Every car enthusiast niche is unique – some build theirs for show, others for the drag strip, still others for dirt and then there’s those of us that just plain like to drive them. Which means they may not be the best looking or the best performing, but when it comes to enjoyment they’re high mileage. It’s what I look for whenever I drive a car and luckily Southern California provides plenty of amazing cars to sample and fantastic roads to drive them on.

Which is how I came to find myself swapping the keys of my ’55 Studebaker for that of an “Eleanor” Mustang for an afternoon of driving canyon roads off the 118. To make the day even better, Motorhead Mama was there to join in the fun! Two gearhead gals and one hopped up pony car… what could possibly go wrong?

The Only Officially Licensed Eleanor Mustang

The only Officially Licensed “Gone in 60 Seconds” Eleanor Mustang is produced by Fusion Motor Company and is built to spec in Los Angeles. For those young kids reading, if you haven’t seen the original 1974 “Gone in 60 Seconds” or the Nick Cage 2000 remake… go watch them now. While I’m partial to the original version, mostly owing to its 40-minute chase scene around Long Beach and surrounding areas, its 1973 Mustang hasn’t gone down in history as many Mustang enthusiast’s favorite model. For the 2000-version movie, they chose the more classic 1967 Mustang Fastback and gave the original Eleanor a facelift.

There are surely some homegrown builders who’ve attempted to recreate this iconic car in their own garages, and thumbs up to them for trying. After seeing the build facilities, talking to Fusion’s founder, Yoel Wazana, and driving one for myself, I’d much rather trust Fusion to work their magic in recreating the Eleanor than play hit-and-miss on my own. Because, like any hot rod tinkerer would know, building hot rods never goes as planned. Kits are never just “bolt on” and if you want your parts to play nicely together you better choose them very carefully. Yoel Wazana once-upon-a-time owned an Eleanor built by someone else and he knew he could do it better. What he's done is created a top-quality build that is true to the movie and true to what a modern enthusiast would love to drive.

What Fusion has done is take all of the guess work out of that process by perfecting it for you. They’ve done the trial and error, figured out what works best, manufactured certain things from scratch and ended up making one helluva Mustang that retains its classic Mustang characteristics while perfecting it all around.

Beginning with an original ’67-68 body, Fusion Motor Company gets to work, starting with the chassis and body. The suspension gets a huge upgrade, the shock towers are deleted making way for coilovers and a full 4-link rear set-up by Detroit Speed. The powerplant gets modernized with a Roush Coyote V8 available in a number of different configurations. The version we drove was the “basic” Roush Coyote churning out 430 hp backed up to a Tremec 5-speed.

Fusion's Eleanor is Like a Perfect '67 Mustang... But Better

Before getting Eleanor onto the twisty roads of Box Canyon, Motorhead Mama and I had to back out of Fusion’s parking lot. Getting in any manual car, there’s always that first acceleration where you’re trying to find the clutch balance. As this was a reverse situation, I grimaced a little at the pressure I felt as the Fusion guys watched me navigate this new-to-me ride. The Roush Coyote was already singing a glorious tune of rumble and responded quickly as soon as the clutch pedal found its sweet spot. With just one incidence of letting the car die, we were out on the road. It didn’t take us long to feel confident with the clutch trigger and we were upshifting like a boss while Eleanor’s ownership of the road was emitting girly squeals from both passenger and driver.

Stoplights elicited surprised looks from males, not expecting to see two ladies inside such a classic beast. Getting it to the freeway enabled us to truly open it up, and boy did she go. The neat thing about older cars is that you don’t need a supercar to have fun. Eleanor felt fully 1967 Mustang while at the same time having the suspension, power and stability to make us feel confident behind the wheel with smiles glued on. As Motorhead Mama put it, “Fusions take on the Eleanor is like that older girl in high school that everyone wants to get with. She turns heads, you can't miss her in a crowd and everyone is quick to judge her. But in reality, we're all jealous because she's the perfect combination of experience and performance while being as fun as possible.”

With Box Canyon being a milder canyon road, it’s twisty bits provided plenty of fun for what Eleanor was meant for. She’s not going to carve turns like a Ferrari, but she’s going to give you the driving experience of true vintage American muscle. The suspension and Nittos kept you grounded just enough, but you still felt the threat of the rear-end on the edge… which is just what makes the ride exciting.

After taking my turn driving I handed the keys over to Motorhead Mama, but wished I could just keep going. The interior on our version was the base model, which means a fully appointed sound system and air conditioning while the seats and door panels were show-room quality stock.

The wood steering wheel and old-style bucket seats feel just right, with extra touches like the “Go-Baby-Go” shift knob button and custom gauges going the distance to remind you you’re sitting in something special.

Off we went again, with the Eleanor sending us into laughing fits and girly squeals, proving that girls really do have more fun… especially when we’re driving an Eleanor. If you want a piece of the fun we had in Fusion Motor Company’s Eleanor Mustang, build your own on their website or stop by Fusion Luxury Motorsports in Chatsworth, California.

Secret’s out – Driving Line is at SEMA Show 2016! Hopefully you’ve caught our awesome #HuracanDrift project we’ve been working on at the Nitto Tire booth, where that same Lamborghini is on display? Or maybe you’ve seen our latest issue featuring Vaughn Gittin Jr. (#VGJ2016) and Florida Georgia Line (#FGL2016)? How about Vaughn’s new Bronco Buggy at the Ford Performance booth who we are partnering with this year? For those at home, we want to bring you an experience not everyone gets. For those with us at the show, we want you to catch what you might have missed at this massive convention center, and hopefully make you laugh a little.

It’s not too late to keep up with us as we continue to bring you an insider’s look at SEMA Show 2016. Just stay tuned to all of our social channels!

(Photos by: Byron Yoshida)

We've been out in the desert all week (Las Vegas, Nevada, that is) for the SEMA Show 2016, but that ain't the only desert worth visiting. Mel Wade hit up the dunes of Johnson Valley, California, in his Off Road Evolution Jeep Wrangler, and you KNOW you want ride along. How did his Nitto Trail Grapplers handle that sandy, hilly terrain? Find out in the 360 virtual reality video above!

See a different leg of the SoCal desert in another 360° ride-along with Mel Wade.

You’ve seen him on Unique Rides customizing celebrities’ vehicles to match their star-studded personalities. Now Will Castro is here SEMA Show 2016. The Long Island native has come a long way and has proven he’s got an eye for creating one-of-a-kind vehicles, so let’s have a quick talk as he shows us around his brand new Jeep build.

What happens when you bring an X Games athlete to SEMA Show? Find out tomorrow when we cruise around with Coco Zurita.

Rocky road isn’t just an ice cream flavor; it’s a way of life for some people. If you want to see some of the best in the automotive world, you’re at the right place. This is the time of the year when the biggest and baddest Jeep and 4x4 monsters all get together in the desert known as Las Vegas, Nevada. Just in case you’re into big trucks but would rather take it to the streets than the rocks, we have some of those for you too. All we know is if it’s lifted, we love it!

Whether off-road is life or you’re here to keep on truckin’, we have it all for you in today’s recap gallery.

(Photos by: Byron Yoshida)

Aside from the newly created Outlaw Diesel Super Series (ODSS), the National Hot Rod Diesel Association (NHRDA) is the only diesel-centric organization that hosts a grand finale to close out its racing season. Each year, a busy event schedule that spans across the U.S. (and even into Canada) culminates in an ultra-competitive, everything-on-the-line-style drag race. Fittingly enough, the NHRDA’s biggest event takes place in Texas. Specifically, the quarter-mile Texas Motorplex facility in Ennis, just outside Dallas.

