Apparently, there are people in this world who love cars enough to wake up at the crack of dawn every Saturday and hang out in a parking lot. OK, there's more to it than that — there are other like-minded enthusiasts to chat with, and there are really nice cars to stare at. And considering it's at 7 a.m., coffee is usually involved. I'm not a coffee drinker, so when I attended my very first "Cars & Coffee" gathering in Aliso Viejo, California — I will admit — I needed a little pick-me-up to truly pique my interest.

With camera in hand, after a few minutes of blankly staring and aimlessly wandering through rows of really nice cars, I perked up. Holy crap, there are a lot of dogs here! Like any normal person, whenever I saw a dog, I snapped a photo. Fortunately, I soon remembered that dogs are also called "canines," and there's my story angle. Rule of thumb: Alliteration always legitimizes a mediocre story angle. So "Cars, Coffee and Canines" it is!

With that said, here are nine photos of cars and canines that will make you go "oooh" and "awww":

1. Lotus and Lap Dog

2. Plymouth and Pug

3. Ford and Furry Friend

4. Lambo and Lab

5. Datsun and Doge

6. Mercedes and Munchkin

7. Muscle and Mutt

8. 'Vette and Pet

9. Coyote and... Coyote

Don't worry, there are more cars. Stay tuned for our full Cars & Coffee Aliso Viejo gallery.

Our Driving Line team covers car features and events across the globe, but recently we decided to check out the car scene in our neck of the woods. Cars & Coffee gatherings are a great way to connect with your local community of automotive enthusiasts like yourself (there's one in Atlanta, Georgia called Caffeine and Octane). We hit up the Cars & Coffee in Aliso Viejo, California, which we found to be wonderfully diverse. There were vintage masterpieces, exotic beauties and everything in between, from 4x4s to sports cars galore.

Browse through the photo gallery above to see some of the great cars this SoCal Cars and Coffee had to offer, and make sure you check out Cars, Coffee and Canines.

Prior to 2012, King of the Hammers starting positions were determined by random draw.  This may seem unfathomable to some, but consider that it took 45 years before SCORE implemented qualifying to determine the starting order of the Baja 1000. The results there have been dramatic, with Rob MacCachren winning the Baja 1000 for the past three consecutive years after qualifying in the top five each year. King of the Hammers is not Baja though.

While some factors, such as the need to pass competitors in blinding dust, are shared between the two races, the Baja 1000 does not suffer from traffic jams on Sledgehammer. The Baja 1000 is a point-to-point race (even when it starts and ends in Ensenada, it is only one lap) while the Nitto King of the Hammers race typically consists of three laps; one long desert loop followed by two laps through the infamous Hammers rockcrawling canyons.

If you wait long enough at KOH, over half the competition can be passed while they are sitting on the side of the trail with their hood up and their helmets off. To determine the true importance of qualifying at the Nitto King of the Hammers, we asked some of the top drivers in Ultra4 racing, and looked back at results from past races.

To Risk More or Less?

Back in 2008, Shannon Campbell started last and still physically passed every other competitor to cross the finish line first. It was a result so dramatic that if you witnessed it in a movie you would dismiss it as fake, but Shannon Campbell pulled it off, adding a big page to his storied racing history. The race only had 44 entries back then though, and the thought of such a thing happening today is farfetched. Or is it?

After a rollover in qualifying pushed him back to the 95th starting position last year, Tom Wayes passed nearly all the field and had a big lead in corrected time before succumbing to mechanical issues. And Shannon Campbell started 62nd in 2011, when he became the only competitor ever to win King of the Hammers in an IFS buggy. “It isn’t impossible, but it is more difficult when you start in the back,” Campbell shared. “You have to take more risks when you start in the back.”

Fresh Air on the Pole

The 2009 edition of King of the Hammers was won by Jason Scherer. He started 26th out of the field of 100 cars and was physically first less than half way through the race. “I backed off towards the end of the race to save the car,” Scherer recalls. “Then my pit crew relayed that Rick Mooneyham was coming up fast. Rick had started 99th that year so even though we were ahead of him physically the race was incredibly close on corrected time.” Since that time, Jason Scherer has been Mr. Pole Position, qualifying first on three of the last five years. “Fresh air is important, particularly in a single seat car where you don’t have someone dedicated to calling out turns on the GPS. If you start up front and you have a perfect day, no one is going to beat you. Start in the back and you can still win, but it takes some luck because other racers have greater influence on the outcome of your day.”

Letting Someone Else Set the Pace

A relatively unknown Loren Healy won the race in 2010 after dramatically qualifying through the Last Chance Qualifier (LCQ). At this time the random starting order was determined prior to the LQC, and Healy was plugged into the fifth starting position for the race. He used that to his advantage, edging out Brad Lovell by a mere 28 seconds on his way to becoming one of the most dominant drivers in Ultra4 racing. Healy won again in 2014, after qualifying ninth. “I don’t necessarily like being on the pole,” Healy confessed. “I want to start towards the front, in the top ten, but I like having someone else set the pace so I know how hard I need to push my car.”

Qualifying Affords Front Row Action

Qualifying was implemented for 2012, but promoter Dave Cole approached qualifying as much more than just a way to determine starting order. The format for qualifying allows it to take place in front of spectators and give them a taste for what Ultra4 racing is all about. High profile teams qualify at the end of the day during the “Power Hour”, which is livestreamed from the lakebed in Johnson Valley to computers and smart phones around the world. The qualifying course has changed locations over the years, but it always consists of a short loop that can be completed in a matter of minutes. Whether on Chocolate Thunder or west of Hammertown, the qualifying course contains both challenging rock obstacles and high speed sections to represent a much scaled-down KOH course.

