Taking the Ultra4 Championship in 2016, as well as coming in 2nd at King of The Hammers, Jason Scherer added a second seat to The Gavel to make room for his old co-driver, Jason Berger in hopes to nab the title of King. Watch the video above to hear more about how Jason's Hammers day went.

Follow along with all of our King of The Hammers coverage, here.

Hoping to back up his win at last year's King of The Hammers, Erik Miller came to the lakebed with a fresh new version of his race-winning vehicle and had a pretty successful day. Listen to Erik tell the story of how his day went in the video above.

There's more where this came from... get full King of The Hammers coverage, here.

Her third time racing King of The Hammers, and following up a 5th place finish last year, Bailey Campbell was on a mission as she and co-driver, Terry Madden, left the line at King of The Hammers 2017. They don't call this race the toughest one-day race on Earth for nothing though, and challenge after challenge was encountered. Hear Bailey and Terry recount their KOH race in the video above.

There are lots of stories to tell from the lakebed! Check out our comprehensive KOH coverage, here.

Grabbing your attention in the fast-paced “what’s next” society is especially challenging. It’s something companies big and small battle with. Creativity is king in the automotive aftermarket, because sometimes, a quality product just isn’t enough to give your brand the buzz you’re looking for.

Enter Fab Fours. CEO Greg Higgs is always looking for ways to push the envelope. And for the 2016 SEMA Show, Higgs did just that with the company’s 2015 Chevy Colorado. It’s called "Kymera," which is a derivative of the fable creature Chimera from Greek Mythology. This mythical lion-goat-snake smashup might not make much sense at first, but once you dive into the crazy hodgepodge of killer parts on this one-of-a-kind pickup, it all starts to come together.

To get a closer look at what’s undoubtedly the most modified Colorado you’ll come across, we took a drive to the Fab Fours headquarters in Lancaster, South Carolina. As you can see in the video above, we got to spend a little time with the beast. Here, we’ll delve into just what makes this pickup such a show stopper.

While the new Chevy Colorado is available with a diesel engine, it’s a fraction of the size of the 360ci Cummins turbodiesel that was transplanted here. Built by BD Diesel, the 5.9L 12-valve engine received a complete overall to the air and fuel system. Throwing fuel from the BD injection pump to high-flow injectors and lines, the truck is able to pump out an impressive 650 horsepower and 1,200 lb-ft of torque.

To compensate for the heavy fuel mixture, BD added one of its twin-turbo systems designed specifically for the 6BTA diesel engine. This setup uses a low pressure turbo with a 66 mm compressor wheel and 80 mm turbine wheel, while the high-pressure turbo has a 58 mm compressor wheel and 65 mm turbine wheel.

Attached to the Cummins engine is a 47HR automatic from BD Diesel. It spins a gear-driven Atlas II transfer case with a 3.8:1 low range.

One of the many challenges of the mid-engine truck were the center-mount AxleTech 4000 differentials. This requires the truck to run a pretty extreme driveline angle out back. To compensate for this, Fab Fours is currently using double-cardan joints at each end of the driveshaft.

Plucked from an MRAP, the AxleTech steering axles are some of the toughest military take-out axles you can find. Fit with air-powered selectable lockers and a final drive ratio of 5.65:1, they should handle anything this truck can throw at them. To handle the steering duties, double-ended hydraulic cylinders were mounted at each axle.

To fit such an extreme truck, Fab Fours went with an extreme set of treads from Nitto Tire. The 40x15.50R20 Mud Grappler is one of the tire company’s most aggressive off-road tires and an excellent choice to get the tremendous power to the ground.

To help increase grip and retain the tire to the wheel, a custom set of 20-inch beadlock wheels were fabricated. These one-off 10-bolt wheels use a type of composites insert that “locks” both inner and outer beads of the tire when the two-piece wheel is bolted together.

Fab Fours wanted to make sure that the truck’s suspension would not be a limiting factor, so they installed Fox 3.5 coilovers and 4.4 bypass shocks at each corner. These 18-inch travel terrain absorbers are aided by Fox 2.0 bump stops.