This year’s NHRDA World Finals saw mid-to-high 6-second passes from the dragsters in the Top Diesel class, mid 7’s in Pro Stock, mid 8’s in Pro Street and low 9's in the Super Street class. Just as impressive were the mid 11's put up by the 10,000-lb big rigs in the Hot Rod Semi category, along with great side-by-side 10.90 and 11.90 Index racing. Then just before nightfall, the points champions were crowned, and the 2016 NHRDA racing season was laid to rest.

Check out all the season finale highlights below.

Too Fast

Blasting down the track to the tune of an 8.40 at 167 mph was Dustin Jackson in this triple-turbo, Cummins-powered, first-generation Ford Lightning. Unfortunately, the pass was too quick for what the truck’s chassis was certified for (8.50), so Jackson was not allowed to continue racing. Look for this old-school Ford to have an updated (certified) chassis by the start of next season and watch the pass that got Dustin into trouble.

Top Diesel Champion

Wade Moody and his Flo-Pro-sponsored Duramax-powered rail had a busy 2016. Not only did Moody travel the country to follow a good portion of the NHRDA circuit, but he pulled off the first 6-second quarter-mile pass ever made under the power of a Duramax engine. His dedication and driving ability landed him the win at the World Finals with a 6.97 at 197 mph, as well as the championship trophy in the NHRDA’s Top Diesel class.

214 MPH

Taking the runner-up spot in the Top Diesel class was the Scheid Diesel rail. After a 6.65-second pass at a blazing 214 mph gave them the number one qualifier position, the rail unfortunately wasn’t able to make it down the track in the final round.

The Batmobile

G&J Diesel’s MBRP-sponsored 1941 Willys Americar is one of the most unique vehicles on the diesel drag racing scene. The Duramax-powered Willys, nicknamed the Batmobile, was piloted by Jarid Vollmer in 2016 and would take home top honors in the NHRDA’s Pro Stock class. On its last run of the year, the Willy’s stormed through the 1320 in 7.57 seconds at 184 mph.

Pro Street Winner

Hailing from nearby Seminole, Texas, Aaron Wiebe would take home the win in the Pro Street class. His lightweight, ’99 Chevy half-ton sports a nasty, compound turbo’d Duramax under the hood and runs low 10’s in the quarter-mile. In the final round of the day, Wiebe’s 10.12-second pass would beat out Lavon Miller’s 8-second-capable Dodge due to a shifting issue.

Super Street Champion

Based out of San Antonio, Texas, Chris Buhidar and his triple-turbo, Cummins-powered ’00 F-350 traveled tens of thousands of miles in order to compete in the NHRDA’s nation-wide points series in 2016. In the end, he would not only secure the 2016 Super Street championship, but he would top it off with a win here at the World Finals thanks to a 9.44-second pass at 150 mph in the final.

11-Second “Work Truck”

Larry Brown’s 2007 Dodge is impressive to say the least. At first glance, it appears to be just another work truck, but it’s far from it. The flat bed Ram churns out consistent high 11’s, hence its competitiveness in the 11.90 Index (Super Diesel) class. While Brown would be on the losing end of a double-breakout scenario in the final round (11.85 to an 11.86), he would go on to win the Sportsman class before the day was through. For the season, he wound up Third in points in the Super Diesel category.

Sportsman Champion

Finishing the season with an exclamation point, Scott McKinstry would put up the number one qualifier position in the Sportsman class. His compound turbo’d LMM Duramax Silverado is as dialed in as any truck we’ve seen, and he locked up the 2016 Sportsman Championship at Ennis.

Hot Rod Kenworth

After making an impressive pass during qualifying, Gord Cooper’s ’68 Kenworth cruised through eliminations and wound up in the final round, pitted against Jim Disher. Saving the truck’s quickest pass for the finals, the big KW rocketed to an 11.48-second quarter-mile sprint at 116 mph for the win.

Big Rig Bracket & Hot Rod Semi Champion

Between attending seven (of 10) NHRDA events and racking up multiple wins in 2016, the Disher family (which campaigns several hopped up semis) definitely made their presence known in the big rig classes. Jim Disher’s ’71 Kenworth would win the Big Rig Bracket class at the World Finals, as well as take home the points title in both the Big Rig Bracket and Hot Rod Semi classes for the year. In the photo shown, Charnie Disher’s ’52 Kenworth can be seen doing what it does best: big, smoky burnouts.

Pro Stock Champion

On the sled pulling side of things, Jim Greenway trekked down from Nixa, Missouri, to wrap up the Pro Stock Class title. His cut-tired Dodge would yank the iron sled 335 feet, placing more than 18-feet on Second Place, which handily secured him the points lead. Jim would also compete in the mega-horsepower Super Stock class, where he finished within one inch of First Place.

Limited Pro Stock Champion

Vanessa Hyndman piloted her ’03 Dodge into the winner’s circle of the Limited Pro Stock class with a 342-foot effort. Thanks to being a regular competitor on the NHRDA circuit in 2016, she also laid claim to the overall points win. This marks the first time a woman has ever been crowned a Champion within the NHRDA.

(Unmarked photos courtesy of the National Hot Rod Diesel Association)

Want to see more 9-second diesels? Check out more of our NHRDA coverage.

Francisco “Coco” Zurita might be better known for his bike control in BMX competitions during the X Games, but what others might not know is that he’s just like one of us – a car guy! We caught up with Coco at the GReddy booth and ended up to the spot where he is displaying his very own mean wide body Nissan GTR. He isn’t just in love with two-wheel thrills; he’s also got a thing for four-wheel goodness as he shows us around the SEMA Show floor and picks out some of his personal favorites.

This wraps up our LIVE check-ins with some of the industry’s biggest influencers as we get their perspectives at the SEMA Show. In case you missed any of them, find out what Vaughn Gittin Jr., Aaron Kaufman and Will Castro thought about the show this year.

We are dead tired from an entire week at SEMA Show 2016, but it’s a good kind of tired, because we were able to see so many cars on another level. This might be the end year, the Super Bowl of the automotive show scene, but the builds from this year’s SEMA have raised the bar for next year. They’re all here, from imports to domestics. If it goes “vroom!” we go “woo!”

This about wraps it up for SEMA Show 2016. Be sure to catch up on any of our SEMA coverage you might have missed at DRIVINGLINE.com/SEMA.

Sharing the same spark as many brilliant ideas, the “Enviate” was originally dreamt up by two friends in a hot tub. Over the next four years it would morph into the super-aero Batmobile-hopped-up-on-steriods that you see here. Northern Michigan resident Cody Loveland is the owner, founder and lead fabricator of Lovefab. It’s his shop that is the birthplace of this savagely sexy, 1,200-bhp hill-climbing monster.

The car had quite the journey to get to where it is today. Thanks to Loveland’s skills, his team’s dedication and the sponsors who make it all possible, this racecar has turned from concept to reality and is designed specifically for climbing 14,115-feet into the highest summit of the southern Rocky Mountains during the Pikes Peak International Hill Climb.

But wait. Before getting into the nitty-gritty of this beast’s present insanity, a proper overview of its intense, fiery history is in order.

The Enviate Began with the Unexpected

It all started with Loveland’s daily driver and shop car, a 1991 Acura NSX that was the prime nominee to take on high-elevations and treacherous corners. By the time the 2012 Pikes Peak Hill Climb rolled around, the car, then known as the PPHC NSX, was still street-legal and (mostly) stock - chassis, engine and all. The only noticeably non-OEM additions were the massive wings that Loveland bolted to it for an aero effect. You know, to keep the tires firmly on the pavement.

Before Loveland knew it, the time came to test his craftsmanship. “After six months of planning, fabricating, testing, breaking and thrashing-to-repair, I still wasn’t certain that it would run at a 13,000-ft elevation,” he said. But up the hill he went full throttle, his knuckles white for good reason.

