Aside from a decade-long, post-millennium hiatus, the Chevrolet Camaro has been in near-continuous production since the mid-60s. As a result, General Motors has had plenty of time to come up with unique, weird, and wonderful special edition Camaros to help draw in muscle car fans seeking something a little different than what their neighbor had parked in the driveway.

Hidden among these low-production Camaros are examples that have been largely forgotten, even by fans of the brand. Some of these vehicles simply didn't survive the ensuing years between becoming a used car and bumping up gently against collectible status, while others were wild enough that only a handful were produced in the first place.

These are the coolest special edition Chevrolet Camaros that fly under the radar of modern muscle collectors

Dick Harrell Edition Widebody Camaro

Marietta, Georgia's GMMG Inc would play a major role in building a long list of special edition Chevrolet Camaros, starting with the fourth-generation cars. Most of their vehicles were produced in partnership with General Motors and Chevrolet, working through various individual dealers who wanted to deliver something special to customers focused on performance.

One of the wildest vehicles to have left the GMMG shop was the Dick Harrell Edition Widebody Camaro. Offered just after the 4th gen car's final 2002 model year, it came about when dealer Berger Chevrolet purchased 30 overstock coupes (the last Camaros to be sold in the country) with the intention of replicating the design of GM Performance Division's one-off widebody show car

After obtaining permission from the mothership, a handful of these Camaros were converted with wider body panels front and rear and then given a C5R 7.0-liter V8 engine, which was the Corvette racing program's precursor to the factory LS7. All told, it pushed out a smoking 630 horsepower. The Dick Harrell name was chosen in order to honor the drag racer who was known as Mr. Chevrolet, who perished in a crash in 1971.

1984 Olympic Edition

In 1984, if you ordered RPO code 1A3 you drove home in a very rare Olympic Edition Chevrolet Camaro. Although 3,722 versions of this coupe were built, they been almost completely forgotten by collectors today, which means few of them survived the ensuing decades in good shape as compared to other special edition Camaros.

Built to commemorate the 1984 Winter Olympics, which took place in Sarajevo in the former Yugoslavia, this Camaro featured an Olympic rings decal on the B-pillar and came exclusively in white. The cars additionally featured orange and blue stripes along with a call-out to the year and location of the athletic competition (as well as the Sarajevo Olympics logo). They were sold during the latter two months of the 1984 calendar year, and were primarily offered in base Sports Coupe trim.

How many car companies are producing Olympic cars today? It's one of the forgotten marketing fads of the automotive industry's past, but it lives on with this unique Bowtie-wearing sports ambassador.

Chevrolet Camaro SS Earnhardt Edition

Another GMMG creation makes our list of the coolest special edition Camaros in the form of the 2001 SS Earnhardt Edition. Also known as the Intimidator Camaro, the car was designed by Earnhardt Sr. to be sold at his North Carolina dealership.

These LS1-powered cars featured an aggressive hood, unique badging all around, lowering springs, 17-inch American Racing rims, a hotter cam, an LS6 intake, and better breathing through an aftermarket exhaust system. Altogether the car offered 381 horsepower. A limited-slip differential was standard, as was a short-throw six-speed manual gearbox and the full list of Camaro SS options.

100 versions of the car were slated, but Earnhardt was killed while racing that season, and as a result only 83 ever made it out the door. Of those, a mere 33 acquired the Intimidator's signature on the tachometer, which had been planned for the entire run.

Callaway C8 Camaro

When the fourth-generation Camaro arrived on the scene in 1993, it immediately attracted the attention of hardcore tuner Callaway. Famous for building 200-mph editions of the Chevrolet Corvette, the company saw the opportunity to port over some of its LT1-based engine magic into the new Camaro's sleek shape. This would take the form of a 383 cubic inch version of the motor, the SuperNatural, which was good for up to 450 horsepower.

Of course, Callaway had some suggestions in the body work department, too.

It tasked Corvette Aerobody designer and Montreal native Paul Deutschman to produce the 'CamAerobody,' which extended the nose and tail of the car while also smoothing out its sides and adding vents that could release turbulent air trapped underneath its eye-catching body work.

Any Z28 was eligible for the conversion, which was offered until 1997 through the Mystic Chevrolet dealership (which coordinated with other dealers across the country). With the CamAerobody and the SuperNatural 400 engine paired together, the vehicle was considered a full 'Callaway C8,' but it was possible to also order just the sheet metal or simply the engine (and a convertible version was also in the cards). This mean you could put the car together step-by-step, saving up for each subsequent mod in between major mechanical or cosmetic surgeries.

Team Camaro by Choo Choo Customs

One of the less-known third-gen Camaro special editions were the 'Team Camaro' packages offered by Choo Choo Customs. The company, which was better known for its conversion vans and trucks than its muscle cars, had long been involved with General Motors as a popular customer, and decided to get involved with the F-body in the mid-'80s.

The end result was a trio of packages: the SS, the SX, and the Team Camaro. For the most part Choo Choo Customs focused on styling updates to the coupe, but the SS did feature unique side pipes to go with its huge SS call-out on the sail panel, as well as pin striping and a rear spoiler.

The SX also offered side pipes but had a more dramatic appearance what with its dual hockey-stick stripes, its rock panel decals, and the Camaro SX lettering on the lower door panels. This was matched by a completely revised rear fascia and a new bumper treatment.

The Team Camaro offered a fade-out graphic on the door announcing its name, with sill extensions in place of side-exit exhaust, a cowl hood, and a full wood panel dashboard.

Check out these period-correct special edition Fox body Ford Mustangs that helped fuel the rivalry with the cross-town Camaro.

When it comes to modern V8 swaps, the General Motors LS engine is the undisputed king—having made their way into just about every type of vehicle under the sun.

But what about the Ford side? Developed specifically to combat engines like the GM LS3, the Ford 5.0 liter “Coyote” engine has now been on the scene for a decade, winning over countless enthusiasts as the powerplant of the Mustang GT since 2011.

But is the Coyote a good candidate for a swap into an older car? Let’s take a look.

In DOHC We Trust

While they are both modern American V8s, the Coyote is a very different engine from the ones GM uses. At 5.0 liters it’s significantly smaller in displacement and also uses an overhead cam design vs the OHV setup on the LS and LT engines.

The DOHC design of the Coyote has both advantages of disadvantages. The biggest disadvantage when it comes to a Coyote swap is going to be its physical size. With it’s big, wide heads, the Coyote is going to be a tighter fit than a traditional small block in a lot of engine bays.

On the other hand, most would agree that the Coyote is a bit more “exotic” than those OHV V8s, not just in the way it looks, but in the way it performs too. The Coyote loves to rev, and with a redline of 7,000 RPM on the earlier engines and 7,500 RPM on the later ones you get a V8 that behaves much more like a “sports car” engine than a traditional OHV V8—pulling hard all the way to redline.

Powerful & Plentiful

There are a few different versions of the Coyote that have been produced with the Mustang GT engine first appearing with 412 horsepower back in 2011. Small changes to the engine over the years have improved it, including the higher output Boss 302 variant introduced in 2012.

For the 2015 Mustang GT, the output of the 5.0 was raised to 435 horsepower and the most recent addition of direct injection which has bumped output up as high as 480 horsepower in cars like the Mustang Bullitt and the upcoming 2021 Mach 1.

Not to be forgotten is the truck-grade 5.0 engine that is available in the F-150. Designed more for utilitarian use, the truck Coyote makes up to 395 horsepower with its tune favoring low end torque rather than high RPM zest. Nonetheless it’s still a potent engine that is plentiful on the secondhand market.

Speaking of the used market, pull-out Coyote engines aren’t hard to find, with running setups starting at around $4,000 for an early 2010s variant going up to $9-12,000 range for an almost new Mustang GT pullout with low miles and a transmission.

While on the subject of transmissions, the Coyote shares its basic dimensions with the older Ford 4.6 and 5.4 modular engines, so there’s no shortage of bell housing and other options to run a variety of transmissions—both manual and automatic.

Not to be left out is the Ford Performance lineup of Coyote crate engines, which includes a 460 horsepower model straight out of the current Mustang GT. It’s hard to ask for much more for a restomod project.

But if you do want to go further, Ford Performance also offers a Coyote-based 5.2 liter “Aluminator” crate engine that makes 580 horsepower and revs to 7,800 RPM, sharing a lot of its DNA with the “Voodoo” engine used in the Shelby GT350 and GT350R.

Swap Solutions

In addition to that, Ford Performance also offers a number of different harness and PCM options that take all of the headaches out of getting a Coyote swap and running. Or if you’ve got an extra large budget, you can even buy a complete, ready to run package complete with engine, computer and a six-speed manual or our ten-speed automatic transmission.

When it comes to fitting a Coyote into an older vehicle, there’s also a decent amount of aftermarket support there, although the width of the engine can often require a new clip when dealing with an early Mustang or similar car.

If you are looking to put a Coyote into a 1979-2004 Mustang, the job is even easier, with motor mounts, headers, oil pans and cooling systems all available to get a modern 5.0 up and running without an excess amount of work or custom fabrication.

Will a double overhead cam Coyote swap ever be as cost effective and simple as an LS swap? Probably not. But for a Ford owner who wants a modern, high tech V8 that stays true to the blue oval there is no other choice.

And should you go through with it, your high horsepower, high revving 32-valve V8 will add an entirely new level of excitement to your project.

Having experienced the fun of this engine in my own 2016 Mustang GT, my biased opinion is to go for it.