Differing Race Day Strategies From Front or Back of Pack

That first year qualifying was implemented, a young guy from the East Coast qualified fourth, behind Rick Mooneyham, Nick Nelson, and Shannon Campbell. And just ahead of racing legend Robby Gordon. Erik Miller went on to win in 2012, and believes that qualifying was an important part of that victory. “Above all, qualifying makes the race so much safer,” Miller explained. “The speeds of competitors are widely varying, and qualifying groups the fast guys at the front so you don’t have someone doing 100 mph through the desert in the dust of a car going 40 mph.” Last year, Miller made an error in qualifying that pushed him back to the 27th starting position. “It isn’t impossible to win from the back, but it is much more difficult,” he concedes. “There is enough time to work your way up to the front of the pack at King of the Hammers, that isn’t the case at short course races such as the Stampede or the Nitto Nationals in Reno.”

Letting Elapsed Time Be Your Friend

One competitor who has done consistently well at King of the Hammers, no matter where he starts, is Derek West. “I think I started 44th or 48th one year, that is the furthest back I've started.  Last year I started third, which is the best I've ever started.” West’s approach to starting position is somewhat unconventional; he sees an advantage to starting further back in the field. “The way the race is setup, starting 50th is really not that big of a deal, assuming you have the means to be able to pass a good portion of those in front of you before the first rock section. Starting further back actually allows you to sneak up on your competitors and nobody pays that much attention because you are physically behind them.” That was how Tom Wayes’ race was playing out last year prior to his breakage. The drivers we talked to had differing opinions as to whether Wayes would have suffered the same fate if he started at the front of the pack. “Wayes only has one speed: wide open,” explained his good friend Jason Scherer. “He is going to drive the same way no matter where he starts.”

Whatever approach drivers take, wherever they qualify this week, all of them will be giving it their all to be crowned the 2017 King of the Hammers this coming Friday.

Follow along with everything KOH this week at our 2017 King of the Hammers landing page.

Hailing all the way from the East Coast in Cumberland, Maryland, Erik Miller may not fit the typical Ultra4 racer profile; but he's proven — not once, but twice— that he belongs in Hammertown. After competing in his first-ever Ultra4 race at the 2010 King of The Hammers, Miller quickly became a formidable competitor in his #4421 Miller Motorsports Ultra4 buggy. He went on to win the title in 2012, and since joining Team Nitto in 2014, he has continued to have his fair share of triumphs, whether they've involved an actual title (2016) or not (2014).

Erik Miller Ultra4 News

2017

• Ultra4 Reason Replay
• 2017 King of The Hammers: Past Kings' Outlook on This Year's Race

2016

• Ultra4 Kentucky Battle in Bluegrass Race Recap: A New Track Yields a Familiar Result
• Ultra4's Yukon Battle in Bluegrass Brings a New Challenge
• First Look: Miller Motorsports Pro Series Chassis
• Glen Helen Grand Prix Brings the Heat [Gallery]
• An Ultimate Thriller at Ultra4 Glen Helen
• In Living Color: Erik Miller's 2016 KOH Car [Gallery]
• The King's Chariot: Erik Miller's 2016 KOH-Winning Car
• Trail Grapplers Come Out on Top at a Muddy Ultra4 MetalCloak Stampede [Gallery]
• Triple Threat at the Stampede: Race Recap From Ultra4 MetalCloak
• Anatomy of a Winning Tire: How Trail Grapplers Conquer the World's Toughest Terrain at KOH
• Hail to the King! How Erik Miller Succeeded at Winning King of The Hammers
• 2016 KOH Main Race Day Gallery
• Erik Miller Wins 2016 King of The Hammers!
• KOH Prep With Erik Miller: 10 Pre-Race Rituals

2015

• Ultra4 Nationals 100+ Gallery
• Surprise Finish and Podium Sweep at Ultra4 Nationals
• King of The Hammers Wrap-Up [Video+Gallery]
• Never Lift: Erik Miller's Challenge to the Finish at KOH 2015
• Final Update: 2015 King of The Hammers Results
• Ready for KOH: CARtoon'd Erik Miller

2014

• Results at the Ultra4 2014 National Championship
• Ultra4 American Rocksports Challenge Recap [Gallery]
• Ultra4 Superlift Race Recap [Gallery]
• Never Give Up: The Story of a True Champion
• Day in the Life of Erik Miller
• Welcome to the Team: Ben Napier and Erik Miller
• 2014 KOH Qualifying Day One [Gallery]

Erik Miller Career Highlights

*above is only comprehensive through 2016

The Off-Road Motorsports Hall of Famer started his racing career in 1996 with a 1st place finish in the Four Wheeler Magazine's Top Truck Challenge. Shannon has been winning rock racing/crawling events ever since, including two checkered flag finishes at King of The Hammers in 2008 and 2011. All of his Ultra4 buggies are built in-house, including the Dragon Slayer, by the family-owned Campbell Ent. Fabrication in Gilbert, Arizona. 

Shannon Campbell Ultra4 News

2017

• Ultra4 Reason Replay
• 2017 King of The Hammers: Past Kings' Outlook on This Year's Race

2016

• 2016 Ultra4 Nationals Brings Another Round of Awesome
• Fallon 250 Race Recap: Shaken, Stirred or Straight Up
• Clear Vision at 2016 Ultra4 Fallon [Gallery]
• Triple Threat at the Stampede: Race Recap From Ultra4 MetalCloak
• Trail Grapplers Come Out on Top at a Muddy Ultra4 MetalCloak Stampede [Gallery]
• 2016 KOH Main Race Day Gallery
• KOH Prep With Shannon Campbell: 10 Pre-Race Rituals
• The Dragon Slayer: Shannon Campbell's Latest Race Creation

2015

• How to Win Baja 1000 With Just 1 Week Prep
• The Face-Off Is Here: Dragon Slayer Meets Red Dragon
• 2015 Lucas Oil Off-Road Expo
• Meet the #DragonSlayer: One Car to Rule Them All
• Ride Shotgun With Shannon Campbell in This 360 Degree Video
• The Real life of Shannon Campbell: Watch "Channonigans" [Video]
• Ultra4 2015 MetalCloak Stampede Race Recap
• Vaughn Gittin Jr. & Shannon Campbell on What It Takes to Win
• All Lined Up: 2015 King of The Hammers Qualifying Results

2014

• Ultra4 2014 Badlands: “The Driest Badlands Race to Date”
• Ultra4 Superlift Race Recap [Gallery]

2013

• Gallery: Ultra4 2013 National Championship

Shannon Campbell Career Highlights

*above list is only comprehensive for 2016

King of the Motos kicked off the racing at the 2017 King of the Hammers Saturday night with its first ever night stage and largest body of racers to date. The results from last night were paired with two separate stages Sunday. Results are still being finalized at the time of publish, unofficial podium has Colton Haaker, Max Gerston and Mitch Carvolth taking the prize. Browse the gallery above and watch the epic landrush start in Dirt Cinema's video below.

