Something about the Mooneyes Xmas Show and Drags makes it different. Maybe it’s the fact that it often rains, leaving everyone huddled together under EZ-ups. Maybe it’s the drag racing. Or maybe it’s just a special combination of gearhead folks who aren’t too pretentious and just like to have fun. Whatever the case, Ed Grima from New York decided he needed to come for a visit... and his 5-window hot rod should come along.

Ed’s one of those build it & drive it sort of car people who can make friends anywhere he goes. In fact, it’s exactly how he met me at The Race of Gentlemen last year. His ’32 Ford project has been evolving ever since I met him. Doing the work himself in the little shed on the side of his house, Ed was after a proper sixties-style hot rod. That included him doing a true old-school paint job of silver base topped with silver flakes, followed with red base topped with red flakes.

After flying over to help paint and flake a friend’s car before last year’s Mooneyes Xmas Show, this year Ed decided it was time to bring over his own. No stranger to long drives, his “long range” status in his car club, Blvd Bombers, means more than just his relocation to living in Detroit at present. As miles passed during his drive to California, the snow and cold receded as the adventures piled up.

Come the day of Mooneyes Xmas Show, Ed and his 5-window were there and ready to race. He clocked 77 mph on the 1/8^th mile, not too bad for a road-built car like his – but timeslips were just an afterthought of this trip. More friends were made and good times were had – which is just what the Mooneyes Xmas Show is all about.

Merry Christmas y’all and may your New Year be filled with car project progress, adventures and more friends along for the ride. View the gallery for more pictures of Ed's 5-window plus views from the Mooneyes Xmas Party.

When we saw the 2017 Chevy Colorado ZR2, all we could think was that it was about time! When GM killed the Hummer brand a few years back, the company buried with it some incredibly good off-road technology. We were unsure when or if we would ever see that technology roll into any of the other GM brands. Now, it looks like that valuable off-road tech has found a home in the new Chevy Colorado ZR2.

While Chevy has been the underdog against the midsized pickup category dominator Tacoma, the ZR2 could be the package that moves the needle in a big way. The ZR2 looks to win people over with two very distinctive options that Toyota currently does not offer — a diesel engine and a selectable front locker. The diesel engine isn’t anything new for the Colorado platform, but the front locker is. Rarely offered from the factory on any independent front suspension vehicle, the ability to lock both front and rear differentials should prove to be a real game changer off-road.  

Couple the differential lockers with a cutting-edge suspension system, a wider track width, and increased lift height, and the ZR2 is a package that any off-road enthusiast can get behind. While we don't think the 128-inch wheelbase on the Crew Cab, Short Bed version is going to be a true trail competitor for something like a Jeep Wrangler Unlimited Rubicon, we do think it is now an extremely good alternative to the Toyota Tacoma TRD Pro. We don't say that lightly as the Tacoma is an incredible vehicle both on-road and off.

So, what’s so special about the ZR2’s suspension? Its technology stems from Multimatic Inc., makers of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers. These DSSV dampers are position-sensitive and built with aluminum bodies that each house two spool valves. Having additional valves means you optimize the suspension for a multitude of environments. Similar to how Ford offers internal-bypass shock technology of the F-150 Raptor, the ZR2 is fit with a set of shocks that are intended to perform well in all on and off-road settings.

We're hoping the aftermarket is as excited about this truck as we are. It looks like the only out of the gate options we would go with would be a taller and more aggressive tire (a Nitto Ridge Grappler would be great) and some more robust rocker guards. Either way, we can't wait to see what the future holds for the ZR2. 

(Photos Courtesy of Chevrolet)

Find out what other trucks are all-new for 2017!

On our second installment of the unique swap series, we have everything from Hondas to rat rods. For these one-off diesel swap candidates, it’s not just about the powertrain; it's the story behind the build itself. How about a high school student who performed a diesel swap for his senior class project? Or the shop owner who stuffed a twin-turbo 6.0L Power Stroke into a ’92 Civic? Or how about the first street-driven diesel truck in the 10's? It’s all here.

Read on and you’ll see why each of these swaps inspired us to bring you their full backstory.

1992 Honda Civic, Twin-Turbo 6.0L Power Stroke

PURE AUTOMOTIVE EXCESS

This is easily one of the wildest diesel swaps we’ve seen. It's a ’92 Honda Civic hatchback with a twin-turbo’d 6.0L Power Stroke shoehorned in. It was built by Outlaw Diesel in Miami, Florida, a company that once put together a twin-turbo, supercharged, nitrous-fed Ford Ranger with a 12-valve 5.9L Cummins, a ’74 Chevy Donk fitted with a common-rail 5.9L Cummins, and that used to campaign a 9-second ‘00 Ford Lightning with a 7.3L Power Stroke under the hood.

You’ll notice that this first photo is from the mockup stages of the build, with the Holset HX35 turbos mounted in their initial location behind the front bumper.

THE UNICORN

Conveniently named “the Unicorn,” the tubbed, slicked, rear-wheel drive Civic has been relatively elusive as far as photo ops are concerned, and even its trips to the drag strip have remained somewhat secretive. But, as Outlaw Diesel owner Felix Aleman tells us, it was fast and it proved it at the track.

How does a 9.80 in the quarter-mile sound? Thanks to the 6.0L V8’s heft, the car tipped the scales at 3,500 pounds, which means a little more than 600-rwhp was on tap to march it down the track that quickly.

But where is the car now? Rumor has it that the 6.0L took a hike in favor of a 2,200 hp Cummins. Stay tuned…

1932 Ford Victoria, 3.9L 4BT Cummins

DIESEL-POWERED MUD-BOGGER

Whoever thought they’d see a ’32 Ford Victoria blasting through knee-deep mud and navigating a 200-foot pit in less than three seconds? With a nitrous-assisted, 1,000 hp 4BT Cummins, lightweight tube-chassis, and fine-tuned suspension system, this unique creation from South Bend Clutch puts on one heck of a show wherever it goes.

In fact, the 239-cubic-inch Cummins keeps pace with big cube (600+) big blocks — many of which are alcohol-injected. The ’32 Ford’s front end consists of a Dana 44 front axle that incorporates a Detroit Locker and 3.73 gears, along with a four-link suspension system employing 14-inch King coilover shocks. A Corporate 14-bolt —equipped with a spool and 3.73 gears — can be found in the rear, along with a spring-under style suspension setup.

FUEL, NITROUS AND RPM... LOTS OF IT

The 3.9L 4BT Cummins benefits from the same injector and injection pump combination many competitive sled pullers are using on the 6BT engine. Huge 5x25 injectors and a nasty, 13mm P7100 from Northeast Diesel Service. Making an estimated 600 hp on fuel alone, a whopping 400 hp shot of nitrous is added to the mix.

Driver Manseil Washburn told us he leaves the starting line at 5,300 rpm, and that the rail holds 4,800 rpm while digging through the pit. An NV4500 five-speed manual transmission and South Bend dual disc 3600 clutch are responsible for getting all of the mighty 4BT’s power to the axles.

1969 Chevy Camaro, 3.9L 4BT Cummins

BETTER THAN EVER

The ’69 Camaro: one of the most coveted classic muscle cars ever produced. Even folks that aren’t Chevy fans want one for their collection. After Jerry Frey began restoring this version, the idea of repowering it with a 4BT Cummins entered his mind, and would soon become a reality. Fear not, muscle car purists, this swap was cleanly performed, with no detrimental hacking or cutting required to make the 4BT work.

