sierra squeak ahead of the Ram 1500 when it comes to headroom.

4. 2020 Toyota Tundra Crew Max

There's really no way around it: although it might say '2020' on the window sticker, the Toyota Tundra Crew Max is the oldest full-size truck on the market.

As a result, it hasn't kept up with the times as the rest of the Detroit-based class-leaders have gotten swole and puffed up their interiors.

The Toyota Tundra four-door pickup falls a full 3 inches behind the Ram 1500, and its 42.3 inch measure also sits an inch back of the Chevrolet and Sierra entries when it comes to leg room. It's also the only full-size truck on the market that features less head room than the Ram at 38.9 inches.

5. 2020 Nissan Titan Crew Cab

The Nissan Titan Crew Cab is a fairly recent effort from the Japanese brand, which is why we have to wonder why it fails to deliver when it comes to its back seat.

Checking in at 38.5 inches, the Titan's rear quarters are a whopping 7 inches or so smaller than the class-leading Ram, and even trailer the Tundra by nearly 4 inches. At the very least, headroom remains competitive with a measure of 40.4 inches, but unless you're wearing a top hat you probably would want to trade a little of that open sky for some space to kick back.

Where have all the modern sport trucks gone? Take a look at the sad state of street trucks today.

Ah, to be nestled in a secluded landscape with nothing but the sights and sounds of nature. But just because you’re in the land of no reception doesn’t mean you won’t need to charge your phone. The battery may drain even faster from all of the photos and videos you’ll be capturing to show the rest of the world the beauty you saw. And, what about the luxury of having a portable fan to break the heat and mosquito swarms, or perhaps a bit of music for campfire ambiance?

There are a few solar-powered producing options that work well while off the grid. Direct charge solar panels make a good backup power source for small USB-chargeable devices, you know, like a cell phone, but they can be slow to charge and have limited capacity. Portable solar power stations such as this one from Antigravity Batteries are a dependable plug and play option—just choose your battery and solar panel, connect them and go. It works well for charging phones, laptops and other small devices, and it can be recharged via a wall jack, a car charger or by solar panel. 

As you can see, I glamp a little more than the average bear. With plans to upgrade from a YETI cooler to a portable electric fridge/freezer, all the while depending on the sun to keep my cameras, drone and computer charged, I looked beyond the plug-and-play setups and ventured into a completely custom power station. All in all, the cost was around $700, and most of that expense was in the batteries, rather than in the solar panel, controller, and wiring harness. 

Planning the placement of the charge controller, solar panel(s) and batteries is half the battle— with the batteries being the bigger challenge out of the three. Put the battery weight as close to the axle if possible for optimal vehicle/trailer balance. The most convenient place on my trailer was inside of the front-mounted utility toolbox. Not ideal, but an upgraded suspension on my Tacoma fixed the “California lean.” As for the solar panel(s), most get mounted permanently to a roof rack, but some folks get fancy with extended wiring to make a removable panel that can be moved in the direction of the sun. (I’m not that fancy.) The charge controller should always be mounted as close to the battery as possible to minimize voltage drop and keep the controller’s and battery’s temperature the same (or close to). It’s best to keep it out of the elements, even if it’s waterproof, but I’m the “better safe than sorry” type.

Let the Sun Shine In: How to Choose Your Solar Set UP

The way you piece together the components needed for your solar setup depends predominantly on budget. If you have to pick and choose, spend more on the best controller and batteries you can afford first and upgrade the panel later if you so choose. The battery determines how much power you can store and for how long, and the controller protects and monitors that investment.

There are two popular types of solar controllers - PWM (Pulse Width Modulated) and MPPT (Maximum Power Point Tracking). PMW is the industry standard, while MPPT is the rising star of today’s solar systems with the most functional voltage and amperage, making between 10-30% more power compared to a PWM controller. I went with a less expensive PWM controller despite the advice I gave you above, but I have no complaints thus far. It’s important to note that not every controller will work with lithium batteries, so read the fine print before purchasing. 

Solar Panels are rated by power output and efficiency. A 100-watt solar panel can produce around 30-amp hours per day. Estimating the power use from each of your devices that will be assisted by solar will give you an idea of which panel to choose and how many you need. Pick a panel that does not exceed the amperage of the controller. For example, if you have a 20-amp controller, select a panel or panel combination that produces 15 amps or less. Common control panels that you’ll run across in your search are polycrystalline, monocrystalline, and thin film panels. In short, polycrystalline panels are an older technology and less efficient than monocrystalline. Thin film panels are just as they sound: a low-profile approach to solar often used as thin sheets stuck to a roof’s surface. Of the three options, monocrystalline typically has the most power capacity and efficiency. I currently have a single 100-watt monocrystalline Renogy solar panel which works well, but it sometimes charges slowly during less sunny days. Because of this I am considering either a higher wattage panel or dual panels for the future.

Charging ahead: What to Know About Batteries for Portable Solar Power

Deep cycle batteries are the key component in the solar power storage system. There are three main types of batteries that are commonly used, and each has its own positives and negatives. For example, flooded or “wet” lead acid batteries have the longest track record in solar electric systems. They usually have the longest life and the lowest cost per amp-hour, too. But there’s a downside: regular maintenance in the form of watering, equalizing charges and keeping the terminals clean is required. I’m too lazy for that. Next option, please.