Sometimes we’re introduced to new terms and vernacular we had no idea were a thing. “Cali Clean” is one of them, but the sentiment of keeping things looking sharp and streamlined here on the West Coast is a familiar sight to see. The low, luxurious look never gets old and won’t be going out or style any time soon (if ever), which is why this particular take on automotive styling has become prevalent in regions worldwide. But although its reach spans the globe wherever customs of all types are being built, the place where the tidy trend was born and bred is still the leading hot spot for fresh, clean street machines being unleashed onto the boulevards.

Costal Roots

This particular ’68 C10 started life up on the western coast of Canada (Victoria, British Columbia to be exact). It had been customized out there and shortly sold when it was done to a resident of Northern California. After some time there, the truck went up for sale again, and was shortly picked up by Ruben Pina of Anaheim Hills—a Southern California city where it has been since. Ruben is no stranger to the West Coast truck style, since he grew up in the SoCal mini truck scene. “I used to own a Mazda B2000 on air shocks back in the day,” he says. “I’ve been into trucks for 30 years now, and in that time I’ve really narrowed down the look and style of custom pickups that really catch my eye.”

Experience Level Up

With so much experience building trucks over the years, Ruben learned some valuable lessons along the way that he was quick to apply to his new C10. “I’ve built all sorts of vehicles, and having to wait on shops only to have to go to wait on other shops, totally sucks”, he said with distaste. “I wanted a truck that already had a solid foundation that I could enjoy cruising while adding my own touches on my own time.” Now, that’s a plan we can get behind, and even with the Chevy being in as good of custom condition as anyone could expect, it still needed some small things here and there to get it to meet Ruben’s standards. “Everything that the truck required was easily fixed or replaced to get it dialed in.”

Community Service

Ruben’s C10 was tweaked to cruising perfection, and he’s had a chance to network with a ton of likeminded C10 fanatics, which as really been the best part for him. “The people in the C10 scene I’ve met since I’ve had the truck, and those at local ‘cars ‘n coffee’ type get-togethers as well as larger car shows have all been great when stopping by to ask about the project”, he says. “I can honestly say that I have come away from this experience with new friends and talented contacts in the industry that actually make the parts that make the restoration/customization of these classic Chevy trucks possible.”

New Beginning

While it may sound like this story might be coming to an abrupt ending, Ruben’s work is far from finished. He has taken a break from the cruising and is currently in the middle of an exciting rebuild phase. But for now, this truck has PorterBuilt lowering components, Air Lift ‘bags, RideTech shocks, Accuair e-Level air management, a Baer brake package and a set of 20/22-inch US Mags Bonneville wheels with 245/35ZR20 and 295/30ZR22 Nitto NT555 G2 tires. With a setup like that, Ruben’s truck will sit lower, perform better, and attract way more attention than ever before. And with the high-quality, ultra-high performance Nitto NT555 G2 tires, he can rest assured that this truck has stability while cruising on straight roads, traction when he gets on it, and can tackle corners with confidence.

Rollin’ On

The suspension system isn’t the only portion of the truck that received an overhaul. Ruben selected a 2004 LS to plant underneath the hood, complete with a few add-ons including Brian Tooley Racing pushrods and springs, custom K&N air intake system, Holley Block Hugger headers and a Flowmaster exhaust setup. SoCo Auto in Costa Mesa helped him achieve a more reliable, more powerful engine to take advantage of when the regular cruising mode is reactivated.

Sounds Good

Creature comforts inside the cab were also made in the form of a Kenwood head unit, Rockford Fosgate amps, Memphis Audio speakers and two 10-inch Pioneer subwoofers. Ruben plans on spending as much time behind the wheel as possible, and nothing beats the sound of a well-balanced audio system while cruising around town.

Personal Touch

While he is mostly doing all the work on his own, Ruben admits that although it is more work involved this way, there is less wasted time since he works at his own pace. “This has been the most challenging part of owning this truck, but also the most rewarding. I am honestly just learning as I get to new stages that I haven’t been hands-on with in the past, and I wouldn’t choose to do it any other way.”

Love C10s? Click here to check out a slammed '67 C10 pickup.

There are a handful of engine designs out there that are virtually guaranteed to cross the 300,000 mile mark with only regular maintenance and responsible driving habits to help see them past that milestone. Some of them don't even need the latter, as on occasion car companies have managed to build unstoppable motors that will keep on ticking even as their owners run them dry of oil and coolant, forgo valve adjustments, or squeeze as many years as possible out of a set of spark plugs.

On a world tour, which unkillable engines have stood up to the most abuse, over the longest period of time, and still got their owners from A to B with a minimum of hassle? Check out four of the most reliable motors to have ever been built by American, European, or Japanese car and truck manufacturers.

Toyota 22R/RE

The Toyota Hilux, sold in the United States as the Toyota Pickup or Truck, has long had the reputation of being near-indestructible. A big part of its halo can be attributed to the 22R (carbureted) and 22RE (fuel injected) four-cylinder engines that were the backbone of the vehicle's drivetrain lineup.

This 2.4-liter motor, which would also appear in the 4Runner, the Celica, and the Cressida, is merely a timing chain swap every 100,000 miles from running almost indefinitely. Toyota, still seeking to make its reputation overseas as a purveyor of reliable and efficient vehicles, did its best to overbuild the 22R/RE with a forged crank and a high nickel content in its cast iron blocks. Both single timing chain and dual row timing chain designs were also sold, and the cylinder head used a hemispherical design.

Although a turbocharged version was available, the long-stroke 22R and 22RE are at their best when operated as low-power (right around 100 horses), task-focused engines that deliver good low-end torque (thanks to their long stroke) and fuel efficiency for their size. Post-1985, a redesign with a lower deck height and new pistons would introduce roughly 10 more horsepower.

The motor would eventually be retired in 1995, which capped nearly 15 years of loyal service.

GM 3800 Series II

This 3.8-liter V6 from General Motors has a long and checkered history, but it's an example of a cast-off design finally having all of its rough edges and trouble spots worked out after decades of in-the-field development. Originally offered by Buick in the early 60s, it was licensed to Kaiser-Jeep before coming back into the GM fold at the end of the 1970s, where it would pull duty in a huge number of sedans and coupes built by Buick, Pontiac, and Oldsmobile.

In 1995 the Series II version of this 3.8-liter V6 would stand tall as the most popular, and reliable, version of the motor ever built. With just over 200 horsepower available (and more on tap from supercharged editions), the iron block engine's deck height was shortened, its intake manifold replaced, and a new crank fitted, each of which would do wonders to improve its efficiency and smooth operation. It also boasts a trio of Ward's Best Engine awards.

Aside from an intake manifold crack problem that was fixed under recall from GM over a decade ago, there are no nagging issues associated with the 3800 Series II, which continue to rack up the miles in millions of cars across the country. It's by far the most reliable of the General's modern, mass-produced engines, and it enjoyed 10 years of service across the company's passenger car line-up before being replaced by the Series III.

Volvo Redblock

In 1976, its second year on sale, the Volvo 200 Series introduced the B21F, a four-cylinder engine that would quickly become known as the 'redblock.'

Available in 2.1-liter (B21) and 2.3-liter (B23) editions throughout the first half of the Volvo 240's long production run (with some offering forged rods, crank, and pistons), a redesign in 1985 would see the motor renamed the B230F in the United States and restricted to a single, 2.3-liter option in the 200 wagons and sedans.

This move was focused on reducing friction inside the motor, and with a new crankshaft and longer rods it improved on an already reliable engine design (although naturally-aspirated versions would never crest 114 horsepower). Volvo would offer derivations of the red block in the 700 Series and 900 Series, as well as turbocharged and (slightly less reliable) 16-valve versions.

With a non-interference cylinder head, a stout iron casting, relocated axial bearing, and a 50 percent thicker crankshaft in the revised design, the B230F (and to a certain extent the B230FT turbo) have a solid reputation for at least 300,000 miles of dutiful service, providing you don't mind lugging around at a snail's pace the entire time.

Lexus 1UZ-FE

When Toyota created the Lexus brand at the end of the 1980s, executives realized it couldn't just offer cars that were comparable to BMW and Mercedes-Benz: it had to wipe the floor with them. The easiest way for Lexus to do that was to lean on the phenomenal reputation for reliability enjoyed by Toyota's engineering team, which would wind up creating a drivetrain for its Lexus LS 400 flagship sedan that has more than stood the test of time.

When it went on sale as a 1990 model, the Lexus LS entered a market where dual-overhead cam V8 engines were known to be finicky and expensive to maintain. That all changed with the 1UZ-FE V8, a 4.0-liter oversquare design with 6-bolt main bearings, an aluminum block and cylinder head, steel connecting rods and crankshaft, and four valves per cylinder. Rated at between 256 horsepower and 300 horsepower, depending on model year (later versions received variable-valve timing), the 1UZ-FE was a remarkably understressed engine. It would also eventually pull duty under the hood of the Lexus GS 400 sedan and and SC 400 coupe.

Over-engineering the 1UZ-FE was Toyota's ticket to getting luxury car buyers to take Lexus seriously, and a sizable percentage of the original LS 400 run are still on the road today. Like the 3800 Series II, the motor made it onto Ward's 10 Best Engines list three separate times during its decade or so of production, and 300,000 to 500,000 mile examples are not uncommon.

Although it requires periodic valve adjustments due to the lack of hydraulic lifters, the rest of the motor is essentially bulletproof, and it forced the Europeans dominating the market to seriously step up their own quality game.

Which other American engines will run forever? Check out our list of 3 unkillable domestic motors.