On the second practice day, Loveland’s fans were horrified to see the NSX (quite literally) fly off of the hill at 60-mph. Despite the damages and a few bruises, Loveland never lost hope. He and team underwent a 24-hour thrash session to rebuild, then braved the angry mountain once again. This time, Loveland made it to the finish, but his need for speed is real, and it wasn’t nearly fast enough.

Simply reaching the summit of Pikes Peak was an achievement all on its own, especially considering several of the fastest qualifiers never crossed the finish line, the entire Unlimited Class had either crashed or succumbed to mechanical failures. The determined rookies stood on the podium to claim their 2nd place trophy, but once Loveland got home, he went right back to work.

The Enviate is Born

Everyone knows cars need names, and Loveland’s NSX with a V-8 engine earned its title in 2013. Loveland said with a quizzical smile, “If you combine ‘NSX’ and ‘V-8’ you get ‘NV8’. All spelled out, it is the Enviate. Get it?”

Thanks to Lovefab’s sponsors, it was also the year that Loveland’s team upped the ante….

The first-generation Enviate was built from the previous NSX’s remains. When everything was said and done, the subframes and suspension were the only remaining OEM components. The main goal? Drop as much weight as possible from the original 2,500-lbs. To do this, Loveland built a jig from a production vehicle’s tub with lightweight 1-3/8” chromoly tube, which shed 200-lbs while retaining the car’s geometry.

After the subframe’s bolt locations were constructed, the car earned its wheels. Next, the LS1 V-8 engine and transmission was fitted to the chassis, then the team moved on to the body. Aside from the Pike’s Peak mandated 1/8" aluminum skid plate beneath the driver, the remaining body panels were carbon fiber. The wiring, tuning and testing was wrapped up in time to compete in the 2013 Pikes Peak International Hill Climb. The Enviate’s final weight? 2300-lbs. Mission accomplished. At least for the time being.

Up in Flames

The Enviate’s engine roared to life at the bottom of the hill. Loveland shifted into gear and took off like a rocket around the first corner, but just as he thought all of his hard work was about to pay off, the car veered into a wall of boulders and trees at 80-plus-mph. Spectators panicked until Loveland was seen running out and away from the vehicle, mostly unscathed. The Enviate was engulfed in flames just as he had gotten clear of it. It burned for three minutes while he helplessly watched the heartbreaking scene.

After further inspection, the crash ironically was the result of the OEM rear-upper control arm failing. Now two crashes into his PPIHC aspirations, Loveland persevered, holding onto the hope that maybe, just maybe, the Enviate could be repaired again.

The Enviate’s Resurrection

It was no quick fix. The damage from the crash was irreversible. Body, frame and chassis were chopped off and completely re-built. Instead of feeling defeated, Loveland saw this as another chance to make the Enviate even more insane.

“Life got in the way and it took two years to build the reincarnation,” explained Loveland. “But now it has more power, is expertly aerodynamic, and the overall weight has dropped to 2,050-lbs.”

Blend the featherweight second-generation Enviate’s body with a 1,200-hp twin-turbo V-8, 1000ft-lbs of torque, and four-tons of downforce at 150-mph, and you have yourself a mountain-eating mutant-on-wheels with the power of a Hennessey Venom GT.

Loveland wasn’t about to re-live the Enviate’s darkest day. The suspension was completely overhauled. Pushrod-actuated QA1 coilovers provide independent damping and roll control, and a third center shock supports the downforces punishing weight. Formula One engineer Sebastien Lamour developed the stunning aerodynamics, while Loveland and crew made it all happen in the shop with their bare hands. “We have about 500 hours into the carbon fiber work alone,” Loveland said.

The Enviate has been reborn and it‘s as if an NSX, Formula One car and a Falcon F7 went all-in during a daring midnight Jack Daniels overindulgence, and nine-months later… Oh, baby! This drunken byproduct’s swift, compact platform makes it the perfect machine for dominating the winding, unforgiving and ever-changing Pikes Peak Mountain.

As of this date, NSX wheel bearings are the only stock NSX part remaining, knock on wood.

It’s Alive! Enviate Test Run

While testing, tuning and other random adjustments are a continuous task, everything is running smoothly as the Enviate prepares for Pikes Peak International Hill Climb 2017. The latest test run took place during the Empire Hill Climb Revival, which is comparable to a mini-Pikes Peak, minus the high elevation, varying weather conditions and intimidating drop-offs.

Loveland’s only goals were to gain seat time and keep it on the road. He didn’t expect a 1^st place class win and 3^rd overall. “I fought to keep grip over the entire course, with data logs showing over 50% of the run banging off the traction control,” Loveland exclaimed.

Loveland and team are consistently racing towards record-setting madness. Their estimate for a Pikes Peak eight-minute run isn’t unreasonable, but the mountain is unforgiving - the unpredictable weather varies from rain to sleet to snow, the surface is mostly unmaintained and the drops are miles deep. “Paul Gerrard will take the wheel of the Enviate while I attempt to flog the Torquezillion, another Lovefab build,” he stated.

The next venture up the slope is planned for 2017, pending invitation from the PPIHC, which just may be the answer to Loveland’s hard-earned dream, in honor of his late friend Matthew Noble Parker, the friend who Loveland shared this vision with in that hot tub five years ago.

(Click for moving gif)

Will the third time be a charm? Subscribe to Driving Line's twice monthly newsletter so you don't miss the follow-up article when Loveland takes on PPIHC 2017 in June.

You’ve heard it before, and you’ve seen it on Driving Line: the invention of white LEDs (a derivative of blue LEDs, for which two guys won the Nobel Prize) has meant high-flying, tree-frying candlepower, which is now accessible to everyone. The necessary shape of LED lighting, however, means that installation often requires planning. Light placement is critical to get the illumination you need that doesn’t interfere with your off-road experience.

We had encountered a darkness that our existing candles couldn’t handle: big desert rocks and dunes. While not singularly challenging, the combination of an underpowered Toyota 4Runner with high sand necessitated running starts. We'd been having a hard time seeing where we were going. Back at camp, we spelled out the requirements of our lighting needs:

1. Lights powerful enough that we would never need more.
2. Powerful lighting that wouldn't stress out the 20-year-old 4Runner’s electrical system.
3. Low-profile lighting that wouldn't look excessive on a low-profile truck.
4. Fitment that could be removed because, despite its awesomeness, this 4Runner would be occasionally left at the airport for a day or three.
5. Quality lighting that, once built, wouldn't need repairs or replacement.

Powerful lighting meant HID, LED or large halogen-based bulbs. We ruled out halogens because of the draw they would require to be awesome. HIDs weren't an option due to their cost and the fact that most use a traditional round reflector, requiring high-profile installation that wouldn’t fit in the garage.

Modular placement? Construct a light bar that would let the lights mount on the removable factory 4Runner roof rack. Quality? We've had good fortune with PIAA lighting in the past; the company offers multiple-length LED bars that can be combined to make a fitted light bar (plus, it means buying from an American-manufactured brand and avoiding knockoff brands.

Using factory Toyota roof racks to support the fitment of big PIAA LEDs made for a low-profile installation that was powerful, subtle and removable.

The PIAA RF18s are designed to accommodate several installation avenues, including bolting through the end-cap or with the highly adjustable multipoint 90-degree L-bracket pictured here.

Fabrication genius Mark Fageol, the maker of Fageol Superchargers and a truckload of other cool bits, took a few minutes of his time to turn some steel scrap he had laying around into an excellent OE-adapted rack for the PIAA light bar.

We tested fitment of the Fageol-fabbed rack in the raw to ensure suitability before it went to Powder1 for coating. The oddly shaped tabs were supercharger pulley brackets in a previous life.

Once bolted in place, the PIAA LEDs hovered a centimeter from the roofline of the filthy 4Runner. Note that to use the PIAA bars with the OE brackets, we mounted them upside-down. Our friends at PIAA said this was cool, but might alter the light pattern slightly.