As for the engine, a balanced rotating assembly, shot-peened factory connecting rods, marine pistons, a fire-ringed cylinder head, and a camshaft from Scheid Diesel round out the hard part upgrades, while 5x13 injectors, a 13mm P7100 injection pump, and S300-based turbocharger (all from Scheid) complete the power-making recipe.

MID 11's, 25 MPG

Trips to the local eighth-mile with the 4BT Camaro yielded consistent passes in the 7.30s (mid 11’s in the quarter). At a race weight of just under 3,700 pounds, that means approximately 400 hp was making it to the rear wheels. Making this kind of power with a 4BT is akin to producing 530-rwhp with a 6BT — it’s relatively easy to do, and the engine will last forever under these circumstances. In addition to all of the car’s power, seeing 25-mpg was icing on the cake for Jerry (especially since the fuel system was tuned for all-out power and not efficiency).

But why are we speaking in past tense? Well, unfortunately Jerry ended up parting the car out. The engine took a trip to Pennsylvania while the car itself wound up in Ohio, and is now powered by a 383 stroker.

1969 Ford F-100, Compound Turbo 6.9L

BLAST FROM THE PAST

As you can probably tell by the title of this one, it’s not exactly new. Still, most people have never heard of this wild Pro Street Ford owned by Bill Jahns. Built in the mid ‘90s (long before diesel performance began to take off), this ’69 F-100 shortbed ran high 10-second quarter-miles in the 125 mph range. And that isn’t even the craziest part.

The engine was based on the 6.9L IDI International V8, which with its indirect injection fuel system, weak rotary injection pump, and ultra-high compression ratio, was never known for being a good platform to make horsepower with. However, once left in the capable hands of Hypermax Engineering, the factory 170 hp 6.9L was transformed into a real fire-breather.

PRE-POWER STROKE

A main bearing girdle, proprietary 15:1 compression pistons (considered ultra-low at the time), reworked heads, custom intake manifold and exhaust manifolds, a eight-cylinder inline Bosch P-pump and compound turbos were included in the engine build.

Surprisingly, the factory connecting rods were retained (as was the camshaft). In today’s horsepower-soaked world, the 6.9L is most often viewed as a boat anchor, which makes this story all the more intriguing to us. Remember, when it was built in the ‘90s, the 7.3L (direct injection) Power Stroke hadn’t even been released yet. But perhaps most impressive is the fact that after this truck was retired from service (most likely due to breakage gremlins), almost a decade went by before a street-driven diesel went faster than Bill’s insane, 10-second F-100.

1940 Dodge Rat Rod, 5.9L Cummins

RIGHT OUT OF HIGH SCHOOL

How’s this for a senior project? Trust us, it’s way cooler than anything we drove in high school. Based on a 2-ton 1940 model Dodge dump truck, Frank Mohr’s diesel rat rod is right at home in today’s diesel rat rod craze.

With help from family, friends and a sponsorship from Xtreme Diesel Performance (XDP), it was built over the course of eight months (the school year) on Frank’s family farm in Kutztown, Pennsylvania. The truck makes use of a bed off of a 1950s era International pickup, a visor off of a Peterbilt 379 and a front grill robbed from an old Caterpillar 505 motor grader.

OLD SMOKEY

As for the powertrain, a 12-valve 5.9L Cummins and NV4500 transmission out of a 1994 Dodge Ram motivate it. For fuel, the inline-six mill is graced with a healthy set of 5x12 injectors and the 160 hp P7100 injection pump has been maxed out, hence the name “Old Smokey.”

Matching the fuel is an HX35/S475 compound turbo arrangement, which positions the atmosphere charger (the S475) above the valve covers. The turbocharger combo crams more than 70 psi of boost into the Cummins. The rear axle is a Dana 70 furnished with 3.54 gears, and the steering box was salvaged from an International Scout.

Need some basics? Learn about compound turbocharged diesel engines.

When given his dad’s 1990 Dodge truck, Chris Begley’s build plans evolved to suit the needs of his five-person family. This would include taking the kids to school. So, rather than thrash on it in the dirt, we opted for the more civilized photo shoot and drove to Krispy Kreme for breakfast. If a truck can navigate busy city streets and the tight drive-thru of a donut shop, as well as being fully off-road capable, it checks off all the boxes on our list.

What started life as a 1990 Dodge Ram single-cab, long-bed with a 5.9L Cummins is now a 1990-slash-1984 Crew Cab dubbed the “Lobster Wagon.” Truck-savvy enthusiasts will notice that Dodge never offered the Cummins/Crew Cab option. “Crew cab production stopped in ’85,” notes Begley. “But, the body style continued until ’93. So, when the Cummins option came along in ’89, the crew cab option was no longer available.”

While most would opt to begin with a crew cab truck and drop the sought after 6BT, 12-valve Cummins into it, Begley already had the ’90 truck. “Yeah, it was a lot more work this way,” admits Begley. “But since I’m a fabricator guy rather than an engine guy, this fit my skills.”

What began with a Craigslist search for a SUV-version Ram Charger cab, ended in finding the 1984 Crew Cab which struck the right cord. Begley makes it sound simple by saying, “I cut and extended the frame, took the single-cab off, and dropped the crew cab on.” In reality, that was a couple years of work, on the side of all his other projects at Luxury Prerunners.

The ’90's frame was cut just behind the front suspension, from there back it’s the beefier ’84 frame. The front and rear bumpers come from a Ram Charger, which Begley fabricated custom brackets for and notched the rear making an even smoother fit.

With his dad owning the pickup for most of its 350,000-mile life, Begley didn’t expect any surprises. “It only looked like this had a few dings and dents,” recounts Begley, “but when we got to block sanding, we found that there was a ton of ripples.” Asking his dad about the body damage he got a response that made total sense from a guy who worked as a hunting and fishing guide. “When I’d go into the dairies in the early morning when it was cold, the cows would come and rub up against the truck for warmth.”

Getting the pickup to its showroom new paint and body took a lot of work that to many may otherwise go unnoticed. “My idea for this was to keep something kind of stock, like something that Dodge would build,” says Begley. “So I stayed with a Dodge color - Jeep actually, but still Mopar. The shocks are really the only over-the-top thing that a dealership wouldn’t do.”

Even the interior is stock from a 1984 Crew Cab. Something that amuses his kids, who had never experienced manual windows and locks. “It’s as true and authentic a Cummins Crew Cab as you can get,” says Begley with pride. With just 350,000 miles on an engine known for being a million mile marcher, Begley and his family should get plenty of enjoyment from it.

Phase 2 of the build is already planned out and is the reason for the extra large shock hoops. “I’ll take the leaf springs off and then do a coilover, bypass and 4-link it.” Ridge Grapplers provide the perfect on- and off-road manners to fit a truck that will surely see plenty of time on street and dirt alike.

All arrows point toward the perfect family wagon for an off-road loving family like Begley’s, but time will tell if he can put something so polished out through its paces. “It started out as a daily driver and then it got turned into an every-other daily driver and now, with the paint so nice, I don’t’ even want to drive it,” laughs Begley ironically, “Why did I even build this thing!”

See even more from our donut trip in the gallery below.

Which Cummins is better? 5.9L vs 6.7L... find out here.

Burnouts are much more than just a critical step required to prepare racecars for optimum traction. It’s about revving the engine in such a way that the thundering horsepower is felt beneath your feet, and in turn, spectators can feel the ground shake. It’s about crowds of people uniting together to witness live, raw power. When it comes to burnouts we want our eyes to water, eardrums to pulsate, and our joy-meters to burst. The heat is on for the search of the smokiest burnouts from 2016. Here are our contributions.