To keep the axles centered, the truck uses a double-triangulated four-link front and rear. This setup negates the need for a track bar, which ultimately allowed them to keep the truck lower.

With so many large components, it’s easy to overlook some of the ingenious minute details on the rigs. Small but important items such as the custom cantilever brake setup that pushes the horizontally mounted master cylinder showed that plenty of thought and planning went into the 10-month-long build.

Where the engine would typically reside you’ll find a 15-gallon RCI fuel cell, dual Odyssey batteries, and a Be Cool radiator. The handcrafted coilover tower is anther incredibly well throughout detail as it extends ever-so-slightly through the Colorado’s hood.

If you remember Fab Fours "Legend 2.Woah" Jeep, you may recall it sporting a Mohawk. This Mohawk theme made it over to Kymera as well. While the truck is absolutely over-the-top, great strides were made to keep the pickup looking like a Colorado. This included building panels to finish out the custom bed structure to keep the body lines of the midsized pickup intact.

Inside, the Colorado remains extremely spacious. It even retains the niceties of factory navigation, heated Katzkin leather seats and power windows! Since the massive engine found its way into the cab for a better weight balance, a custom engine cover and center console had to be fabricated. This piece of handcrafted sheetmetal is one of our favorite features on the rig.

To help achieve the low lift, big tire look, the roof of the Colorado was chopped 4 inches. This may not seem like much, but it was a tremendous undertaking. The seamless conversion also helps exaggerated the 130-inch wheelbase nicely.

Hard Facts

Check out more photos in the gallery below.

If you've ever attended either of the Wekfest events or any local import car show, chances are you've come across what is known as "VANkulture." Once you see the unmistakable "VK" logo, it's safe to assume that a row of modified vans aren't far away. But what does it really mean? Why do people willingly modify vans? What is VANkulture?

Is it a belief in the almighty being of third-row-seating? The tradition of operating dual sliding doors? The art of being one with the swagger wagon? Quite the contrary, actually; it's much simpler than that. VANkulture allows automotive enthusiasts to share their passion for both cars and family in one integrated lifestyle.

Most members were highly respected tuners of the import car world and have been since well in their teen years. Fast forward a decade or two later, and most of these guys have families and new priorities. They are all happy — in most cases happier now — but it's a different kind of happy. Finally selling that two-door coupe you've spent years building to make room for a new van that fits the entire family isn't always the easiest move to make, but you know it's an easy decision. The VANkulture movement helps scratch the itch of the tuner bug by finding ways to modify vans. Just like when you would search the internet to find the right size Recaro bucket seat for your track car, you will start to look up which wheels will match the Recaro baby seats you recently bought. You will never grow out of the import car scene; you just grow up within it.

Needless to say, those part of VANkulture will never be compared to the typical soccer parent. Most of the time, vans are modified simply (and I use that term lightly) as air suspension, fancy wheels and some type of roof storage. But at the other end of the spectrum, the heavy hitters can be seen with full VIP style modifications: JDM conversions, luxury interiors from seats to the headliners, LEDs inside and out, VIP tables and accessories, stereo system and/or air suspension display and much, much more.

Officially, VANkulture was established in 2012 in the San Francisco Bay Area, but it has recently grown worldwide, reaching areas such as Canada, Japan, Philippines and Indonesia. Don't be surprised if you visit your local park and see a row of modified vans with kids running around and eating ice cream while some older dudes are hanging out and laughing; that's just a sign that VANkulture has found you.

Watch the video above from Toyota and Vossen to get an inside look at the VANkulture lifestyle. Then check out a retro Toyota 4x4 van built for the rocks.

Soaking wet isn’t the first thing that comes to mind when someone mentions the Southern California desert. Thanks to truckloads of downpours, however, conditions at the 2017 Superstition Run (put on by San Diego 4-Wheelers since 1999) were not the norm. The moisture made Superstition Mountain an engaging combination of silt sand and grippy rock — a different kind of adventure for hundreds of SoCal 'froaders.