After we made certain the light bar wouldn't need any additional modifications, we sent it off to powder coat. Once back, we assembled the bar and found the PIAAs hang between the factory roof rack’s end-caps with about five millimeters to spare. Design options like this are possible because of the multiple PIAA bar sizes. Modular fitment makes builders happy. 

On the wiring side of this adventure, remember to disassemble a step further than necessary; you're less likely to break parts if you remove them first. The 4Runner’s one-piece roof liner is a prime example of this: we pulled at least five handholds just to get it to droop this far.

The Toyota’s roofline at the windshield has a boxed section that made a perfect place to park the PIAA-supplied harnesses. We filed down a number of sharp screws and sleeved every wire that could qualify as vulnerable. As the red power wire – stranded 12-gauge, shared by both PIAA harnesses – ran forward and down the A-pillar, the power lead for the driver’s side light bar was routed back between the header and the sunroof housing.

Both main leads – 12-volt power and the ground – were run back to the battery through the A-pillar (per PIAA’s preference for power at the battery), a simpler option than routing both harnesses that way separately.

We used the useless drop-down hatch in the 4Runner’s moonroof header to hide the PIAA-supplied switches. With a little nibbling and routing, both lined up and were subsequently two-sided into place.

Using the factory rack-rail locating holes in the roof (which the rails didn’t miss), we slipped the PIAA LED power leads through, one to a side. The plugs had to come off. Because the PIAA leads are so long, they needed shortening; we had to clip and reconnect the plugs anyway.

This Optima YellowTop Battery is great for powering high-draw electrical equipment on the trail. While LEDs have less amp-draw, a hard-working trail rig will still have a winch and compressor that needs driving. Don’t let a shallow battery strand you. (Learn about OPTIMA's Digital Battery Charger and Maintainer.)

During a high-mountain run to one of Colorado’s better nooks, we hung out into the wee hours to do some night photography. Ironically, being 13,000 feet up in the middle of nowhere, we thought we were alone when several side-by-sides trolled a few of our photos dropping in off Cinnamon Pass. (Check out another Coloradon adventure we took our 4Runner on up Kendall Mountain).

(Photos: Majid Gol and Justin Fort)

To make sure your off-road adventures are safe and well lit, educate yourself on the science of lighting.

One of the most eclectic car gatherings you can attend isn’t on a costal golf course or auction lot. The best automotive gathering you probably haven't heard of can actually be found in the hills of a Southern California suburb, on the campus of a design school.

The ArtCenter College of Design is one of the world’s leading schools for automotive design, and every year, ArtCenter hosts their Car Classic– an annual car show held on campus featuring a variety of makes and models from the early 20^th century to the present.

Each year, the show’s theme changes. This year’s theme was “Built by Hand,” featuring hand built creations, includinh race cars, restorations, concept cars, custom cars and all the way to mass-produced, hand built cars.

Where else would you be able to find a Ferrari 250 Testaraossa Tribute, Hot Wheels’ Star Wars X-Wing Fighter Carship, Datsun 510, 1916 LaBestoni, Porsche 911-powered VW Vanagon and a Pagani Huayra parked just a few feet apart from each other?

The body panels of this Falconer Dodici Roadster do not feature a single weld.

Check out these riveted fenders (and no, they are not Rocket Bunny).

Hot Wheels has always helped turned dreams into reality. For San Diego Comic-Con, they recently built this full sized version of their 1:64 scale X-Wing Fighter Carship.

Under the skin it’s a Formula Ford race car with pushrod-actuated suspension. The 2.0 liter Ford Racing motor won’t get you to the Death Star, but it will get you up to 160 mph. And no, the laser cannons don’t work.

There is a lot more Porsche to this Vanagon than just the badges. Porsche actually made a handful of these vans called the B32, which featured a 3.2-liter flat-6.

This particular van is powered by a 3.6 liter flat-6 from a 993 911.

This Vanagon has a 3.6 from a 993 911, and according to the owner, it can reach up to 145 mph, and it has at several racetracks across California. Good thing it has 6-piston Porsche brakes to slow this brick down.

Check out the gallery above for more from the 2016 ArtCenter Car Classic.

While everyone is still reeling from SEMA, there’s a little thing called Automechanika that is SEMA’s European cousin. With attendance numbers close to 140,000 and exhibitor numbers over 4,000, the closest event we have here in the US would be SEMA. But Automechanika is about as close to SEMA as NASCAR is to say Formula One.

It’s not necessarily that one is better or worse, they just couldn’t be more different. Here are a few good reasons why:

1. They put the Mechanika in Automechanika

Upon first glance, it’s clear that Automechanika is not just an aftermarket parts show. It is much more focused on the auto repair and OEM parts industry, which, judging by the 11 exhibit halls, is huge. You would think that sometimes this would get boring, but then, after you’ve seen your 150^th racing clutch, you see things like…

2. Tractor Pulling Is Insane

Tractors. What a snooze-fest right? Well, how about one with 6,000 horsepower and 3 helicopter turbines? Yeah, I’m glad I have your attention. The German company Westphalia exhibited this machine which is the latest model for their Iwan pulling team and included a rear tire that stands over 6’ tall. And you thought tractor pulling was just a redneck thing... take that Monster Truck!

3. Car Wash City Buffs It Out

While both SEMA and Automechanika have enough air fresheners to make your sinuses explode, only Automechanika has the bubbly mecca called Car Wash City. Here, the European car wash manufacturers highlight new ways to buff, polish and scrub down your favorite 4-18 wheeler. The “city” consisted of half a dozen tents with full size machinery, it was weirdly wonderful. I dare you not to try to run through at least once.

4. Mechanic Games Are Fun

Speaking of mechanics, like SEMA, Automechanika does include a lot of workshops for professionals to hone their skills on engine, body and tire repair. But then there was the place called the “Mechanic Games” which turned out to be a lot more fun than an oil change. Here, both aspiring and professional mechanics got to fly off of what is either a giant spinning frankfurter or a spinning cylinder head bolt. Either way, it was hilarious.

5. The Food Is Franken-Yummy

SEMA does a great job highlighting American cuisine at its best. Bar-b-q, burgers, hot dogs and draft beer in plastic cups reign supreme. This Frankfurt show is filled with engine-nerds from all over, yet is distinctly German, so in between an airbag demonstration and a bike rack mounting clinic, you can stuff yourself with some real, delicious German beer or hard cider (Apfelwein) and some Pulled Deer. When in Rome…

6. German Cars Are the Default

When in Frankfurt, Germany the German car naturally becomes the demo vehicle. So instead of highlighting an air filter in a Dodge Viper, you’ll showcase it in an AMG GT3 instead. Because, well, you’re just so damn close to Nürburgring.

7. It’s Not Vegas

Sure, at SEMA you can visit Paris, Venice and even New York (New York), but only Automechanika is in Frankfurt, a real live European city. With that comes beautiful things like steins filled with local lager, brats with sauerkraut and the finest displays of German craftsmanship parked in their native habitat.

This isn’t to say that Automechanika can necessarily replace your SEMA visit, as the Driving Line team demonstrated in their 2016 SEMA Coverage. This is a different type of event entirely. If you’re into aftermarket madness, SEMA is still the one and only. Automechanika Frankfurt is much less about the bling and more about performance, maintenance and the new technologies that are transforming automotive ownership, repair and maintenance. Oh, and the beer is way better, if you’re into that kind of thing.

Deserving a portion of the credit for the birth and popularity of the “restomod,” the RingBrothers redefine the classics with off-the-hook creativity, precision and performance. Whether laboring in the garage or choosing a shop to build the car of your dreams, here’s the top tips from Mike Ring of the RingBrothers:

1. Get a Professional Rendering Done

While many people think renderings are an unnecessary cost, if you’re putting significant investment into a car build Mike says, “A rendering can save you so much money. Think of it like building a hoe. You’ve got all these ideas but as you build you only see pieces and not the full picture. Parts that look cool separately, may not go together cool. Spending the money on a plan and having a cohesive vision right from the beginning is money well spent.”