Sealed batteries, like the gel cell and Absorbed Glass Mat (AGM), are less maintenance intensive and more suited for setups on the move. Of the two, the AGM is your best bet. Gel batteries tend to lose power faster than AGM batteries, especially at lower temperatures, and though their Depth of Charge rating is typically greater than AGM, a gel battery must be charged correctly. If charged too fast, gas pockets form in its jelly-like innards which will decrease capacity and cause premature failure. AGM batteries present a longer lifespan and are more resistant to vibrations and extreme weather than gel cell batteries.

Some off-road rigs have restrictions on how much weight they can carry, and once all your gear is packed, the pounds add up quickly. This is where the more expensive lithium batteries come into play, but the benefits often outweigh the extra expense. Aside from being more compact and lightweight, deep-cycle Lithium-ion (or li-ion) battery technology is the most advanced and offers better, more stable charge and discharge speeds, and a longer lifespan.

Before cashing in on a battery, compare each candidate based on its capacity (kWh), depth of discharge (DoD), round trip efficiency, and battery life warranty to find the best batteries for your system’s requirements. The higher the numbers the better on all accounts. My VMAX brand duo offers 225 amp hours each, totaling to 500 amp hours, which is plenty of juice to keep my cell phone, laptop, drone and camera batteries charged, and keep a fan running throughout the night. Why two batteries, you ask? Wiring two batteries together in parallel doubles the storage capacity instead of having a single ginormous battery with the equivalent amp rating pull all the weight.

Antigravity Battery’s battery trackers will help you to keep a close eye on your battery’s health. Speaking of, rumor has it that the company is aiming to have an ultra-lightweight lithium-ion solar rechargeable battery by SEMA 2020. When I first held one of their batteries at PRI last year, I almost ended up with my butt on the ground. Pro tip: When you go to lift an Antigravity Battery, don’t give it the normal heave-ho that a standard battery requires.

Connecting the Dots: Solar Charging Wiring

Is it too late to mention that you should consider the wiring type when selecting your controller and panel? The type of wiring harness needed depends on your specific application and components used. Most solar panels utilize the MC4 style plug, which is the case in my particular setup.

A weather-tight Zamp Solar plug is located on the outside of my off-road trailer, so a MC4 to SAE adapter cable was required to connect the solar panel to the trailer’s plug. That plug then routes to the controller, then forward and through the front-mounted storage chest to a fuse block that feeds the batteries. 

Stored power is fed through an RV battery on/off switch and 60-amp breaker, which allows the battery’s power to be completely cut. When the breaker switch is on, power flows to the fuse box for light-use items like lighting, fans, usb charging stations and a future fridge/freezer outlet. A 600-watt power inverter, when activated, supplies power to two outlet locations—one inside the cabin and another routed to the rear “kitchen” area – for household devices that need 120-volt power. 

Confused yet? There are lots of solar wiring how-to videos on YouTube, and every setup is a little different, so take your time exploring your options.

Now that your brain is full of information to ponder, let’s get some trail-riding therapy.

With the debut of the 2021 Ford Bronco generating a ton of hype over the last couple of weeks, there’s been a lot of talk about the vehicles the Bronco will compete against and what their makers might do to battle the retro-styled Ford.

We recently took a look at the Jeep Wrangler and speculated on some of the tricks that FCA might be rolling out to give it an edge against the Bronco—including upcoming hybrid powertrains and a likely Hemi V8 option.

With all of the attention on the Wrangler vs Bronco, there's also another off-road vehicle from Chrysler’s history that was designed as a rival to the Bronco and had a long and successful sales run. That vehicle was the Dodge Ramcharger and today one can’t help but wonder if that nameplate is worthy of a comeback.

The Ramcharger, and its sibling the Plymouth Trailduster, first appeared in a 1974, riding on a version of the Dodge D-series pickup platform and designed to compete against both the Bronco and the Chevy Blazer.

Like the Bronco, the Ramcharger had two doors and was built to have a removable roof in either cloth or steel form. It could be had in either 2WD or 4x4 and was powered by either small block V8 engines along with the occasional big block.

A second generation Ramcharger was introduced in 1981 looking a lot like the first generation but with a number of improvements under the skin. It’s production ran until 1993 when the D-series platform was replaced by the the all new, modern looking Ram truck in 1994.

Interestingly, there was a third generation Ramcharger built off of the 1990s Ram pickup platform, but it was only sold in the Mexico market. In some ways the space left by the Ramcharger was picked up filled with the introduction of the Dodge Durango SUV in 1998, but subsequent generations have transformed the Durango into a spacious family hauler rather than an “adventurous” SUV.

There’s an argument to be made that there’s room in the current market for a revived version of the Ramcharger aimed at the same market the Bronco is, perhaps borrowing the Bronco’s squared off, retro look. 

Today, a modern Ramcharger would likely fall under the RAM brand rather than the Dodge brand, and there’s certainly no shortage proven components that could be used to underpin a new Ramcharger.

The RAM pickup line offers plenty to borrow from, especially from the off-road oriented RAM Rebel pickup which comes outfitted with a number of special touches aimed for off-pavement adventuring. Could a new Ramcharger simply work with an SUV body over a shortened RAM pickup platform?

On the other hand, the Jeep brand also has plenty of hardware that a potential new Ramcharger could draw from. Could it be as simple as a using the Wrangler/Gladiator platform with different styling? It seems like Jeep is getting ready to offer the 6.4 liter Hemi V8 in the Wrangler, and this engine would also be a perfect fit for a new Ramcharger.

Whether a theoretical new Ramcharger would use the RAM truck or a Jeep platform, the biggest obstacle to building it would likely be the possibility that it would just draw from existing Jeep buyers rather than a new market. Then again Ford doesn’t seem to have any issue offering both a Bronco and a Ranger pickup on the same platform.

