Want to know what to expect at 2017 King of the Hammers? Read on for the week’s Ultra4 racing schedule in Johnson Valley to all of the coverage and galleries you’ll need. Hammertown opens on February 3^rd, 2017 with KOH events happening through the 11^th. As of early January, 415 competitors have signed up to get a slice of the racing action in one of the multiple Ultra4 classes. Driving Line will be there to catch all the action, so check in frequently to get your KOH fill!

2017 KOH Schedule

Friday, 2/3: Hammertown Opens

Bring your RV, tents, and off-road vehicles for a week of fun on the lakebed. Wondering what to pack? Don’t forget the mud boots this year, you might need them!

Saturday, 2/4: UTV/4600 class Qualifying & King of the Motos, Part 1

Racing kicks off with UTV & 4600 Stock class qualifying. In the evening, Part 1 of 3 of King of the Motos begins, with 85 brave bikers signed up as of 1/11/17.

Sunday, 2/5: King of the Motos, Part 2 & 3

King of the Motos continues in two more legs of the race with both a Pro and Amateur class taking on the toughest endurance race on two-wheels.

Monday, 2/6: Vision X Shootout presented by King Shocks

This year the shootout returns to the steep waterfall challenge of Back Door as SRRS rock bouncers wage battle against Ultra4 buggies to see who can make the fastest run.

Tuesday, 2/7: 4500/4800/4400 Qualifying

The short course will start heating up as 4500 Modified, 4800 Legends & 4400 Unlimited racers vie or starting position. Keep an eye out on Tuesday’s “Power Hour” where some of the top-ranked drivers, like 2016 King Erik Miller, will be kicking up dust.

Wednesday, 2/8: Can Am KOH UTV Race & 4400 Qualifying

UTV racers will take the green flag in the morning with 4400 Unlimited qualifying continuing through the afternoon.

Thursday, 2/9: Smittybilt Every Man Challenge

The underclassmen of Ultra4 – 4500, 4600 and 4800 – take the line for a long and challenging Hammers race.

Friday, 2/10: Nitto King of the Hammers Powered by Optima

KOH week culminates with the 4400 main race to see who will be crowned 2017 King. This year has four past Kings vying to make the first 3-time King as well as many others seeking to take the throne.

Saturday, 2/11: KOH The Experience & Axial R/C Trail Run

Join in for some guided trail runs on one of the many Hammers trails.

2017 KOH Coverage and Galleries

Don't miss out! Visit back for updates during KOH week for all the coverage you need. Until then, brush up on your Hammers knowledge and re-visit some of previous year’s adventures.

New to KOH? Read more about how it started or how it's evolved over the years.

If you're thinking of heading out to the lakebed yourself, there's a lot to take in for your first time. Figure out what to pack and explore some of the things that will keep you busy during the week - it's not all racing.

What does it take to race the toughest one-day race on earth? We've asked some of the top racers what they do to prepare, here's what they said:

• Loren Healy
• Shannon Campbell
• Erik Miller
• Mel Wade
• Jason Scherer

3 loops around Johnson Valley, tackling many of the Hammers trails twice... all in one day?! Yep, it's King of the Hammers. You'd better be sure about the tires you're running. See what goes into the anatomy of a KOH-winning tire.

Read up on all of the action from last year's race in our 2016 coverage, and check back here beginning February 3rd for up-to-the-moment galleries, results and race recaps.

It's not every day you see a Ferrari with a ski box.

The photo we posted on Instagram a few weeks ago had been circulating around Reddit, and it's definitely a brow-raiser. While some people won't even take their exotic out of the garage when it's raining, there are others who are brave (or crazy) enough to take theirs out in the snow. And then, there's the small group of people who want to ski in the mountains, so, damnit! they're going to get there in style!

The trend of putting ski boxes on top of really nice cars was made famous by pro Red Bull freeskier Jon Olsson, who always seems to live life on the edge.

(Photo: Oskar Bakke | Jon Olsson.com)

Want to store your sporting gear on top of your exotic? Try LYFE Motorsport.

"Our shop specializes in doing complicated custom projects on high end cars," says LYFE founder Cole Powelson. "Most of our work is done on race cars, but we deal in the customs and exotics market quite a bit." Perfect.

LYFE is responsible for the Ferrari/ski box build, and that's not the only exotic they've prepared for the mountains.

They've completed two other ski box jobs:

An Audi R8...

...and a Lamborghini Gallardo.

The R8, looking all slick in its Envision Wrap, seems right at home in the snow in this video, merrily drifting along with a Christmas tree on top. No big deal.

When LYFE agreed to put a ski box on the Lambo of famous YouTuber James "The Stradman," I wonder if they knew how much of a role the car would really play in the transportation of these skis.

(Photos courtesy of LYFE Motorsport)

As we usher in 2017 with a new president, a new White House cabinet and a whole bunch of people arguing over politics, it’s easy to forget that the November election also resulted in a pile of new traffic regulations. Here’s a state-by-state look at some of the most exciting new laws for 2017. Let’s start with one of the strangest:

As of January 1^st, 2017, it’s now make it illegal to point a laser beam at a car in the state of New Hampshire. So, you’ll want to abandon any elaborate, laser pointing freeway schemes in the “Live Free Or Die” state. You should probably just focus on driving under the speed limit. As of this year, New Hampshire drivers now pay fees up to $400 for driving just 20 mph over the posted limit. 

If you think that’s steep, try living in Pennsylvania. As of January 1^st, the state enforced an $.08 wholesale tax on all gasoline sold. The good news is that the state also voted to do away with registration stickers in favor of a super-cool automated license plate reading technology, saving the state millions.

In New York, voters decided it was time to get serious about window tinting. As of this year, auto shops in the Empire State are now required to incorporate window tint evaluation into every vehicle inspection. New York also made a large change to its organ donor policy by changing the legal age from 18 to 16. Thus, young drivers can now agree to become donors when applying for a learner’s permit without having to wait until they get their license.

The general assembly in the tiny, sea-side state of Rhode Island decided to take an aggressive stance on race relations and law enforcement in 2017. Their law requires that during every traffic stop, the race of the parties involved must be documented and stored in a database. This data will then be compiled into an annual report to review and combat racial disparities in this New England state. 

If you’re planning on driving in Utah without insurance, you may want to think again. The state just passed a measure requiring police to impound uninsured drivers on the spot!

While many states seem to be tightening their regulations, the Peach State offers a more relaxed approach. Georgia residents now have eight years between driver’s license renewal. If you think that’s sweet, how about the $32 renewal fee? That makes driving in Georgia a real bargain at only $4 per year. 

Only four U.S. states enter 2017 without laws that ban texting while driving. Texas, Missouri, Montana and Arizona either have no law at all or leave the details up to the local jurisdictions. New to Texas, however, is a law that bans new drivers and school bus drivers from texting or making calls behind the wheel.

Meanwhile, California passed a texting and driving initiative that’s left many of its residents baffled. The new state-wide law bans any driver from holding a phone while driving. Simple enough, right? However, the exception to this rule include situations where "the driver’s hand is used to activate or deactivate a feature or function of the handheld wireless telephone or wireless communications device with the motion of a single swipe or tap of the driver’s finger." Wait. What? Isn’t texting a feature or a function? What about Snapchat? That remains to be seen.  

Vermont’s new 2017 law focuses on protecting “vulnerable users” of the state’s roadways by mandating that drivers allow a 4-foot clearance when passing. It all sounds quite simple until you read that the examples of "vulnerable" include “pedestrians and horse-drawn buggies.” The law’s architect, however, clarifies that the measure was mainly written to protect cyclists.

Finally, after much debate, Arizona has taken their red light and speeding cameras off their roads and highways. 2017 enables individual towns and cities to reinstall the cameras if they choose. However, new laws also make it legal for Arizona residents to choose to ignore these citations. Arizona will, however, be installing new safety corridors in construction zones with a zero tolerance mandate.