A good artist will be able to make recommendations for what modifications work best and in the end, provide you with a snapshot of what you’re working for. “Even though it’s a couple thousand dollars, a rendering is really worth your money,” advises Mike.

See more of the design notes and renderings from the Ringbrothers "ADRNLN" build.

2. Do Your Homework

“Do your homework – from suspensions to engines and almost every single part you’re going to buy,” encourages Mike. “A lot of people go out and try to get free stuff, but if you build a car just based on what products you can get for free it probably isn’t going to be the car you necessarily want to end up with.” Research needs to include not just what you like, but how it goes together with what else you’re using, what other modifications it may require, as well as the reputation of the company you’re purchasing it from. “Instead of mismatching everything, be sure you have a way to go back to somebody and that they’ll stand by their product and provide help when you need it. You will need help in these builds, we all do!”

3. Build Towards What You’ll Use

Plenty of guys come in saying they want high horsepower or 4-link suspension when, in reality, it’s something they’re never going to utilize. Mike recommends to, “Know how you want to use the finished car and choose parts accordingly.” While a 1,000hp power plant may give you bragging rights, when it comes to driving it chances are you’d be happier, pay less money and do less maintenance on a far milder engine build.

4. Don’t Get Stingy on Interior

“I think interior is a big downfall of many builds. It’s the last thing people consider. We’re always seeing these $300,000 builds where the owner has left only $10,000 for interior,” warns Mike. “You’re not going to get anything that will match the level of the rest of the build for that money. Put money for the interior in your budget from the start.” 

5. Shop Wisely

Few of us have the tools, time and know-how to execute a build to the caliber of the Ringbrothers and so need to choose a shop to build it. Call around to reputable shops, don’t be afraid to give them your budget number, and check their references. “Many of our builds have been failures that have come out of other shops,” cautions Mike. “If you’ve got someone who tells you they can do a complete build for under $100k, take off running, because it’s really not possible if you’re paying for labor. There’s a lot of shops that want to do it, and I think they honestly think they can for that amount of money, but once they’re into they realize that they can’t. So what do they do? They stop working on it until the owner gets so frustrated and pulls out the car.” In the end that wastes time and money, as well as being super frustrating. Instead, be realistic from the beginning on what level of build you’re aiming for and can afford. “We’ve had a lot of people that we’ve scared away with our initial price tag who we end up seeing later after another shop hasn’t been able to work to their initial quote,” recounts Mike. “I think a lot of people really want to do this and have no idea what it takes, truly.”

Connect with them at Ringbrothers.com. (Photos courtesy of Ringbrothers.)

We caught up with the Mike and Jim of the Ringbrothers at the SEMA 2016 Show and talked about their newest builds and what they're up to now. Click here to watch it on Facebook. 

Whether you're pushing it hard on the trail or just trying to keep all four planted on the daily commute, your Wrangler’s sway bars are key to maintaining the Jeep’s stability. When it comes to going off-road, the most common practice is to remove or disconnect the front sway bar as soon as the tires hit the dirt. Since most stock sway bars are engineered with an extremely aggressive rate to prevent body roll on the street, the bar won’t allow for increased articulation needed on the trail. The stiff rate can also cause a rough ride in the dirt.

While disconnecting the sway bar works fine for many trail scenarios, there are plenty of instances where keeping the sway bar attached actually has major benefits. Exploring beyond the blacktop isn’t always about achieving extreme articulation. In fact, many ‘wheelers enjoy long-distance trails that often have stretches where they can maintain near highway speeds. When you’re cruising at a more rapid pace off-road, keeping your sway bar attached is highly recommended for the same reasons you stay connected on the street. This is why you see so many Ultra4 Cars fit with custom sway bars.

For the 2007 to 2016 Jeep Wrangler, the factory-equipped sway bar is far too stiff to leave attached in stock form. Even those with Rubicon models such as ours will find that the electronic disconnect bar is speed limited to around 20 miles per hour. While there are a few ways to upgrade your JK’s sway bar to allow for additional “give,” the new Flex Connect Sway Bar Link Kit from JKS Manufacturing just might be the easiest.

To understand the how and why of the new sway bar upgrade, we picked up a set for our 2013 Jeep Wrangler Unlimited Rubicon.

JKS is known for its Quicker sway bar disconnects, and the JKS Flex Connect Sway Bar Link Kit builds on that same principle. The patent-pending Flex Connect end is fit with two small springs that sit inside of the sway bar cylinder. In the base kit shown below, the springs are 35 percent softer than stock. This equates to approximately 1.1 inches of movement at the link. The concept behind this allows you to be able to retain the handling benefits of the stock sway bar, while removing a lot of the harsh side-to-side transfer that can equate to a rougher ride on-road and off.

One of the aspects that drew us to the Flex Connect were the available spring rates. This is the Performance Spring Kit, which includes three additional rates along with the tools you need to easily dissemble the link. Built by PAC Racing Springs, an industry leader in coil spring technology, each coil pairing has a recommended use. The breakdown is as follows:

• Red: (Road) springs, 45-percent softer than stock, with 1.3 inches of link travel.
• Yellow: (Trail) springs, 60-percent softer than stock, 1.6 inches of link travel.
• Blue: (Crawl) springs, 75-percent softer than stock, 2.3 inches of link travel.

We were interested in testing out each spring set, so we quickly became accustomed to the removal and installation process. The custom wrenches provided make the process extremely easy. Since one spring simply sits in the cylinder, and the other is captured by a nut and plate, it only takes a few minutes to swap from one spring set to another. You’ll need to put a small dab of grease on the springs, but no additional items will be needed.

Since our JK was equipped with a 2.5-inch JSPEC Suspension System, we already had the disconnect posts in place. You also have the option of bolting the links in if you don’t plan on taking off the sway bar links on the trail.

To install the setup, measure both links to ensure they are the same length. Then you can slide on the standard link end on the passenger side of the Jeep.

Once you have the links in place, hit each grease fitting with a small amount of grease. Despite its larger size, the Flex Connect link doesn’t interfere with any of the JK's front end components.

How They Work

Undoubtedly, the biggest questions we have are: how does all of this work? and does it make a difference?

After cycling through all of the spring options, we found the Yellow (Trail) set to be our favorite by far. While 60-percent softer may sound like a lot, it only equates to the link traveling 1.6 inches. For us, this was the best balance of on-road control and off-road effectiveness with the sway bar connected. Long stretches of rough gravel and poorly maintained back roads are now significantly smoother. The jarring and head bobble generally experience in those same situations is gone.

If you are willing to sacrifice a little wheel travel, but even more off-road compliance, the Blue (Crawl) springs work great with the sway bar connected. However, they just didn’t give us the on-road feel we wanted. If we wanted that level of travel, we would simply disconnect the sway bar. As for the Red and Basic spring sets, they weren’t as noticeable on the street (which was a good thing if you are a canyon carver type driver). You could tell they softened up the bar rate on rough roads, but they just didn’t have as smooth of a feel as the Yellow spring set.

Ultimately, we like the Yellow spring set, but you might find another rate fits your driving style and Jeep better. While not the cheapest sway bar link set, the ride quality and handling benefits are well worth it.

Need more flex in your life? Check out these rigs twisting it up on an RTI Ramp.

When most Japanese automotive enthusiasts imagine a trip to Japan, their visions are probably full of turbo Skylines, drift-prepped Silvias, impossibly low bippu-themed sedans and rare vintage Japanese classics filling the nation's well maintained highways, city streets and interesting alleyways. The truth, unfortunately, is a little more sedate. Without the ability to drive around or connections to make introductions to the shops and owners of these lust-worthy cars, they're somewhat difficult to find. If one is planning a trip to central Japan, and isn't at least somewhat interested in weird little vans, it could be worth reconsidering the investment. The Japanese, at least in the Tokyo metro area, are seemingly dedicated to tall, spacious wagons of all shapes and sizes, from compact kei vans to the large luxurious Toyota Alphards and Honda Elysions.