Photos by Doug Dienelt and Kyle Wells.

Loren Healy started his racing career in the late '90s when he entered a rock-crawling event in his hometown of Farmington, New Mexico. After a rough start in his first Ultra4 event in 2009 at King of The Hammers, he has gone on to earn the title as "the winningest driver of all time in the Ultra4 Series" with his purpose-built Ultra4 buggy the "Red Dragon."

Loren Healy Ultra4 News

2017

• 2017 King of The Hammers: Past Kings' Outlook on This Year's Race

2016

• Loren Healy x Driving Line Exclusive Design 
• More Epic Action From "Milk Run" [Gallery]
• The Family Dragon: Loren Healy's 2013 Jeep Wrangler Unlimited
• Hard Luck: Loren Healy's KOH Recap 
• KOH Prep W/Loren Healy: 10 Pre-Race Rituals 

2015

• 2015 Ultra4 Nationals 100+ Gallery
• Ultra4 2015 Avoids The Sophomore Slump In Reno 
• Dust and Glory at Ultra4 Fallon 250 
• Forging Ahead Against All Odds at Ultra4 Glen Helen 
• Ultra4 2015 MetalCloak Stampede Race Recap 
• Kane Creek, Potato Salad Hill, and the Rest of Easter Jeep Safari 
• How To Prepare For One Of The Hardest Races In The World: Expect The Unexpected At KOH 

2014

• Domination: How Loren Healy Changed the Game 
• Beating the Odds at Ultra4 Sturgis 
• Ultra4 American Rocksports Challenge Recap [GALLERY] 
• Loren Healy’s New IFS Car Wins Right Out of the Box 
• Seriously Dangerous: Loren Healy's IFS CAR-toon 
• Ultra4 Glen Helen Race Recap [VIDEO] j
• Ultra4 2014 Badlands: “The Driest Badlands Race to Date” 
• ULTRA4 MetalCloak Race Recap [GALLERY] 
• A Day in the Life Of: Loren Healy 
• Full Race Recap - 2014 King of The Hammers 
• Loren Healy Wins the 2014 King of the Hammers 

2013

• Healy Wins Ultra4 Superlift, "It's Not the Car"

Loren Healy Career Highlights

*Above points indicate podium wins only, comprehensive only through 2014.

Racing out of Springfield, Missouri, Derek West has been off-roading since 1994 and competing professionally since 2002. For the past 15 years, he has driven his home-built #4420 Jimmy’s 4x4 Nitto Ultra4 buggy to numerous victories. Consistently finishing in the top 10 at King of The Hammers, 2017 could be the year West finally takes home the Gold.

Derek West Ultra4 News

2016

• Mud, Sweat & Trees at 2016 Ultra4 Hotsprings [Gallery] 

2015

• Perfect Performance at Ultra4 Hot Springs [Recap + Gallery]
• Mud Turned Victory for Derek West at Ultra4 Badlands 

2014

• Beating the Odds at Ultra4 Sturgis 
• Jimmy's 4x4: Building More Than Just Buggies 
• A Day in the Life Of: Derek West 
• Racing vs. Normal Off-Road Vehicles - What's the Difference? 

2013

• Healy Wins Ultra4 Superlift, "It's Not the Car" 
• Rocking Out With Derek West 

Derek West Career Highlights

*Above results include podiums only on regional races, comprehensive only through 2014.

Take a look in any Ultra4 or desert race vehicle, and you will likely see a Lowrance GPS staring back at you. This got us wondering: If they are good for racing at the Hammers and in Baja, would they work well for recreational trail wheeling too? To find out, we spent a large amount of time and several thousand miles navigating trails using a Lowrance HDS-5 Baja GPS unit in places such as Moab, the Mojave Road, Colorado’s mountain passes and week-long overland excursions.

Lowrance units are designed for marine use in harsh salt water environments so they can easily stand up to the rigors of off-road use with their dust and water-proof housing. We mounted the unit on our dashboard and hardwired it to our auxiliary battery. Our 5-inch screen model has a housing that is 7 inches wide, 6 inches tall and 3 inches deep. The first downside we noted is that this GPS is not as portable as others since it did take some time and planning for a clean install in a vehicle. A RAM mount could be used with the mounting bracket if desired and the power cord did come with a 12v plug that we cut off in favor of hardwiring. The internal GPS antenna is a nice feature to eliminate extra wires and it has a good view of the sky through the windshield. An external antenna is standard issue in race vehicles; however, we have not experienced any problems with the built-in antenna.

Lowrance GPS Basics

The Lowrance comes with a North America base map that is not very detailed. It shows major roads and highways but leaves off many details like residential streets and forest roads. In situations we needed street navigation, we just turned to the GPS on our smart phone. It is surprising to see what is included such as small water tanks that appear seemingly in the middle of nowhere and other major points of interest like parks. Shading lets you know the difference between public and private land boundaries. We found the base map leaves much to be desired; however, we were able to load satellite imagery maps of one of our favorite areas.

The HDS-5 does not have a touch screen; instead, it uses pages to rotate through different views of the map, trip calculator, trails and waypoint lists and more. Menus are available within each page and a main menu for universal settings is accessible by using the menu button. An on-screen keyboard will pop up to name trails and waypoints, but it is tedious to use because each letter has to be selected with the multi-direction button. This is where a touchscreen in the newer models shines.