Whatever the case, the new Bronco is looking like it’s going to be a big hit for Ford and it’s only natural for other makers to want in on the fun. We think a reborn version of the classic Ramcharger would be a great way to do that.

Click here to see how the new Bronco stacks-up against the competition.

There are more than half a dozen EV trucks on the horizon in America right now, but how feasible is the prospect of an all-electric truck competing with the current internal combustion engine versions? After all, the truck segment is one of the biggest markets in the U.S. auto industry, and it’s dominated by large gas-powered V-8’s and turbocharged V-6’s, as well as mountain-moving diesels. Hemi or EcoBoost anyone? Or how about the time-tested Power Stroke, Cummins or Duramax? Whether it’s Ford, GM or Tesla building them, it’s going to take some convincing to sell truck owners on the EV idea. And not only that, there will have to be some sort of assurance that making the switch won’t cost them anything in terms of durability, performance and practicality. How long will a charge last? How much is my overall range reduced with a trailer behind me? How will the batteries hold up in winter weather? How long will it take me to recharge my all-electric workhorse? And what if I can’t find a charging station? These aren’t just questions we’re posing, but that prospective EV truck buyers will be asking—along with about a thousand others—when it comes time to trade-in and possibly make the switch.

They’re (Going To Be) Expensive

Make no mistake, EV pickups are coming, but don’t expect them to be cheap. While we’ve been promised a $50,000 version (or less) from Tesla, we’ll believe it when we see it. As for Rivian, it’s been reported that its top-of-the-line models of the R1T—the versions it intends to build first, followed later by the more affordable trucks—will easily crest $100,000. Looking at the car side of the spectrum, we’ve already seen electric models carry a significant premium over their non-electric counterparts. Case in point, MSRP on the Hyundai Kona EV in SEL trim is over $38,000, while the gas-powered Kona in the same trim starts at $22,200.

They’ve Only Been Proven On Paper

An unproven vehicle doesn’t hold much weight in the pickup world. Die-hard truck owners will need to see real-world results before committing to EV, and right now there aren’t any. From a price perspective, it’s often said that the higher initial cost of an EV will more than pay for itself in fuel cost savings. That may be true, but only if the battery pack lasts a certain number of years—and until we have EV’s in service for a number of years there will be no way to confirm this.

Another Wildcard: Maintenance Costs

It’s generally believed that EV maintenance costs about a third of what it does for a vehicle equipped with a traditional internal combustion engine. After all, there are no spark plugs, fuel injectors, fuel pump, fuel tank, exhaust system or serpentine belt to worry about, and no oil to change or air filter to replace. However, what happens if (or when) the battery pack starts to head south, the power electronics controller dies or the thermal system has an issue and fails to cool the electric traction motor(s)? Perhaps cost of ownership projections should be provided for each EV sold? If their maintenance costs really are 33-percent lower, and can be sustained over a considerable period of time (let’s say 10 years), it would definitely help sweeten the deal of paying more up front to go electric.

How Will They Respond To Work?

While a lot of folks drive trucks as commuters or family haulers these days, most owners still buy them with the intent to work them. It is here, and specifically in terms of range, where EV pickups will have to prove they’re up to the task. Lack of range means lack of capability. The conundrum for EV pickups (at least at the present time) is that increased range will mean larger battery packs will be needed, which leads to a heavier curb weight of the tow vehicle. Again, we won’t know how negatively towing effects range on EV trucks until they debut, but right now all signs point toward them having a shorter range than the current crop of internal combustion engine versions (especially diesels).

When Will The Infrastructure Be There To Fully Support EVs?

Studies show that most current and potential EV owners prefer to recharge their vehicle(s) at home, but what if that’s not possible? Even though great strides have been made in urban charging (check out Tesla’s charging network and the FordPass charging network for more on that), right now the lack of available public recharging stations throughout America is one of the biggest holdups in the electric car market. Ford owners in particular are particularly worried about the inability to refuel (or “charge”) away from home, as was revealed in a recent survey conducted by Penn Schoen Berland. With the all-electric F-150 on the horizon and looking more and more like a sure-thing, that’s not the greatest news. To be sure, we’ve seen this before. Back in the early 20th century, gas stations were scarce, too. If the infrastructure can be progressively built up and can eventually meet market demand, EV’s will take off and possibly even hit their intended targets (which is 60-percent of all new cars sold being electric by 2040).

Cold-Weather Performance Can’t Be Absent

Anyone who’s been around electric motors knows that their instant and constant supply of torque is capable of satisfying the performance needs of truck customers, but prospective buyers need to be assured that things like winter-weather performance and range will be there when they need it most. The current lithium-ion batteries that power EV’s are highly sensitive to extreme temperatures, especially cold, whereas (other than startup) it’s virtually a non-issue with internal combustion engines, which are obviously able to create their own heat.

Can An EV Pickup Deliver On All Of Its Promises?

If reasonable price points, low maintenance costs and more widely available public charging availability comes to fruition, electric trucks will sell in America. If the extreme temperature issues associated with EV’s can be quelled and towing doesn’t come with a drastic range penalty, even the most dyed-in-the-wool truck owners may make the switch. Solid-state battery technology may be the most effective way to solve the mileage range issues, but at the present time the solid-state battery market is still emerging and is even further away from happening than the release of the first EV truck.

So far, the Atlis XT is the only EV truck that’s poised to go head-to-head with the most powerful heavy-duty diesels offered by Ford, GM and Ram. Find out if it has what it takes here.