When people say there’s no space to park around Tokyo, they’re not trying to scare off visitors from renting cars (it’s not that bad) or brag about how Tokyo has developed around a public transport and walkable city layout (although it was); they’re simply telling the truth. It isn’t until you visit the outskirts of Tokyo that you start seeing privately owned cars parked in places other than expensive by-the-hour lots or parking decks. For example, this Alpha Romeo was tucked away under a home near TYPE ONE in Suginami.

Across the alleyway was this pair, a matching silver Subaru WRX and VW wagon.

The alleyways kept gifting us with quirky gem after quirky gem, like this Kuroneko Yamato Toyota Quick Delivery van.

A few streets away there was another neat spotting; this time a tiny, slightly lowered Honda Capa. The owner can actually be spotted walking up to the car, wondering why two tall white men are taking a photo of his daily driver.

And around Minamiotsuka, this dark pairing was purely icing on the cake: an all black Chevy Astro in Dajiban styling in front of an Advan-decal wearing R34 street parked as if this was a daily occurrence.

As mentioned earlier, it’s harder to spot cars as you move inward toward the center of Tokyo, but it’s far from impossible. Excluding the flashy cars that populate Harajuku on the regular, many different cars from all over the world can be spotted with a little luck and a fast camera trigger finger. For example, this blacked out Mercedes A-Class was found in Ikebukuro while waiting to go to Daikoku.

We also found this all-white Porsche, blasting past commuters on scooters and foot.

This Jeep Wrangler Sahara Edition looked huge compared to everything else in the area of Ikebukuro Station.

And this USDM Jeep Cherokee was standing proudly in Akihabara.

As you move further out of town and into the countrysides, the cars generally thought of as “all over Japan” start to show up. This R34 blasted past on the way to Daikoku, quickly becoming only visible via the iconic taillights as seen in this photo.

The R34 was closely followed by this familiar tofu delivery AE86, because, of course.

But one of the coolest spottings was this Toyota Land Cruiser, surrounded by a sea of mom vans and sedans in a shopping center on the way home from Fuji Speedway.

The sheer size and rugged nature of the build was the antithesis of the pedestrian, round bubbly cars in the lot. It was also the opposite end of the spectrum from this Subaru we followed out to Motegi the day before.

Speaking of Motegi, this Honda shop is everything you never knew you wanted, with natural patina and a couple white Hondas out front and buried deep in the misty Japanese countryside.

It's easy to boil down regions and car cultures into their trophy cars, the "childhood poster" cars. That's not necessarily bad, as the vast majority of those cars were either engineering masterpieces, dominant in their racing eras, or have loyal followings that support the marque through their continued love of their favorite model. However, it's always great to get into the nitty gritty, the more commonplace, the average. That was the aim here, to appreciate all the cool, quirky, nerdy cars that the Japanese use every day, but we appreciate purely because we can't get their hands on them in the U.S.

Enjoy even more examples in the gallery below, and let us know your favorite in the comments! And you might be interested in this Japanese engine swap meeting.

A lady, a Lamborghini and a hydraulic hand brake – it's time to have some fun! Over 3 million people have gone nuts over the #HuracánDrift video featuring Sam and Stina Hübinette. Not only was it awesome to work with the power couple of power sliding, but it just plain exciting to watch them do what they do best in the world's funnest drifting Lamborghini Huracán. Watch the video above as Stina Hübinette gives you an exclusive walk around her Nitto Tire x Vorsteiner Huracán LP580-2.

Be on the lookout because there's a lot more to come from Stina Hübinette! Follow all of her amazing stunts at @stinastunts.

(Video by: Donut Media)

The following stunts are performed by professional drivers under closed course. Nitto Tire U.S.A. Inc. does not condone reckless driving and racing in public roads of any form. Please drive safely.

No other diesel engine experiences more cold weather-related problems than the 6.0L Power Stroke. This version of Ford/International’s V8 (found in ’03-’07 Ford Super Duty’s) is notorious for its rampant cold-start issues in frigid conditions. Thanks to a complex injection system, which relies on engine oil to fire the fuel injectors, it’s plagued with a host of mechanical and electrical shortcomings—most of them rearing their ugly heads once winter hits. With nearly 2 million of these engines produced and well over a million still left in circulation, readying these mills for cold weather is big business. Thankfully, you don’t have to pay big bucks to make yours reliable.

Follow along as we spell out the five most important steps you can take to prepare your 6.0L for the months ahead. Trust us, if you spearhead these items now, you won’t be left out in the cold when winter strikes.

1. Load Test Your Batteries

Did you know that at 32 degrees Fahrenheit (freezing), your battery’s cold-cranking capacity is reduced by as much as 20 percent? Like any vehicle, the battery under the hood will die at some point, and winter is the busy season as far as battery sales are concerned. For all vehicles, we recommend testing the health of your battery using a multi-meter and checking voltage readings with the engine off (at least 12.6 volts), while cranking it over (at least 10 volts), and with it running (13.7 to 14.7 volts).

For diesels however, pulling the batteries and having them load tested at your local auto parts store is the best way to check their health. With two batteries in the mix on diesel trucks, a weak battery coupled with a good battery can mask the symptoms of the bad unit. We know, we know… no one is going to pull their batteries and lug them down to O-Reilly’s to have them load tested—they’ll just wait until they’re dead and replace them. The problem with doing that on a 6.0L Power Stroke is that you’ll likely be forced to replace the engine’s fuel injection control module at the same time.

2. Test Your FICM

Located on the driver's side valve cover of a 6.0L, the fuel injection control module (FICM) is in charge of sending a 48-volt signal to each injector solenoid in order for it to fire at the correct time. Weak batteries (supplying low voltage to the FICM) stress the FICM considerably, which can quickly damage its internal drivers. The biggest problem is that batteries often die a slow death, meaning the FICM could be seeing low voltage for quite some time before it or the batteries finally bite the dust. Aftermarket units with an improved circuit board design, more durable electrical components, better heat dissipation and higher voltage are available, as well as “half shell” units, in which only the side (or half) of the FICM that fails is replaced with a new, OEM half.

To accurately test the health of a FICM, voltage should be measured with the ignition keyed on (engine off), during cranking and with the engine running. During all three stages, voltage should read 48 volts. The top three signs of a weak FICM are: hard cold starts, decreased performance and lower fuel economy.

When just 33.5 volts was being realized on an ’04 test candidate (in the photo below), the truck was difficult to start and then proceeded to stumble, miss, smoke and idle rough until the engine oil temperature had risen above 120 degrees.

According to Ford, a FICM voltage reading of 45 to 48 volts is within spec. In our experience, anytime voltage drops below 30 volts, the engine is a bear to turn over, will hardly want to idle and may even set a few DTC’s for low voltage being sent to the injectors. In short, a dying FICM is noticeable. Unfortunately, by the time most owners notice the hard-start and rough idle problem, it’s already too late.

Parting Tip: A lot of folks mistake a failing FICM for a bad injector. Always check the health of the FICM before you arbitrarily start replacing injectors.

3. Lower Viscosity Engine Oil

The 6.0L Power Stroke utilizes a hydraulically activated, electronically controlled unit injector (HEUI) injection system, which relies on pressurized engine oil to activate the fuel injectors. This places the injection system at the complete mercy of the engine oil. Unfortunately, the 15W-40 motor oils that most diesel owners are used to running flow like caramel in freezing temperatures—hence the reason for so many hard-start and cold weather performance complaints with the 6.0L. The best way to remedy this is to switch to a lower viscosity oil, such as a 5W-40.