If you’re confused by all of this, you are not alone. Here are a few tips on how to keep legal as your drive from state to state. Watch the speed limit, stay off your phone, leave your laser pointer at home and don’t mess with the horse and buggy. Most importantly, enjoy the drive.

Atlanta isn't traditionally spoken of as a hub for automotive culture, but the growth of the Caffeine and Octane event has proven to the world that the city's car community is alive and well. While many of the cars and coffee type events around the country tend to feature more exotics, Caffeine and Octane has become a show for nearly everyone.

With the mall parking lot beginning to fill up around 6 a.m. on the first Sunday of each month, the attendees tend to only be the most dedicated of enthusiasts. Cars are loosely grouped by choice into respective brands, models or styles, but there isn't a mandated hierarchy. From a pair of Lamborghini Aventador SVs, a well-preserved Yugo or a lifted Toyota Tacoma on beefy Nitto Tire Mud Grapplers, the come-one, come-all atmosphere allows for incredible diversity.

Living up to the spirit of Atlanta's nickname "The City Too Busy to Hate," attendees are here with pure excitement to be able to check out everything the automotive world has to offer in this little city. Get up early and take in that morning fresh breath, because the event definitely has the sweet smell in the air of friendliness and camaraderie that's often missing from today's car meets.

If you find yourself in Atlanta and have any interest in cars at all, Caffeine and Octane is guaranteed to have something for you! Don't believe us? Check out the gallery above; you can thank us later.

Looking toward an amazing 2017 King of the Hammers and Ultra4 racing season, we still can’t stop thinking about the heights reached during last year’s season. Revisit some of the victories with us.

Race 1 - King of the Hammers

1^st- Erik Miller, 2^nd- Jason Scherer, 3^rd- Raul Gomez

A hard-fought King of the Hammers victory for Miller Motorsports. Will Erik Miller make history this year and be the first to win three times?

Read about Erik's crown-winning day here.

Race 2 - Metalcloak Stampede

1^st- Shannon Campbell, 2^nd- Jason Scherer, 3^rd- Erik Miller

Horsepower and Mother Nature had a fight, and Horsepower won. Shannon Campbell drove from the back of the pack to the front in a single lap during Metalcloak Stampede’s qualifying and didn’t lift after that.

See the Metalcloak Stampede race recap here.

Race 3 - Hot Springs

1^st- Clay Gilstrap, 2^nd- Derek West, 3^rd- Wayland Campbell

True to Hot Springs reputation, mud and water plagued part of the course despite race day’s 70-degree weather and beautiful blue skies.

Follow along with the Hot Springs race recap here.

Race 4 - 4 Wheel Parts Grand Prix

1^st- Paul Horschel, 2^nd- Shane Chiddix, 3^rd- Erik Miller

Three lead changes in the last mile of the race, a first-time winner, and 41 adrenaline- and horsepower-fueled racing addicts in the 4400 Main at Glen Helen Grand Prix.

Get the full Glen Helen race recap here.

Race 5 - Badlands

1^st- Jason Shipman, 2^nd- Josh Blyler, 3^rd- Macy Higgins

The original spirit of Ultra4 speaks to the roots of friendship, family, wheeling and competition that are still evident today, seen at Badlands, 10 years after the birth of the series.

Read on to the full Badlands race recap here.

Race 6 - Yukon Battle in Bluegrass

1^st- Erik Miller, 2^nd- Clay Gilstrap, 3^rd- Tom Wayes

The 3.5-mile track of Battle at Bluegrass set for a day of race drama as red flags, driver emotions and a challenging course set the stage for a last-to-first move by Erik Miller.

See how it all went down, read the full Battle at Bluegrass race recap here.

Race 7 - Fallon 250

1^st- Jason Scherer, 2^nd- Shannon Campbell, 3^rd- Brian Caprara

The victory at Fallon, Jason’s first since he moved to this car two years ago, despite a slew of pole positions and podium finishes, deserves congratulations for not only the win but also for having the best post-race celebration of the year!

Get the full race recap, plus why Scherer's car is tipped at the finish, in the full Fallon 250 race recap here.

Race 8 - Nitto National Championship

1^st- Gary Ferravanti Sr., 2^nd- JP Gomez, 3^rd- Jason Scherer

Taking an "all-or-nothing" approach, Gomez launched his car across the rock garden in a dramatic, breathtaking fashion to edge out Scherer for second place while Gary Ferravanti Sr. took first. In a season full of first-time winners, this victory was long overdue for Ferravanti.

Read on for the full Nationals race recap here.

2016 Ultra4 Champion - Jason Scherer

Putting together a masterful season of podium finishes (including his first win in his new car at Fallon), Scherer raised his hands high in celebration and relief as his hard-fought battle over the 2016 season had finally come to a close.

Find full race coverage and galleries as 2017 Ultra4 season continues at DrivingLine.com and check-in for everything King of the Hammers too!

There’s just something about a perfectly molded rear end that can make anyone stop dead in his or her tracks. You know the feeling... the overwhelming urge to run your fingers over the flowing curves, but then forcing yourself to refrain as to not cause trouble. There’s no need to leave greasy fingerprints on such perfection, anyway.

Everyone has a preference: round and voluptuous, sculpted and muscular, or thin and edgy, and each one deserves admiration. Let’s begin with the top 10 moneymakers that graced our presence during the 2017 North American International Auto Show (NAIAS).

1. Ford GT

Never mind that it’s a mid-engine twin-turbo 3.5-liter V6 hypercar with 600+ hp — the new Ford GT has the looks that make knees shake. Its majestic carbon fiber construction sensually embraces the combination of sharp angles and rolling curves, from the alluring front end to its equally stunning rear. It’s a shame that only 500 people were approved to purchase one this year. But maybe it’s for the best; its strikingly exotic physique is far too distracting for all the rubberneckers on the road, me included.

2. Acura NSX GT3 Race Car

The Acura NSX GT3 made its presence known at the NAIAS. I felt its nonpareil essence before spotting it through a crowd, slowly spinning on the turntable. At first glance, the angular front end widely swoops down the sides to the expertly aerodynamic rear, paying compliment to its assets, meaning the 500-hp twin-turbo V6, of course. It’s an NSX with advanced aerodynamics. The rigid underbody diffuser and sizable rear deck wing splits the air at high speeds. A functional design that upholds its intoxicating looks is chemistry all its own: I think it’s called “love.” OK, quit staring. It’s time to move on.

3. Alfa Romeo 4C Spider

A feeling of exhilaration transpires when the Alfa Romeo 4C Spider’s callipygian (look that word up and use it in conversation today!) physique comes into view. Its curvilinear design forms a figure of agility, command and grace, with a side of frisky. For example, powered by its 237-hp turbocharged inline-four, the 4C Spider speeds from 0 to 60 mph in 4.1 seconds. But don’t expect to fit much junk in this trunk; this mid-engine car is built for real driving.

4. VLF Force 1 V10

At first glance, the VLF Force 1’s chiseled hood, swooping roofline, and wide, upturned rear seemingly shared Dodge Viper’s characteristics, but then the smatterings of bold, distinctive Fisker traits became more evident, followed by a touch of aerodynamic artistry.

Let’s start from the beginning: The VL Automotive brand was launched by former GM Vice Chairman Bob Lutz and former Boeing Aircraft company Executive Gilbert Villarreal in 2012. Then in 2016, Henrik Fisker joined, soon followed by Dodge Viper pro-racer Ben Keating. The VLF Force 1 was the result of the masterful combination. Simply put, it’s a bold, beautiful, 745-hp paragon.

5. Lexus RC F GT3 Race Car

The thrill of rounding a corner into a hidden nook where the Lexus RC F GT3 sat resulted in a visual blast of splendor. The low, wide body, domed hood and deep, hourglass-shaped grille coaxed me in for a full eyegasmic walk-around, revealing the functional beauty from every angle. The fastidiously designed air scoops, active rear wing and carbon fiber components give the illusion of insane speed even while it slumbers.