Heavy on light sand (which piles up all year), the 759-foot Superstition Mountain is a partially buried ridge of craggy black volcanic stuff rising out of the desert southeast of Ocotillo Wells. Superstition is one of the cornerstone events in Southern California’s off-road winter, with ‘crawlers and sand rigs wandering the two-faced terrain of trail, dune, bombing range and truck preserve that makes up the Superstition Mountain OHV Area. While it’s a hoot to watch the Blue Angels practice overhead — right overhead, as the Superstition Hills area is their winter test/bombing range and usually off-limits to civilians — it’s the terrain that brings people back.

The rock is high on traction but low on forgiveness, and soft sand invades many high-articulation crevasses, forcing four-wheelers to use sand and rock techniques in tandem. For 2017, the damp sand meant more traction, and soggy rocks meant more action. With this bipolar rockscape, the event attracted a range of vehicles. Here’s a glimpse into some of the action we witnessed at this year’s run. 

Big sand goes well with power. Sand Dam (located centrally in the Superstition Hills) is a singular terrain feature that brings fans back every year. This Subaru-powered four-seat buggy gave joy rides up the wall all day, and the dampness meant he could dial back the boost.

As seen from the big chair (another mountain and a big lens, technically), Sand Dam stretches out. Don’t let the camera angle fool you — it’s not an easy stretch of sand if you can't offer up any horsepower or traction. Our Nitto Trail Grapplers worked effectively at 12psi on the wet sand.

Narrow gullies of overhanging conglomerate wind all over the Superstition Hills. Recent torrential rains have reshaped the terrain, choking rocky canyons with soft sand and baring boulders in turns once passable. A tight turning radius and limber axles rendered most passable.

The wheelbase of this Jeep CJ-7 Renegade is ideal for the tight crevasses that loop the Superstitions. A V8 under the hood and free-moving BDS leaf springs let the axles work, while a hand throttle on the stick permitted clean throttle control. Poor thing popped a Dana 30 late in the day, however.

While not well-suited for ‘climbing Sand Dam, solid-axle 4Runners like these make ready work of Superstition’s trails. The longer wheelbase helps stabilize them in heavy sand, too.

This $1,000 4Runner project was seen at Superstition. A legitimate e-locked gen-three had rear-ended a Prius and in turn needed some work. The build has thus far totaled less than $2,000, including the OE-Toyota frankenlift (Tundra and FJ-based). Plus, it rammed a Prius.

Everyone at Superstition has a way of ending up at the top of the peaks and ridgelines in the area, as many of the lower trails spiral upwards. In addition, the natural shape of the Superstitions’ sand dunes direct vehicles towards the same high ridges.

One of the special features of the annual Superstition Run is the greeting committee. These bad boys practice day-in and day-out, and will sometimes pass just hundreds of feet above the hilltops. And, yes, they know you’re there.

The unique conditions at this year’s Superstition Run (i.e., damp, tractable sand) meant vehicles that don’t typically have the mustard to get to the peaks were able to trundle their way deep into the hills. This Deuce-and-a-Half’s six-driven wheels and turbodiesel awesomeness help.

Both Deuce-and-a-Halfs roaming the land not only climbed to the base of the antennas at Superstition’s peak, but they also dropped in at Sand Dam. All that brass must’ve been something. The trenches these big fatties dug in the dunes stretched down to bedrock.

Smaller rigs, like the aforementioned CJ-7, were literally sucked into the depressions left behind and drawn downhill the face of Sand Dam like the log flume ride at Mickey Mouse’s house. The drop-in is not for chickens.

Spectating at the Sand Dam means you’ll see everything but a motorhome. Some folks spend their day here, while others pass through en route elsewhere. Most of the trails interconnect at this point, and the sand to the south and west overlaps the mountain rocks here.

Ignore the skinny pedal at your own risk. This Jeeper had to do the dreaded back-back-down routine, which is hairy on the best of days, and on a rutted Sand Dam with buggies and quads shooting past you, steering backwards downhill is a high-pucker moment.

Some guys don’t understand why everyone cares so much about trucks and tires when there’s a huge sandbox to play in.

The rocky terrain at Superstition is not forgiving. Whether you’re pouring on power in the sand or looking for bite in the sharp, traction-friendly rocks, breakage happens — some of it more extreme than others.