Ford has spent the past five years completely reshaping the entry-level image of its most popular performance car. In that short space of time the Ford Mustang has retired its very capable V6 in favor of the brand's turbocharged four-cylinder EcoBoost motor.

Although FoMoCo briefly offered Mustang owners three drivetrain options (with the V6 positioned as the affordable motor, the EcoBoost as an upgrade, and the GT's 5.0 at the apex), the turbo four eventually replaced the V6 completely, leaving the Chevrolet Camaro as the only muscle car to still provide the choice of four, six, or eight cylinders under the hood.

That strategy has been expanded for the 2020 model year with the introduction of the 2.3L High Performance Package for EcoBoost-powered Mustangs. More than just a few go-fast goodies slapped onto the existing turbo four, the High Performance package actually installs a completely different engine between the front fenders, making it the quickest pony in the fleet not sporting a traditional V8.

Featuring respectable power and a healthy dose of chassis tuning to go with it, it's tempting to view the HPP as a less expensive alternative to the Mustang GT. Does the 2.3L High Performance Package edition of the 2020 Ford Mustang address the less-than-sparkling aspects of the original EcoBoost car, or is it still worth saving up for the 5.0? I spent a week behind the wheel to find out.

Hot Hatch Open Heart Surgery

The turbocharged Ford Focus RS hot hatch might be dead and buried in North America, but its beating heart lives on in the Ford Mustang 2.3L High Performance Package, which scoops up the same four-cylinder motor once used by the now-departed compact.

There have been a few changes made, of course, with total output showing as 332hp and 350 lb-ft of torque. That's a little bit less than what was available in the Focus RS, and about 22 ponies more than what you'd find in the standard Mustang EcoBoost (which also displaces 2.3 liters). Torque levels remain the same across the board.

Why go through the trouble of an engine swap for such a modest bottom-line boost? The answer lies not so much in numbers on the dyno, but rather the character of the driving experience itself. Although it looks good on paper, there's no question that the standard EcoBoost four has always felt a little laggardly in the higher regions of the rev range. The drivetrain had plenty of low-end grunt that makes around-town cruising a breeze, but it really didn't reward anyone who pursued its upper limits during more spirited driving.

The new 2.3-liter unit has seen its usable torque broaden, with 90 percent available from 2,500 to 5,300 rpm, which gives the enthusiasts targeted by the High Performance Package a larger sandbox to play in. The car also comes equipped with a much louder exhaust setup (controlled electronically via the Mustang's selectable drive modes) that helps sharpen its personality when flogged.

Shark In Shark's Clothing

From the outside, everything about the High Performance Package screams 'GT,' and that's by design: the quad pipes, the more aggressive aero, and the larger brakes all hint at the fact that the 2.3-liter car features a GT suspension underneath its flashy skin (including uprated springs and swaybars as well as access to a set of optional magnetically-adjustable dampers). A Torsen limited-slip differential is also installed when you order the MagneRide shocks, which are part of the available Handling Package.

My tester was equipped with all of the above, and it also featured a six-speed manual gearbox in place of Ford's more common 10-speed automatic. In short, it was a blue bullet, exactly the right spec of 'Stang for anyone legitimately interested in making the most of the freshly-tuned EcoBoost setup.

Fast, But Not Fun

So why, then, did the 2020 Ford Mustang 2.3L High Performance Package fail to move the needle for me? As respectable as Ford's efforts have been, it's still a stretch to call this EcoBoost version of the Mustang 'fun to drive.'

Yes, this is a car that can reach 60 mph from a standing start in less than five seconds (just a tick under that mark with the manual gearbox, and a startling 4.5 seconds with the 10-speed auto), thanks to launch control and gobs of available torque. That's only a half second or so behind the 460 horsepower, 5.0-liter V8 version of the car. And it's true that in terms of handling, the 2.3L High Performance Package car is nearly as sticky as the Mustang GT, what with its souped-up suspension and wide 19-inch rubber.

Unfortunately, despite all of the above, the revised EcoBoost motor still lacks the co-conspiratorial personality that all good sports car drivetrains have to offer, that constant call to push higher, drive farther, and go faster. Even with its new four-cylinder, the EcoBoost still feels out of breath once you pass the 5,500 rpm mark, crawling its way to redline with little in the way of reward for doing so.

There are certain situations where the High Performance Package does shine, particularly if you’re able to find a flowing stretch of twisting road where you can keep speeds up above 70 mph without being forced to access the far right of the tachometer's readings. In daily driving, however, the 2.3-liter car feels distinctly ordinary, and straight-line blasts, while quick, lack the drama and engagement of the GT's V8 thunder.

Priced at $4,995 (with an additional $1,595 for the automatic transmission, if that's your preference, and $1,995 for the Handling Package), opting for the 2.3L High Performance Package is not a trivial decision. While it's available on a broad swathe of EcoBoost trim levels, if you want more than barebones interior comfort it's still possible to option the coupe up to the same level as the least expensive Mustang GT model, putting you between $32,000 and $37,000.

Are you willing to spend V8 money for a turbo 4 soundtrack? If you're primarily concerned with autocross glory or road course shenanigans, then the 2.3L High Performance Package version of the Ford Mustang may be more appealing, simply because it snags you the car's best handing bits at the most competitive price. For everyone else, the Mustang GT's sheer brawn and eight-cylinder attitude is most likely the more compelling choice.

Curious about the Chevrolet Camaro Turbo 1LE, the best-handling, most-affordable version of the Bowtie's muscle coupe? Check out our full review.