1. Life’s a Drag at the Ford Nationals, in a Good Way

Photo: NMRA

The NMRA is best known for the Ford Nationals, the number-one all-Ford motorsport show in the U.S. By developing the largest number of serious Ford drag racers and attracting large numbers of fans and sponsors, the NMRA is never lacking in the burnout department.

2. It’s the Best Therapy Session for the Car-Crazed

Photo: Alex Wong

Auto Enthusiast Day is one action-packed event that will make you wish you could be in more than one spot at once: Don’t blink, or you could miss something. Thrilling back-to-back driving demos with Nitto’sFormula Drift and Ultra4 drivers teamed with car shows and shops set up by some of the industry’s best vendors will turn ordinary enthusiasts into completely car-crazed lunatics. It’s a good thing there are plenty of big burly burnouts to depend on for therapy.

3. Burnouts at Speed

Drift cars have a fascinating ability to burn rubber all the way around a track, and the clouds become even more mesmerizing when elements outside of the pavement get swirled into the mix. This photo of Vaughn Gittin Jr. blending roasted Nitto rubber with some of Georgia’s dried red clay during the springtime FD Road Atlanta competition is a beautiful, beautiful thing.

4. Track Days Gone Wild

Gridlife is more than just a Motorsports festival. It’s a culture and lifestyle. Weekend-long track activities consist of High Performance Driver’s Ed (HPDE), Street Modified, Track Modified, and Unlimited classes. When it comes to the tread-blistering drift sessions, the spectators and media surround the track. Then when the sun sets and the track cools, the nightlife and live music begin.

5. Through Burned Rubber We Stand United

Photographer Luke Munnell says, “There's something about a burnout that brings people together more than any other element in the automotive world,” and we wholeheartedly agree. No matter the make, model or style of a car's build, what’s under the hood or who the driver is, its ability to scorch insane amounts of rubber is all that's needed to induce pure euphoria in the mind of any gearhead.

6. It’s All About the Energy

Photo: Josh Tons

Red Bull GRC events offer a unique and unparalleled viewing experience for fans at the track and watching broadcasts alike. The events are designed to produce the fastest and most exciting racing in all of motorsports, without lengthy breaks in the action. We all know what that means: nonstop thick, heavy clouds billowing from scalding tires, high-fives and cheering all around. 

7. Obtainable Fun for Everyone

Photo: Josh Tons

To get into the groove of burnout madness, all you really need is a safe chassis, a little weight, and enough power to let loose. Oh, and tires – lots and lots of tires.

8. A Heavy-Duty Diesel Does It

Writer and photographer Mike McGlothlin says there is a reason why he loves and focuses on the diesel truck industry, and this photo says it all. “I get to meet and hang out with diesel owners from all walks of life, photograph their pride and joy, and then tell their story. In many cases, the story revolves around how the owner doubled, tripled or even quadrupled the truck’s power output and still drives it to work every day.”

9. Vintage Drags at the NDRL

Photo: Steve Fuhrman

The best place to watch long, hard, back-to-back burnouts is the drag strip. Sticky tar may steal shoes, but it allows for the favorable friction that creates the blue-grey cloud of vaporized tread we all love. Putting down a fresh, wide layer of rubber helps the tires grip the pavement when the lights on the tree trickle down to green.

10. #BecauseRoadkill

An article about big burnouts just wouldn't feel right without a snippet from Roadkill's summer day and night drags on Detroit, Michigan’s Woodward Avenue. These are the guys who are known for taking jalopies from all over the country and turning them into relentless rubber-roasting machines. In this photo, after working overnight on repairs to make their Dodge Challenger tire-ripping ready, David Freiburger revels in their success with an ear-to-ear grin and fists held to the sky.

For a sport that gets a lot of wrap for ego-driven grudge matches and street racing, I found the pack of grassroots racers at the NMRA All Ford Nationals extremely modest.

Perhaps its because drag racing is more about besting your own work than beating the other guy, these racers can be humble yet proud all at once. For some, they've been modifying their cars one small tweak at a time over weeks, months, and years - testing and proving again and again as they seek the optimum combination for their build. 

The moment they were asked questions about their cars, their faces lit up as they went as in-depth as you were willing to listen to. In the portraits included, their unassuming pride shines through.

We saw more well-earned pride at the NMRA in this newly rebuilt Fox-body Mustang, see it here.

There was no shortage of amazing backdrops in 2016. From JK Experience Alaska to the silt beds of Baja, Driving Line was there to cover all of the action. Here are a few of our favorite photos from one incredible year off-road.

Trail Grappling into the sunset

Photo: Ali Mansour

Hard work pays off once you head out and kick up some dirt. 

Old school pulling

Photo: Mike McGlothlin

Jacob Bair’s 70s body Chevy is always a front-runner at the nation’s biggest truck pulls. The classic Bow Tie sports a Cummins engine built by Haisley Machine—a name that’s put more customer’s in the winner’s circle than any other shop in the country throughout the last half decade.

Fun at work

Photo: Shana Whitford

Kyle Wells and Doug Dienelt being downright goofy and adding to the fun of team Driving Line at Ultra4 Nationals.  

Testing the limits

Photo: Ali Mansour

They say it’s the last frontier. We spent a week traveling through the coldest ‘wheeling we’d ever encountered during JKX Alaska. The views and adventure was worth it, seen here on our final day at Knik Glacier.

Here to party

Photo: Tim Sutton

Cummins power + crew cab, this Lobster Wagon is ready to party.

Charting the course

Photo: Tim Calver

A compass and map were all Bailey Campbell and Kendra Miller had to navigate them across 2,000 kilometers of off-road terrain during the Rebelle Rally. 

Punch it

Photo: Shana Whitford

I can almost feel the punch of speed as Erik Miller’s car hits the berm in his path forcing his front tire to pitch up in the air at KOH 2016.

Mud bath

Photo: Ali Mansour

Jeep Xperience Texas at the Hidden Falls Adventure Park.

Ridge Grappling

Photo: Tim Sutton

Trailblazing, able to conquer all, and on top of the world.

Plowing ahead

Photo: Mike McGlothlin

Andrew Karker’s Duramax-powered ’04 GMC Sierra 2500 HD, plowing a road at the local truck pulls. His street-driven, 900-rwhp GMC is known to beat purpose-built pulling trucks at their own game, run bottom 11’s in the quarter-mile, and even partake in a street race here and there.

Celebrate

Photo: Ali Mansour

Miller Motorsports King of the Hammers victory celebration. Can Erik Miller be the first to win three times?

Continue on to see our favorites from the pavement in Best of 2016: STREET Edition.

Adventure doesn’t stop for us when we hit pavement (catch Best of 2016: Dirt Edition here). Across the globe, from race tracks to car meets to garages, 2016 has been one wild ride. Visit some of Driving Line’s favorite photos from the street.

Building dreams

Photo: Jason Jones

“You’ll have an incredible smile on your face that you couldn’t slap off.” – Aaron Kaufman, on driving the ’72 Pantera that he and his crew at Gas Monkey Garage Built.

Special parking

Photo: Justin Pagtalunan

A couple of RWB Porsches just hanging out in a garage with Japanese writing I don’t understand during the RWB Meet in Roppongi. This reminds me everything from my first ever trip to Tokyo, Japan. Not a bad way to start 2016 – take me back please!

Fine art

Photo: Tim Sutton

Light captured this story of precision and thought during the fine art of painting for a special Harley Davidson project.

Epic win

Photo: John Brooks

Ford wins its class at Le Mans 24 Hours, repeating one of the most celebrated American wins in racing 50 years later.

Car life

Photo: Kristin Cline

Much more than just a moment, this is my car culture ground zero. Driving my Studebaker to Bonneville and licensing in another ’55 Stude this summer – challenge, glee, road trip, racing, generosity and awe are all summed up in this shot.