As dusk crowds daylight off your watch, the obligatory night runs begin at The Cross (which is close enough to Superstition Mud Lake for a decent shot of the campsites). It’s a good jumping-off point for evening crawling. The weekend’s big moon didn’t hurt the late-night action, either.

As folks congregated at the Sand Dam Lounge and launch pad, the same chat-run-shop talk that goes on all day here is punctuated by more glowing turbos, more fancy candlepower, more saucy adventurers and a little more bravado. Drivers work this hill into the wee hours.

Explore more of the amazing off-roading opportunities the Anza-Borrego Desert has to offer.

From Formula Drift to pulling crazy stunts like #ConquertheCape, Mad Mike always leaves us wishing we could hop in his suitcase and follow along to all the cool stuff he does. Red Bull did that for us, so we can forgo the restraining order and instead dig into "The MAD Life" on Red Bull TV.

Before it hit, Driving Line caught up with Mike to hear more about one of his latest car builds, MADBUL Gen7.3, as well as what’s coming up next for him. As always, Mad Mike’s sincerity, passion and heart shone through…

Q&A With Mad Mike

Driving Line: During a previous interview you told us that a 4- or 6-rotor powered RX-3 would be your dream “fun” car. Is that what you just made the MADBUL to be?

Mad Mike: This is my RX-3 plus 4-rotor dream car. We used a well-proven chassis, our first full-drift chassis we built, that’s now seen many top podium seats from Formula Drift to Gatebil. It’s a very well-traveled car, well-used car, and a very successful one at that. MADBUL v7.3 has given me the opportunity to do the whole retro theme with it.

The RX-3 is not the most likely of drift cars, since as a classic it’s really hard to find the parts for. So I wanted to create something like an RX-3, but that I could still take out on the track and express my driving through. We tried to fuse them together and get the best of both worlds into something that is really unique.

DL: How long have you been planning this new version out?

MM: We worked with Miura-san of Rocket Bunny in Japan to develop this kit — trying to grasp, together with him, the whole RX-3 front, '70s-style over-fenders and duck bill wing.

As I put all my time into the U.S. FD championship last year, I was limited with time and have had the body kit in my shop since the start of last year. So a couple people’s builds using the kits had already been released, but not done in the way that I was envisioning it. Leading up to MADBUL v7.3’s release, a lot of people were saying that this would look terrible, but that’s part of the reason I do this — to execute something really unique and very much my style.

When people first saw it in person at the 4 & Rotary Nationals, it just blew up and was a great success. A ton of people came up to say just how much more awesome and aggressive it looks in person.

DL: Other than looks, has anything else changed about MADBUL v7.3?

MM: MADBUL is a great platform with a ton of heart. It’s not the most powerful car in FD, but it’s sound and has great Mazda history. For v7.3 the engine package has remained the same; we’ve just upgraded the computer to Haltech’s Elite engine management. On the suspension, the RADBUL has new 3-way adjustable KW Suspension. We’ve been working with them on development over the past few years, and now the entire BULpen fleet will run KW. For steering, we’ve had great success with the setup on HUMBUL, so we’ve fitted that steering kit to RADBUL now as well. And of course the Rotiform wheels. I’ve developed something unique with them which I think is really cool and anyone can go pick up a pair for themselves at Rotiform.

DL: Looking at Red Bull's finished "Mad Life" documentary, is there anything that you look back on over the past year that stands out?

MM: Filming "The Mad Life" documentary, we got to go to Japan and meet Yamamoto-san. He’s the chief designer of the 787B, which is the championship Le Mans-winning Mazda. It’s what inspired me to build the motor that’s in MADBUL. I got to sit down, hang out and spend a day with him talking about all my Mazdas — me with my cell phone and all my photos, and he with printed photo albums. We both showed the same passion, just years apart. I was surprised how much the same we are even though there’s of course the culture and age difference. Mazda’s motto of "Never stop challenging" fits both him and me to a T.

Being there and talking with him, I also learned a deeper story about the history of Mazda and how much they gave back into their community after the bomb in Hiroshima. They were the first factory producing vehicles, making these little 3-wheeled trucks, and they were literally just supplying them to the council to clean up with. Then by 1966, Mazda had created this rotary engine and were challenging themselves by putting it up against the greatest level of competition in circuit racing. Through all these years with lots of successful results and then winning Le Mans in 1991 with the 787B.