There are very few places on Earth where you can find the fastest diesel drag racers, the most powerful pulling trucks, with two full days of dyno competition and one of the largest, most comprehensive show ‘n shines all in one location. At the Scheid Diesel Extravaganza, one of the industry’s longest-running events, you will see that and more. And for the 24th edition of the Extravaganza, there’s a twist. In 2020, the entire event has been relocated to Wagler Motorsports Park in Lyons, Indiana—a compact, all-in-one facility that boasts an eighth-mile drag strip with a top-notch racing surface and one of the better sled pulling tracks around.

Close proximity to all of the action has the potential to make this year’s Extravaganza one of the best yet. After all, just a few hundred feet separates the top-tier action taking place in the dirt from all the 4-second eighth-mile passes over at the drag strip. In between that, row upon row of jaw-dropping show trucks, restorations and unique diesel swaps will be on display, while one of the most comprehensive manufacturer’s midways will afford you a chance to interact with representatives from the top companies in the diesel realm.

The Hot Rod Semi’s Return

After taking a one-year hiatus, the crowd favorite, the Hot Rod Semi class is back for 2020. These 3,500-plus horsepower, frame-tweaking 20,000-pounders are positively thrilling to watch. Most carry the driver side front tire all the way down the track, and sometimes both when the limit chain wrapped around the front axle breaks. Such was the case once upon a time for this old International and its driver, W.T. Miller.

50+ Limited Pro Stock Trucks

Though the class is predominantly populated with Cummins-powered trucks, you can still find some strong-running Duramax’s battling in the Limited Pro Stock category. Regardless of engine, horsepower is limited by airflow, specifically a single, smooth bore turbo (no map width groove) with a 3.0-inch (76mm) inducer compressor wheel. The Limited Pro Stocks represent one of the largest groups of trucks competing at the Scheid Diesel Extravaganza, which is why drivers must qualify during a daytime pulling session in order to be invited to the big dance each evening.

Winning Never Comes Easy

Matt Poduska and his Limited Pro Stock second-gen Dodge made a run for the win in 2019. On the first day of the pulling festivities, he turned in the furthest hook during the qualifying process and then took Third Place that night. Trust us, grabbing a top three finish against 27 of the strongest running Limited Pro Stock trucks in the nation is more than commendable.

30+ Pro Stock Pullers

For a taste of 2,000hp, the Pro Stock class never fails to deliver. These 7,800-pound behemoths have to make use of the factory truck body and chassis, but not much else is OEM. Most trucks are Cummins-powered as well, with either billet-block replicas or factory block, deck-plated mills being the norm. Their turbocharger restrictions revolve around the use of a single, smooth bore unit with a 3.6-inch (91mm) compressor wheel. It’s not uncommon for 30 or more Pro Stocks to convene at the Extravaganza, which makes for a solid hour of entertainment alone.

Super Stock: The Big-Boost Racehorses of Pulling

In the world of diesel truck pulling, the Super Stock class is the crème de la crème—at least as far as entertainment value is concerned. With some engines (again, mostly Cummins) belting out 3,500 hp, it’s a battle for traction and a driver’s game more than anything else, but it’s positively captivating to watch. Billet blocks, heads, mechanical pumps, and multiple turbos make it all possible, and when a dozen or more Super Stocks have their turn against the sled the dirt flies higher and the crowd noise escalates.

Pro Street (2.6 Smooth Bore): A Green Yet Growing Class

One of the newer classes you’ll see at the Scheid event, the Pro Street diesel truck class, has caught on hard for many in recent years. Here, competitors are limited to running just a single, smooth bore 2.6-inch (66mm) inducer turbocharger, but this allows more Duramax and even Power Stroke lovers to enter the game and compete on a level playing field.

The Best Bracket Racers in the Nation

Thanks to the Outlaw Diesel Super Series sanctioning the drag race portion of the Scheid event, competition was fierce over on the eighth-mile track. Dozens of talented drivers, all of which know their vehicle like the back of their hand, will turn out to throw down in the E.T. Bracket class. If you know anything about chasing a dial-in, this class will be very enjoyable for you to watch, especially once eliminations start.

The Fastest Diesels On The Planet

Scheid Diesel’s flagship vehicle, its Spitzer chassis, compound turbocharged Cummins-powered dragster was on hand, making passes in the ODSS’s fastest class. So far this season, driver Jared Jones has guided the rail to countless 4.1-second eighth-mile passes, including a best of 4.13 at 179 mph, which is on par with the dragster’s best-ever 4.12-second sprint at 182 mph. You can also catch Scheid’s top-tier pulling trucks in the dirt. They’re the black Dodge Rams wearing lightning bolts, one in the Pro Stock class and the other in the Super Stock field.

Pro Street Trucks in the 4’s

Plenty of heads-up drag racing is on the docket this year and some of the most exciting side-by-side action will come from the Pro Street class. At the present time, a trio of 4,400-plus pound trucks can run high 4’s in the ‘660 and the current elapsed time record-holder, Josh Scruggs, recently did it in 4.86 seconds.

Pro Mod: Diesel’s Fastest Full-Body Class

To watch vehicles creep even deeper into the 4’s, make sure you’re sitting trackside when the Pro Mods fill up the staging lanes. In recent years, we’ve seen diesel Pro Mods go 4.30s and even break into the 4.20’s, which puts them near dragster territory.

The Show ‘N Shine Could Be An Event All On Its Own

We could spend an entire weekend alone just hanging out at the Extravaganza’s extensive show ‘n shine. There are rows and rows of beautiful trucks to gawk at. The quality of vehicles range from well-preserved factory rides to wild engine swaps, and high-horsepower daily drivers to true, over-the-top show trucks.