One of the first modifications that many off-roaders want to make to their rig are larger tires. Beyond the obvious aesthetic improvement, larger tires provide both an increased ride height, more ground clearance, and better grip and stability on the trails. While moving up 1 to 2 sizes is usually possible with little modifications needed, up-sizing to larger sizes often necessitate more extensive adjustments.

The standard Jeep Wrangler Rubicon came fitted from the factory with a 255/75/17, the metric equivalent of 32s. While no one will fault the Rubicon as uncapable, better off-road performance necessitates larger tires. Owner Jay Eubanks has found what he believes to be a good balance of daily usability and off-road excellence with a set of 37x12.5x17 Nitto Trail Grappler M/Ts.

What does it take to fit 37s on a JK?

Fitting the 37s, however took a little more than a trip to the tire shop. He remembers, “To run the 37-inch Trail Grapplers I needed at least the 3.5-inch lift and flat fenders. But every aftermarket part on my Jeep is designed to help its off-road ability... so there are many other factors that make running 37s possible.

“After installing the 37s the biggest noticeable modification was the hydraulic steering assist. With larger tires the factory power steering pump was struggling when trying to maneuver while on the rocks.”

Suspension and Drivetrain Mods

Jay’s lift consists of a Rock Krawler 3.5" suspension lift with Fox Shocks. The front axle is factory Rubicon Dana 44 and has Evo MFG truss and C Gussets, RCV axle shafts, 4.10 gears, West Texas Offroad hydraulic assist steering, and Solid diff cover.

In the rear, the 2015 Rubicon uses the factory Rubicon Dana 44 and has Evo MFG truss, Evo MFG lower shock mounts, G2 axle shafts, 4.10 gears, and Solid diff cover. Tom Woods driveshafts are utilized in both the front and rear.

On-Road Manners

In regards to the on-road usability with his modifications, he suggests, “With the factory 4.10 gears the Jeep does well on the road. Sure, it could use a shorter gear for the highway but I believe off-road it is the perfect gear ratio coupled with the factory Rubicon 4 to 1 transfer case and these 37's. It has the ability to crawl an obstacle but I am able to get a little wheel speed in 1st gear when needing to bump over a hang up.”

Why not 40s?

Of course, there’s always the temptation to go larger. Jay said that he had fitted the Jeep with 40’s at one point but that he “stuck with 37s because I want to be able to keep the Dana 44 axles for now and not have to hold back on the skinny pedal. With the modifications I have done I feel pretty safe giving it the gas needed to get over certain obstacles.”

“I hope to move up to 40's in the future but that will go along with upgrading to 1 ton axles. If I really wanted to, I could run 40s now, but I just wouldn't have the confidence that I would keep my rig together while on the trail.”

Ready for 40s? Check out this insane JK build that started life as a postal carrier!

Uwharrie National Forest is home to some terrific off-road terrain but back when the U.S. was a mere infant, people tackled its dirt for a totally different reason: making that money. In 1799 the first significant gold strike in the country took place here. There was even a mini-gold rush in these parts during the Great Depression. Intrepid adventurers still hunt gold in the area but others come to Uwharrie just for the sheer fun of it. The place offers versatile off-roading, kayaking, and good fishing, too. In this episode of On the Trail, Ali Mansour, Driving Line’s Senior Off-Road Editor, shows us just how fun the Uwharrie National Forest in North Carolina can be, even if just for a day.

Professional Angler, Kristine Fischer, joined us and brought her Hobie kayak for some fishing in Baldin Lake. Click here to go straight to the video itself.

Let's Meet Our Contestants...

Such a versatile trail system lends itself well to a gamut of vehicles. The ones we took on this trip were pretty different. Ali ran his 2018 Jeep Unlimited Wrangler Rubicon on 37-inch Nitto Trail Grapplers.

Kristine, at the opposite end of the spectrum, brought her full-size Nissan Titan on Nitto Ridge Grapplers (with a kayak in the bed, naturally).

Rounding out the excursion was a Ford Ranger on Nitto Terra Grappler G2s.

Hungry Like the Wolf

Wolf Den OHV Trailhead was our starting point and we were hungry for some trail. It's a good place to start and while you're here, pick up a Uwharrie Trail pass, map, and off-road recovery card. If you're running a stocker like Kristine's Nissan Titan and you value your running boards, do them a solid and remove them as the trail will destroy them. This is also where you'll want to air down your tires; our Nittos had secondary advantage in that regard, acting as a secondary suspension.

Their good grip was a vital asset too. Bear in mind that the trail has some ridges and a bit of rock crawling to it. We were there on a Friday so we ran into some trail traffic. In that situation you want to give right-of-way to vehicles heading downhill because it's harder for them to stop for you than it is for you to stop going for them as you go uphill.

Battle of Midway

As we made our way toward Falls Dam, we encountered increasing elevations midway through the trail. Remember those running boards we talked about? Here's where that gets important. The elevation changes and rocks lead to scraped frame rails for Kristine’s Titan at this point.

Navigating the rocks here takes some planning and strategy. You don't want to tackle just the rock in front of you; think at least one step beyond it so you’re not winging it from obstacle to obstacle. Having a buddy who can scout ahead of you can be helpful for that.

Get Fishy with It

Having conquered the rock and elevation, we ran into smooth sailing for the next leg of the trip. A lot of the trails lead to Baldin Lake's Fall’s Dam. We took the main road to the Fall’s Dam Parking Lot at this point. From there we cut down to the cove where Kristine put her Hobie kayak right in the water and ventured out to catch some fish.

The fish weren't into biting at first with the bright sun overhead but when cloud cover floated in, they started biting.

For Whom the Bell Tolls

Kristine schooled us in the finer arts of angling and then Ali returned the favor. Part of the beauty of Uwharrie National Forest for off-roading is its varying terrain for honing your skillset. Dickey Bell trail was our next leg and it’s got a little of everything: a cool rock garden, lots of scenery, and a fair amount of wildlife.

It also gave Kristine a chance to up her off-road game and she didn't hesitate to take the wheel of Ali's Jeep instead of her truck. As Ali noted in the video, the rocks are loose here so picking your line is a priority. Our Nittos gave us great traction over not just the loose rock but the larger ones too. Beyond that, they also build confidence in situations like this, as Kristine found out, noting that the tires did a lot of the work along the way.

That's a Wrap

Day's end found us at the Eldorado Outpost for the post-game wrap-up. We had three different types of vehicles with as many different types of tires. Traditional all-terrain in the Grappler G2, a hybrid tire in the Ridge Grappler on Kristine’s truck, and the mud terrain rubber of the Trail Grappler on our Jeep.

It only seemed right to run a wide range of tires on such a diverse trail system. If you want to see how well they performed, watch the full video here and see for yourself.

There's always more than one road leading to a particular destination, and this is particularly true when it comes to high performance SUVs. In the three-row segment, cross-town rivals Ford and Dodge are battling it out for the hearts and minds of full-size sport-utility vehicle fans with a pair of tire-shredding haulers: the Explorer ST and the Durango SRT, which each add gobs of horsepower and a stiffer-than-expected suspension setup to the daily drive.

Although their mission statement might be the same, both the 2020 Ford Explorer ST and the 2020 Dodge Durango take a very different high horsepower approach to separating you from your hard-earned gas money. Are twin-turbos the right choice for you, or would you prefer a large-displacement V8 rumble as you terrorize your subdivision?

All-New From Ford

The Ford Explorer makes a major move back to a rear-wheel drive-based platform for 2020. With a wheelbase that's been stretched six inches without making the truck appreciable longer, it has a definite advantage over the previous generation when it comes to predictable power delivery and handling characteristics. That the new ST model adds all-wheel drive and a road-hugging suspension to the mix further enhances the stability and grip of the admittedly enormous family ride.

At the heart of the beast is a 400 horsepower version of Ford's 3.0-liter EcoBoost V6, which uses a pair of turbochargers to further churn out 415 lb-ft of torque. This is a new frontier for the Explorer, and the ST's 10-speed automatic transmission helps the SUV hit 60-mph in 5.2 seconds (aided and abetted by an overall weight reduction of just over 100 lbs compared to the older Ford).

Veteran From Dodge

The similarly-sized 2020 Dodge Durango is the Explorer's elder by quite a few years, but FCA has worked to keep the sport-utility competitive by introducing performance and interior upgrades as best it can in the interim between redesigns. On paper at least, the SRT edition is also the Ford's superior, boasting 475 horsepower and 470 lb-ft of torque from a mammoth 6.4-liter Hemi V8 that's managed by an eight-speed automatic transmission.

Fed to all four wheels via its standard 4x4 setup (which retains low-range capability), the Durango SRT is considerably quicker, too, beating the Explorer ST to 60-mph by nearly a full second. Rear-wheel drive-biased, the Dodge's chassis has been equipped with a surprisingly capable, track-oriented suspension setup, which pairs with a set of customizable drive modes where owners can mix and match throttle response, damper feel, and a number of other performance characteristics.

Big Stick, Little Stick

From behind the wheel it's clear that one of these two hot rods wants to be a hardcore track rat, while the other is content to campaign in the stoplight grand prix. In every respect the Dodge Durango SRT is the more visceral, and connected of the pair, growling its way to startling speeds with all eight cylinders firing, while displaying a startling degree of competence in the corners.

It's impossible to forget the Durango's massive bulk when asking it to change direction, but it's far more polite about the interruption of its forward momentum than one would ever expect.

In contrast, the Ford Explorer ST lacks the immediacy of the Dodge entry, delivering a surge of acceleration once its turbocharged torque kicks-in but avoiding the abrupt throttle slam made possible by the SRT's naturally-aspirated engine. Body roll remains far more controlled than in other, similarly-sized SUVs, but the one-size-fits-all drive modes vacillate between boot-stiff and cruising soft, with little in between.