Rest assured, 5W-40 engine oils are approved for the 6.0L Power Stroke, as is 15W-30 (for temps below 30 degrees). A “thinner” oil will flow in and out of the 6.0L’s tight tolerance injectors much more freely in frigid temperatures, but will have the same performance as a 15W-40 once the engine is up to normal operating temperature.

Along with lower viscosity, a quality synthetic oil is preferred, as it can help keep the injectors free of carbon deposits and reduce wear. Last but not least, always observe Ford’s severe duty oil change internal of 5,000 miles, and only use a Motorcraft oil filter (PN FL-2016).

4. Run an Oil Additive

Stiction is an extremely common injector problem that’s known to plague 6.0L engines. It occurs after oil coking and carbon deposits accumulate within the injector, causing its moveable internal parts (specifically the spool valve) to experience friction during operation.

Once again, the symptoms of stiction are hard cold starts, rough idling and excessive smoke out the tailpipe until the engine oil warms up. Oil additives like Rev-X, Archoil AR9100, and Hot Shot’s Secret have proven capable of alleviating if not stopping stiction issues.

Typically added during an oil change, these oil additives remove carbon, varnish and oil buildup within the oil side of the injector, along with adding a super-lubricant coating to component surfaces for vastly reduced friction. To be clear, stiction solving oil additives aren’t the end-all, be-all. They can’t fix a damaged injector, but they can certainly help quell stiction issues before they lead to irreparable injector damage. A lot of 6.0L owners throw a bottle of additive in at each oil change as a preventative maintenance measure, and most of them never experience a stiction issue.

5. Test the Glow Plug System

While the glow plug system is fairly reliable on the 6.0L Power Stroke, ensuring it’s in good working order prior to winter’s arrival is never a bad idea (especially if your Super Duty is void of a block heater). After all, getting the engine started in winter weather is the most important goal, and a healthy glow plug system is essential in making that possible.

Checking the system is easier than you think, too. Simply locate the glow plug harness (on each bank of the engine), unplug it, set your multimeter to ohms (for measuring resistance), touch one lead to ground and touch each glow plug lead individually. Readings of 0 to 1 ohms indicate the glow plug is in good working order (no short).

The latter method allows you to test the glow plugs without having to pull the inner fender well and unplug each individual unit. Take comfort in the fact that if a glow plug flat-out fails, a DTC specific to that cylinder will be thrown. Also bear in mind that in freezing temperatures, the glow plugs will remain on for more than a minute as long as the ignition is keyed on (there is no need to cycle the ignition on and off).

For more winter prep help, check out seven tips that can be applied to all diesel engines.

If stretched tires, camber and pointless modifications make you go into a blinding rage, beware. If you are the type that appreciates cars used as a medium for personal expression, you've come to the right place.

The first time we saw images of this car on the internet, we knew we needed to see it in person. Not knowing exactly what we were getting ourselves into, we headed off to meet the owner at the local shopping center. Upon meeting Ki-mi, our idea of what makes a car cool was flipped upside down in an instant.

As most of us are accustomed to the mindset that planning a project car will get you the result you want, Ki-mi's unorthodox approach was a bit difficult to swallow. Not plan, then collect parts, then assemble said parts, but instead, if he found something he thought was cool, he would find a way to incorporate it. The method to his madness is something he likes to call “Funky Stance.”

Ki-mi’s project started with a non-descript Toyota Probox. We have seen many a Probox, and they are not a popular platform for modification; there's not much that is noteworthy about these vehicles. The Probox is classified as a five-door van consisting of four standard outward swinging doors and a rear hatch used primarily by handymen. The closest thing you could compare it to in the U.S. would probably be the second generation Scion Xb, but with a lot less style.

The first thing one might notice about Ki-mi’s Probox depends on the angle one approaches it from. The sides looks like a cartoon version of a military vehicle: the passenger’s side is covered with a large shark mouth motif, while the driver’s side has a large Japanese sun-mark. All of this is achieve with rattle cans, masking tape, paint brushes and vinyl graphics.

The shark mouth theme progresses to the front bumper, but a bit more bloody-mouthed and broken-toothed, leading to the most bizarre modification accessory we have ever seen: a wheelbarrow affixed to the top of the Thule rack. A mini-version of the Probox featuring a hand-painted version of shark mouth, the wheelbarrow definitely had us thinking, “what the...”

The “Stance” part of Funky Stance comes from Ki-mi’s wheel and suspension combination. A large movement in the U.S., where the stance scene involves a lot of one-upmanship as to who can fit the widest and lowest-offset wheel, Ki-mi's motivations are pure. He does it simply because it looks cool. Featuring a set of 15x8 ESB CLS TC01 Techhin wheels that remind us more of trailer wheels than something you would find on a stanced car, they do work with the overall theme. The passenger’s side set is covered in a sticker bomb, making the ESBs the perfect canvas.

The Probox uses a rear beam axle, so Ki-mi utilizes a KM Auto Garage replacement rear beam with eight degrees of negative camber. Combined with a set of Largus coilovers fitted with 326 Power Charabane springs, Ki-mi was able to get the look he was seeking.

Additional exterior features include a driver’s side front fender made from a collection of various U.S. license plates, adding a bit of a hot-rod feel to the Probox. Several stickers of internet memes can be found in seemingly random spots, but what really caught our attention were the numerous Mooneyes stickers and goods. Ki-mi explained that he likes Mooneye's unique, flashy designs when we asked him about what draws him to the brand. He says the retro look matches his style really well, and we totally agree. It’s great to see the brand started by Dean Moon in the 1950s appreciated by a young automotive enthusiast in Japan.

(Interested? Check out our coverage of Mooneye's Open House from this year.)

We spotted one of those Mooneyes goods through one of the windows: a cup. When Ki-mi to let us check out the interior, what we saw left us open-mouthed and speechless. It took us several minutes to register what we were looking at; it was a sensory overload in there.

First of all, no surface is untouched, from the speckle and crackle painted dash to the water-faucet knobs to the leafed headliner. Several panels are covered in traditional Okinawan patterns, sticker bombs and marker graffiti. The carpet has been replaced with synthetic grass and the headliner dressed in green leaves, accomplishing what most interior designers strive for when they want to bring the outdoors inside.

At this point, Ki-mi’s Probox finally started to make sense. This is a garden car – a Funky Stance garden car. That explains the wheelbarrow, the leaves, the grass and now the oddest accessory we have ever seen in car, beating out the previously mentioned wheelbarrow: a working hose. Who needs a hose in a car? Obviously a gardener, albeit Ki-mi is no gardner.

Additional features like the train handle, elephant watering can and Rat Fink goods make you keep exploring and trying to find all of the small details hidden throughout the build. In the back is a subwoofer box and amp setup so Ki-mi can enjoy some tunes as he cruises in his Probox. If there is ever a tire puncture or a steep incline, he has a set of low ramps and a jack. Of course, the jack has been sticker-bombed as well.

When one builds a car the way Ki-mi has, it gives the builder infinite possibilities. Although initially appearing as a mad mashup of stuff, a consistent theme always emerges. At the time of the shoot, Ki-mi had the Probox for only six months. Buying most of the parts and goods off the internet, he has also spent a lot of time at the local home and DIY centers looking for things that catch his eye.

We need more people like Ki-mi who customize to suit their own personality rather than try to outdo the next person. Ki-mi's "experiment, try things you like and change constantly" mindset is a great approach to a lot of things in life, really. We know he has added and changed his Probox build since we last saw him, so we expect nothing less than to see something completely different the next time we meet.