So MADBUL has lots of history of Japan and many elements that I aspire to in it, plus some inspirational people as well. When I presented Yamamoto-san with a signed poster of the RADBUL, the MX-5 — which is his invention as well — he broke down in emotion. It was his absolute dream to have both the 4-rotor and MX-5 come together in one car. Being part of all of it is just really cool.

DL: Does MADBUL v7.3 hit all the marks, or is there still something more?

MM: Every one of my cars is a dream build. I’m honored and privileged to be able to work with the world’s leading brands, and each time I’m building these cars, it is the dream car. Right now, MADBUL 7.3 is everything; it has so much of my history, the partners and is a collaboration with Red Bull and Mazda. I definitely wouldn’t change anything; I’ve gone as crazy as my mind can go. It’s a very competitive car, but it also oozes the style that I think drifting requires.

DL: What’s next for you this year?

MM: I feel like it's my time to give back a little, and so for 2017, I’m stepping outside of Formula Drift U.S.A. for a season to focus on some of that. I’m focusing on trying to grow Drift Shifters to a global series and also on building motorsports here in New Zealand.

Watch "The MAD Life" documentary over at Red Bull TV and keep your eye on @madmike.123.

Stay Tuned for More Mad Mike

Mad Mike's Summer Bash just hit New Zealand with a lot of opportunities for both professional and novice drifters to compete. His pending “Summer Camp” will provide an opportunity for newcomers to learn everything required to step up their drifting game, from driver technique to social media and sponsorship proposals. More announcements about these events will hit Mad Mike’s social channels.

Remember that car or truck you loved as a kid? The one you saw the rich people on the other side of town driving? You wanted one so badly that you and your brother were, for lack of a better word, obsessed.

This is exactly what happened to Tom and Elliott Humble. Eventually they grew up and scraped together enough cash to finally buy one. When they did, they added some upgrades. Then people kept asking them where they got it and how they could get one too. By this point, these British brothers had settled in Florida, so their childhood dream truck, the Land Rover Defender, had to be imported. People stared, people pointed, people really wanted to buy one. And East Coast Defender was born. 

It Starts With the Land Rover Defender

Of course, the story isn’t that simple — mainly because the Land Rover Defender isn’t a simple truck. The Rover company started making 4x4 vehicles in post-WWII England, after consumers stopped buying its luxury vehicles. Eventually the Land Rover earned the reputation as the truck that would go forever. As of 1992, the company claimed that 70 percent of their vehicles were still in use.

But the Defender wasn’t as lucky. Launched in the 1980s, the Defender suffered when Land Rover’s manufacturing partner, British Leyland, got the reputation for poor build quality and unreliability. Very quickly the Toyota Land Cruiser replaced the Land Rover as the go-to off-roader for people regularly traversing the African deserts and Australian outback.

But recently, as SUV-obsessed Americans began craving a new flavor of 4x4 luxury, nothing could replace the unique style and heritage of the Land Rover Defender. (The freakin’ Queen of England drives one!) However, getting a Defender here in the U.S. hasn’t always been easy.

Land Rover began selling them in 1993 after a 20-year hiatus. But when the U.S. government started requiring airbags in 1998, Land Rover decided to opt out, focusing on its other models. Then the Defender stopped being produced altogether in 2016, causing its unicorn status to skyrocket. 

Evolving the Defender

The Humble brothers may very well be the perfect guys to build a high-end Defender. They are, of course, both Land Rover fans and car guys. Talking to them about the BMW M-cars or the handling of the Alfa 4C comes just as easy as geeking out about off-roading.

Their passion and eye for detail met its match when they teamed up with another Englishman, Scott Wallace, who became their partner and investor. This little import shop did $100,000 in its first year and is on track to do over $4 million in as little as three years. How does this happen? 

It would be easy to say they got lucky. It would be even easier to say it was their English accents, but these guys are not in it for the cash. They recently included all of their employees in company ownership and are ridiculously focused on making each build better than the last. They are passionate, obsessed and (all puns intended) truly Humble. Their goal clearly isn’t to get rich, but to make the best possible vehicle they can. 