Emerging from the smoke

Photo: David Ishikawa

The final round of D1GP in Odaiba includes Moto X, which requires a jump to be placed in the middle of the track, creating an obstacle to shoot around. I managed to catch Yokoi at 400 mm through a small gap and tire smoke on the return straight.

New Heights

Photo: Nick Cress

Tackling Pikes Peak, Aaron Kaufman takes his ’63 Ford Falcon to new heights.

Take me there

Photo: Tara Hurlin

I can almost hear the engine revs reverberating through the trees and smell the fresh fall air mixed with the fragrance of fuel and hot rubber at Empire Hill Climb.

The couple that stunts together, stays together

Photo: Justin Pagtalunan

If you thought watching a Huracán drifting was cool, just being in the presence of Sam and Stina Hübinette as they worked together was amazing. I’m just glad I was able to capture this moment when the two were exchanging high fives after tandem donuts.

Good and mean

Photo: Tim Sutton

The hard chopped coupe out of Colorado has got to be one of my favorite ‘32 Fords of present day. It’s aggressive and nasty – and spinning tires in the dirt sure seems to help. 

Tea time

Photo: John Brooks

It doesn’t get much more English than this and that’s precisely why we love it. Leaving the grounds of Blenheim Palace during Salon Privé, this Ferrari 275 GTS is just what we’d like to take to tea.

Mud grin

Photo: Tara Hurlin

The start of Rally America’s LSPR began with a mud bath. Subaru America pro-driver Travis Pastrana split the muck in half. Anyone in his wake was sporting a gritty grin.

See even more of the best automotive photography from 2016 in our DIRT edition.

Dragon Slayer

Read the full article.

Trophy Rat

Read the full article.

Dual-Purpose JK

Read the full article.

The Family Dragon

Read the full article.

Killer K30

Read the full article.

The King’s Chariot

Read the full article.

The LS LJ

Read the full article.

Stretch to Fit JK

Read the full article.

Spicy Chicken

Read the full article.

The 5.9L TJ

Read the full article.

We hope everyone had a great holiday season and spent time with loved one. Here in Japan, there is Christmas but with no religious connotation. Instead, families eat fried chicken and couples spend a romantic evening together.

For me, it was the best time to head to Odaiba and celebrate Drift Tengoku's 20th anniversary.  You already know what "drift" means, but you have might have to guess what "Tengoku" translates to. Simply, it means "heaven". That's right, we are in Drift Heaven!

Drift Heaven

Drift Tengoku, or Doriten for short, is Japan's drift-only magazine and is known for featuring grassroots level drifters and a lot of DIY tips. To celebrate their 20th anniversary, Top of Wild was organized on Christmas Eve and it invited 400 drifters from around Japan to participate. 100 participated in the drift competition while the rest participated in the small course which consisted of drifting around two Christmas trees to do figure eights. (Cue the "Rockin' Around the Christmas Tree" song).

As we walked the paddock along with the other 5,000 guests, we became quite nostalgic from all the awesome cars, drivers and drift teams that were in attendance. Magician, Sexy Style and Burst are drifting names we are familiar with and owe our introductions to Drift Tengoku.

We found inspiration everywhere we looked in the paddock and especially through a drift team consisting of disabled drivers. There were, of course, plenty of S-chassis and JZXs with a few AE86s, FCs and R32s. Then there was this Supra which we sort of think got mated to a Duesenberg. Maybe a Duesenpra or Supsenberg?

Most came to participate on the figure eight track, which is a safe place for any driver level. It was an interesting mix of go-go dancers wearing Santa outfits, a DJ on stage, Drift Samurai providing commentary all while drivers were doing burnouts and figure eight drifts around the small course.

Serious Fun

The big course was a bit more serious. From across Japan, 100 up-and-coming drivers were invited to compete based on various criteria. The groups were arranged by region and given the morning to learn the course setup.

Naoki had applied to compete, but was considered too well known and instead came to demonstrate Kansai's renowned aggressive driving along with fellow Pink Style driver Miki and the Kinokuni Jimny.

Additionally, Naoki was tapped to demo alongside Daigo Saito as he introduced his 2017 D1GP campaign vehicle; an HKS Nissan Skyline GTR. Unfortunately, his S14 was driven pretty hard in the previous session and was currently out of commission. No worries, he just hopped into Miki's and drove it like his own.

After just two qualifying runs, the 100 drivers that entered were quickly cut in half. The remaining drivers were the given one run to move onto the tandem rounds featuring the top 16 drivers. As a spectator, I could feel the intensity of the competition. One can only imagine how the drivers felt, all of which were losing their fair share of bumpers to the barricades.

Judging all of this was the 2016 D1GP champion Saito Daigo and legendary drifter Yoshinori Koguchi. To add to the entertainment, none other than Manabu Suzuki, the long-time voice of D1GP, provided commentary for each run. While the judges tallied the scores and arranged the brackets, awes and shrieks from the crowd could be heard over the tire-screeching, precision driving performance of Team Orange. Pure amazement in everyone's faces.

Tandem Time

With the sunlight beginning to fade, the tandem tournament began. Most of the action was in the transition area from turn one to turn three due to it not being a straight entry. All the drivers transitioned into what seemed like a slight right bend just prior to entering turn three; turn three being directly in front of the judges.

The final four started well after darkness had fallen with Masuyama and his S14 paired against Nagai and his S13; Maeda and his Mark II paired against Nishio and his S13. The final saw Maeda battling it out with Masuyama and required a sudden-death round to eventually determine the winner.

While you were getting the milk and cookie ready for Santa Clause on Christmas Eve, I was at one of the best drift events in Japan. As surreal as it was, it was great seeing cars and drivers that we have only seen on the Internet and in the pages of Drift Tengoku magazine. It was great getting that grassroots vibe in the big city of Tokyo.

Check out the gallery to see more from Top of Wild.

It doesn’t offer the winter retreat of IMSA’s Rolex 24 at Daytona, nor the splendor of France’s 24 Hours of Le Mans’ in June. It doesn’t demand the cold-weather willpower of the Sno*Drift Rally, nor is it the knock-down, drag-out battle pretty much every round of Global Rallycross devolves into.

Its cars aren’t limited to the refined race machines of TUDOR or the WEC, nor the volatile, 1,000-hp brutes of Formula Drift. But what makes the 25 Hours of Thunderhill so respected, despite being a humble NASA-sanctioned enthusiast race, is that it takes a bit of all the aforementioned elements and packs them, wheel-to-wheel, into one grueling 25-hour race, held in the cold remotes of Willows, CA (about 150 miles north of San Francisco), in December—offering competitors the sadistic honor of closing out their season with possibly the biggest dose of endurance and commitment they’ll exert all year.

The 25 Hours of Thunderhill is a remote, long, tiring, cold, usually wet and always arduous ordeal of motorsport. It’s a race where simply finishing is a victory in its own right, for competitors and spectators alike. But the loathing and regret felt by anyone in the midst of it is only usurped by the elation and pride felt after having seen it through. Having “survived the 25” several times over, let our account of this year’s 15th-annual running serve as a guide of what to expect from it, and—if you can stand it—join us next year, for one of the best times you can have in the freezing middle of nowhere.

-24:00:00 — Practice/Qualifying

There’s a saying that the 25 Hours of Thunderhill only lasts 25 hours for spectators. For drivers, staff, team-members and those of us in the automotive press, its running usually includes a day or more of practice sessions immediately before the big day. If you’re coming just to watch the race, show up before the green flag drops at 11:00 a.m. on Saturday. But if you want the full experience, try to include Friday afternoon’s practice and qualifying sessions.