More Even As Commuters

If the Ford Explorer ST is a less focused performance vehicle, then it does at least lead the Dodge Durango in a few other areas. Fuel efficiency is better from its less powerful and smaller engine, and there's a smidge more third row seat room to be had from the Blue Oval, which will matter to those who intended on hauling humans as often as they haul the mail down the drag strip.

Cargo space remains similar between the two trucks, and in terms of interior fit and finish, it's also somewhat of a dead heat, with just-under-luxury status afforded to the materials and designs used in each cabin. It's worth mentioning that Dodge's infotainment system is larger and easier to use than the Explorer ST's unusual portrait-mode touchscreen design.

The Durango also knocks the Ford out of the park when it comes to towing, with its 8,700 lbs max rating a full 3,000 lbs better than the Explorer.

Tech vs. Track

Which of these reasonably comfortable, super-sized muscle machines to choose? If you're looking for a daily driver with a more modern feel, great all-around capability, and an above-average punch under your right foot, then the Ford Explorer ST is one of a very few SUVs under $60,000 that will give you that, especially if you require seven passenger seating.

The Dodge Durango SRT is a cut above when it comes to speed and stick, but you pay a price for it, both at the fuel pump and when shelling out nearly $7k more as compared to the Explorer ST's asking price. If towing toys is your thing then the Durango SRT will give you more headroom on your trailer, but that means accepting its slightly less sophisticated suite of safety and comfort technologies in favor of its more muscular attributes.

Fast SUVs aren't that new of a development in Detroit. Check out this history of hot rod Jeeps.

As with choosing a vehicle itself, picking the right tire for your daily driver or project vehicle can be an overwhelming decision. And when it comes to the enthusiast market specifically, one of the toughest questions is when to make the jump from a street-oriented tire to something more geared for competition use.

With advances in tire technology, today’s street tires are as capable as they’ve ever been when it comes to balancing performance, longevity and comfort, but there will always be those enthusiasts looking for more, particularly if their vehicles see regular use at the track.

Nitto offers four different DOT-approved competition tires in its lineup aimed at both drag racers and road course junkies, and here’s some insight on when you might want to make the jump to competition-oriented tire.

Quarter Mile Junkies: Is it Drag Radial Time?

Given the power that many of today’s performance cars are making, traction off the line is always going to be crucial to maximizing their speed.

And for as good as street tires have gotten, there’s a reason why a set of drag radials is one of the first upgrades for those looking to lay down a new best ET. With a compound developed specifically for off the line traction, tires like the Nitto NT555R, NT555RII and NT05R are all the drag racing version of their street tire counterparts.

Whether you have an extra pair mounted on wheels specifically for drag racing, or you keep them mounted up all the time, the sticky compound has been engineered to give you the best traction in those crucial first 60 feet off the line.

Nitto’s drag radials have all been designed to have a matching look to their high performance radial tires, making it easy to run both on the same car without altering how it drives or giving it a mismatched look.

If you find yourself regularly dealing with wheelspin off the line or hit the local drag strip regularly in your street car, then it might be time to look into a set of drag radials. Because when it comes to getting the best acceleration possible, there may be no better bang for the buck.

When the Road Course Rules

Based on my own experiences, once you’ve taken your car to an open track day on a road course you’ll want to go back again and again.

If cornering is your thing, that’s where the Nitto NT01 comes in. It’s a DOT-approved road course tire that provides both grip and consistency during a long track session but can also be run legally on the street.

No matter what you are driving or what your skill level is, the performance of your tires is going to be the first thing you notice when you hit the track.

A good high performance street tire like the Nitto NT555 G2 and NT05 can actually be quite capable during casual track day use, but to maximize lap times and overall performance, a DOT-approved competition road course tire is going to be the way to go. 

Stepping up to a road course DOT competition tire like the NT01 can completely transform how a car drives on the track, improving not just acceleration, cornering and braking—but also the ability of the tires to handle heat and punishment.

A Daily Driver or a Car for Fun?

Whether it’s straight line acceleration or cornering you are after, the biggest factor in deciding on competition vs. street tire is how you drive the car and how often you drive it.

If your car is a daily driver that sees thousands of miles a year, then you’re likely going to be better off with a high performance street radial due mainly to their longer lifespan.

That’s not to say you can’t have a second pair or a second set of wheels with competition tires that you use when you are heading to the track for some fun—and that’s a choice that many owners of daily-driven performance cars make.

On the other hand, if your car is a “fun” vehicle that is only driven occasionally or primarily used for track events, then there’s a stronger argument for running DOT-competition tires as the primary setup.

With lower miles driven and those miles more filled with driving for fun, it can be completely feasible to run a street legal competition tire as they will take much longer to wear out and you likely won’t be encountering a whole lot of adverse road conditions.

Fortunately, no matter how often you drive you car or what kind of driving you do, there’s a rubber choice that’s right for you. Whether its on the street, track or both—enthusiasts have never had a more diverse and more capable selection of tires to choose from.

When Ford finally revealed the all-new 2021 Bronco, it’s clear they saw the Jeep Wrangler and went for the jugular. Rumor has it that Ford isn’t done. As with the Mustang brand, Ford is developing Bronco to be its own sub brand. Starting with the Bronco and Bronco Sport, their rumored plans are to include a Bronco Sport based unibody pickup truck and a Bronco based truck, aimed squarely at the Jeep Gladiator.

If there's one thing Ford knows how to make, it's a truck. With the Bronco brand, they look to fill-in some gaps in the Ford truck line up with a few new models.

Bronco Maverick

From what has leaked, the Bronco Sport based truck will be called the Maverick. The Maverick name hasn't been used in the United States since 1977 when it was branded on a rear wheel drive compact car.

That was the last time the Maverick name was attached to a long hood fastback. Outside of the US, the Maverick was revived as a compact SUV in foreign markets as recently as 2005. In Australia, the Maverick was a rebadged Nissan Patrol which was sold between 1988-1994. In Europe, it was a rebranded Nissan Terrano II (pictured below) and was sold between 1993-1999. The Maverick then reemerged in 2001 as a rebranded Ford Escape and sold until 2005.

The upcoming resurrection of the Maverick name is expected to be a pickup truck smaller than the Ford Ranger. It is said to have a bed that is 24-30 inches shorter than the Ranger. Beneath its body panels, it is rumored to share underpinnings with the Ford Focus.

From what we know about the upcoming Maverick, it sounds like it will be more of a workhorse than an off-roader. Ford is looking to cater to those who find the Honda Ridgeline too big and fill the gap left by the Subaru Baja and long departed Ford Ranchero/Chevy El Camino. By the time it hits the market in 2022, it will likely go head-to-head with Hyundai’s Tuscon based unibody truck, the Santa Cruz. Could the Bronco Maverick and Hyundai Santa Cruz kick off a unibody pickup truck war?

Bronco Based Truck

As the Bronco had its sights set on the Wrangler, the Bronco based truck will aim to crush the Gladiator.

The Bronco truck is expected to have the same 2.3L four cylinder and 2.7L turbocharged V6 powertrain options, crew cab four door configuration, Sasquatch package, GOAT modes, as well as many of the design features will carry over to the yet-to-be named Bronco truck.

Though a 3.0L V6 is rumored to be in the pipeline for the Bronco, an engine rumored to be powering the next generation Ford Raptor, other sources say that the Bronco truck may get a V8 option. The lack of a V8 option was something that many Bronco purists cried about when the 2021 model was revealed earlier this Summer.

One of the complaints about Jeep’s Gladiator is that it is not available in a 2-door option. Will Ford listen to the market and offer a 2-door Bronco truck?

Only time will tell and there is plenty of time. Like the Bronco, Ford will likely not rush it out to market to make sure they get it right. The Bronco based truck isn’t expected to make into dealers until 2024. When it does come out, we're sure it will be as exciting as the new Bronco SUV.

(Renderings courtesy of Bronco 6G)

Ever since rumors first surfaced that Ford was bringing back the Bronco as an off-road ready 4x4 heavy on retro styling, it was clear that Ford had the Jeep Wrangler set firmly in its sights.

This was confirmed last month when Ford finally debuted the production spec 2021 Bronco in both two and four-door variants, along with the crossover-based 2021 Bronco Sport.

Jeep owners and enthusiasts are known to be furiously loyal, and Ford is going to have its work cut out for it when it comes to winning over the Jeep faithful.  It's important to note while the 2021 Bronco's specs look very competitive out of the box, there aren't too many Jeep buyers who leave their Wranglers 100% stock.

The Wrangler has always been a vehicle that's been about its custom potential as much as its stock capability. And for every person that purchases the top of the line model, there's another who purchases the base model with plans to modify to their own tastes.

New "Big Bronco" Concept Vehicles

So for the Bronco to truly win over the Jeep fans, it's going to need to deliver this same "blank canvas" feeling that encourages owners to upgrade and customize their rigs to fit their own needs and style.

Naturally the automakers themselves like to get on in this action as well, with Jeep famously offering an array of factory accessories through Mopar, with around 500 different items to choose from.

In response to this Ford will be debuting its own line of factory accessories for the Bronco, and they've just debuted a handful of accessorized concepts to show the appeal of these parts.

Two accessorized "big" Bronco concepts were presented, a four-door aimed at fishing expeditions and two-door that's been upgraded for trail use with items like a Ford Performance modular front bumper and tube doors.

New Bronco Sport Concepts

The Bronco Sport has also gotten a lot of love with three different concepts including one built for trails and another that's been set up for towing a Polariz RZR for double the off-pavement fun.