The 3GT Racing team, formerly F Performance Racing, is entering a pair of these Lexus RC F GT3s into the 2017 IMSA Weathertech Sportscar Championship series, which will put Lexus’ most recent technologies, such as the RC F’s modified 540-hp 5-liter V8 engine and performance-tuned suspension, to the optimum test.

6. Audi R8 V10 Plus

The R8 V10 Plus is the fastest roadworthy car produced by Audi. The 5.2-liter 610-hp engine catapults the low, chiseled coupe to 124 mph in 9.9 seconds. With the engine and chassis of an R8 LMS race car, this all-wheel-drive supercar combines performance with formidable looks. Aggressive, angular features and wide, rolling fenders are met with sharp creases in all the right places, and the carbon fiber spoiler and diffuser round out the rear end.

7. BMW M6 Gran Coupe

While the overall design is understated, often times less is more. The M6 Gran Coupe’s clean, gorgeous sheet metal exemplifies a feeling of grandeur. It’s sophisticated yet sensual. The competition pack offers a sport-tuned chassis and a 560-hp twin-turbo 4.4-liter V8, which is powerful enough to beat out track competition in stock form. Oddly enough, the drivers that fall behind the Gran Coupe likely don’t mind; at least the view is nice.

8. Chevrolet Corvette GS

The Grand Sport has recently been Chevrolet’s best-selling Corvette model, and it carries on the racing spirit of the 1963 model. It looks exotic, yet sounds like raw muscle. The 2018 GS simulates a C7 Stingray with the Z51 option for the thundering 460-hp 6.2-liter V8, and it features a dry oil sump, so drivers can take those corners as hard as they please. It shares body panels and suspension with the Z06, including the front splitter, side sills and adjustable Wickerbill rear spoiler. Its herculean stance resembles that of a body builder’s brawny upper body, with small legs in comparison. Its low hood line and mighty sharp edges surely slice the air like a hot knife through butter.

9. Mercedes-AMG GT C Edition 50

Mercedes combined art with engineering to celebrate a 50-year partnership with AMG, and the exquisite Mercedes-AMG GT C coupe was the result. The car’s lurid bodywork matches its prodigious performance with a 500-hp 4.0-liter V8 biturbo engine. The AMG Track Pack allows the driver to master his or her skills, and for advantageous handling, active rear-wheel steering allows for tighter turns.

Fifty coupes and 50 convertibles will be built in this trim, which features a stunning matte finish, black chrome trim and the AMG Panamericana grille. The GT C’s rear fenders are over 2 inches wider than the GT and GTS, which makes it 10 times more sultry.

10. Toyota Prius G

Allow me to spice things up a bit. The Toyota Prius has been scorned by petrolheads since its release, but the G has been making even the most deep-seated cynics curious. It even made me look twice. 

Inspired by Toyota’s GT300 race car of Japan, the Prius G is named after the single g-force it pulled on the skidpad. Overall, that may not be the most impressive number, but you have to remember: This is a Prius we are talking about here.

It was built purely for optimal handling and still has its stock drivetrain, but a race-tuned Tein suspension and electronically controlled dampening was added. Although the familiar Prius details were prominent, the race car treatment made all predispositions perish. The intensely lowered, aggressive stance resembles that of the Japanese VIP tuner culture. The new front and rear bumpers (with aprons) feature a more angular, aggressive look, while the side skirts and diffuser scream “race car.” The stripped-down, race-prepped interior helps a bit, too. Even though the car still harbors its hybrid 1.8-liter inline-four with a mere 121 hp, at least it will look good going slow.

Surprised? Know who else is crazy about the Prius? Japan. See that and more in our TAS Coverage.

The newest technologies and most innovative designs were all under one roof at the North American International Auto Show (NAIAS). Whether insane horsepower, flawless handling, tough off-road capabilities or distinctive appearance is your aim, there’s something for everyone to love.

The sight of the 2017 Acura NSX was captivating enough to get anyone’s heart pumping. The RAM 1500 Rebel TRX, a purpose-built pre-runner concept that RAM deems an “Off-Road King,” also made an appearance. VLF, a maker known for taking unique attributes from production vehicles to incorporate their own unique styling, had several sports cars on display. In contrast, the behemoth X-Series was revealed, which bears resemblance to a giant mustard-yellow adult-sized Hot Wheels toy. Need photo evidence? Browse through the 2017 NAIAS gallery above.

(Photos: Tara Hurlin)

Want to gawk at more from NAIAS? Check out the top rear ends we caught a glance of at the event.

Justin Mazerolle might be a rookie builder, but his vintage Datsun nevertheless caught our eye as we were scanning Instagram for any repost-worthy builds running Nitto Tires. We reposted, and it got a lot of love (we see you, Alec Hohnadell). It's now one of our top 30 most-liked posts... no big deal.

It's not hard to see why. This build is bitchin'. And it's come a long way since Justin first bought the Datsun a few years ago.

It totally embodies the meaning of #BuiltNotBought.

We wanted to learn a little more about the builder himself, so here is this week's Take 5:

Justin Mazerolle  |  @justinmuzzy08

1974 DATSUN 260Z

(Photo: David Currie)

1. Favorite car movie: 

"Gone in 60 Seconds." Absolutely love the Eleanor.

2. Favorite driving music:

I don't have a stereo in the car, so I will go with exhaust note.

3. Best mod to your vehicle:

I would have to say the best mod is the LS2/T-56 swap. The LS2 is a built 404ci stroker with heads ported and polished, cam and intake.

4. Favorite road to drive:

Route 333 in Nova Scotia, Canada. Lots of turns and great scenery.

(The precise and responsive handling of his Nitto NT05s probably don't hurt, either.)

5. Next automotive adventure:

I'm just enjoying and driving my car for now; I plan on building a second car in the near future.

(Photo: David Currie)

Whatever Justin decides to do, we can definitely say he's heading in the right direction. We can't wait to see what he comes up with next. Make sure to give him a follow on Instagram @justinmuzzy08.

Here's another LS-swap worth a look: Gas Monkey Garage's 2000 Porsche 996.

When you think of high-end, over-the-top, four-wheel-drive builds, the West Coast is sure to come to mind. However, if you’re one of thousands of ’wheeling enthusiasts who call the Southeast home, then you’ve likely heard of Low Range 4x4.

Starting in a small two-bay shop in 2009, Low Range 4x4 owner Kelly Carter has grown his business to become one of the premier East Coast 4x4 shops.

Located in the coastal town of Wilmington, North Carolina, the modest off-road shop has cranked out dozens of magazine and high-end builds over the years.

As a longtime Jeep enthusiast, Carter spends his free time helping with events such as Nitto’s JK Experience and the Baja 1000.

We’ve teamed up with Carter and his Low Range 4x4 crew for a few builds as well, like a stretched '07 JK and an '08 Tacoma 4x4. With a love for all things four-wheel drive, we’re excited to see what new projects will roll out of the shop next.

Check out the bumper install we completed with Low Range 4x4 on a 2015 JK.

If a turbocharged engine could hand out a best supporting actor award, it would be given to the intercooler. Positioned between the turbocharger and engine, and mounted behind the grille, an intercooler is a simple air-to-air heat exchanger that serves just one role- lower the temperature of compressed intake air. Yet, it is directly responsible for a multitude of benefits. Also known as a charge air cooler, an intercooler converts the compressed, super-heated, boosted intake air leaving the compressor outlet of the turbo into cooler, denser oxygen for the engine to ingest.

First and foremost, the advantage of cooling off compressed intake air is an increase in efficiency, horsepower, and torque. But, when cooler air goes into an engine, cooler air usually comes out as well, which means intercooled engines not only see lower intake temps, but lower exhaust gas temperature (EGT), too. The benefits of any engine seeing cooler intake air and decreased exhaust gas heat is that life is easier on both the engine’s internals and the turbocharger. Read on for a quick lesson in air-to-air intercoolers, as well as a brief look at water-to-air units.