Dyno Competition

During both days of the Extravaganza you’ll find a chassis dyno competition in full swing. From dedicated dyno queens to high-powered daily drivers to juiced up tow-rigs, it’s not uncommon for 100 trucks or more to grace the rollers. The biggest numbers put up each day (on fuel only) earn a prize from long-time dyno competition sponsor, Edge Products.

With roots that date back to 1997, no wonder the Scheid Diesel Extravaganza is such a mainstay event in the diesel world. See some of its history here.

The Chevrolet Corvette has almost always been the tip of the spear when it comes to LS engine development, and the same was true in 2008 when the LS3 first appeared under the sports car's hood. Eventually, this 6.2-liter Gen IV V8 would spread to the Pontiac G8 GXP sedan as well as the Chevrolet Camaro, with the same-displacement L99 to follow shortly thereafter offering active fuel management and variable valve timing (but no other changes) in the muscle car.

The LS3 was a robust entry into the Corvette's arsenal, offering up to 436 hp (with dual-mode exhaust) and nearly as much torque. Based on the LS2 that preceded it, the LS3 provided a better head design, a more aggressive camshaft, and a strengthened casting. The latter was key, as the same block was used for the Corvette ZR1's supercharged, 638 horsepower LS9 V8. The latter is outside the scope of this guide, but it provides a window into the potential locked-up inside the LS3 itself.

There's a lot to like about the LS3 as a starting point for a high performance build. It's one of the best out-of-the-box engines to date from GM, and has far fewer weak spots than the options that preceded it. Still, there are always areas that can be improved, especially if you're looking to double the 6.2-liter unit's stock power. Here are some of the main performance roadblocks you'll have to hurdle when building a hotter version of the LS3 engine.

Performance Roadblock #1: Camshaft

In many ways, a camshaft upgrade lets the genie out of the LS3 bottle. This is a large-displacement, high compression, good-flowing motor, and as such it's all about the potential that its conservative 430 horsepower factory tuned has left lying on the table.

Your choices for a performance camshaft for the LS3 are virtually limitless, providing you back them up with the appropriate supporting hardware (trunnion bearing upgrades, spring upgrades, titanium retainers, and roller rockers for cams with more extreme lift). You'll also want to keep an eye on idle vacuum for a street car.

The biggest limitation with the LS3, using stock pistons, will be piston-to-valve clearance, and emphasizing cam duration over everything else can get you into trouble in that area. A piston-to-valve clearance of 0.140 inches on the exhaust valve and 0.100 inches on the intake valve will provide enough of a safety net for most high performance applications.

Performance Roadblock #2: Intake

Unlike the cam, which is fairly conservative, the LS3 intake is actually a strong performer right out of the box. Although larger (102 mm and 105 mm) throttle bodies are out there, the 90 mm stocker is well suited for all but the most aggressive builds, and both the intake and the throttle body will perform admirably even past the 600 horsepower mark.

For the most part, if you're looking to double, or more, the output of your LS3 then intake choice becomes largely a question of where you want the power to manifest. If you're planning on racing, shifting output to the top-end by using a single-plane intake, or one with shorter runners will help you get there past what the factory has provided. Prioritizing airflow at high RPM typically reduces available low-end torque, however, so street cars and trucks may not want to trade dyno numbers for drivability.

Performance Roadblock #3: Fuel System

All of the above requires a healthy fuel system that can support the extra power being made. You're going to run into a fuel pump limitation at roughly 575 horsepower, and the stock 42 pound fuel injectors will get you just past the 600 crank horsepower mark before they start to run at 95% of their duty cycle (for a naturally-aspirated engine).

There are numerous upgrade choices out there, including factory GM injectors sourced from the LSA, but anything past 50 pounds is going to take you well into the 650-700 horsepower range, with larger aftermarket units available for those seeking even loftier heights.

Performance Roadblock #4: Active Fuel Management / Variable Valve Timing

Towards the end of the first decade of the 2000s, General Motors began to include cylinder deactivation technology, called Active Fuel Management, on many of its V8 engines. For LS3-derived motors, this occurred in 2010 and ran all the way to 2015 for versions of the Chevrolet Camaro SS equipped with an automatic transmissions. These motors also received variable valve timing.

Dubbed the L99, there's a strong chance you'll come across this motor as a potential donor when searching for an LS3 for your project. In all other respects the L99 and LS3 are identical, but should you snag an L99 you'll most likely need to remove AFM, for a number of reasons. The unique lifters required to manage the Active Fuel Management system are known to fail over time, but more than that if you're moving to a more aggressive camshaft you'll have no choice but to tune this feature out of the ECU and do an AFM delete, as aftermarket units don't have the dual lobe profile required to maintain it. Deletion kits include new lifters and a replacement valley cover for the motor.

Some tuners also choose to remove variable valve timing from the equation at the same time, since most performance applications are aimed at pure power rather than a balance of fuel economy and performance. You'll need a new upper timing gear to go with a VVT delete.

Performance Roadblock #5: Headers

You'll notice in this series so far we haven't talked much about headers. The reason? The stock manifolds from GM for most LS applications are actually fairly efficient.

On the LS3, however, the right set of long-tube headers can make a substantial difference, more so than on the engines that came before it. You can pick up as much as 30 horsepower at the wheels with the right set of headers helping the 6.2-liter motor breathe deeper.