The outfitting of crossover SUVs for off-road adventuring is a new and emerging market, and with the Bronco Sport it looks like Ford is fully committed to this potentially huge segment.

All told, Ford is planning to introduce over 200 different factory-backed accesories for the Bronco and another 100 for the Bronco Sport, and it looks like all of them set to be available at launch.

While it's nice to see Ford's commitment to making the Bronco an upgrade-friendly platform these accessories are really just scratching the surface.

Had their been a 2020 SEMA Show this fall there's no doubt Ford's booth and countless other booths would have been filled with modified and customized examples of the Bronco and Bronco Sport.

Yet even with the cancellation of this year's SEMA Show amidst the pandemic there's no doubt we'll be seeing a lot more aftermarket upgrades for the Bronco in the coming months—and the coming years as well.

Whether its at the dealership, on the trail or in the hearts and pocketbooks of upgrade-loving enthusiasts, this battle between the Bronco and the Jeep is shaping up to be a great one.

Through no fault of their own, Formula Drift has had to adapt to the current COVID-19 times as we know it. The latest schedule, published to their social media platforms on June 11th, condenses the Formula Drift Championship from the original 8 round series that was scheduled to span 6 states in 7 months down to a four-weekend schedule of doubleheaders. The adjustment in the schedule triggered a number of additional changes including the elimination of qualifying, and while an ideal scenario would put capacity limitations and social distancing recommendations in the rearview mirror, that simply isn’t the case. We connected with Formula Drift to sort out the latest details around their 2020 PRO Drifting Series, which will be their seventeenth season of drifting competition here in the US.

Doubleheader Schedule

When COVID-19 forced the delay of many sports and events back in March, Formula Drift had to delay the start of the 2020 season. With many tracks having other scheduling obligations to juggle, finding weekends that worked was very tricky for the Formula Drift staff. In the end, Formula Drift was able to identify four weekends at four race tracks across the country that made sense. The trick to squeezing eight competition rounds into four weekends is to run two rounds per weekend, the Saturday competition being completely separate from the Sunday competition. This streamlining will give the teams half the travel and time commitment while still fulfilling sponsorship obligations through eight rounds of competition. Other major motorsports like NASCAR and INDY Car have adapted by streamlining their schedule and running multiple events in a week, so the motorsport precedent is there for these doubleheaders within the 2020 calendar year.

Formula Drift also has their PRO 2 class, which is the gap between the regional ProAm competitions that are operated independently around the United States, and the top PRO level of competition that feature the likes of big name drivers like Vaughn Gittin Jr. and Fredric Aasbo. Each Formula Drift weekend will kick off with the PRO 2 tandem competition on Friday followed by the odd-numbered Formula Drift PRO rounds on Saturday (Rounds 1 / 3 / 5 / 7), and the even-numbered Formula Drift PRO rounds on Sunday (Rounds 2 / 4 / 6 / 8). Both classes of competition will migrate to a tandem-only format, meaning qualifying will be eliminated and drivers will be ranked based on standings. Here’s a look at the calendar for the rounds of competition as it stands now:

Qualifying turns into Seeding

With three full tandem competitions on the docket, there simply isn’t time for qualifying. To solve this conundrum, Formula Drift has made a pair of major changes to accommodate the seeding of the drivers. First, qualifying has been eliminated from both the PRO and PRO 2 schedules. Competitors will be seeded (in a process that is still being finalized) and roll right into tandem competition after a brief morning practice. This will remove a huge amount of time that was previously dedicated to qualifying, and ensure all drivers are given a chance to prove themselves alongside another competitor.

Second, the PRO 2 class will expand from the normal Top 16 format to Top 32 format to accommodate more drivers. If more than 32 drivers are present for any single round of competition, additional tandem brackets will be added to accommodate. While the exact method of seeding and tandem bracketing is still being discussed, the expansion of the PRO 2 field to allow for more tandem competition and tandem experience for these up-and-coming drivers is very welcomed by both competitors and spectators alike.

Third Place Battle is Back!

Several years ago, the third place battle was removed in favor of awarding the final podium position on the basis of qualifying rank. With qualifying going away, the third place battle will be resurrected to add one more tandem battle to the slate of events for spectators. This has been a fan request for several years since it went away, and the opportunity was right to resurrect this battle. With points for qualifying going away, earning a few more points and having your mugshot on the final step of the podium are both important opportunities for the drivers, so this added tandem battle should be every bit as competitive as the final battle!

Judging Changes

At the end of last season, Andy Yen retired from his position as the head judge, a position he held for more than ten seasons. Stepping in to replace him will be Robbie Nishida, who was a driver in the series from 2006 through 2016, and has fulfilled various roles with both Formula Drift Japan and Formula Drift here in the USA ever since. Nishida is widely respected among the driver ranks, and will judge alongside longtime judges Ryan Lanteigne and Brian Eggert.

Several small tweaks are made to the judging criteria each year in an attempt to make the judging easier to understand both for spectators and competitors. This year, several changes were planned ahead of the elimination of qualifying, but overall, those changes will still be implemented for the 2020 season. Prior to each event, the judges will layout the ideal drifting line that they would like to see each competitor hold, as well as suggest where drivers are allowed to adjust their momentum (labeled as “red zones”). Although qualifying will not happen, the lead drivers in tandem will be expected to run as close to a perfect qualifying run as possible, with the chase drivers asked to mimic the lead driver while matching or bettering the slip angle. In the past, chase drivers have been rewarded for following with very close proximity to the lead driver with substantially less angle, but this year, it seems as though angle will be emphasized as much or more than proximity. In the event that the lead driver has poor angle, the chase driver should still attempt to assert their superiority through applying a higher degree of angle whenever possible.

This year, drivers are also being asked to have general knowledge of the tendencies of their competitors to ensure they can follow in a way that is exciting to watch. Failure to have knowledge of your competitor and failing to adjust to their style may result in a deduction for the chase driver. This also includes leaving space for drivers to adjust their momentum in areas that are identified as red zones, where slowing down the car is likely to happen and potentially at a fast rate. 

Spectator Guidelines

Several precautions are being taken by Formula Drift to ensure everyone’s safety at the event. While some details like event capacity are likely to be fluid and could change up until event weekend, other precautions are expected to be in place at all rounds for all attendees. Those precautions include facemasks being required and temperature checks for entry into the venue, hand sanitizer that is at least 60% alcohol being distributed at multiple points around each venue, signage to encourage masks and social distancing, and a focus on disinfecting areas expected to be utilized by staff, spectators, and participants. Those at higher risk for severe illness or otherwise immuno-compromised, those who are feeling ill, or those who have come in close contact with someone who has tested positive for COVID-19 are encouraged to avoid attending the event. While many are excited for the schedule to be released, it is important that the safety and health of all attendees is kept top-of-mind at all times through this pandemic.

At the end of the day, we’re excited to have drifting back on the calendar, and look forward to all the changes being implemented to ensure that these weekends can happen!

Without a doubt, the American domestic truck market is hot right now. Never before have there been so many powertrain and trim levels to choose from. In addition to each brand’s thumping V-8 and entry-level engine options, 2020 also marks the first model year a diesel powerplant can be had in any of the Big Three’s half-ton pickups. When GM unveiled the 3.0L Duramax I-6 at roughly the same time Ram introduced its third-generation 3.0L EcoDiesel, things definitely began to heat up. Right now, prospective diesel buyers are hungry for both data and knowledge, and thousands of Google queries suggest they’re especially interested in which 3.0L diesel option returns the best fuel economy. While the verdict is still out as to which one is the official MPG King, all of the data we’ve pored over shows the 3.0L Duramax with a slight edge over Ram’s latest EcoDiesel. The Ford is a close third.

What the EPA Thinks

On paper, the EPA’s fuel economy ratings rank Chevrolet’s 3.0L Duramax first, the EcoDiesel Ram second and the F-150 Power Stroke third (you can see for yourself at fueleconomy.gov). Although this is also the finishing order we came to, not all of our numbers jive with the organization’s expected fuel economy figures. The EPA’s rather optimistic fuel economy standards are achieved in a laboratory, where the vehicle is strapped to a dynamometer and testing is performed under controlled conditions. With that said, there are ways of topping the EPA’s ratings out in the real world. This can be achieved in one of two ways: 1) if conditions are right or 2) if the test vehicle is diesel. Diesels have long been known to best the numbers on their monroney sticker. You can see the information on the chart shown above at FuelEconomy.gov.

Ford F-150 Power Stroke

Besting The EPA Rating

It’s no secret that you can top the EPA fuel economy ratings if you drive conservatively. Such was the case with this Lariat trim F-150 4x4, a truck the EPA rated for 25-mpg highway. The owner beat the odds by accelerating slowly, using the F-150’s ECO drive mode and capping cruising speed at 66-mph. On top of that, the truck’s computer was a tenth low. When hand-calculated at the pump, this tank averaged 27.4-mpg. Of all the half-ton diesel owners we’ve obtained data from, there is one common theme: if your highway speed is faster than 70-mph, don’t expect to see maximum fuel economy.

Towing Heavy & DEF Consumption

Though it is one of the more capable diesel half-tons in the towing department, the Ford F-150’s mileage may suffer more than the others, particularly when towing at its gross combined weight rating. Factor in a tow speed of 75-mph while operating an F-150 at its GCWR and you could see low double-digits on the information display. To be clear, this could easily be the case just the same in the GM and Ram camps. One complaint that stands out in our limited time around the 3.0L Power Stroke is its DEF (diesel exhaust fluid) consumption while towing.