Standard Hardware

In order to handle the amount of towing they’re rated for — and because enough room exists behind their massive front grilles — all modern diesel trucks utilize large air-to-air intercoolers with 3-inch thick (or wider) bar and plate style core designs (aside from the ’11-'17 6.7L Power Stroke, which uses a water-to-air system). Air-to-air intercoolers are popular due to their relatively low cost, effectiveness, simplicity and durability. Essentially, an intercooler is a heat exchanger that uses outside air to cool the post-turbo intake charge passing through it on its way to the engine. An intercooler consists of two end tanks with a finned core in the middle.

Aftermarket Intercoolers

On a diesel, an intercooler is vital in keeping the engine from seeing the kind of heat that can potentially melt pistons, damage valves or wipe out a turbocharger. While OEM intercoolers can get the job done for most folks, many in the performance game like to double or triple the horsepower of these trucks, which means they eventually upgrade to aftermarket units with larger cores and higher boost ratings (the AFE cooler pictured below is rated for a whopping 200 psi). While 100-to-200-degree drops in EGT are the norm when adding an aftermarket intercooler, we’ve seen an air-to-air unit from BD Diesel cool EGT by 250 degrees in an over-fueled 5.9L Cummins application.

Aerodynamics and Flow-Through

Not all intercoolers are created equal. We’ve always found the Techni-Cooler systems from Gale Banks Engineering to be some of the best air-to-air intercoolers you can buy. Their designs incorporate better aerodynamic flow both internally and externally than most other products on the market. What do we mean by external flow? Rounded exterior edges (vs. the harsh angles found on sheet metal intercoolers) lead to smoother airflow across not only the intercooler, but beyond it. While all intercoolers will lower intake air temperature and EGT, some aftermarket units will actually block flow-through to the heat exchangers behind them (namely the radiator). Trust us, achieving cooler EGT by increasing coolant temperature is not a fair trade. For utmost piece of mind, we would opt for a Banks unit if we were on the hunt for an aftermarket intercooler.

Split at the Seams

This is what happens when you try to cram 80 psi of boost through an intercooler rated to handle 60 psi. The fabricated (sheetmetal) end tank’s weld separated from the core on this particular unit, which was being used on a strong-running, compound turbo’d street truck. A bang, followed by instant loss of all boost pressure and a truck that could hardly move under its own power was the result.

Ultimate Cooling = Water-to-Air

When copious amounts of fuel and boost are on tap, a simple air-to-air intercooler usually won’t suffice. Because the air leaving the compressor outlet of the turbocharger can climb above 500 degrees in truck pulling applications (shown below), water-to-air intercoolers are extremely common. By circulating water through the intercooler, the heat from the highly compressed air is transferred to the water. These systems are extremely efficient (very little boost drop), hence the relatively small size of the intercooler itself, and they’re only made more efficient by bringing ice into the equation. Thanks to this type of technology, it’s not uncommon for truck pullers to cool their intake charge from 500+ degrees to a cool 60 or 70 degrees before it enters the engine, as well as keep peak EGT at or below 1,600 degrees. The drastic drop in intake air temp provided by using ice can also yield gains of more than 100 horsepower.

Putting Intake Temps on Ice

For a water-to-air intercooler system to work, a multiple-core heat exchanger, reservoir and water pump are required. Since most pulling trucks are fitted with a front weight box, most sled pullers use a portion of this space for the reservoir and/or ice storage required for their system. During the process of dropping intake air temperatures from as much as 600 degrees to 60 degrees, it’s not uncommon for 50 to 80 pounds of ice to be consumed per hook.

Factory Water-to-Air System

With the ’11 6.7L Power Stroke, Ford was the first manufacturer to bring water-to-air intercooling technology to the OE segment. Utilizing this type of intercooler design required a secondary cooling system separate from the engine in order to work. And work it does. The factory cooler is known to be very effective in both stock and higher horsepower applications. While the factory water-to-air intercooler is sufficient for most owners’ needs, the aftermarket unit shown below (available from No Limit Fabrication) is said to drop EGT by as much as 100 degrees over the stock cooler.

Extreme Intercooling, Simplified

Eliminating the piping associated with most high performance water-to-air intercooler systems, Wagler Competition Products offers this billet water-to-air unit, which sits in place of the factory intake manifold on Duramax mills. Made from 6061 aluminum and custom CNC-machined, it features a billet coolant tank and is port-matched to the company’s competition cylinder heads. This water-to-air intake can be found on several Duramax engines making north of 2,500 hp.

A Must-Have Item

For turbocharged vehicles that came non-intercooled from the factory such as the 7.3L Power Stroke-equipped ’97 F-350 pictured below, installing one is one of the first upgrades you should make. On top of cooling down cruising and peak EGT considerably, installing a massive Spearco unit in our own old body style Ford increased the truck’s torque output on the chassis dyno, and we also noticed a very minimal drop in boost (just 2-3 psi).

Water Injection

Beyond the cooling that an intercooler provides, there is also water injection. Throw in a 50/50 mix of water/methanol, and you can see sizable power gains. More on that at another time.

Fresh off winning the 2016 Ultra4 season championship doesn’t seem like the time you would make major changes to your vehicle, but Jason Scherer has never been one for convention. Since building his single-seat buggy — dubbed “The Gavel” — in 2014, Scherer has seen victory, but also his fair share of adversity. He and his Rage 4th friends have continuously refined The Gavel in an effort to make the car faster and more reliable. It is those efforts that produced podium finishes at the 2016 King of the Hammers, MetalCloak Stampede, Nitto Ultra4 Nationals and a victory at the Carbon Fallon 250.

Scherer is after the big prize, though: winning the 2017 Nitto King of the Hammers race. He has tasted the sweet victory of being King before, winning the 2009 edition of the race, and he wants to join repeat winners Erik Miller, Shannon Campbell, Loren Healy and Randy Slawson. Who wouldn’t want to be part of a club with these as its members? To reach his goal, Scherer is teaming up with co-driver Jason Berger again, reassembling the team that took the KOH victory in 2009. There is only one little problem: The Gavel only has one seat.

Turning a single-seat vehicle into a two-seater is not a trivial task.

“Dan Trout pleaded with me to let him build a new chassis, but that wasn’t a viable option in terms of time or finances, and we have so much invested in perfecting the current car,” Scherer admitted. “The chassis is plenty wide for two seats, but we had to relocate the radiator from the passenger compartment to behind the front seats.”

The side-mounted radiator was a Scherer calling card — one of those thoughtful, deliberate decisions he made to improve The Gavel’s aerodynamics and center of gravity.

“I figure I am on a level playing field now with guys like Shannon and Loren who already had radiators mounted up high behind the cockpit.”

Adding a second Sparco seat takes more than just relocating a radiator, though. In typical Scherer fashion, there is more to this than meets the eye, and every detail was considered.

“I bought a Brown and Miller Racing Solutions hose crimper when we originally built the car, and this will give us an opportunity to build all-new hoses and keep the current hoses as race spares.” The Lowrance GPS was relocated and a Rugged Radios intercom and fresh-air system were added to interface with Berger’s helmet.

Another major addition to the car is the Safecraft fire-suppression system.

“Safety is such a huge issue,” Scherer stressed. “Fire extinguishers can come flying off over rough terrain, and even if they don’t, the powder can get packed down as you travel over bumps, limiting their effectiveness. The Safecraft system addresses all of that by using 3M’s Novec 1230, which has the added benefit of not ruining everything it touches like dry chemicals can. Even Safecraft’s mounts are better than everything else out there; I am using them for my spare fuel pump and driveline mounting now.”

All of this to make room for former co-pilot and current CrossFit fanatic Jason Berger.

“As race day approaches, we will control the things we can control, like our safety, our fitness. Everything else is wide open when the green flag drops, so it’s pointless to worry about it.”