A useful setting to change right away is to make the map display “course up,” which always puts the direction you are driving on the trail at the top of the screen. The user interface takes some time to learn, but once you do, the knowledge transfers between most Lowrance models. Zoom levels are easy to set, and the current zoom level is displayed in the lower right of the screen. 500 feet to 500 miles can be shown; we found that a 0.2-mile to 0.5-mile zoom level worked well on the trails.

Loading Trails and Waypoints On Lowrance

Finding trails is up to you with this GPS. You cannot simply type in a trail name and find it on the GPS. You must map it yourself in a program such as Google Earth using coordinates from a guidebook or download an existing file from a crowd-sourced trail library like All Trails. Lowrance does offer Topo Insight and Insight Planner mapping software to create maps and waypoints. Alternatively, Rugged Routes offers premade maps for popular trail areas like Johnson Valley and Moab.

Lowrance uses a unique file extension (.USR), so the first thing that needs to be done is to convert your trail file into the Lowrance format if it is not already. This can be done using a free online converter like GPS Visualizer to change GPX, Google Earth KML files and more into the proper format. The next step is to load the file onto a SD card and insert it into the GPS. Lowrance recommends using a 2GB card or less, but don’t worry — you can pack a ton of trails and waypoints onto the card because the file sizes are small.

Through the pages button, you access the SD card where it lists all the trails loaded to the card. Scroll to the trail you want and hit enter, and the trail will be loaded to the GPS. Each trail can be made a different color or renamed through additional steps, making it easier to differentiate nearby trails on the same screen.

Creating Trails and Waypoints

Creating waypoints on the go is easy; simply press the enter button, and a waypoint will be added to the screen. A menu will appear to change the symbol and name if desired. Press enter again to save the waypoint. Adding trails is also easy by accessing the waypoints, routes and trails menu and then by selecting new trail under the trail tab. You can rename it and set the line color. This will record a line on the screen as you go, so backtracking is easy.

Each trail can hold a whopping 20,000 points with the HDS units. To save the trails and waypoints is also easy and is accessible by scrolling through the pages to the settings, selecting files and then the waypoints, routes, trails option. This will export all data currently loaded on the GPS so you may want to clean up some files before taking this step. The files can be exported as a USR or in the universal GPX format.

Additional Features

Additional features we found very useful is the on-screen data overlays. Once we added bigger tires and different gearing to our 4x4, the dash’s speedometer has not been completely accurate. We added a speed overlay to the upper left corner of the screen that lets us know the actual mph. Many of our off-road adventures take us up and down mountains and through desert valleys. Because of this, we always like keeping track of our elevation, so we added a small elevation overlay to the bottom left of the screen.

One other great overlay that we use is a voltage meter that we placed on the left of the screen as well. This keeps track of our auxiliary battery’s voltage, which eliminates the need to add an additional gauge to our dashboard. At a quick glance we can tell if there are any voltage problems. We have also set an alarm to go off if the voltage spikes or becomes very low. Lastly, there are two trip calculators that keep track of minimum and maximum speeds, time and mileage. A running odometer also keeps track of the lifetime mileage while the GPS is on.

Which GPS Is Right for You?

There are many different options for off-road navigation including tablet apps and dedicated GPS receivers. If you plan to race, the Lowrance is hard to beat. The 10Hz update frequency is more than adequate for race speeds compared to the 1Hz of competitors. The Lowrance is also a good choice if you enjoy making your own maps and trails or planning your trips in Google Earth.

During our testing we found it to be a great, no-nonsense GPS that does exactly what an off-road GPS should do: It suggest the route and lets you enjoy the adventure. It does not overload you with information, because you load only what you want onto the unit. The HDS-5 Baja we used here has been discontinued in favor of a streamlined Trophy-5m Baja mode; the Gen3 HDS-7 with touchscreen and wireless connectivity is also a popular choice for off-road use that offers even more features.

Lowrance Tips for Racing King of the Hammers

With the Nitto TireKing of The Hammers race upon us, we thought we would wrap up our review with a few tips for using your Lowrance GPS to prerun and during race day.

• Use a digital voice recorder or notepad to keep track of the auto-numbered waypoints you mark during prerunning. Add in the details (such as “sharp left up wash”) back at camp with Lowrance software for faster course marking. You can also change the waypoint icons for turns, dangers and more.
• Create a “trash” trail and activate it any time you exit the course. Deleting the trash trail for race day will be less confusing and only show your prerun lines (if you choose to keep them) and the course. Make the prerun trails a different color than the course.
• Reset the trip calculator on race day to keep track of your speeds and mileage
• If you see crosshairs on the screen, the GPS is not showing your position. Press Exit to get back to your position. Elite and Trophy users need to press Menu then Enter to get back.

If you want turn-by-turn directions to get to and navigate the trail then it is worth looking at other options. See our review of the Magellan Explorist TRX7 for another great choice.

Piloting the #76 Rubicon Express Ultra4 race car named "The Gavel," Jason Scherer has over 18 years of racing experience under his belt. His illustrious career is full of accolades from prominent rock racing events. When he’s not racing, he can often be found in his 1972 Jeep CJ-6 on various trails around Danville, California, with his loving family.