A Note About Heads

Most of our other LS engine guides have discussed swapping in a new set of heads. For the LS3, this isn't something we're going to recommend, because the stock heads can't be considered a real performance roadblock. From the factory, they flow at 315 cfm, which is impressive enough to see you past 650 horsepower. If you're looking to double that number, you'll find aftermarket options that flow 370 cfm, but we can't honestly call LS3 heads a bottleneck simply because they won't support 1,000 horsepower right out of the box.

Want to learn more about the LS V8 engine family? We've got you covered with this in-depth look at GM's most popular swappable motor.

There’s an oddball in every bunch, but blazing a different trail can be very rewarding. At a time when most diesel-powered Pro Mods seem to be powered by single turbo Cummins powerplants benefitting from electronic common-rail injection, the Royalty’s are doing it with a massive triple-turbo arrangement and mechanical injection. Just look in the bed, you’ll find two of the truck’s massive snails back there... Their old-school way of doing things isn’t wrong, it’s just simply what they know—and it works. Meet the welcomed aberration in diesel drag racing’s second-fastest class: the Climate Change Pro Mod Dodge Dakota driven by Steve Royalty.

At Warren County Diesel in Franklin, Ohio, Steve, his father Merit and his son (and crew chief) Tyler, live and breathe diesel. And on the weekends, they take their freakishly-fast diesel to the track. The 2000 model year Dakota body from GTS Fiberglass conceals the Gary Taylor Race Cars chromoly tube chassis frame and a four-link rear suspension—complete with Strange coil over shocks and a narrowed Ricky Jones Ford 9-inch—do everything they can to plant the truck’s power. But how about the powerplant under the fiberglass front clip and the poor transmission that has to endure its 2,500-plus horsepower? See all that and more below.

Billet Block, 12-Valve Head and Torrents of Fuel

When Scheid Diesel builds a competition Cummins for race purposes, it’s going to turn out pretty exotic. A Scheid billet-aluminum, 6.7L dry block, factory-based 6.7L Cummins crank, R&R billet rods, Arias pistons and one of Scheid’s billet-steel camshafts highlight the bottom end, while one of its done-up 12-valve heads resides up top. On the fuel side of things, a 14mm P-pump (also a Scheid piece), capable of flowing 1,100cc’s of diesel and equipped with an Ag governor, sends fuel to a set of Scheid triple-feed injectors, which have been fitted with massive 5 x 0.030-inch nozzles. Given the unorthodox turbo system (more on that below), a lot of piping is routed to and from the engine. Exhaust makes its escape route through a tubular exhaust manifold fabricated by Gary Taylor Race Cars.

Twin Atmo’s

Two in the bed and one riding shotgun. That’s the best explanation we’ve heard for the Royalty’s wild triple-turbo setup. Technically speaking, the triple-turbo setup is of a two-stage configuration. Dual 82mm atmosphere units positioned above the rear coil over shocks take the engine’s first bite of air. These low-pressure turbochargers produce 30 psi of boost apiece (first stage) and send it toward the high-pressure unit for further compressing (second stage).

103mm, 100+ PSI of Boost

To say the Royalty’s wild ride produces triple-digit boost would be an understatement. At full tilt, the data logger shows a combined effort of 168-psi between all three chargers. But it’s the high-pressure turbo from Keating Machine (shown above) that’s responsible for the lion’s share of boost. The 103mm charger builds more than 100 psi on its own, which warrants the safety-mandated metal scatter shield positioned directly above it. To keep intake temps in check amid the highly compressed, super-heated air leaving the turbos, the Royalty’s rely on a combination of nitrous and water-injection rather than an intercooler to keep incoming air dense.

The Effects of Violent Horsepower

At 168 psi of boost, 2,500 hp and more than 3,000 lb-ft of torque, things are going to move… Combined with a bit of inevitable chassis twist, the hot-pipe that links the high-pressure turbo to the rear atmosphere chargers has been forced into the back wall of the cab a time or two. This is just a small glimpse into the dozens of obstacles the Royalty’s have faced over the years in getting their Pro Mod to go straight under full power.

4-Speed Lenco

After switching from a four-speed Lenco to a three-speed version (along with automated shifting) for 2020, Climate Change has gotten progressively quicker and smoother about getting down the track. Power transfer from the mighty, triple-turbo Cummins to the Lenco begins with a four-disc Molinari Racing Products clutch. The lightweight drag racing clutch dwells inside a Probell bellhousing.

Painted, Not Wrapped

Like a lot of drag racers, monster truck owners and truck pullers, the Royalty’s sourced a fiberglass body from GTS Fiberglass Body & Design. The ’00 Dodge Dakota wrapper tips the scales at less than 130 pounds and the hand-crafted front clip features a massive cowl on the integrated hood. Cuz’s Custom Body & Paint (nope, it’s not a wrap) shot the body and applied the air-brushed graphics and pin-striping. If you’re at an event and spot the yellow JEGS canopy shielding the Climate Change Dakota from the sun, stop by and say hi. The Royalty’s are one of the friendliest groups of racers you’ll find in the pits.

Rocket-like Potential

Though Steve and his team are still working out the consistency bugs in the truck, it recently managed a best-ever 60-foot hit. That 1.09-second number you see here represents one of the quicker 60-foots we’ve seen out of a diesel Pro Mod—and it’s more like dragster territory rather than what you’d expect to see from a 3,600-pound truck.

Hauling the Mail

When conditions are right, Climate Change has proven capable of blasting into the 4’s in the eighth-mile, including a 4.79 at 154.9 mph. On that pass, we calculate just shy of 2,100 hp making it to the racing surface, but we know the Scheid engine has more on tap than that. And although the truck is yet to match that E.T. so far in 2020, it is getting more consistent and noticeably smoother each time out. It’s only a matter of time before Climate Change moves into the mid 4’s and begins seeing 160-mph trap speeds.