You’ll probably want to walk the pits first and try to identify the contenders for the overall win. Repeat Thunderhill champs Flying Lizard were back this year as overall and ES-class threats, with both their Audi R8 LMS that won last year’s rainy race, and their Porsche RSR that always does well. My first thought: “These will be the guys to beat.”

Second thought: “Wait a second...there’s some real competition this year.” Also in ES class and gunning for the title were Reardon Racing and their formidable #43 Porsche Cayman GT4, F.A.S.T. Autosport’s circle-track Camaro (these are nothing if not endurance vehicles), Tiger Racing’s #3 BMW E46 M3 door slammer that always places impressively high, and a new entry from a veteran Thunderhill team: CLP Motorsports and their #14 Lamborghini Super Trofeo, piloted by a team of drivers including Tanner Foust and Tyler McQuarrie—definitely an overall contender.

Possibly even more relevant were this year’s ESR-class cars. A class for racing prototypes and open cockpit cars, this field is traditionally fastest around the track, provided it’s dry and they can make full use of their aero equipment—something this year’s forecast called for throughout the weekend. ESR cars have won as recently as 2014, and after a rainy 2015 ES-class win, were thirsty for vengeance.

Leading the ESR pack were Ryno Racing’s two low-revving, 6.3L LS3-powered Ginetta G57s and JFC Racing’s conversely high-revving, 2.7L V8-powered #52 Wolf GB08S. Following was a small, but diverse group of fast competitors, each a possible overall threat given a precise confluence of circumstance that would be entirely possible over the course of a 25-hour race. This would be interesting.

Final thought after the evening's qualifying session: “Holy crap, does that Lambo heat up the brakes! I wonder how big a part of its strategy brake changes will be...”

-04:00:00 — The calm before the storm

I like to get to the track as early as I can on race day for the 25 Hours of Thunderhill. The sunrise here takes on a completely different meaning as it will the next time you see it, and the calm of the track at rest is something to behold before its shattered for the next day and an hour. Grab a coffee, find a good vantage point, and you’ll see some racers, team owners, and corner workers taking it in as well. It’s sort of a thing to do.

Moving down to the pits, you’ll discover the two types of teams that emerge hours before the race: Those who have it together, and most of the field who don't quite. The few who have it together simply wait for the race, while most buzz around the pits making last-minute parts and supply runs, modifying their cars to pass some tech rule they hadn’t anticipated, or otherwise rushing to get to the line prior to race time. Some will even be pulling into the track and setting up pits just hours before the race. Take a step out of everyone’s way, and take in the excitement, stress, and adrenaline of the rush.

-00:15:00 — lining up

It’s strange, given the extent of a 25-hour race, but the most exciting moments of this one exist immediately before and at the end of the race. The moments before are a mix of anticipation and nervousness at the scope of uncertainty ahead, enshrouded in face-saving confidence and sportsmanship, coupled with a shared pride at having even made it this far. Team photos are taken, competitors congratulate each other and share their wishes for a clean race, and the vibe is really, really good. This is a great time to see those cars up close without crews rushing around making last-minute tweaks (usually).

For a 25-hour endurance race, Qualifying is a bit of a formality. The fastest cars get to start the race at the head of the pack, but with those cars logging between 650 - 700+ laps by race’s end, starting a few car lengths ahead of your competitor isn’t much of an advantage. Still, it’s a chance for drivers to lay down their fastest-possible laps and smile for the cameras, and what driver doesn’t love all that?

This year it was Ryno Racing’s two Ginettas on pole, followed by a bunch of ESR’s, and Flying Lizard and CLP leading the door-slammers—pretty much as expected

00:00:00 — Green Flag Drops

After such a dramatic build-up as preparing for the 25 Hours of Thunderhill can be, it’s a bit disillusioning that the start of the race is so smooth. There’s a march of bagpipes and military servicemen and women, the singing of the National Anthem, a couple laps around the track behind the pace car, and then they’re off. For the next 25 hours.

If you’re in my line of work you spend a couple hours on track shooting as many cars as you can, since you never know which ones will be among the first to exit early. Otherwise, man your post or enjoy the few hours of relative calm after all your hard work to get there, and before things begin to go wrong.

+05:00:00 — Day’s End

Thunderhill is a beautiful racetrack and looks its best during these winter months. The sights of its peaceful landscape bathed in golden sunlight at the end of a long day can be intoxicating, if not for the realization that it means the most grueling part of the race lies ahead. Enjoy these last few moments of sunlight—you’ll miss it dearly.

+12:00:00 — The Cold, Dark Night

Most of the 25 Hours of Thunderhill is run at night, with over 14 hours of the race occurring between sunrise and sunset. It’s the most crucial time of the race for competitors, but not so much for spectators. As the racing persists along the blackened course, grab dinner at the Thunderhill Grill, take a nap in the car, and then head out to the pits to find the real stories.

The first thing you’ll come across are the cars that have been put to rest for the night. Catastrophic failures are the main culprits here, usually blown engines or transmissions suffered by teams who gambled poorly or (more commonly) just aren’t well-funded enough to bring a full crew and the equivalent of a spare car in parts out to the track.

This is a dynamic unique to endurance racing and especially The 25. Mechanical setbacks and limited pit support are par for the course in E0-E3 classes. Nearly every competitor suffers them so none should pack it in at the first sign of trouble. Teams constantly suffer issues and drop back several places in the running, only to regain those laps when their rivals suffer the same. Over the course of 25 hours, it really can be anyone’s game, especially competing for class podiums.

And if you’re fortunate to be one of the teams at the top of the pecking order, with experience and resources only a professional motorsports effort will bring, you simply steer clear of drama, make your pit stops, and press on.

+20:00:00 — The Return of the Light

As beautiful as the sunsets are at Thunderhill, a good sunrise is always even more so. Park yourself at the entrance to Turn 3, or the exit of Turn 14, and watch cars race backlit by the rising sun to experience this in the literal sense...

Or, for a more figurative experience, survey the faces of racers and crew for the sun’s warm affirmation that the worst is over, and the end is in sight.

Competition is every bit as fierce in these early morning hours as ever, but after having survived the long night, everything seems a little more peaceful, amidst the chaos.

As day breaks from dawn and the clock draws ever closer to its final tick, teams still in the running remain on high alert to do everything they can to ensure a strong finish and remedy any surprises that may arise. Pit stops become a little faster, drivers push a little harder, gaps narrow, and after a night of fighting just to maintain, the drive to win takes on renewed importance.

+24:59:00 — The Call to the Wall

With the final minute of the 25-hour race comes another Thunderhill tradition, the “call to the wall.” Every able and awake body sheds their hibernative state and shares in a moment of adrenaline and excitement at the realization that they’ve each, together, achieved something remarkable. They flood across pit lane to the wall along the front straight, snapping photos, giving thumbs-ups, and otherwise cheering their drivers—and everyone else’s—on to their final lap. Drivers respond in kind with proximity, ear-piercing rev limiters, flashing lights, and the occasional wave back. It’s awesome.

+25:00:00 — The Finish Line

That shared elation continues across the line, as drivers complete their cool-down laps and reunite with their teams and family for one last trip to the pits, where the driving stops and cars are retired, and identities and affiliations seem to dissolve in a shared moment of congratulation and celebration. After 25 long, tiring hours of racing, preceded by some stressful practice days and an arduous journey to even get to it all in the first place, you won’t find a soul too beaten to enjoy this moment and share it with the entire motorsports family in attendance.