Jason Scherer Ultra4 News

2017

• Jason Scherer Doubles Down for 2017 Ultra4 Season
• Build a Buggy: Jason Scherer's Two-Seater Gavel
• Ultra4 Season REplay 
• 2017 King of The Hammers: Past Kings' Outlook on This Year's Race 

2016

• Snapshots of the 2016 Ultra4 Nationals [Gallery] 
• 2016 Ultra4 Nationals Brings Another Round of Awesome 
• Fallon 250 Race Recap: Shaken, Stirred or Straight Up 
• Clear Vision at 2016 Ultra4 Fallon [Gallery] 
• Triple Threat at the Stampede: Race Recap from Ultra4 MetalCloak 
• Trail Grapplers Come Out on Top at a Muddy Ultra4 MetalCloak Stampede [Gallery] 
• Seconds Count: Jason Scherer’s KOH Recap 
• 2016 KOH Main Race Day Gallery 

2015

• Ultra4 2015 Avoids the Sophomore Slump in Reno 
• 2015 Ultra4 Nationals 100+ Gallery 
• Surprise Finish & Podium Sweep at Ultra4 Nationals 
• Going Through the Details With Jason Scherer 
• How To Prepare for One of the Hardest Races in the World: Expect the Unexpected at KOH
• Pre-Running KOH With Jason Scherer 

2014

• Ultra4 American Rocksports Challenge Recap [Gallery] 
• Making The Gavel Come to Life
• It's Go Time - Final Test for Jason Scherer's New Ultra4 Car 
• The Gavel Comes to Life 
• It Lives! - Part 4 of Jason Scherer's Innovative New Ultra4 Car 
• The Clock Keeps Ticking - Part 3 of Jason Scherer's Innovative New Ultra4 Car 
• It’s What’s Inside That Counts - Part 2 of Jason Scherer’s Innovative New Ultra4 Car 
• The King Sparks a Revolution - Jason Scherer’s Innovative New Ultra4 Car 
• A Day in the Life Of: Jason Scherer 

2013

• Gallery: Ultra4 2013 National Championship 
• Jason Scherer Climbs to the Top at Ultra4's MetalCloak 

Jason Scherer Career Highlights

*Above highlights are not comprehensive results.

This 20-year-old photographer from Gilbert, Arizona may look out of place in the arid desert of Hammertown, but Bailey Campbell is perfectly at home racing down the rocky terrain in her Ultra4 Buggy. Following the footsteps of her father and brother, Bailey made her off-road racing debut in 2013 at Dirt Riot. She has since earned an 8^th place overall finish for the 2015 Ultra4 Championship and the title of the first woman to ever finish King of The Hammers in the top 5, establishing herself as a serious competitor.

Bailey Campbell Ultra4 News

2016

• 2016 Ultra4 Nationals Brings Another Round of Awesome 
• Fallon 250 Race Recap: Shaken, Stirred or Straight Up 
• Clear Vision at 2016 Ultra4 Fallon [Gallery] 
• Mud, Sweat, & Trees at 2016 Ultra4 Hotsprings [Gallery] 
• Ultra4 Hotsprings Race Recap: Winning in the Woods 
• CARtoon x Bailey Campbell: Celebrating 1st KOH Finish 
• Meet the 19-Year-Old Who Just Became the 1st Woman to Finish King of The Hammers in the Top 5
• 2016 KOH Main Race Day Gallery 

2015

• Perfect Performance at Ultra4 Hot Springs [Recap + Gallery]
• Forging Ahead Against All Odds at Ultra4 Glen Helen

Bailey Campbell Career Highlights

*Above results not comprehensive.

Son of the legendary Shannon Campbell, Wayland Campbell of Gilbert, Arizona, is relatively new to the off-roading sport. However, don't be deceived by his young age; what he lacks in experience, he makes up for in raw talent and determination. Having already reached numerous podium finishes in the 2015 and 2016 Ultra4 seasons, and receiving Off-Road Motorsports Hall of Fame Rising Star Award, Wayland has proven he is a serious title contender for the 2017 King of The Hammers.

Wayland Campbell Ultra4 News

2017

• Ultra4 Season REplay

2016

• Ultra4 Hotsprings Race Recap: Winning in the Woods
• The Ultimate Sportsman: Wayland Campbell's KOH Recap

2015

• How to Win Baja 1000 With Just 1 Week Prep
• Surprise Finish & Podium Sweep at Ultra4 Nationals
• Dust and Glory at Ultra4 Fallon 250
• Live Update from a Muddy Ultra4 Badlands 
• Ultra4 2015 MetalCloak Stampede Race Recap
• Double Wins at Ultra4 & Formula Drift Pose a Triple Threat

2013

• Gallery: Ultra4 2013 National Championship

Wayland Campbell Career Highlights

*Above results not comprehensive.

Most guys show up just to finish, some come to win. With one of the highest rates of attrition in racing, being crowned King of The Hammers is no simple feat. Just four individuals, Shannon Campbell, Loren Healy, Randy Slawson and Erik Miller, have accomplished it twice. Will 2017 see a 3-time King?

Follow along with Driving Line's daily Hammers week coverage or watch live at Ultra4 Racing.

Going off-road is one of the most enjoyable and least expensive automotive hobbies around. With some ‘wheeling know-how, a four-wheel drive and a little luck, it doesn’t take much to have a great day at your local trail. For those of you new to the off-road hobby, you may wonder if your vehicle has what it takes to survive in the dirt. Here, we’re comparing some of the most critical aspects of common 4x4s to help you get a better idea on how your rig will handle the road less traveled. We’ll also steer you in the right direction for those of you still looking for the right off-road vehicle.

Size Matters

If you’ve ever wondered why it looks like larger 4x4s tend to have more dents, it’s usually because they are more damage-prone on tighter trails. Most trail systems were carved using smaller 4x4s (think CJ-era Jeeps), meaning navigating a fullsize through them can be more challenging. In fact, some trails have gates at the trailhead that limit the width of the vehicles that can enter. While a wide vehicle can be harder to navigate, they can offer greater off-camber stability. Just be aware that a fullsize Ford F-250 is more likely to come off of the trail with serious body damage over a compact Jeep Wrangler.

Wheelbase

Anything sub 99 inches is considered a short wheelbase. This includes the Jeep Wrangler JK, TJ and YJ. Short wheelbase 4x4s are great for navigating tight trails, but they often come up short (pun intended) when it comes to hillclimbs. At 116 inches, the ’07-’17 Jeep Wrangler Unlimited's wheelbase offers a more stable and surefooted approach to climbing. This is one of the reasons why the four-door Jeeps have overtaken the two-doors on many trails across America.