After navigating Scherer to victory in 2009, Berger eventually found himself without a seat when Scherer campaigned a single-seat car. But Berger stayed involved in Ultra4 racing, co-driving with JT Taylor in their win at the 2011 Ultra4 Stampede and later navigating for, and mentoring, Wayland Campbell. Campbell and Berger took fourth place at the 2014 King of the Hammers, which was followed by Wayland moving into a single-seat car as well, and Berger was without a ride again.

Now he’s back where he started: sitting next to Jason Scherer.

“It is such an honor to be a part of these two teams. They are there to win, and I take the opportunity to be a part of their teams very seriously.”

The battle between solid-axle and IFS Ultra4 cars gets played up a lot, but the distinction between single-seat and two-seat vehicles is just as critical — we dare say even more important. History has shown us that a co-driver is a critical piece of the puzzle when it comes to winning in Johnson Valley. After 10 years, Shannon Campbell is the only person to win KOH in a single-seat buggy.

“It isn’t a big deal at the short-course races,” Scherer explained, “but at King of the Hammers, I am at a disadvantage without a co-driver to navigate and pull some Warn winch cable.” 

While Scherer is clearly focused on KOH, he hasn’t let that keep him from looking further into the future. He intends to run the entire Trail-Gear Western Regional Series in addition to King of the Hammers.

“The new race in Texas has 90-mile long laps,” Scherer explained. “And Fallon is a desert race with long laps, too, and runs into the night.” These are compelling reasons to have a navigator in the car.

“The MetalCloak Stampede and Nitto Ultra4 Nationals are the only short-course races on the schedule for me for 2017, but I have a plan for that as well.”

All of the modifications being performed to the car are modular, allowing it to be returned to a single-seat design during race prep.

“It isn’t particularly easy,” Scherer confessed, “but I think that it will be worth it. The competition is so fierce these days that we have to do everything we can in order to get an advantage. I honestly think that I have the best volunteer crew in Ultra4 racing; these are guys that I have wheeled with for years, but I ask a lot of them. Safecraft has really stepped up to help also. In addition to keeping us safe on race day, they are providing shop space and resources to get the car prepped for every race.”

That prep includes not only changing from a two-seat to single-seat configuration but also removal and inspection of the CVs, transmission and rear differential between races.

Those tasks are standard issue for top Ultra4 teams, but Scherer has one other trick up his sleeve: a second engine.

“Tilden Motorsports built us a high-horsepower engine to help make passes on short-course tracks,” Scherer revealed, “but we also have a milder, torquey LS engine for races like King of the Hammers.”

In addition to being more reliable for longer races, the second engine builds less heat, an important factor given the radiator constraints. When using the high-horsepower engine in the single-seat configuration, Scherer intends to run both radiators to ensure the car stays cool. If The Gavel stays cool, and Scherer keeps his cool, these extra efforts could very well allow the 2016 Ultra4 season champion to add more trophies to his crowded mantle.

(Photos: Shana Whitford, Doug Dienelt, Kyle Wells, Kristin Cline)

Follow along as Scherer takes on King of the Hammers and build your own paper version of The Gavel 2.0.

Driving Line will be there! Sign up for our newsletter to get the latest news! Browse the gallery below for more photos of Scherer's buggy.

While racing is serious business, Ultra4 fans love to have fun with it too! So why not build your own paper car version of Jason Scherer's version 2.0 of the Gavel? Switching things up to accommodate for two seats in his buggy, Jason Scherer's old co-driver Jason Berger will be joining him to navigate through the challenges of the toughest race on earth. Read all about the v2.0 build here then print out the image above to papercraft your way to a buggy of your own.

(Illustration: Gus Chen)

If you're at King of the Hammers, look out for Driving Line magazine to get this in print format! If not, follow along with all of our KOH coverage here.

The term upgrade gets used plenty when it comes to building a Jeep Wrangler. This isn’t to say that the Wrangler is a bad starting base, but rather, when you push the Jeep’s components past its factory thresholds, the need to improve upon those stock parts becomes apparent. Our friend's 2003 Jeep Wrangler TJ is a great example of a build-in-progress. Equipped with 33x12.50R15 Nitto Trail Grapplers, the TJ works well exploring the Southeast trails it likes to frequent.

Given the Jeep is always driven, not towed, to its ‘wheeling destinations, a full-size spare tire is always carried along. Not willing to sacrifice what little cargo area the Jeep has, the meaty mud-terrain radial has been living on the stock tire carrier. This has led to a tremendous amount of clunking and tailgate fatigue often associated with oversized tires on the stock tire carrier. Thankfully, there’s no shortage of spare tire carriers and bumper options on the market from the ’97-’06 Wrangler.

Picking the right one for your TJ often comes down to necessity, style, and of course, budget. Our friend is a big fan of overland and outback styling, and has had great luck with the ARB product line. As such, he opted for ARB’s rear bumper and tire carrier system.

While our video showcases the at-home install, we’re breaking down some of the features on the bumper/carrier system that helps it standout from others in the pack.

The Review

The Australian-made rear bumper comes shipped with semi-gloss powdercoat to protect the steel finish. It’s designed as a one-piece bumper, and built with an integrated 2-inch receiver and D-ring recovery mounts. The two open windows located near the corners of the bumper are Hi-Lift Jack lift points, which allow you to safely jack the Jeep from the bumper.

While the bumper is entirely bolt-on, there is a fair amount of drilling to be done. In all, 12 bolts secure the bumper to the Jeep. This may add a little time to your install, but it makes for an incredibly sturdy bumper.

For those looking to upgrade a little at a time, you can actually run the bumper without the tire carrier option. Since we were moving forward with the carrier, we knocked out the pre-cut holes at the top of the bumper and attached the carrier post.

ARB designed its latest TJ bumper as a single-action carrier. This means you can use your stock TJ tailgate handle to open and close the carrier. For this setup to work, you’ll first attach the base plate to the tailgate of the Jeep using the existing holes and hardware.

Since the carrier and tailgate pivot at two different points, an adjustable turnbuckle is used to allow both to cycle at the same time. You’ll keep everything loose initially, as the final adjustment comes after the tire is installed.

Once you shut the carrier, it rests in a c-channel support. Adjusting the turnbuckle provides tension, which prevents the carrier from rattling or moving about.

The tire mount itself is adjustable to accommodate a range of wheel offsets and tires. After you test fit your tire and wheel combo, you will mark the top and drill out the last upper hole to secure the mount in place.

The 33x12.50R15 Nitto Trail Grappler and 15-inch Fuel Anza wheel combo is on the small end when you consider the carrier is designed to accept up to a 37-inch tall tire. Note: ARB did send provisions to accommodate the stock third brake light; our friend simply opted not to use it.

ARB’s single-action tire carrier is a seamless transition in that you don’t any additional latches or levers to deal with to open your tailgate. For this reason alone, it makes it an attractive option for many.

You may recognize this Jeep from our lift install a while back. We noticed a bit of clunking from the stock tire carrier then, and it only got worse. We found the ARB setup extremely solid. Even hitting some of the rougher dirt roads at speeds, there wasn’t any noticeable cluck or rattle. We’ll have more insight on this as the Jeep build progress, but for now, we say this is one upgrade that was well warranted.

See more from ARB in our AR21 Intensity Light review.

In 1849, a large group of California-bound emigrants found themselves struggling for survival while trying to cross the brutal, dry terrain of Death Valley. They had some hand-drawn maps that were supposed to show shortcuts over the mountains, but few were willing to head out into the uncharted territory. Arguments about the situation caused the group to split into several factions, each headed in a different direction seeking to escape certain death if they remained on the valley floor. Many of the canyons, passes and mountains in this area are named after these intrepid adventurers, and some of the best off-road trails in the Death Valley area are the historic routes used by these 49ers to make their escape from the valley.

We previously explored the route taken by Harry Wade. This time we followed the more adventurous route over the Slate Range taken by the Bennett and Arcan party, led by William Manly and John Rogers, to make their escape on foot after abandoning their wagons.