+25:30:00 — The Afterglow

One final tradition at Thunderhill: free beer and the winners' corral, in front of the tower. Everyone’s invited, and if nothing else it’s a clever way to heard the masses to where trophies and final congratulations are doled out. As tired, and cold, and hungry, and eager to hit the road as you will be, enjoy this last, sweet taste of victory—you’ve Survived the 25 as well!

Check out the gallery below to see more action from this epic endurance race.

"Should old acquaintance be forgot, and never brought to mind?" It’s a question sung at the end of every year – for a car guy, I simply translate it to: "Another one" — (say that in a DJ Khaled voice, I know you want to). Love it or hate it, 2016 is finally over it and it's time to look forward to the new year.

For 2017, I will...

Drive More

For 2017 I have to get more meaningful time behind the wheel. I drive a lot, but most of the time it’s running errands or even when car related, it’s the monotony of driving to an event. Granted I don’t have the spare time I once did, but even my Saturday morning Cars & Coffee drives have felt more of an ends to a means rather than a drive. It doesn’t have to be a track day or a long cruise, but I want to get back to that feeling where I truly focus on the drive itself – rather than everything else that’s coming after it.

Clean My Cars

My cars are usually dirty. A testament that they are driven and not show cars. For 2017, I’m committing to more routine washings or “maintenance” as I would consider it. The more often they get washed, the cleaner they will stay overall. Also, this gets me more “time” with them! The good guys at Meguiar’s always lace me up so I have no excuses – be on the lookout for some easy cleaning content in 2017, I’m all about making things simple.

Make Videos

No not the kind you are thinking of, as you’ve seen on Driving Line, video as a platform is pretty damn cool. I’ve toy’d with my GoPro over the years but for 2017 I’m really looking to add video content as part of my stories. Especially for car related content, there’s something cool about seeing and hearing the cars run. I’ll be pushing more video in the New Year so be on the lookout!

Wrench

Contrary to popular believe, at one time I used to work on my own cars. In my high school JDM days, I swapped suspension, changed cams, you name it – but as time went on, I found more enjoyment in just driving. Not sure how I’ll fit this all in with everything else I want to do (but that’s why they’re goals right?) but I would like to find time to work on some of my cars myself. Assuming that’s possible (for example, the BMW i8 was too advanced) – it could be fun to swap some stuff out myself…

Enjoy

Lastly, just have fun! That’s what the passion is about after all. For a period of time this year I became burnt out with writing and cars (it’s a little apparent if you’re a reader, I didn’t write nearly as much as past years) — I stopped enjoying it. From the start it has to be fun. If it’s not fun, it’ll be apparent in everything. So for 2017, let’s be sure to have some fun!

What are you're New Year's Resolutions for 2017? How many of them do you think you can accomplish? Let us know!

We can't think of a better way to bid 2016 farewell and welcome in 2017 than a little mud and a lot of fireworks! When Keith Northup decides to have some fun with Trophy Rat, it's no surprise that sparks will fly (as well as some dirt).

From the streets to the dirt and everywhere in between, 2016 has been an amazing year in the automotive world, and we're just glad to have coverage as much of it as we could. For 2017, our new year's resolution is to keep finding great content, sharing the untold enthusiasts' stories and continue to bring you amazing sh*t!

(Original Video provided by: Michael Sol of Solportraits)

Forget about responsibility for one minute and imagine if you could fill the days of 2017 with every four-wheeled event you’ve always wanted to visit. We’re two steps ahead of you and already have our bags packed for this bucket list of awesomeness—what are you waiting for?

1. King of the Hammers

February 5–11 | Johnson Valley, California

While ULTRA4 racing is central to this weeklong dirt-fest, Hammertown provides ample opportunity for choosing your own adventure, whether that’s enjoying the campfire with friends or tackling some trails.

ultra4racing.com

2. Tierra del Sol’s Desert Safari

March 3–5 | Salton City, California

The longest-running off-road event in the nation, TDS Desert Safari offers a large array of wheeling: running trails with friends, powering through the mud pit, overcoming the obstacle course and so much more.

tds4x4.com

3. Easter Jeep Safari

April 8–16 | Moab, Utah

If you love ’wheeling, beautiful scenery and Jeeps, then the Red Rock 4-Wheelers annual Easter Jeep Safari has to be on your to-do list. Started in 1967, it’s one of the longest-running and largest Jeep gatherings on the planet. Sign up soon because space fills up quickly.

rr4w.com

4. Texas Heatwave

July 21–23 | Austin, Texas

Ain’t nowhere with bigger trucks than Texas, and this is one of the biggest truck events of them all. Get ready for a weekend full of lifted trucks, train horns, and one helluva good time!

heatwaveshow.com

5. Jeepers Jamboree

July 26–30 | Georgetown, California

Every die-hard ’wheeler needs to drive the Rubicon Trail at least one time. Why not do it with expert guides and catered meals? While Jeepers is a more adult-themed camping trip over the ’con, you can always opt for the Jeep Jamboree, which is more family oriented.

jeepersjamboree.com

6. Scheid Diesel Extravaganza

September 29–30 | Terre Haute, Indiana

The world’s fastest and most powerful diesels in one spot—it doesn’t get any more American than this.

scheiddiesel.com

7. JK Experience West Coast

September 2–9 | TBD

It’s more than just a ’wheeling trip, it’s an experience. Looking to top last year’s JKX Alaska, 2017 should be another epic Jeep adventure.

jk-experience.com

8. Sand Sports Super Show

September 15–17 | Costa Mesa, California

If you like to play in the sand, this is the place to be. Big wheel travel, horsepower and really, really, tall flags all in one spot.

sandsportssupershow.com

9. Off Road Expo

September 30–October 1 | Pomona, California

The best wares from off-road vendors from across the country converge in one spot.

offroadexpo.com

10. Baja 1000

November 14–18 | Ensenada to La Paz, Mexico

It makes legends and breaks the toughest of men and machines. Do you have what it takes?

score-international.com

Ready to hit the pavement? We covered that side of the bucket list too, click here for not-to-miss 2017 automotive events.

Variety is the spice of life, and we’ve selected some hot stops for your 2017 calendar.

1. Wekfest Hawaii

February 4 | Honolulu, Hawaii

Wekfest has become one of the premier import car shows of the nation, so why not start the year off right with a car show on the beautiful island of Hawaii!? Take a break from the beach to look at some of the island’s best—from modified tuners to elegant VIPs.

wekfest-usa.com

2. Daytona 500

February 26 | Daytona, Florida

Racing doesn’t get more American than NASCAR, and the Daytona 500 has created some of the greatest memories in U.S. racing history. #MERICA

Nascar.com

3. Amelia Island Concours

Photo: Rashba.com, courtesy of Amelia Island Concours

March 10–12 | Amelia Island, Florida

Put your fancy pants on to rub elbows with the rich and famous in one of the most impressive gatherings of historic cars this side of the Atlantic.

ameliaconcours.org

4. 24 Hours of LeMons

Photo: ArtofGears

April 22–23 | Gingerman Raceway, MI (More dates and locations available)

Endurance racing for $500 is what sparks the shenanigans that make up the 24 Hours of LeMons series. Dubbing themselves a “breeding ground for morons,” you’ll get a serious dose of amusement, regardless of whether you watch or race.