Chevrolet Silverado 1500 Duramax

Highway MPG Is Directly Linked to Highway Speed

Similar to the F-150, the Duramax-powered Chevrolet Silverado 1500 turns out its best fuel efficiency numbers at lower highway speeds. Many owners report seeing 23-24 mpg with the cruise set at 80 mph, but 27 to 29-mpg when cruising at a more docile 65 to 70 mph. The best highway fuel economy we’ve seen so far, 32.4-mpg, was achieved on the flat and with cruise set at 72-mph. In city driving, the high mark for Duramax owners seems to be about 22-mpg, one tick below the EPA estimate.

Towing MPG Greatly Depends On The Load

How does the new GM fuel-sipper perform when hooked to a trailer? Well it can’t tow what the Ford or Ram can, weight-wise, but mid to upper teens tend to be realized with lighter loads (15-18 mpg), and 12 to 13-mpg when operating at (or over) GCWR. Similar to the F-150 crowd, some Duramax owners have noticed substantially increased DEF usage with a load behind them.

Ram 1500 EcoDiesel

4x4 Models Can Beat The Number

Knocking on the door of the Chevrolet, the 2020 Ram EcoDiesel is also capable of defying its designated EPA fuel economy ratings, at least according to our findings. We don’t have any 32-mpg averages to report, but it’s been proven that 4x4 models can beat the 24-mpg combined city and highway figure they were stamped with from the factory. In 50/50 driving, one crew cab owner is averaging 27.3-mpg, a second is seeing 26.1 and a third—whose city/highway split is more of a 60/40—is getting 26.0 mpg.

Ram Offers The Longest Range

The fact that four-wheel drive models can outperform their mileage label leads us to believe that the same might be possible on versions that are void of a front differential, and which are expected to achieve 32-mpg. This means that, thanks to an available 33-gallon tank, the new Ram EcoDiesel can potentially go 1,000 miles or more between fill-ups. Even with the Ram’s 3.92 axle ratio in the mix, a handful of Florida truck owners—who aren’t necessarily exposed to winter diesel blend or extended poor weather conditions—have noted fuel economy as low as 17-18 mpg in the city and 23-25 mpg combined, but as much as 31 mpg on the highway. Once again, cruising speed plays a big role in highway fuel economy, with 65-mpg generally yielding 30-31 mpg, but 80-mph producing 25-27 mpg.

If you’ve shopped for new tires for your truck or SUV lately, you may have noticed that some tire manufacturers offer an LT (Light Truck) and Hard Metric version of the same tire. Hard Metric (or P-Metric tires as they are often called) were originally intended for passenger cars (hence the P, in P-Metric). However, these are now commonplace for many modern trucks and SUVs. While the obvious difference between a Hard Metric and Light Truck tire is load rating, that’s only part of the story.

To understand just why the Hard Metric tire exists, and why it’s often the better choice over a Light Truck tire, we’re diving into the details that make the modern Hard Metric tire so different.   

Standard Equipment

Hard Metrics have been fairly common for the midsized truck and SUV market for some time. These days however, you’ll find them under ½-ton trucks and SUVs as well. The main reason for the swap at an OE level is that these tires are lighter and ride better over LT tires. So, if you are just looking to replace your tires with an OE size, you’ll want to double check your owner’s manual to see what requirements your vehicle calls for. Most replacement Hard Metrics you’ll find will be OE sizing. If you are looking to increase the size of the tire under your truck or SUV, you may find that LT is your only option.

Lighter Tires

The weight difference between a Hard Metric and Light Truck tire in the same size can be fairly substantial. For example, if a Hard Metric version is a full nine pounds lighter than the LT version, it’s the equivalent of pulling 220 pounds of sprung weight out of the vehicle. This can make a big difference in fuel economy and vehicle performance.  

Same Tread, Different Depth

Looking at a LT version next to a Hard Metric tire in the same size, it might be a little difficult to spot the difference. One of the more common differences is that the actual tread depth isn’t as deep on the Hard Metric as it is on the LT version. This depth change is very slight, but something that plays overall into the increased efficiency of the Hard Metric tire.

Load Capacity

The single biggest difference between a Light Truck and Hard Metric tire is load capacity. This is why you will not find a Hard Metric tire under a ¾- or 1-ton truck. Light Truck tires are designed to carry more weight. This is why they are heavier and are built with thicker sidewalls. If you’ve increased your vehicle's weight by adding on aftermarket accessories, it may be time to consider moving to a Light Truck tire. If your vehicle is still mostly stock, then replacing the tire with a Hard Metric equivalent is your best option to retain factory like performance.

Sidewall Differences

Light Truck tires are the mainstay in the off-road world. Those same thick sidewalls that help support heavy loads are an excellent defense again damage off-road. That being said, adding a Light Truck tire with a higher load rating can equate to a firmer ride on a vehicle that was originally designed with a lighter load rating. If you are planning on serious off-road adventures, then moving to a LT tire is advisable. If you’re only doing occasional or light off-road use, the Hard Metric version will be a better fit.

Tire Options

If you’re looking for a better looking and performing tire, but you want to keep the Hard Metric rating your vehicle called for, you do have a few good options. One of our favorite Hard Metric replacement tires is the Nitto Ridge Grappler. It’s a bit of hybrid tire, falling nicely between an all-terrain and mud-terrain tire. Going with the Hard Metric version of this tire allows you to retain the factory-recommend thresholds but get the increased on and off-road performance of the Ridge Grappler.

For the past five years FCA has established itself as purveyor of big time muscle machines, starting off with the introduction of the Charger and Challenger Hellcat back in 2015.

In the years since, the company has spread its supercharged 6.2 liter Hemi V8 to other vehicles including the Jeep Grand Cherokee Trackhawk and the recently announced Dodge Durango SRT Hellcat.

And pretty much ever since the Hellcat engine came onto the scene there’s been speculation on if and when the blown Hemi V8 would make into one of Ram’s pickup trucks.

With today’s debut of the 2021 Ram 1500 TRX, that wait is officially over. Long rumored to be in the works, the Ram TRX finally puts the Hellcat engine into a 4x4 pickup with some serious off-road chops.

Based on the 6.2L supercharged Hemi, it makes 702hp and 650 pound feet of torque in Ram TRX guise. That means more than enough power to get the TRX through any sort of terrain. On pavement, the truck will do 0-60 in 4.5 seconds and run the quarter mile in 12.9.

Along with a serious amount of horsepower, the TRX also comes loaded with off-road upgrades including a full-time active transfer case, a beefy Dana 60 rear axle with full floating hubs and an electronic locker.

The suspension uses Bilstein Black Hawk e2 adaptive performance shocks and the truck will have 11.8 inches of ground clearance and 13 inches of travel. 

The Hellcat engine will be mated to an eight-speed automatic transmission with four-wheel drive. Of course and there will be a number of different modes as part of the terrain select system that includes Normal, Wet/Snow, Off-road and Baja modes. And, with all of that power on tap, launch control is also standard. 

If the blown V8 wasn't enough to stand out from the crowd, the TRX's unique exterior will help do that. Outside you'll find a body that's 8 inches wider than other Ram 1500s, a giant functional hood scoop and an overall look that Ram describes as "mixed martial arts fighter in a tailored tuxedo."

Pricing for the TRX has not been announced, and there’s no reason to think it will be cheap. Not only that, but we can only imagine what the EPA fuel economy ratings might look like.

Nevertheless, it looks like Ram has succeeded in putting together the ultimate combination of high performance pickup with trail-ready weapon. Ram is already calling it the "quickest, fastest and most powerful mass-produced truck in the world." 

Naturally, Ford’s extremely popular F-150 Raptor is going to be seen as the primary competition for the TRX so we’ll be back shortly with a closer look at how these two top dog pickups compare with each other and how Ford might respond to this new threat. 

The Ford F-150 has been the best-selling vehicle in America for decades, and the current success of the full-size pickup can be traced back to a crucial turning point in the early 1990s. The ninth-generation F-150, which was produced between 1992 and 1996, merged the basic toughness, simplicity, and reliability that had come to define Ford pickups to that point with the modern features and drivetrains that were about to transform the entire truck market.

With its sleek looks, strong drivetrain choice, and sheer ubiquity, it's easy to understand why the ninth-gen Ford F-150 is well on its way to becoming a modern classic. Increasingly, collectors are looking for old school trucks they can actually enjoy from behind the wheel, and perhaps even pitch in from time to time with hauling or towing duties. As the last Ford pickup prior to the 'big rig' era when beds and bodies began to super-size, the '92-'96 F-150 is also easier to navigate through urban traffic (not to mention park) than any current full-size design.

Known as the 'Old Body Style' Ford to some (due to the fact that three-quarter and full-ton models would carry on with the same sheet metal well past the F-150's redesign for 1997), this Ford has become the perfect collector truck entry point for anyone who wants to snag an old school truck that's still practical and dependable enough to drive on a daily basis.

What’s Old Is New Again

Despite its new-for-'92 looks that included the first aerodynamic headlights ever installed in an F-150, as well as a rounded hood and bumper that wrapped around the front fenders, Ford's full-size truck was still riding on the same underpinnings that had been anchoring the pickup since 1980.

A dozen years of production might make it sound like the F-150 was long in the tooth by the time the ninth generation arrived on the scene. This, however, was a typical product cycle for full-size trucks of the era. In fact, Chevrolet had left the previous-gen C/K in showrooms for 16 years, and the Ford was actually younger than the current Dodge D Series/Ram at the time of its launch.