It would be historically accurate to take this trail from east to west, but we traveled west to east so we could better enjoy the spectacular views. The 14-mile trail isn’t well marked and isn’t shown on many maps, so it's a good idea to bring a GPS. The trail begins as a graded dirt road in Searles Valley, 7.5 miles north of the railroad crossing in Trona, at the entrance to Valley Sand and Gravel.

Past the gravel yard we stopped to air down and spotted two Jeeps heading toward us. They had missed the turn to Isham Canyon, a hard-core rock crawling trail in the Slate Range, and hoped we could point them in the right direction. After chatting a bit they invited us to go rock crawling with them. We had a lot of ground to cover before nightfall, so we thanked them for the invitation and watched them ride off.  

We turned onto the track marked P68, the Slate Range Trail. The trail enters a wash when it reaches the mountains, and then into narrow Goff canyon. After a mile or so when we reached a fork in the trail we made sure to bear left. The short spur to the right is a dead end. The trail then climbs out of the wash and begins the steep ascent up the mountains.

Some sections of the trail are rough with embedded rocks and loose gravel, but there are no serious obstacles. Four-wheel drive and appropriate tires are highly recommended because there are many steep climbs and descents.

It is 3.4 miles to the saddle at an elevation of 3,100 feet. This is Manly Pass, and there are amazing views of Panamint Valley and the Panamint Mountains, including the 11,049 foot Telescope Peak.

The trail then begins a rollercoaster ride as it follows along the narrow ridgelines, slowly making our descent toward the valley. Some of the ridges were incredibly narrow and just wide enough to fit a vehicle. At the top of each ridge we were awarded with breathtaking views.

The next mile and a half is steep. We made sure to use a lower gear to save wear on our brakes.

A few of the descents are steep and loose enough that we held our breath until we safely reached the bottom.

At the bottom of the steep grade we entered the lower part Fish Canyon. Fish Canyon is the actual route used by Rogers and Manly to reach Manly Pass. The canyon was named after Father Fish, another 49er who died here attempting to escape Death Valley. The Bennetts and Arcans found his body on their way to Manly Pass.

There is a small, bright yellow sign marking the Fish Canyon Escape Route. If you are up to some rock crawling fun, you can take the short one-mile dead-end trail to see Father Fish’s gravesite.

The trail exits Fish Canyon in Panamint Valley. It is very rough and bumpy with embedded rocks until it reaches the edge of Panamint Dry Lake.

The trail becomes smooth as it winds around and across the mud flats of the dry lake bed.

The trail ends at the intersection of graded Wingate Road. Straight ahead is the trail to Goler Wash and Mengel Pass, which we wrote about last month after Cal4Wheel’s Panamint Valley Days event. 

If you want to make it a multi-day trip, you can take Goler Wash to Mengel Pass down into Butte Valley, and then take the Warm Springs Canyon trail to Death Valley Westside. This would take you along the complete route taken by the Bennet-Arcan party.

Turning left on Wingate Road will take you to the ghost town of Ballarat in 15 miles, and it’s 18.5 miles to pavement at Trona-Wildrose Road. The nearest gas station is back in Trona where the trail began, 30 miles after you reach pavement.

Rugby takes a lot of skill, strength and dedicated hard work. But one of the National Rugby League's best, Shaun Johnson, will need all of that and then some if he thinks he can handle Mad Mike Whiddett's 812 hp BADBUL. What started off as fun social media banter after Johnson watched Conquer the Cape, has now escalated into a full blown challenge. Good thing for us is that we get see the awesome and sometimes hilarious interactions between the two exciting Kiwi athletes.

With the stage set at the Hampton Downs, Mad Mike brought out his BADBUL Mazda RX-8, and Shaun Johnson brought out his pit crew. This is how it all went down.

Beginning of the Banter

Shaun Johnson: "I reckon I can drift some of those corners, what ya think?"

Mad Mike: "Really Shaun Johnson? The old boy Chris driving the truck in this clip probably drift those corners better than you. I got the tools, if you think you got the skills bro"

SJ: "Oh man 😂 Mad Mike Whiddett. Ahh well always up for a challenge. Tell me where to rock up and I'm there brother."

MM: "To be fair I'm terrible at (rugby) league, just being straight up in case you challenge me at league, Shaun Johnson" 😂

Shaun Johnson Meets BADBUL

That face you make when you realize what you've gotten yourself into. 😳

Out of His Depth

"Just between us," Johnson admits, "I've seen the machine, and I'm not really feeling too comfortable about everything now..." 😟

Simple, If You Know What You're Doing

Yup, start it up. Off you go. The buttons are all labeled. 🔑

Mad Mike the "Teacher"

That face you make when you know your bro is in over his head. 🤷‍♂️

Let's Get Started

...but not quite yet. 🤦‍♂️

If that was any indication of Shaun Johnson's drifting background, then we are in for a real treat once they finally get BADBUL going.

Watch the video above to find out if Shaun Johnson was able to drift BADBUL.

Last year, world champion drifter and professional fun-haver, Vaughn Gittin Jr. defied the odds by jumping into a spec Ultra4 4800 Legends buggy and finished his King of The Hammers race class in just under seven hours to land a 10th place finish. To say the Ford racer was bitten by the dirt bug might just be an understatement. Having so much fun in the borrowed car, VGJ teamed up with buggy builder extraordinaire Randy Rodd at Jimmy’s 4x4 to create the one-of-a-kind buggy dubbed "Brocky."

A far departure from the solid-axle rig last year, Brocky is a based off of a Jimmy’s 4x4 IFS 4500 class chassis and skinned like a classic Early Bronco. It’s powered by a 600 horsepower Ford Performance 427 engine, which has no trouble smoking the 37x12.50R17 Nitto Trail Grapplers. We’ll have a full feature breakdown on the car very soon.

Given that Jimmy’s has built IFS Ultra4 cars for past KOH winners like Loren Healy, we wouldn’t count out VGJ as a potential podium finisher. His competitive drive, skillset behind the wheel, and overall great attitude has given the racer the keys for success before.

While we’re out ingesting dirt watching Brocky get down at the Hammers, you can enjoy some of the photos of the rig in action below.

Floral print, swap-meet-find universal seat covers might be great for grandma's minivan, but if you're really into cars you need the good stuff. Clazzio is one of the worldwide leaders in providing aftermarket interior upgrades and OEM replacements. But this is Driving Line's Master Class series, and we want the best of the best — the premium upgrades, something the import crowd calls "VIP Style."

If your car runs, you will probably spend at least 70 percent of your time with your car sitting inside of it — driving it from point A to B, stopping at car meet C, photoshoot D, dinner meeting F, after party car meet G and so on... I think you get my point; so why not find a way to make that time spent more enjoyable? (And if you're car isn't running yet, we have other Master Class tips for you!)

You've spent hours finding the right wheel fitment... Clazzio Account Manager Rodney Esteban encourages you spend a little more time figuring out what you're going to do with your interior. Here are his five tips to help get you started:

1. Don't skimp on quality and comfort.

From the seats to the armrests and anything in between, make sure the materials are finely selected and top quality. You'll probably spend a lot of time inside your car, so find something that is comfortable for you, and don't skimp out and opt for some cheap leather; the last thing you want is to get some unknown rash.

Bonus tip: Make sure you get something that features excellent warranty coverage and has available replacement parts. 

2. Opt for precision fitment.

Remember the last time you put on that shirt that was two sizes too big, or your favorite pants that are now three sizes too small? Not the best look or feel, right? Just like your wheels, make sure what you're getting fits perfectly for your car. Take Clazzio, for example: All of their products are hand-designed and made specifically by year, make and model.

3. Check safety features.

Make sure that anything you add or modify on your car is OEM SRS airbag compliance, fire retardant, non-obstructive with visibility and mobility within the cabin. Most modern cars are fully loaded with a number of safety features and have air bags hidden in all sorts of places. While we hope you never get into any major accidents (knock on wood), it should keep you at ease knowing that you won't have to worry about affecting any of the manufacturer's safety features.