The main drawbacks of a long wheelbase comes twofold. One, you have to worry about your breakover angle more, which can equate to you hitting critical drivetrain parts more easily. To compensate for length, longer rigs often need larger tires (37s and above) and increased lift. The other issue is maneuverability. The longer the vehicle, the tougher it will be to thread through tight trails. This also opens it up for more body damage potential. We like to stick between 101 to 116 inches when possible, as it offers a nice balance of length without the absolute need of a giant lift and massive tires.

Independent Front Suspension (IFS) 

Most modern 4x4s are fit with an independent front suspension. This front suspension design allows the each of the front wheels to move independently from the other. Depending on how the vehicle is supported (air, torsion bar, and coil springs being the most common), it will play a part in how the front end works off-road. Typically, you’ll see less articulation out of IFS, meaning you’ll be more prone to lifting a wheel on the trail. A tire in the air is one that’s not helping you move forward.

Many desert racers and go-fast enthusiasts prefer an IFS configuration, but these are far from what you’d find under a stock 4x4. Unfortunately, save a few specific vehicles, most IFS-equipped vehicles will be limited by component strength. In fact, tie-rod links, axleshafts, control arms  and ball joints are all common failure points on a given IFS vehicle. Depending on the application, there are aftermarket items to help beef up your IFS front end. Driving style and tire size both play a large role in preventing IFS failure on the trail.

Solid Axles

One of the reasons vehicles such as the Jeep Wrangler remain such a popular off-road platform is the fact that still has solid front and rear axles. What a solid axle offers you is a more durable and off-road proven drivetrain. They are easy to upgrade and very predictable off-road. By disconnecting the front sway bar on a given solid front axle, you will allow the axle to articulate and cycle more easily. This will help it adapt to the terrain and keep the tires on the ground. When it comes to going off-road, solid axles are still the mainstay.

Weight Matters

When you’re going for a hike, you want to carry as little as possible to reduce the strain on your body. The same philosophy is true for a given 4x4. The more weight it’s toting, the harder it will be for it to power through the trail. While you can’t do much about the base weight, you can be more weight conscious when building your 4x4. Removing doors and swapping out heavy steel for lighter aluminum can make a noticeable difference in how your rig performs on the trail.

Differential Lockers

Most standard four-wheel drives are equipped with open differentials. The way an open diff works off-road is by sending power to the ‘wheel with the least amount of resistance (traction). This is why you often see people stuck in “four-wheel drive” with only two tires turning. Aside from a good set of tires, one of the best investments you can make to your 4x4 is a set of differential lockers. By locking the differential, you make sure that both tires on a given axle turn at the same time. This means even if you have a tire in the air, the one on the ground will continue to fight for traction. If you can only afford one at a time, be sure you outfit the rear with one first. Being locked front and rear will open up new line choices off-road and make your 4x4 more predictable.

Tires

The type of terrain you have around you will likely determine the best tire for your vehicle. It is seldom that will you have a true off-road oriented tire on a stock vehicle. We suggest a mud-terrain for those staring out as it will often aid tremendously in the vehicle’s performance. Tires such as the Nitto Trail Grappler are a great fit for those looking for a durable mud-terrain radial that can handle all conditions. If you think you want something slightly tamer, a Ridge Grappler is an excellent alternative.

Wheels

You may notice that many off-road rigs have beadlocks wheels. These are not a style trend, but rather a functional piece of equipment. A beadlock wheel works by clamping the bead of the tire to the wheel. This is mostly commonly done via an external ring that is bolted to the wheel. By locking the bead of the tire to the wheel, you can air down into the single digit range on the trail without worrying about the tire separating from the wheel. Lower air pressure on the trail allows the tire to conform to the terrain and equals a softer ride for you. If you can’t spring for a beadlock wheel, we recommend staying above 10-15 psi, depending on the application.

Approach/Departure Angles

When it comes to driving in the dirt, you want as little bumper blocking your tires as possible. This is true for the front and rear of the vehicle. The farther your body extrudes past the wheels, the worse your approach angle will be. Same goes for the back. If you have a tremendous amount of body hanging past the rear tires, it can easily hit and hang you up off-road. Some vehicles can be modified easily to accommodate aftermarket bumpers that provide increased approach and departure angles. Others may require extensive fabrication.

These are just a few of the things to consider before purchasing or opting to build a four-wheel drive to explore the great outdoors. We understand not every trail is extreme and there are plenty so-called “Jeep” trails that you could take a Subaru Outback down. However, if you are an active off-road enthusiast, you’ll eventually find the more adventures paths for which our guide will be extremely helpful.

Still shopping? Check out five 4x4s that live up to the hype.

One of the most popular events of the King of the Hammers week is the Vision X Shootout at the famous Backdoor of Hammertown. This year Kyle Crouch took home the $7,500 prize with a time of 22.008 seconds, not only the fastest of the night, but the fastest in event history. Over six seconds behind Kyle was Bryan Maloney with a time of 28.358 and William Stewart with a time of 29.719.  Make sure to check out the gallery above to see all of the crazy action from the Shootout!

(Photos: Doug Dienelt and Kyle Wells)

Follow our coverage of King of The Hammers at DRIVINGLINE.com/KOH-2017.

Jason Scherer is back in 2017 to add to his 2009 KOH win, 2016 Ultra4 national championship and to improve on his second place performance from last year's King of the Hammers. Check out the video above to see how he thinks the changes he made since October give him a much better chance at victory.

Follow our coverage of King of The Hammers at DRIVINGLINE.com/KOH-2017.

Despite being a relative newcomer to events like the Baja 1000 or Mint 400, the Nitto King of The Hammers has already made a name for itself as one of the biggest events in off-road racing. The event is different every year, with the race course consistently getting longer and harder, along with a myriad of other changes, nearly all of which have been for the better. 

Looking back, it is hard to believe that an event that is now a week long and plays home to over 50,000 people started as a beer bet between friends on a dry lakebed in 2007.  Below is a year-by-year account of how we got from there to where we are today.