24hoursoflemons.com

5. Indy 500

Photo: Courtesy of John Cooper Collection

May 28 | Indianapolis, Indiana

History and speed converge at the Brickyard each May for America’s biggest race spectacle.

indianapolismotorspeedway.com

6. Goldrush Rally

Photo: GoldRush Rally

May 12–20 | Beverly Hills to Seattle to Vegas

Not your Subaru’s rally. More of a multi-city party and less of a race, bring your gold-chrome-wrapped Lamborghini to this one and prepare yourself for a five-star-filled week of over-the-top automotive spectacle.

goldrushrally.com

7. PPIHC

June 27 | Pikes Peak, Colorado

With what must be the most treacherous 12+ miles of road-turned-race-course, the Pikes Peak Hill Climb is the true test of man and machine.

ppihc.com

8. NMRA-NMCA Super Bowl

July 27–30 | Joliet, Illinois

Torque-fueled battles set the stage for this “Super Bowl” of street-legal drag racing with NMRA’s All-Ford series pitting against NMCA’s Muscle Car National, where only one car can end up on top.

nmradigital.com

9. Speed Week

August 12–18 | Bonneville Salt Flats, Utah

Before there were racetracks, speed-seekers used the flat, vast surface of the salt beds to reach for the ultimate speed. Each August you’ll find mind-blowing automotive creations continuing to push the limits.

scta-bni.org

10. SEMA

October 31–November 3 | Las Vegas, Nevada

The industry-only car show that everyone wants to be at, SEMA combines trade with car show with the hottest new builds from across the U.S. converging in one place.

semashow.com

Honorable Mention: Burning Man

August 27–September 4 | Black Rock Desert, Nevada

While not a car event, strictly speaking, the creativity that converges on the playa brings with it some outrageous four-wheeled creations that has our interest piqued.

burningman.org

Ready to hit the dirt? Catch our 4x4 version of the 2017 Car Calendar Bucket List.

Everyone loves a sleeper vehicle. It's the automotive equivalent of a wolf in sheep’s clothing — a stock-appearing terror on wheels. In the diesel world, Ford trucks are some of the best candidates to turn into sleepers due to the fact that they’re not as synonymous with making big horsepower as the other two brands are (i.e., Cummins-powered Rams and Duramax-equipped GMs). This is especially true in the case of the 7.3L and 6.0L Power Stroke V8-equipped trucks, built from ’94.5-’07. These mills utilized a hydraulically activated, electronically controlled unit injection system (HEUI), which many consider to be a complex and inferior platform in terms of adding performance. For this reason, most Cummins and Duramax enthusiasts write them off or pay them very little mind. Big mistake!

The following Blue Oval profiles might just make you think twice about that old 7.3L or raspy 6.0L sitting next to you at the stoplight. And don’t forget that a modest-looking ’08-’10 Super Duty can click off bottom 13s at the track with nothing more than a programmer. Be careful who you line up against — this world is full of surprises.

1.  850-rwhp 7.3L

Let’s kick things off with the nastiest truck of the bunch, shall we? Meet Tony Salokas’ ’01 F-350. While the ’05 front clip, Reflexxion cowl hood and Harley Davidson grille and headlights are aftermarket add-ons, they do very little to draw attention to the fire-breathing 7.3L Power Stroke under the hood.

Built by Carson Stauffer Diesel, the 7.3L sports a partially filled block, Dyno Proven main bearing girdle with ARP main studs, Manley Performance I-beam rods, fly-cut and de-lipped 15:1 compression pistons, fire-rings that protrude into both the block and heads, a Gearhead Automotive Performance Stage 2 cam and Carson Stauffer’s Stage 2 (ported) cylinder heads.

HUNTING FOR 10s

For fuel, Tony runs a set of 300/200 hybrid injectors from Swamp’s Diesel Performance and a Marty’s Diesel Performance 1375 fuel supply system, and keeps the high-pressure oil side of the HEUI equation happy with one of Swamp’s Gen3 high-pressure oil pumps. A 75 mm S400-based charger from Barder Turbo Service supplies the air, a BTS 4R100 handles the shifts and with a whiff of nitrous, the truck sends more than 850 hp to the pavement.

Tony’s best quarter-mile pass to date has been an 11.03 at 120 mph (with a 1.577-second 60-foot). On fuel alone, the truck lays down more than 700 rwhp. Once the weather breaks in Tony’s neck of the woods, you can bet he’ll be on the hunt for 10’s in 2017.

2.  700-rwhp 6.0L  

The 6.0L Power Stroke is the biggest underdog in the diesel performance realm. Even though a stock 6.0L short block can handle big horsepower and torque, most diesel enthusiasts steer clear of them due to their mechanical failure points on the top-end of the engine (stretched head bolts, failed EGR cooler and EGR valves, sticking turbos, plugged oil coolers, etc.).

Needless to say, it’s fairly rare to find a hopped up version of Ford’s ’03-’07 Super Duty — which was just perfect for Tommy Barnes. His ‘07 F-250 is stock-appearing and completely unassuming, all the way down to the three-ball hitch he leaves in the receiver.

8,400 POUNDS AND MID-12s

Put together by Stroked Diesel Performance, the 6.0L retains the factory connecting rods yet sports a set of fly-cut, 16:1 compression pistons, a Stage 2 camshaft from Colt Cams and a set of worked over (ported) heads from River City Diesel, which are anchored to the block via ARP studs. A dual high-pressure oil pump system from Warren Diesel is employed to keep a set of thirsty River City Diesel 285/150 injectors happy, a 68 mm Garrett PowerMax turbo sits in the valley and custom PCM and TCM tuning was handled by Stroked Diesel Performance via SCT software.

A hefty race weight of 8,400 pounds and a quarter-mile trap speed of 107 mph means Tommy’s behemoth applies 700 rwhp to the track. A set of 305/55R20 Nitto Terra Grapplers help the full-weight Ford dig itself off the line and cover 1,320 feet in just 12.6 seconds.

3.  Grandpa Truck

Robby Ching’s ’97 F-250 might just be the mother of all sleepers. 20 years after being built, it’s rocking the stock wheels, factory ride height and the same twin traction beam front-end it left the assembly line with. But when Robby turns the truck loose courtesy of a boosted, four-wheel drive launch, it nabs a 1.8-second (spinning) 60-foot time before storming through the quarter-mile in 12 seconds flat.

Once onlookers and race victims realize what just happened to them, they’re often confused and bewildered before admitting they’re impressed with this truck. It’s the same old Ford your grandpa used to drive, only with four times the horsepower.

600-rwhp hp and Lightweight

What’s even more impressive is that Robby runs an untouched, 296,000-mile, stock bottom end 7.3L Power Stroke. Big fuel comes by way of a set of Full Force Diesel 300/200 hybrid injectors and a Marty’s Diesel Performance 875 supply system, while an SRP1.1 high-pressure oil pump handles oil volume duties.

Beyond that, a box BorgWarner S467.7 turbo with a race cover, built E4OD automatic, Swamp’s Diesel Performance custom tuning and a shot of nitrous adds roughly 100 hp to the mix. To date, the ladder combination of parts has culminated in a best pass of 12.02 seconds at 114 mph.

4.  The Grocery-Getter

It might not be sporting the factory 16x7 Alcoas, but that doesn’t make this old-body style Ford any less of a sleeper. And believe it or not, Stephanie Davis’ F-350 is actually a tow rig for her husband Steven’s 10-second 7.3L-powered drag truck, but she’s quick to point out that it gets the groceries, too.

The 20-year-old workhorse sports a stock 7.3L long block, a set of Full Force Diesel 200/100 injectors, DieselSite Adrenaline high-pressure oil pump, a Dominator 66 drop in turbo from Bean’s Diesel Performance and custom PCM tuning from Dyno Proven.

500+ RWHP TOW-RIG

Thanks to the combo listed above, Stephanie’s Ford is a real runner — and the 205,000-mile Blue Oval more than keeps pace with today’s easy horsepower, plug-and-play diesel trucks.