4. Create your personal theme.

Your vehicle is a representation of you. Those wheels you got — your fav. That body kit — so you. Make sure the look inside also speaks to who you are. Whether you're more into the subtle, simple look or you want to be loud with color and diamond stitching, find a personal theme and stick to it throughout.

5. Less is more.

Sometimes you need a VIP table or two, sometimes you only need the seat covers. It's good to take a step back and appreciate what you have. Just because you can get a deal on that light-up LED, bluetooth cupholder thingamabobber doesn't mean you have to add it on. Remember, be comfortable inside — the interior should still have a spacious design and be uncluttered.

We hope these tips helped you decide what to do with your interior. Next, learn car restoration tips from Tim Lea.

A simple design with unmatched reliability, tremendous performance potential and rugged, million-mile durability sums up the appeal of the 12-valve 5.9L 6BT Cummins. To thousands of diesel lovers, this 1,100-pound hunk of iron is the patriarch of the modern diesel performance era. The ¾-ton and 1-ton Dodge Rams they grace can be made to produce 500 rwhp with relative ease, rack up more than 20 mpg on the highway and easily last more than a half a million miles. In addition to being the power plant of choice in the truck pulling game, the 12-valve is a regular choice in the engine swap world as well, powering countless Jeep, rat rod, muscle car and dragster projects.

But exactly why is a 20-year-old diesel — straddled with ancient injection technology — so high on everyone’s priority list? Scroll along as we pinpoint all of its strong suits. From free horsepower to a near-indestructible design, to the immense parts interchangeability that exists across all model years (including on-road, off-highway and marine applications), the following 11 reasons spell out why the 12-valve version of the 5.9L is so legendary.

1. Simple Design

Meet the 12-valve version of the 5.9L Cummins, produced from ’89-'98. A cast-iron block and head, forged-steel crankshaft and connecting rods, an inline-six design and mechanically controlled direct injection all play into the hands of a power plant built for maximum reliability and longevity. A stroke of 4.72 inches (accompanied by a 4.02-inch bore) yields 359 cubic inches, incredible low-rpm torque and remarkable fuel efficiency.

Along with it being in an inline engine’s nature to produce gobs of torque, they’re also easier to work on than the V8 competition. You can pull the turbo in minutes and a novice mechanic can replace the water pump in well under an hour. The one drawback is that with very few performance modifications, the 12-valve is known to wreak havoc on transmissions and axles. So while added power comes easy, the rest of the powertrain often requires reinforcement in order to cope with what the 5.9L can dish out.

2. Stout Connecting Rods

The forged-steel connecting rods found in the 12-valve 5.9L (and ’98.5-’02 24-valve engines) are of an I-beam design and capable of easily handling 800 rwhp in stock form. For drag race and sled pull applications, a host of aftermarket companies offer polished, shot-peened and balanced versions of the factory rod, which can be made to withstand 1,200 rwhp (give or take) before bending.

3. Heavy-Duty Rod Bolts

Even though the factory rods can handle north of 800 rwhp, the stock rod bolts are on borrowed time past this point as they can back out with age and increased engine speeds. Luckily, ARP manufactures heavy-duty rod bolts for the ’89-’02 5.9L, which offer approximately 23 percent more tensile strength than the factory units (PN 247-6303).

4. 6 Bolts Per Cylinder

With six 12-mm diameter head bolts per cylinder, the 5.9L Cummins is rarely ever at risk of blowing a head gasket, even with serious boost and cylinder pressure in the equation. In fact, the stock head bolts can stand up to as much as 100 psi of boost before stretching! For this reason, a lot of 5.9L gurus simply re-torque the factory hardware (vs. adding head studs) before pushing big boost.

In this photo, the owner of a ’94 Dodge Ram re-tightened the head bolts (from the center out) to 150 ft-lb at the same time he added a compound turbo arrangement. His fuel and air mods would eventually subject the stock head bolts to 80 psi of boost — and the head never lifted.

5. P7100 (The Holy Grail)

While the 12-valve was produced from ’89-’98, most folks seek out the ’94-’98 version. These engines were equipped with the mechanical Bosch P7100 injection pump (also known as “P-pump” or inline pump), which features six plunger and barrel assemblies, a cam and delivery valves. When the camshaft rotates (the cam is in charge of the firing order), its lobes move the six plungers up and down in their respective barrels (thereby creating injection pressure).

As you can imagine, there is a lot of room for improvement with so many moving parts inside the P7100. Larger diameter plungers and barrels, bigger delivery valves, quick-rate cams, different rack plugs and performance fuel plates are all available.

In addition, advancing the timing of the P7100 improves performance considerably. Most factory P-pumps were set at a conservative 12.5 degrees (BTDC), but bumping up into the 18-19-degree range is always good for a noticeable boost in power, and is also considered about as far as a daily driven setup should be taken (before cold start and drivability issues surface). In competition sled pull engines, it’s not unheard of for pumps to be set at 40+ degrees of timing.

6. Free Horsepower

Being a mechanically-injected engine, you’re not beholden to electronically interfacing with the ECM when you make fueling changes on the 12-valve Cummins. This means you can add horsepower with a few simple hand tools and your own two hands. The free mods begin with the AFC (air fuel control) housing shown below, which sits at the rear (top) of the aforementioned P7100 injection pump.

Moving the AFC housing all the way forward (toward the front of the truck), turning the star wheel beneath the AFC housing toward the passenger side of the engine, removing the fuel plate and disabling the turbocharger’s wastegate are all methods of adding horsepower. In fact, performing all of the above often results in a 100-hp gain, if not more.

7. Interchangeable Parts

While not everything is interchangeable between the ’89-’93 5.9L and the ’94-’98 versions, a host of parts can be swapped over. Among the list of interchangeable hard parts includes the camshafts, connecting rods, the turbos are similar and a P7100 injection pump can be added to the ’89-’93 engines (in place of the fuel-limited rotary VE pump) with the right components and know-how. Adding a P7100 to the first generation 12-valve engine effectively takes the truck’s horsepower capability from 350 rwhp to 600 rwhp. For those kinds of gains it’s definitely worth the hassle of hunting down all the conversion parts you need.

8. Affordable Injector Upgrades

Unlike today’s electronically controlled, common-rail diesel injectors that can run upwards of $3,000 per set, performance injectors for a 12-valve typically range from $450 to $1,000 (give or take). One common injector comes from the 370-hp version of the 12-valve used in marine applications. Made by Bosch, the marine 370 injectors feature a 5-hole nozzle with 0.012-inch diameter orifices (known as 5x12’s in Cummins-speak), can add up to 100 hp and retail in the $450 to $500 range.

A set of Stage 4 units from Dynomite Diesel Performance (shown above) will run you just over $1,000, but due to their 5x0.014-inch nozzles can support more than 800 rwhp with the right amount of airflow. The largest streetable injector we come across are the popular 5x0.018-inch nozzle units. Without a doubt, mechanical injectors are where it’s at for making budget-friendly horsepower.

9. HX35: One Tough Customer

The Holset HX35 found on ’94-’98 12-valve engines is one of the toughest factory turbochargers we’ve ever come across. Even though it was designed to see 20 psi of boost in the 5.9L Cummins’ application, it doesn’t seem to be out of its efficiency range at double the boost. While making 35 to 40 psi (courtesy of a disabled wastegate), the HX35 not only yields more power, but lower exhaust gas temperature (EGT) as well. And with a larger (14cm) or modified (ported) factory 12cm exhaust housing, exhaust flow increases, drive pressure drops and the HX35 can support 450 rwhp — not bad considering these engines start out with 160 to 215 hp at the crank, depending on the model.