Editor's Note: Originally published in 2015, this article has been updated with additional current information.

2007 King of The Hammers

The first year of King of The Hammers there was no purse money, or even a trophy.  JR Reynolds won the “beer bet” in his Bronco buggy with portal axles and rear steer.  JR beat eleven other racers who are collectively known as the “OG 13”.  After other drivers got lost a debate was sparked about whether local knowledge of the Hammer trails was necessary to win the race.

2008 King of The Hammers

The first “real” year of the race, the bulk of the competitors were still driving rockcrawlers that were completely out of place in the desert and the pits were “hot”, with vehicles blasting through camp at race speeds.

Shannon Campbell showed up with a modified moon buggy that was constructed specifically for rock racing, with Fox bypass air shocks at each corner.  Despite starting second to last in the 48 car field, Campbell physically passed all other vehicles to win in dominating fashion.

2009 King of The Hammers

As interest in KOH grew, Hammerking held a “Last Chance Qualifier” for drivers who had already qualified for the event by being a top 20 finisher the previous year or winning a qualifying event hosted by another sanctioning body, as there was yet no Ultra4 Series.

Leading up to the 2009 race, Jason Scherer worked with Mike Shaffer to convert his Campbell Enterprises Pro Mod rockcrawler into a vehicle capable of traveling through the desert at speed.  “We didn’t know what we were doing,” Scherer reflects, “but we just kept trying different combinations until we found something that worked.”  The effort would pay off for Scherer in victory.

2010 King of The Hammers

Arguably the most storybook ending in King of the Hammers history, an unknown named Loren Healy qualified for the race through the Last Chance Qualifier and didn’t even have time to prerun the the course before race day. He beat rockcrawling veteran Brad Lovell by a mere 29 seconds in the closest KOH finish in history.

2011 King of The Hammers

 Following the California 200 tragedy, where eight spectators died at desert race in Lucerne Valley, the BLM imposes strict new restrictions on spectating at King of The Hammers, resulting in small spectator areas that were overflowing with fans eager to watch the action.

They witnessed Shannon Campbell finally prove the value of his IFS buggy, taking the victory after his third attempt in the car. This was Shannon's second KOH victory, making him the first King to gain the crown twice.

This was also the first year of King of the Motos, and Dave Cole split ways with business partner Jeff Knoll following the 2011 race.

2012 King of The Hammers

This was a pivotal year for King of The Hammers, and saw more changes than any other year, before or since. After a year to make improvements on the spectator issue, Dave Cole added a Jumbotron in Hammertown and a full production team that released professional quality videos at the end of each day. The move, while expensive, was a smashing success.

This was also the first year of qualifying to determine starting order (previous starting was determined by random draw,) with the best known teams qualifying at the end of the day during “Power Hour”.

The Every Man Challenge was introduced in 2012, along with street signs and assigned pit locations in Hammertown.

A young Erik Miller, hailing from Maryland, won the race and demonstrated the wide appeal of Ultra4 racing.

2013 King of The Hammers

Hammertown became more official in 2013, with fences and security surrounding it. These areas were accessible to anyone willing to make a donation to land use and help keep Johnson Valley from being absorbed by the neighboring 29 Palms Marine Base.  A short course area was established for the Start/Finish and qualifying moved from Chocolate Thunder to the area west of Hammertown.

John Currie won the Every Man Challenge for the second year in a row and Randy Slawson won the main race after qualifying through the LCQ, with orders for his Bomber cars multiplying overnight.

2014 King of The Hammers

 Spectators poured into Johnson Valley earlier in the week in order to watch the Backdoor Challenge, where Southern rock bouncers took on Ultra4 cars and recreational wheelers to see who was the fastest up a ten foot tall dry waterfall.

In addition to the Stock (4600) and Stock Modified (4500) classes in the Every Man Challenge, identical Spec cars (4700) and a Legends Class (4800) were added, intended for outdated KOH vehicles. John Currie and Gerald Savvy won the Every Man Challenge once again, but announced that they would race in 4400 for the following year.

Despite the proliferation of IFS buggies from Campbell Enterprises, Jimmy’s 4x4, Penhall Fabrication, and more, Loren Healy won again in a traditional solid axleJimmy’s 4x4 buggy.

2015 King of The Hammers

New advancements including course maps available for download on smart phones, wifi service available for purchase in Hammertown, and VIP camp sites for purchase continue to evolve the KOH experience.

Despite starting first off the line and leading much of the race, Erik Miller suffered a heartbreaking steering failure during his last few miles of a grueling race.

Randy Slawson would claim the lead, to be the third driver with two Hammers titles. Slawson's day started off in 44th place but he steadily progressed until it was he and Miller vying for first.

2016 King of The Hammers

With the largest pre-entry for the race to date, a number of drivers came to Johnson Valley with vendettas to settle. Hammertown grew in numbers and the media coverage continued to increase as well.

For Bailey Campbell who'd unofficially finished Hammers the year before, coming in after the cut-off time, she succeeded at being just the third woman to finish KOH in the 4400 class and the first to come in the top 5... all at just 19 years old.

Loren Healy came seeking to win the only race the Red Dragon hadn't yet conquered. After setting a starting position in first next to Jason Scherer, Loren's race was off to a good start until the engine chewed up a belt, and then another, sending Healy jogging back to his pits. The mechanical issues ended up being deeper and Loren's day was cut short.

Erik Miller had perhaps the biggest vendetta to settle. The past two years, seeing almost-there wins, left him hungry and determined. Everything came together for he and his Miller Motorsports team as he overcame mechanical issues while also picking off competitors from his 27th starting position to finish first and claim the title a King for the second time.

2017 King of The Hammers

With more and more of the world hearing about Hammers, it only continues to grow. This year's races are full of new or re-built cars and a lot of very determined racers.

Stay tuned with Driving Line's 2017 KOH week coverage here to see who will soar to new heights - could this year see its first 3-time King?