We’ve personally seen it make 524 hp and 1,035 lb-ft of torque on a chassis dyno, sprint through the eighth-mile in 9 seconds, and win a sled pull. Once it’s hooked to the trailer, this old-school tow-rig can embarrass vehicles with or without 10,000 pounds behind it.

5.  Tuned 6.4L

Who knew an 8,400-pound truck could rip off a low 13-second quarter-mile? Well, with essentially one modification (a 300 hp file in the PCM), a 6.4L Power Stroke-equipped ’08-’10 Super Duty can do just that.

This makes them the ultimate sleeper in our book, because anyone can own one and the cost to play the performance game is very minimal. Add in the fact that the 5R110 TorqShift automatic can handle the added abuse without any upgrades and you’ve got a truck that’s reliable, fast, more fuel efficient (if you can keep your foot out of it) and can still tow anything you need it to.

COMMON-RAIL + TWINS = EASY HP

Thanks to a potent factory high-pressure common-rail fuel injection system and compound turbo arrangement, aggressive custom tuning files often take a bone-stock 6.4L from 290 rwhp to a tire-melting 580 rwhp. Nothing has to be touched under the hood! Get your hands on a regular cab version and you could be looking at high-12s with just a tune.

We’ve even seen a tuned ’08 regular cab be treated to a little nitrous and proceed to make a 7.55-second eighth-mile pass (11.80 in the quarter). We love when the owners of these trucks tune them but refrain from adding aftermarket wheels — and we like them even more when they’re still sporting the factory, dual exit exhaust tip.

Check out some great power recipes for your 7.3L Power Stroke.

Fab Fours is best known for making bumpers and accessories for full-size trucks and Jeeps. Over the past few years, however, it’s made a name for itself by rolling out some pretty incredible builds. JKs such as the "Legend 2.Woah" and trucks like its unreal Chevy Colorado dubbed "Kymera" demonstrate that the American bumper manufacturer isn’t afraid to think outside of the box. The company’s latest creation started off life as a 2015 Jeep Wrangler Unlimited Rubicon.

Fit with the 3.6L engine and backed by a six-speed manual transmission, the idea was to use the JK to showcase some of the company’s latest wares. Since Fab Fours knew it would initially be a show vehicle, the company added some massive 24-inch American Force wheels and 38-inch-tall Nitto Trail Grapplers to give it that over-the-top look. Understanding that the large wheel combined with the bevy of armor would have some placing it firmly in the mall-crawler category, the company embraced the funny show-truck moniker and dubbed the Jeep the "Mall Assault JK."

Providing lift for the Rubicon JK is a set of 2.0 Fox coilovers. These work with a 5.5-inch Rubicon Express long-arm suspension and Fox air bump stops. This should handle those pesky speed bumps in the mall parking lot with ease.

The new lift allowed ample room for the 38x13.50R24 Nitto Trail Grapplers. The beefy mud-terrain radials were mounted on a set of 24x12 American Force Vector FP5 wheels. While not ideal for racing over hammer trails, there’s no curb too steep for this setup to handle. 

Up front, Fab Fours installed its Grumper with Crash Bar Cover, which secures a Warn Zeon 12-s winch. Attached to the Platinum series recovery tool is a Factor 55 FlatLink shackle. Lighting duties are handled by HID Projectors, while inside the ViCowl are four red Rigid Industries Dually lights. The aggressive cowl and windshield protection is ideal for deterring people from putting those pesky flyers under your windshield wipers. 

Out back, a Fab Fours off-the-door slant back tire carrier and bumper combo was installed, which works well with the Bestop Trek Top NX soft top. Since the back bumper is a single-action carrier, you can have a free hand to load in your fresh gear you scored on sale. Fab Fours' new fender system, door guards and sliders also found their way onto the build and are perfect for preventing door dings in those impossibly small mall parking spaces. 

Who doesn’t want to be the flyest guy in the food court? To help make those trips to the mall more comfortable, custom leather covers from Katzkin drape the factory buckets.

Hold the phone! A mall crawler in the dirt? Done with its show phase of the build, Fab Four plans to add some serious go to the JK. The next series of mods will include a more durable axle set along with a few more appoints to equip it with undercarriage parts that are just as hardcore as the exterior upgrades. Until then, this JK will dominate the mall parking lot harder than anyone else. 

(Photos Courtesy of Fab Fours)

Enjoy more photos of the Jeep in the gallery below or check out this equally striking JK, the Spicy Chicken.

With how far automotive technology has come in recent years, there is no reason why older platforms with outdated electronics can’t be brought into the 21st century. Here we will be installing a Racepak IQ3 Digital Dash and Data Logger into a '93 Honda Civic Si. While it is not needed for the install, if you have a Hondata S300 V3 in the car, you will be able to see and log all information that streams through the ECU through a single wire.

Know the IQ3

The Racepak IQ3 is available in two different versions: Display Dash or Logger Dash. For a road race car, you know we had to go with the best. The Logger Dash is able to display information from the ECU/external sensors, log data such as lap times, and it includes an external memory card slot.

The dash has up to four screens that you can configure however you’d like. There are also progressive shift lights and four warning lights that you can set up to any of the readings coming through the dash. An external button will allow you to toggle through each screen. This is perfect to eliminate the need for multiple gauges on the dash.

Get Connected

Racepak's proprietary V-net connectors allow you to connect all sensors to each other, with only one plug going to the dash, making the installation of sensors a simple, clean process. If you are using Racepak sensors with the V-net module, the IQ3 Dash will automatically recognize what type of sensor you have once connected. It's so easy!

Mount Up

We recommend starting the installation with where you are going to mount to dash. Keep in mind you will need to access the rear of the dash later on for configuring the screens.

We choose a column mount to bring the dash closer to the driver and allow for easy access to both the rear of the dash and memory card slot on the front. Once mounted, the dash only needs a 12V power and ground. All engine information will be read through the V-net harness connected to the ECU.

Installation

THROUGH THE WIRE

Once the dash is mounted, we can begin routing the wires. Since the dash is being directly connected to the Hondata S300 ECU, we were able to remove the tach signal and external warning light from the main power harness.

The Honda ECU does not read oil pressure, oil temperature or transmission temperature, so we are using three external sensors to monitor these readings. Once installed on the engine, the wires are routed through the firewall and plugged in to the V-net cable running from the back of the dash.

HARNESS THE POWER

From there we move to the ECU.

Once the ECU cover is removed, you will see a few small pins that the Hondata provides connectors for with the S300.

Simply connect the Racepak harness to the Hondata harness and connect the V-net plug into the others. Use the Hondata SManager software to let the S300 know you are outputting readings to the IQ3 dash.

FILL UP

Fuel level readings are always the trickiest part of installing a digital dash; this is largely due to every car having their own way of reading it. To get the most accurate readings, we installed the Racepak Universal Sensor Module (USM), which allows us to convert the ohm reading the car provides to a 0-5 volt reading that the IQ3 needs.

To install, you simply attach the signal and ground wires from the fuel sending unit to the USM. When configuring the dash, the fastest and most accurate way we recommend is to remove the fuel sending unit from the gas tank. You then read the output signal at empty and full and the Racepak software will fill in everything in between. The fuel levels will be displayed as a scale of 0-100 on the dash. It is also recommended to set a warning light on the dash to lets you know when you are getting low.

Your Car, Your Screens

In an effort to not have to toggle through screens anymore that needed, we went with a simple three-screen setup. The main screen shows only the crucial information, while page two shows all temperatures, and page three shows fuel level and the rest of the readings available through the ECU.

Still feeling techy? Learn how to jailbreak your newer BMW's onboard system to get the most out of it.