10. High-Flow Heads

Despite all the progress that’s been made with the 24-valve head design over the years (a 24-valve head has been used on the Cummins line since ’98.5), competitive sled pullers and drag racers seeking the most horsepower possible almost always revert back to the 12-valve cylinder head. In fact, it’s not uncommon to find a 12-valve head sitting atop a 6.7L Cummins’ block in the upper echelon of diesel motorsports. With the intake shelf milled off, the intake and exhaust ports opened up and multi-angle valve jobs with huge valves added, the 12-valve unit can’t be topped in the flow department. But while a worked over factory 12-valve head can flow extremely well, due to the way they were cast, there is only so much material you can remove before you compromise the structural integrity of the head (they often crack after limited use).

Looking to get more flow and reliability out of a competition 12-valve head, Hamilton Cams had completely new cylinder heads cast (pictured above), designed specifically to incorporate more meat around the ports (especially on the exhaust side). More material means more porting (material removed) is possible without sacrificing durability (cracking). Hamilton’s top-of-the-line Warhead cam can be made to flow a whopping 310 to 340 cfm per cylinder (vs. 150 cfm on a stock 12-valve head), and in dyno testing has shown gains of as much as 300 hp on 2,500 to 3,000 hp Super Stock class sled pull engines.

11. Endless Performance Potential

With maxed out 12-mm, 13-mm, even 14-mm P-pumps, 5x18, 5x25 or larger injectors, and today’s highly advanced aftermarket turbochargers, the sky is the limit on what a 12-valve can do in a competition environment. This ’93 Dodge W250, owned by Cole and Cory Dow, is one of the best examples of everything a 12-valve is capable of. The truck was a competitive sled puller, ran 9s in the quarter-mile (yes, 9s!) and even did a little street driving — to the tune of more than 18 mpg.

Their ’93 model year Cummins is graced with the coveted 215-hp variant of the P7100, a cam out of a ’94 engine, an S475 BorgWarner turbo, a water-to-air intercooler and a custom header the Dow’s fabricated themselves. At the dragstrip, nitrous is added to the equation, which culminates in 1,100-rwhp and 9-second blasts through the 1320. The old Dodge gets its power to the ground via a J&H Performance-built 47RE four-speed automatic and a Sun Coast manual valve body. Don’t believe a 6,000-pound, 25-year-old Dodge can run 9s? Check out this 9.87-second run, and then back it up by watching this 9.64-second pass at 139 mph!

Now, learn about the 24-valve 5.9L Cummins with common-rail injection.

Imagine that your 4x4 slides off the trail, leaving you just feet from becoming a permanent mark on the landscape below. You have two options: One, get pulled up the cliff via a steel cable; or two, get pulled up by a synthetic rope. Which would you trust with your life? 

While advancements in technology have made winches lighter, faster and stronger over the years, possibly the most controversial modern winch accessory is the move to synthetic rope. Compared to steel cable, synthetic rope is significantly lighter and much easier to handle. This has made it a major draw for professional tow-truck operators as well as recreational off-road enthusiasts.

Though synthetic rope has some clear advantages, it’s not universally embraced. In fact, there are plenty of people who argue the merits of both. To offer a better idea on which is best for your 4x4, we’ve put together a list of things to consider when determining which line is best. 

Strength

In the automotive sector, you can purchase synthetic rope that is equal to (or sometimes stronger) than a given steel cable. The issue with synthetic cable failure is rarely due to the rope not being strong enough, but rather it breaking down due to sliding or rubbing against a harsh surface. Most synthetic ropes will come with a sleeve to allow the rope to pass through when draped over an obstacle, but you can be limited by the sleeves length or number of obstacles in the path. Given steel’s surface strength, it handles making contact with terra firma much better.

Weather Resistance

Heat and direct sunlight are two of synthetic rope’s biggest enemies. UV light can breakdown the fibers, ultimately fading the rope and making it brittle. Frequent ‘wheeling in mud and sandy soil can also harm the rope, so special care must be taken to wash out the cable after more serious outings. Rope can also hold water and freeze during the winter. Steel’s biggest nemesis is usually rust. While it’s less susceptible to damage from the elements, you’ll need to occasionally inspect the cable to ensure rust hasn’t compromised any of the strands. The occasional soaking of WD-40 can also go a long way with a steel cable. 

Weight

Synthetic rope is significantly lighter than steel. This means it will be easier to free-spool and haul to your anchor point. Your 4x4 will also appreciate the reduced pounds to haul around. Without question, this is one area synthetic rope simply outshines the heavy cable. Note: Despite how light rope is, it’s still recommended to use proper gloves when handling either steel or cable.

Ease of Repair

There’s a common misconception that you can’t mend a broken steel cable on the trail. This is not true. It will however take the proper tools and knowhow to be done correctly. Synthetic rope on the other hand can be mended much easier. While mending rope or cable on the trail should only be done as a temporary fix, it’s something to consider.

Safety

If you’ve ever witnessed a winch cable or rope break under load, you know it happens in the blink of an eye. Both can kill you and it’s not something to take lightly. Everyone knows that a steel cable is deadly when it snaps at you at speed, but so is rope. Recovery dampers, such as the one offered from ARB, should be used whenever possible. Studies have shown that placing a winch weight in the center of the cable will generally result in the cable or rope simple falling to the ground versus snapping back in one direction or the other.

Cost

If you’ve looked at a new winch recently, you’ve likely noticed that ones with the synthetic rope are a bit more expensive than the ones with steel. If cost is a factor for you, this can likely lead you to sticking with the slightly more affordable steel setup. Keep in mind that you may have to replace the synthetic rope every few years depending on use and sun exposure. 

So, which is better?

When it comes to the right line for you, we say it comes down to the owner. Are you the type of ‘wheeler that will be committed to preserving your rope? This means washing it thoroughly after off-road trips, and keeping it protected (covered) from the sun? There’s also the fact that synthetic rope starts to breakdown above 150 degrees. So, a hot drum and summer ‘wheeling can be tough on the fibers.

The major plus side is that it’s easier to handle and weighs less. This is one of the reasons we are seeing it used in many professional industries as the fatigue associated frequently hauling cable is greatly reduced. When it comes to failure rate, we’ve personally witnessed more synthetic ropes fail than steel cable, but that’s not to say one is better than the other. For simplicity and strength, we tend to gravitate towards steel. If you don’t mind the up keep and potentially shelling out for a new rope every few years, we say synthetic is the way to go. 

Have an opinion on which is better? Leave us a comment. Next, learn how to navigate technical terrain, when a winch might come in handy.

If you've ever been to King of The Hammers, you'll probably relate to at least one of these. 

1. KOH, the ultimate desert race... also the toughest one-day off-road race in the world.

That second image is from KOH 2014, when Erik Miller basically ran a 10k through the desert to fetch a spare part for his busted buggy. What a beast. 

2. Hammertown essentials.

There will be dirt... like, a lot of dirt. Everything you need to know for KOH 2017 is right here on Driving Line.

3. There's always that one guy...

Seriously, dude. Not impressed. Sorry 40s aren't big enough for you.

4. Every. Single. Time.

The porta-potties are always SO. FAR. AWAY.

5. It's just too tempting.

Jason Scherer has a co-driver this year, so this probably won't be an issue.

6. No mercy.

I swear, those rocks have a mind of their own.

7. Good in the street... and in the dirt.

From Formula Drift to Ultra4 off-road racing... Vaughn Gittin Jr. knows how to have fun.

8. At least you still have pants on?

But seriously, you can't do KOH without hitting up at least one of the bonfires.

9. The straight axle vs. IFS debate.

Will the feud ever end?

10. Be like Bill.

But seriously — anyone can go off-roading. You have to start somewhere!

11. Campbell fam FTW.

They're pretty much the royal family of off-road racing.

12. Nooooooo.

Happens to the best of them.

13. Dave Cole always has the best "Views."

Anyone remember Jason Blanton's epic roll and recovery? Maybe Hammerking founder Dave Cole does.

Ready for KOH 2017? Get all the event coverage you need at DRIVINGLINE.com/KOH-2017.