Prologue: Desert Racers Who Tried Their Hand At KOH

Before it was the powerhouse event that it is today, King of the Hammers courted famous desert racers to come try their hand in Johnson Valley to gain respect for Ultra4 racing and increase media exposure. All of these drivers are incredibly talented, but their results at KOH have not reflected that. Whether it was skills that did not translate to the rocks or vehicles that could not handle the abuse, none have seen the finish line. (As of 2014 event.)

• Robby Gordon
• BJ Baldwin
• Rob MacCachren
• Brian Deegan
• Curt LeDuc
• TJ Flores
• Roger Norman
• Ricky Johnson

There are myriad of factors that are required to win the Nitto King of the Hammers.  These include a talented driver, capable vehicle, and plenty of luck. There are people behind the scenes that are just as important though. These are the pit crews who keep guys like Loren Healy and Erik Miller moving through a long, grueling day of racing.

In desert racing there are services from organizations such as Mag 7 and Dust Junkies Racing that will provide pitting along the race course. You provide them with your spare tires and fuel (with your car number on them), pay a fee, and they will take care of you in predetermined locations.

At King of the Hammers though it is more common for teams to rely on their friends and family for pitting. No one is making it 250 miles through all of the Hammers trails (twice!) without some help along the way. And KOH is a "no chase race," which makes the pits even more critical,as these designated locations are the only places that a race team can receive assistance. These behind-the-scenes team members can make or break the race for a team; they are not to be underestimated.

Here is what a quality pit stop requires:

King of The Hammers Race Preparation

Prior to race day, the pit crew should familiarize themselves with the race car. This includes items such as how to fuel the car, what size socket is necessary and where to place the jack when changing a tire on the race car, plus the general layout of the vehicle (front engine, rear engine, IFS, solid axle, etc).

Pitting at KOH

As the driver is coming into the pit, he or she should notify the pit crew a few minutes ahead of time and let them know they're coming in. Any issues with the vehicle should be relayed on the radio so the pit crew can prepare to address them as quickly as possible.

The pit itself should be clearly labeled with the team number so the driver can see where they need to go, and a tarp should be staked down to catch any fluids that may spill. The pit should have fuel and spare tires, as well as tools and spare parts to fix any potential issues.

The Job of the Pit Boss

The Pit Boss will have a radio and communicate with the driver clearly without the need to yell.  The Pit Boss stands in front of the car for the entire pit stop, and does not move out of the way and wave on the driver until he or she can confirm that everyone is out of the way and it is safe for the car to leave the pits.

It is a good idea to train the crew to step back from the car with their hands up after performing their task to signal they are clear. This person also directs the pit crew to perform tasks and check items on the car based on input from the driver.

The Job of the Fuelers

Dump cans weigh over 100 pounds and can be awkward to lift. Two people are required to fuel a race car, one to lift the can and another to guide the nozzle into the filler. The goal is to refuel the car as quickly as possible while spilling as little fuel as possible. Ideally, the fuelers should be wearing fire suits or fire resistant coveralls, leather gloves, and face shields in case any fuel splashes back at them.

The Job of the Firemen

When a hot race car pulls into the pits and the crew is scrambling to get them in and out as quickly as possible, fires are a very real possibility. At least one team member should have a fire extinguisher in their hands, ready to use in a split second. Ideally there would be two firemen, one on each side of the car.

The fire extinguisher should be as large as realistically feasible, such as a 10-pound or 20-pound unit. A common 2.5-pound fire extinguisher expels all of its contents in just a matter of seconds. The fire extinguisher must also be fully charged and be certified within the last year.

The Lookover

King of the Hammers will pound even the strongest, best prepared of race cars. When in the pits there needs to be at least one person dedicated to looking over the entire race car to check for damage, leaks, a clogged air filter, or loose parts. It is much better to tighten or replace a loose link bolt in the pits than to find out about it when doing 100 mph across a dry lake bed. Paint pen marks make this process easier. This team member should also be prepared to change a tire if the team is coming into the pits on a flat.

Small Job? Hydration and Visibility

Racing takes its toll, and someone should be available in the pits to provide the driver and navigator with water, food, and anything else that they might need, such as a cloth to clean off the visor of their helmet. Putting a straw in the water bottle will make it much easier for the driver to drink without having to take his or her helmet off.

Other often overlooked tasks include cleaning mirrors and lights and wiping down the car numbers so they are visible. This team member should ideally be prepared to help change a tire if the team has flat and there are not enough other crew members to perform this task.

Not every team has enough resources to put seven or eight people in each pit.  The pit crews take time off work and roll around in the dirt, all for a t-shirt and a handshake. Some of the tasks above can be performed by a single person, but a better option is to share resources with other racers. In other words, one pit crew can assist more than one vehicle in the race.

The next time you are walking by the pits at an Ultra4 race, give a thanks to the men and women who bust their knuckles as they help our favorite drivers! Their job might not be glamorous, but it is an integral part of every race team.

Best of luck to the many teams competing at KOH! View Driving Line's coverage of everything at King of the Hammers here.

Watch Ultra4 Racing's live streaming at Nitto King of The Hammers Powered by Optima.

For more coverage, daily galleries and inside stories visit Driving Line's 2017 KOH page here.

Tuesday's Qualifying for the 4500 and the 4800 classes saw a lot of fast times on a challenging new course. Jordan Pellegrino had the fastest time in the 4500s with a time of 1:55:4 followed by Dustin Friesen and Justin Hall. Nitto Tire's Vaughn Gittin Jr. qualified a respectful 4th with a time of 2:05.7, just 10 seconds behind the leader. The 4800s saw Rick Waterbury take the top spot with a 1:56:7, followed closely by Bailey Cole and Cade Rodd.

Take a look at the gallery above to see all the action from the session and tune in to the Every Man Challenge race live here on Driving Line this Thursday.

4500 Results

4800 Results

Have you gotten your fill of King of The Hammers Coverage? We've got plenty more from KOH 2017 right here.