From a ride perspective, the F-150's chassis was still relatively smooth and offered respectable handling, considering that two-wheel drive models came with a twin I-beam front suspension setup that used coil springs and radius arms to locate the steering. Four-wheel drive trucks also offered an independent design, making use of a unique twin 'traction beam' that split a standard solid front drive axle in two and connected each half with a slip joint.

More importantly, the Ford F-150 had kept up to date under the hood. By now, every motor in the truck's line-up featured electronic fuel injection, starting from the unkillable 150 horsepower 4.9-liter inline six (which also produced up to 260 lb-ft of torque), all the way up to the range-topping 245 hp, 7.5-liter V8 (good for as much as 410 lb-ft of torque).

In between sat two popular V8s, a 185 to 205 horsepower 5.0 (depending on year) and a 210 horsepower 5.8 that upped the ante when it came to torque (throwing down as much as 325 lb-ft compared to the 5.0's 270 lb-ft). A manual 5-speed transmission was offered across most of the line-up, with the option of a 4-speed automatic. Diesel fans, too, could sample a range of 7.3-liter liter engines in F-250, F-350, and F-450 models, including the very first Power Stroke starting in 1994.

Crucial to classic truck fans is that the 1992-1996 Ford F-150 avoids the modular V8 engines that debuted with the following generation of pickups. Each of the above gas engines feature a simple pushrod design that is far easier to modify and maintain versus the overhead cam engines that were waiting in the wings.

Speed And Silk

Ninth-generation F-150s were also the first to offer what could be considered a luxury pickup trim level. Eddie Bauer was a familiar name to Ford SUV and van buyers, but it was all-new for full-size trucks when it appeared in 1995.

Although modest by today's swanky standards, it outfitted the vehicle with tinted windows, its own unique aluminum rims, power adjustments and assistance wherever possible, and a two-tone color scheme on the outside, among other accoutrements.

Ford would also take part in the early-'90s resurrection of the street truck by building the original F-150 Lightning.

Created in 1993 in response to the Chevrolet 454 SS, it hopped up the 5.8L engine to produce 240 horses and 340 lb-ft of torque, and snapped on an aggressive rear gear ratio to go with a stiffer, lowered suspension system.

Only 11,000 versions of the original Lightning were built by the time the model was dropped in 1995, but they remain affordable to collectors due to their relatively low profile.

Still A Bargain

With extended cabs and four-door crew cabs in the mix alongside short-box and long-box single cabs, the 1992-1996 Ford F-150 has a body style to match any classic truck fan's desires.

Combine that with the lure of Eddie Bauer comfort, Lightning performance, and of course a stout and dependable line-up of uncomplicated engines and transmissions, and the ninth-generation F-150 perfectly walks the line between just old enough to be interesting and just new enough to be hassle free.

Prices remain reasonable, and you can find great examples of the truck for between $5,000 and $10,000 all day long, but don't count on that remaining the case much longer as greater numbers of pickup fans start to clue in to what the last of the old school F-150s has to offer.

Horsepower, torque, tow ratings and payload capacities aren’t the only things that’ve gone hog wild on American pickups over the past three decades. To accommodate the ever more powerful engines that are required to meet the trucks’ perpetually-increasing capabilities, Ford, GM and Ram have had to upsize or increase the amount of heat exchangers stacked in front of their engines to keep them cool. Then, to ensure these auxiliary coolers see adequate airflow, the grilles in front of them have grown larger and larger—along with the badge in the middle.

So, is the larger identifier on the face of our trucks more of an in-your-face marketing ploy or simply an effort to keep the emblem proportional to grille size? No matter the case, the primary identifier on each of the Big Three’s trucks has evolved in both size and design over the years. Below, we’ll explore the evolution of Ford’s classic blue oval, Chevrolet’s time-tested bowtie and Dodge’s iconic ram logo.

Curious as to the progression of the badging on your favorite make? You can study the evolution of 25 of the biggest automotive manufacturer’s logos here.

Ford’s Original Blue Oval (1927-2002)

The classic Ford logo which first debuted in 1927 can be found on 75 years worth of the automaker’s vehicles. The cursive Ford name is enclosed by a thick white line that’s surrounded by a thin blue border. Above, a version of Ford’s original emblem is fastened to a 1997 model year F-350’s grille. It spans 4.75-inches wide and 2-inches in height—a far cry from the dimensions of the current emblems that are attached to its Super Duty. For comparison’s sake, on a 2015 model year F-350 the tailgate emblem alone measures 9-inches wide by 3.5-inches tall.

2003-Present

From a design standpoint, Ford’s logo was treated to an increase in lighting in 2003. This change contrasted the once dark blue background and, thanks to brightening up the lettering, made the Ford name much more pronounced. As for the real estate the emblem consumed, the upsizing of the blue oval was subtle at first. However, by the 2008 model year Super Duty you couldn’t miss it. Then when Ford’s grille size swelled even more on the 2011 trucks (along with the introduction of drastically thicker center bars), so did the emblem.

Chevrolet’s Golden Bowtie (1982-1994)

The Chevrolet bowtie (or gold cross) has been around since 1913, in one form or another, and you’d be surprised how many variations there are of this iconic symbol. Over the course of the last century, the Detroit-born auto maker has redesigned its logo at least nine different times. The version that was first introduced in 1982 is shown here, aboard a 1984 K5 Blazer.

Subtle Changes in ’95 and Y2K

During the GMT400’s tenure, two notable changes were made. In 1995 the cross shape was treated to some added definition and a slightly darker tone of gold. Then, in an effort to modernize its appearance, the bowtie became three-dimensional for the first time in the year 2000.

The Global Bowtie Badge

In 2004, the thin black outline surrounding the bowtie was phased out and all-gold was phased in. Additionally, the overall size of the emblem was upsized, albeit slightly (for now). This version of the Chevrolet logo is also known as the brand’s first global bowtie badge.

Global Bowtie 2.0

Bigger and bolder. As part of the logo redesign Chevrolet began work on in order to celebrate its 100th anniversary in 2011, this version was given a thicker silver frame while retaining the previous generation’s golden hue on the bowtie itself. In 2013, added texture brought one of the most recognizable brand logos to life even more.

What Happened to the Bowtie?

Not much bowtie evolution going on here… So what happened to the stand-alone gold cross that Chevy relied so heavily on for brand recognition for decades? We’re not sure what happened inside GM headquarters on this one, but it’s been blamed on everything from focus groups to the pressure for designers to somehow reinvent the wheel. However, all is not lost for traditionalists. You can still have a bowtie out front if you order your Silverado in High Country trim.

Dodge With A Ram (’94-‘02)

Dodge’s ram emblem wasn’t exactly new when it showed up on ’94 model trucks. In fact, the manufacturer had already begun reintroducing it on its cars in 1993—not to mention the fact that ram hood ornaments were used back in the 1930s and even class 8 trucks in the 70s. Located at the center and top of the grille on all second-gen Rams, red Dodge lettering (in all caps) sat above a chiseled rendition of a ram’s head.

Fourth-Gen Logo (’10-‘19)

During the grille change that occurred amid the ’02-’03 Ram body style redesign, the red-lettered Dodge name was removed from the logo but the size and location remained roughly the same through 2009. However, when the fourth-gen Rams debuted for 2010, a larger ram logo was present, and it’d been perfectly centered in the new (larger) grille. Things would remain this way until the next major overhaul of the Ram truck line took place.

RAM, And The Departure Of The Spirit Animal

On the latest generation of Ram trucks (i.e. fifth-gens), the ram emblem’s design didn’t exactly evolve. Rather, the mountain-dwelling, bighorn ram’s head was ditched altogether in a move that mirrors what Chevrolet has done with its Silverado. Love it or hate it, all signs point to a brand name being spelled out in all capital letters going forward. So now with Ram, Chevrolet and obviously GMC on board with this kind of logo design, what do you think they’re thinking over at the Ford camp?

There’s no better reason to build a custom truck than for the sheer passion of having something cool to drive around town. That’s as pure as it gets. There was no ulterior motive here to turn and burn this ’58 Chevy Apache or shoot for the cover of a magazine or anything like that. Brian Lee from Westminster, California has always been into trucks, and usually has some type of project going at all times, with the last couple years being no exception.

C10 Alternative

With the continuing popularity of C10 pickups builds, it’s refreshing to see other classic Chevy model haulers being fabricated for show, or as in this case, everyday cruising purposes. Brian knew right away what he wanted out of his latest project. He purposely sought out a truck that would be a minority in the crowd. The frequency of 1950’s model Bow Tie pickups making their way back onto the streets is no doubt far lower than C10s, but Brian still set out to go against the grain and build something slightly different from the norm.

The Search

The process of finding a good project truck isn’t too tough these days, given the many social media outlets at our disposal, but locating one in bone stock condition anywhere is how things get tricky. Luckily, Brian had his sights set on an Apache that had the best of both worlds, modern performance with the looks and feel of a vintage truck. “When I purchased my Apache, it was already sitting on a static drop, but I had planned to change that up eventually,” says Brian. “I also like the look of patina, and wanted to go that route instead of a shiny, sparkly paint job. The previous owner of the truck had already given the truck’s surface a faux weathered look, so that was just one less thing I needed to address when working on it.”

Laying it Down

Brian was looking forward to working on the truck on his own time and in his own garage. He knew there would be a couple small jobs he’d have to outsource at some point, but he planned to be as hands-on as possible during the transformation of his Apache. Some of the existing static drop components were utilized in the suspension overhaul, but Brian did source quite a bit of fabrication/air ride parts from ThorBros.com, GSI Fabrication and PorterBuilt. Although Brian might try to incorporate a complete, fully engineered chassis in his next build, he’ll be quick to admit that the modified ’58 Apache frame came out pretty killer.