Curious what makes a diesel Pro Mod a diesel Pro Mod? Click here to find out.

When it comes to a versatile platform, one could argue that the Ford E Series van is king of them all. Coming onto the scene in the 1960s, the Ford Econoline chassis has been used for everything from C Class RV’s and Ambulances to basic delivery vans and overlanding explorers. With multiple gas and diesel engine options, along with millions produced over the years, it’s no surprise that the E Series continues to thrive on the roadway today. Even though you can still purchase a brand-new E-Series van from Ford today, it’s only offered as a cutaway (forward cab and stripped chassis only).

The good news is that the more conventional and popular fourth generation models (1992 to 2014) are plentiful. Even better is that many of these can be picked up on the cheap. In the past, we’ve shown you some of the most extreme off-road versions of the E-Series (hello, Alpha Van). Here, we’re breaking down just why the 4th Gen E Series is a staple in the wildly popular world of off-road vehicle camping (aka overlanding).

Room for Days

Motorhomes are extremely expensive, costly to maintain, and take up a lot of room. An E Series, on the other hand, is fairly compact and relatively simple to service. With custom interior kits available, along with companies such as Sportsmobile who specialize in interior upfitting, you can have as simple or as refined of an interior as your budget, needs, and/or skillset will allow. Given these vans don’t necessarily standout as much as traditional RV, you can often get away with setting up base camp in more places.

Mass Produced

With millions of these things produced, you’re not chasing after some rare collector car that’s going to cost you a small fortune. The other advantage of mass production is that there are plenty of parts and pieces floating around. So, repairing and replacing parts won’t be overly expensive. Just like the Ford F Series truck line, you’ll find various trim and duty levels of the van. The ½-ton E-150 is the most common, followed by the ¾-ton E-250 and 1-ton E-350. The E-350 could be optioned with an extended length, so if you are looking for a longer van, this is your best choice.  

Engine Options

The fourth generation E Series had quite a few engine options over the years. One of the most common is the 5.4L V8. These have a good record for reliability. If you want a little bit more rumble under the hood, we recommend finding a model with the 6.8L V10 model. These will be a little more fuel consuming but will handle any added weight (i.e. interior upgrades, 4x4 conversions, bumpers, and so on) much better than any of the other gasser options. If you are looking for a diesel, you can find a 7.3L and 6.0L from 1992 to 2010.

Expandable

There are few vehicles on the road that are designed for you to stand up inside. If you’re going to spend time living out of your van, this is something to consider. Thanks to aftermarket companies such as Fiberine, you can raise the roof of your van by up to 34 inches! That’s some serious headroom.

4x4 Conversions

If you want to push the limits of the E-Series van, and go far beyond any regular RV campground, converting the van to four-wheel drive is a must. The leader in this conversion space is Ujoint Offroad. Based out of Fletcher, North Carolina, Ujoint offers complete 4x4 conversion systems that allow you to upfit your van with a high-pinion Dana 60 front axle and Ford Super Duty NV271 transfer case. Their kits also retain ABS and RSC on the van, so safety features are retained. With conversion heights as small as four inches, you can easily transform your van into four-wheel drive without making it impractically tall.

Armor Up

While the aftermarket for the E Series doesn’t touch the Jeep Wrangler, that doesn’t mean there are not plenty of armor and bumper options. Companies such as Aluminess offer tire carriers, steps, and racks to help with practical needs and off-road protection.

Aluminum Bits

If you are coming from another 4x4 platform to the van side of life, you might be surprised (and happy) to know that weight is a very alive topic in van world. This is why you’ll see so many companies opt for aluminum over conventional steel. Here, you’re looking at a high-clearance FB003 series bumper from Ujoint Offroad. Like Ujoint’s roof rack and various other exterior upgrades, the company’s winch-ready bumper is also comprised of aluminum to keep the pounds to a minimum.

Very Practical

You don’t have to go full camper inside. In fact, we’ve seen many of these E Series builds that double as daily drivers. Given that the rear seats come out fairly easily, you can transform the inside into a makeshift camp or dirt bike hauler fairly quickly.

Tires

If you’re planning on off-road exploration, you’ll want to make sure your tires are up to the task. From the factory, the Ford E Series comes with a highway radial, which is made for just that, Most E-series vans will allow for a 30- to 31-inch-tall without a lift. If you’re planning on a four-wheel-drive conversion, you can get up to a 35-inch-tall tire when using a 6-inch lift option from Ujoint Offroad. Be sure to get a tire that is properly load rated and durable for the trail. A poplar option is the Nitto Ridge Grappler as it can be found with an F load ratting, making it perfect for those who’ve converted their E Series into a makeshift RV. These tires also a great balance of off-road traction and on-road comfort. So, you don’t have to settle for one or the other.

Cutaway

If you want to go radical with your E Series van, you surely can. While this custom aluminum flatbed on Chris Steuber’s ‘02 E-350 is one-off, you can order a brand-new E Series Cutaway and build a custom setup of your liking out back. This is a great option if you are considering grafting on a camper or building a custom box for living out of.

The Ambulance Option

Converted retired ambulances may be our favorite E Series builds. These can be a little harder to find as the ambulance box is often reconditioned, and the cab and chassis discarded. If you can find one, you will be starting off a step ahead in building a camper. These units already have plenty of storage and have a tough box that can handle rugged conditions. Be warned however, these are very heavy.

Click here to see the Ultimate Overland Van in Action.