Vehicle Specs

2009 Toyota Probox

• OWNER: Ki-mi
• LOCATION: Miyako Island, Okinawa, Japan
• ENGINE: Stock 103 HP 
• WHEELS: CLS ESB TC01 Tecchin 15x8 -10, 15x8 +20
• SUSPENSION: KM Auto Garage rear beam, Largus coilovers, 326 Power Charabane springs
• EXTERIOR: Wheelbarrow, zerosen, shark mouth
• INTERIOR: Grass, leaves, water hose

See the entire build inside and out in the gallery below.

An overnight camping trip out on Death Valley Mine Trail to Dawson Camp and beyond led to some fun wheeling, mine exploring and seeing the sky ablaze under Joshua Trees in the Mojave National Preserve.

Getting to Death Valley Mine Trail

With the name Death Valley Mine, you would think this abandoned mine and camp would be found further north in the National Park with the same name, but the Death Valley Mine is on the northeast slope of the New York Mountains in the Mojave National Preserve.

The trailhead off Kelso-Cima Road can be difficult to spot because railroad tracks run alongside the road, and the trailhead is on the other side of the tracks. The unmarked turn is right at the point that Kelso-Cima Road becomes Morning Star Road at 35.237526 -115.499031. On maps it may show as Cima Road, but don’t confuse it with the paved Cima Road, or Kelso-Cima Road, or Brandt-Cima Road. Turn west onto the unmarked dirt trail.

If You Find a Desert Tortoise…

There is a sign warning that Desert Tortoises are protected and that it is illegal to touch or move them unless they are in imminent danger of being killed. While it may seem unharmful to approach tortoises, doing so can endanger their life. Reason being, tortoises can store water in their bladders for up to a year, so if you scare one it may void its bladder. Unable to replenish the lost water supply can lead to death. Watch this National Park video to learn the correct way to move a tortoise in case you run into one needing moved on the trail.

Trail Conditions and History

The trail to the mine is straightforward and easy. It’s a typical desert route of sand and some rocks that winds through a Joshua Tree forest.

In 2.5 miles, we reached Dawson Camp. The Death Valley Mine was founded in 1906 by J.L. Bright, and later sold to the Death Valley Milling and Mining Company of Denver. Dawson Camp served as home for the workers of the Death Valley Mine and other mining operations in the Cima area. Dawson was the name of the brothers who owned the Death Valley Milling and Mining Company.

There are many buildings still standing, including a 2-story house with a beautiful large porch and grapevines, a smaller one-story house, several shops and sheds, a structure that appeared to be an underground root cellar and several livestock pens, including a chicken coop.

Current Exploration Conditions

We were a bit disappointed to find that the camp has recently been fenced and there are “No Trespassing” signs warning of 24-hour security. We know that it had been open to exploration as recently as last year, as are most historic mining camps in the Preserve. There were signs that some recent restoration work was done. The boarded-up windows in the big house had shiny new animal-proof air vents. Hopefully once the camp is restored it will again be open for exploring, as this is a great piece of history and there is a lot to see.

Vandals have torn down sections of the fence and we can’t say we weren’t tempted to step over and take a walk through the camp, but what kind of role model would we be if we did? You can still see much of the camp because many of the buildings are right along the fence, but you can no longer explore inside the buildings or get to the mine behind the camp. 

Exploring Beyond Dawson Camp

Most people turn around here and head back to pavement. We were still feeling a little disappointed and were in need of a place to camp for the night, so we decided to continue following the trail to see where it led. The trail past the camp and mine got very rough – erosion from storm damage was extensive, creating deep ruts. In some spots the trail was so narrow we could just squeeze by, in other places we had no choice but to drop one side of the Jeep down into the rut.

It was slow-going as we climbed steadily uphill, working our way up the mountain to 5,000 feet. It’s a gradual climb, but the roughness of the trail and the need to pay close attention kept us at a crawl.

At mile five, we spotted a fire ring and the perfect summer camping spot. There were several large Joshua trees grouped together which provided some welcome shade, a rarity in the desert. Since it was late in the day and we were hungry, we decided to make camp and enjoy a relaxing evening.

Summer evenings in the desert are beautiful and make risking the heat of the day worthwhile. After some exploring, we settled in to eat dinner while enjoying the view of the valley below.

Away from city lights, the Milky Way is breath taking. Leaving the rain fly off our tent enabled us to stare up at the stars all night.

The End of the Trail

Waking before sunrise the next morning, we headed out for a hike and discovered that a little ways past our camp the trail was closed at the base of a steep hill. Given how rough the trail was up to this point, we weren’t surprised.

It was obvious that someone had disregarded the closure and drove through anyway, so we decided to hike to the top to see how bad it was. The hill was incredibly steep and eroded, with loose rocks, some tough off-camber sections and a steep drop on the right side. We decided that if the trail were open it would be fun to attempt it, with other vehicles along for safety, but it would be crazy to attempt it solo.

With a campfire breakfast filling our bellies, we took the trail back to pavement. Going back down was much easier than the trip up! Back near Dawson Camp there are some other trails that look interesting on a satellite map, so we’ll probably return to this area for more exploring in the future.

Although we didn’t get to adventure into as much of the mine and camp as we were hoping to, this was a fun trail and the campsite was absolutely perfect. You will need high-clearance, good tires and be okay with going 20°+ off-camber to travel past Dawson Camp.

If you have a Magellan TRX7 you can download my track for this trail. Search for “Death Valley Mine” by DustyTrails. My track has waypoints for the Death Valley Mine and Dawson Camp, as well as our great camp spot.

Happy off-road exploring! Read more trail reviews here. Leave a comment below if you’ve been on this trail, we’d love to hear your experience!

When it comes to going off-road, fall is one of our favorite times of the year. In North Carolina, the changing leaves and cooler weather make for ideal camping and trail riding conditions. Itching to try out our new JKS 2.5-inch suspension and Flex Connect Sway Bar Links, we hit one of our favorite local ‘wheeling spots, Uwharrie National Forest. While not the most extreme ‘wheeling locale NC has to offer, the Uwharrie trail system provides an excellent balance of scenery and challenge for modest builds such as our 2013 Jeep Wrangler Unlimited Rubicon.

Another upgrade we were eager to test was our 35x12.50R17 Nitto Ridge Grappler tires. We’ve spent plenty of time with these tires in mud, sand and blacktop so far, but this would be our first chance to see how the new treads worked in the rocks.

Before we made it too far down the trail, we dropped the air pressure to a more suitable range. For the front, we opted to keep the tires at 15 psi; out back, we went down to 12 psi. This pressure range would help ease the steering load on our JK as well as smooth out the off-road ride in the load range E tires. To get a more accurate reading, we picked up a gauge specifically designed for low pressure from Slime.

Probably the biggest question we get asked about the Ridge Grapplers is how they work in the mud. For loamy soil that’s more common in the coastal areas of North Carolina, the Ridge Grapplers work excellently. They clean out quickly and don’t require a tremendous amount of wheelspin to free up the treads. We also witnessed this in Alaska on the 2016 JK Experience. Unfortunately, we didn’t find many patches of wet clay in Uwharrie during our time there, but the little bit we did come across didn’t pose a problem.

Nitto is known for building an extremely durable sidewall, which is definitely a confidence booster when you are running low air pressure on the trail. While a set of beadlocks would have allowed us to get even more conformity out of the tire, we didn’t want to push our luck dropping into the single-digit air pressure range with our 17x9 Jesse Spade wheels. Despite remaining in the low teens, we found that the Ridge’s sidewalls absorbed and conformed on the trail quite well.

At a relatively low 2.5 inches of lift, you have to be cautious about line choice in our 116-inch wheelbase JK. While we did scrape the frame a time or two, the combination of the suspension travel and tire grip kept us from ever needing to use our Warn winch.

Of course, pictures rarely do justice for ‘wheeling trips such as this, so we took some video of the Jeep in action as well.

We have plenty of adventures in store for our Rubicon JK coming up, but if you are itching to see more Wranglers in action now, you can check out JKX Alaska 2016!