Rolling Attire

The new suspension setup was much more in tune with what he was looking for, and the adjustable height air system would give Brian the ability to lay the truck out over the 20x8 Detroit Steel Wheels that have been covered in 245/35ZR20 Nitto NT555 G2 tires. Brian made it a point to select a quality wheel selection, and match them with a set of Nitto rubber that would allow the truck to handle like a dream while cruising the SoCal streets, which is exactly what the NT555 G2 ultra high performance tires have to offer.

Old School Power

To round out the Apache’s other custom touches, Brian wrapped up the exterior with a hinged custom oak plank bed floor that allows plenty of access to the air ride components lurking below. Also hiding just beneath the hood is a healthy and well-accessorized Chevy 350ci small block that serves the truck well, as it is dependable and delivers enough power to make things interesting when on the road. Brian did have to bite the bullet and take the truck to the shop to have a Magnaflow muffler added to the exhaust system—one of the few mods that wasn’t done with his own hands. Even still, Brian’s Chevy marks all the boxes on the checklist without going crazy over-the-top, which represents the Apache’s true beauty. While this old pickup is heavily customized, its style is accessible and attainable for most everyday builders.

Cockpit for Cruising

Since Brian planned on actually driving his Apache around town or to shows every now and then, he figured that the interior should be as clean as the rest of the truck. From the newly upholstered bench seat, painted dash, fresh carpet and just the right amount of billet accessories, there’s no reason not to want to spend time behind the Forever Sharp steering wheel. Just like the styling of the rest of Brian’s Apache, the cab is cool, clean and subtly outfitted for timeless appeal.

All Hands on Deck

During his spare time over a 2-year period, Brian was able to put the finishing touches on his ’58 Apache and has begun the stages of enjoying the fruits of his labor. While he was ultimately successful in breaking the mold of building yet another C10, he kept the overall aesthetic of his truck as classic as can be. For a guy who prefers to work with his hands, the process of improving on a previously customized vehicle was almost therapeutic for Brian. While there is always room for further improvement, the Apache will more than likely remain just how it is for years to come, unless Brian gets bored of it, which is highly doubtful. There is always a chance there’s a fresh project in the works in the future, so keep an eye on Brian to see what he cooks up next.

Ah yes, concept cars. We've all seen them—either online, in a magazine or maybe in person at an auto show. We've probably drooled over them and speculated about them endlessly over the decades.

And, all too many times, there comes the disappointment when a super-cool looking concept car becomes a watered down bummer by the time it reaches production.

Yet there are some notable exceptions to this pattern with cars—with the occasional vehicle that seemingly goes right from the concept stage to the showroom with minimal changes. The Chevrolet SSR is certainly one of them.

History of the Chevy SSR

It was over 20 years ago when the SSR first appeared in the form of a concept car at the 2000 Detroit Auto Show. Riding on the retro wave created by cars like the Volkswagen New Beetle, Chrysler PT Cruiser and Ford Thunderbird the SSR looked back to the 1947-'52 Chevy truck for its styling inspiration.

SSR stood for "Super Sport Roadster" and rather the being a traditional pickup, it was a sleek hybrid of a sports car and truck with a power retractable top and a covered bed.

Concept to Production

Despite being an extremely niche vehicle, the SSR was given the green light for production, and it arrived in showrooms looking very much like the concept.

Beneath its heavily styled, retro skin sat a version of the platform used by the Chevy Trailblazer SUV and a 5.3 liter V8 came standard making 300 hp mated to an automatic transmission.

Interestingly, at the time it was introduced there was no Camaro in the Chevy lineup so the SSR stood alongside the Corvette as one of Chevy's major performance vehicles.

That performance was much improved for the 2005 model year when the 5.3 V8 was replaced by the 6.0 liter LS2 engine, adding nearly 100 horsepower.

Better yet, a six-speed manual transmission become available, with manual versions getting a slight bump in horsepower compared to their manual counterparts.

With both a high starting price above $40,000 and a rather impractical layout, the SSR was never destined to be a sales hit. Approximately 24,000 examples were sold between for the 2004-2006 model years.

Production of the SSR ended in 2006 when GM closed its Lansing Craft Center factory in Michigan, which had been the production site of numerous speciality vehicles over the years including the infamous EV1 electric car.

Modern Classic

Today SSRs usually sell for between $15,000 and $25,000 depending on the year and condition with the LS2-powered examples naturally commanding more.

Unlike most of the cars of the era, the SSR doesn't look dated thanks to its retro style and it's still striking when you see one in the wild.

Whether or not you like the SSR's heavy retro look or form over function approach, it will surely go down in history as one of the most unique vehicles GM has ever built.

And we wouldn't be surprised at all to see this retro machine earn appreciation as a bonafide classic in the coming years.

We're back at Chuckwalla Valley Raceway for another episode of Driver Battles, this time featuring Scott Dukeshire and his 2011 BMW E90 M3 going head to head against Willem Drees and his 2009 Lexus IS-F.

This isn’t Scott’s first time on Driver Battles. In 2018, he raced his Porsche 996 turbo to victory against an R32 Skyline GT-R. However, his competitor currently holds the naturally-aspirated front-wheel drive record at Chuckwalla in another vehicle. Both know how to get the most out of their cars, but who has the edge? (Click here to go straight to the video)

Scott's BMW E90 M3

Starting with Scott, his M3 has seen a few small but impactful modifications. To help the 4.0L V8 engine breathe better is a Macht Schnell intake, along with a Megan Racing muffler. For stopping and cornering, he added Swift lowering springs and Project MU Club racer pads. Of course, it has new wheels and tires, as well, with Volk Racing ZE40 wheels and ultra-grippy Nitto NT01 tires.

Willem's Lexus IS-F

Willem’s IS-F is overall similarly upgraded to Scott’s M3, but with a few differences thrown in. The IS-F has been updated to a Koyorad 48mm radiator to keep its V8 engine cool. His car has also seen upgrades to the suspension and brakes, with KW V3 coilovers, RR Racing lower control arm bushings and Project MW HC+ brake pads. On top of having Advan TC4 wheels, Willem is also running track-focused D.O.T. approved Nitto NT01 tires, so this should be a fair fight. The main difference between the two cars comes down to aero, with Willem sporting an Alpheyga GT4 carbon lip.

Luxury Sports Car Battle: Who's Got the Advantage?

While the horsepower numbers between the cars are similar, with Scott’s M3 putting out 414 and Willem’s IS-F putting out 416, Willem has a slight advantage in torque, with the IS-F’s 317 lb-ft comparing to the M3’s 295. This one very well might come down to driver skill and cornering ability.

Where to Watch the Battle Unfold

See who comes out on top in this episode of Driver Battles by clicking here, and subscribe to Driving Line’s YouTube channel to watch every battle play out on the track, dirt and dragstrip.

Whether you are brand loyalist or a neutral participant, when two carmakers go at it head to head, it’s always the consumer, and often the enthusiast who wins in the end.

And while you may have thought Bronco vs Wrangler was the big fight going on between Ford and FCA, the recent reveal of the 2021 Ram 1500 TRX has started another battle: RAM TRX vs Ford Raptor.

From the moment we caught word that Ram was developing a high horsepower, off-road pickup it was clear that Ford’s ultra popular F-150 Raptor was going to be set firmly in its sights.

Blown V8 vs Twin Turbo V6

In a lot of ways the Raptor and TRX are quite similar, based on half-ton 4x4 pickups but extensively upgraded to handle all matter of terrain and with extra horsepower under the hood.

Yet it seems Ram and Ford each have different ideas of what extra power means with the 2020 Raptor making 450hp and 510 pound feet of torque from its 3.5L twin turbo EcoBoost engine.

The TRX on the other hand makes 702 horses and 650 pound feet of torque from its supercharged 6.2 liter Hemi V8. So while the Raptor is still a very quick truck by normal standards, it just can’t compete with the TRX in terms of speed.

The Value Question

That speed comes at a cost. And aside from horsepower and torque, the biggest difference between the Raptor and the TRX is going to be the price.

Ram has announced the 2021 TRX will have a starting MSRP around $71,000, while the 2020 Raptor starts out around $54,000 for the smaller SuperCab model.

The TRX, meanwhile will only be offered with a full crew cab. Whether the extra couple hundred horsepower and the V8 sound is worth it will be up for the buyer to decide.

The Next Gen Raptor

When comparing the TRX to the Raptor, it’s important to point out the current generation Raptor is on its way out, soon to be replaced by a version based on the all new 2021 F-150.

While Ford has yet to reveal the 2021 Raptor, it’s bound to pack some improvements over the 2020 model even if we don’t yet know what they are. We do know that the 3.5 liter EcoBoost engine is still expected to carry over as the base engine.

There has, however, been speculation that a higher powered Raptor will be offered, likely powered by the supercharged 5.2 liter V8 from the Shelby GT500 Mustang. With the TRX breathing down its neck, Ford may have the motivation it needs to build a blown V8 Raptor.

A Battle for the Ages

As with the Bronco and Wrangler, the fight between these off-road pickups might just getting be starting, and we imagine there will be additional variants of each to come.

Should there be a market, Ram could easily make a less expensive TRX that’s powered by the naturally aspirated 6.4 liter Hemi that would compete more directly with the EcoBoost Raptor in price.

Now we just have to wait for Chevy to get in the mix with a radical version of the Silverado powered by the blown V8 from the Camaro ZL1 and we’ll have a real big-three battle on our hands.