First Drive with East Coast Defender

I drove one such build in the Malibu hills just following three weeks of rain. The D110 is a pretty great-looking vehicle in the first place, but by the time the East Coast Defender guys got through with it, it was magnificent. I found it almost impossible to take a bad photo. But where the truck really shocked was behind the wheel.

I owned a Defender 90 for a very short while, but was forced to sell when my left thigh reminded me it wasn’t the best commuter ride. But this Land Rover had luxuries, like a 6-speed auto GM transmission, Tarox brakes and a hand-stitched leather interior. Driving this was nothing like the stark, cold metal interior of the 1970s Series or the 1990s Defenders. The upgrades were just enough to make me feel comfortable, but not so extravagant that I forgot I was driving the car that is supposed to surpass pretentiousness. 

Oh, and then there was that motor. Thanks to the Corvette’s LS3, we plowed straight through the muddy dirt roads with the 430 hp V8 enabling some serious acceleration. (I could’ve easily outrun the Queen and her secret service.) Our tires were the tough-yet-smooth Nitto Terra Grappler G2s, which looked great with the 18-inch Kahn Special Edition Wheels.

Even after a 2-inch lift, a wide-body kit, performance brakes, a LTT30 Land Rover transfer case and Land Rover axles that have been really beefed up, it somehow still feels like a Defender — just... one that’s gone through extensive anger management therapy to ensure that it puts all its angst into driving fast instead of breaking down.

This therapy results in something really exciting — a truck that may be an even better version of the original. Isn’t that what the perfect build is all about? 

But what about that price tag? Well, let’s remember that due to limited quantities, Defenders aren’t cheap in the first place. Also, nothing about an East Coast Defender build is about saving money. “The Beast” that I drove is priced at $210,000, and the base projects for ECD is about $170,000. Is that worth it?

Well, if you put it up against the G-Wagon and consider that the 416 hp G550 starts at $120,400, and often seems as common as a Prius in some of the fancier zip codes, the East Coast Defender seems a solid investment. Lead times are currently nine months, but that won’t last for long. Despite the high price tag and limited stock, this shop seems destined for a wait list.

One of the most envied, drool-worthy, heart-eyes-inducing muscle cars has got to be the SRT Hellcat. Yeah, we all want one, but that doesn't mean we're all going to get one. For those who want to opt for a slightly tamer alternative (that means price tag, too), but one that has a few more bells and whistles than your basic Challenger, Dodge has fortunately provided just that. 

Sure, it's no Hellcat, but the R/T Scat Pack is still savage AF. With a 6.4L Hemi V8 and slick lines that pay homage to its retro roots, you could just leave the car as-is; but let's be real here, car builders — there's no way that's happening, am I right?

For this week's Take 5, we're featuring an owner whose Challenger Scat caught our attention on Instagram with its awesome stance and eye-popping Nitto Tire letters.

James Jamison  |  @savage_scat

2015 DODGE CHALLENGER R/T SCAT PACK

1. Favorite car movie:

My favorite car movie is "Need For Speed."

2. Favorite driving music:

I have to listen to the artist The Weeknd while I'm driving.

3. Best mod to your vehicle:

My best mod would have to be the KW coilovers and Ferrada Wheels-Nitto Tire combo that give my car the great stance that it has.

I chose Nitto Invos due to how many car enthusiasts use these tires for their everyday use capabilities along with their performance. They provide a superior ride and also have outstanding hook up ability from a dead stop.

4. Favorite road to drive:

My favorite road to drive on is Beltway 8.

5. Next automotive adventure:

My next automotive adventure is to start modifying the engine on this Challenger: procharger, cam, headers, the works.

(All photos courtesy of Don Willett Photography)

James is just getting started with his build, so make sure you follow him on Instagram @savage_scat to watch his Challenger continue its transformation. We're excited to see where he takes it next!

When it comes to a truck with nine lives, none may be a better example than Jody Treadway’s 1999 Ford Ranger. Purchased a little over three years ago in a semi-built but slightly rough condition, it wasn’t until the Carolina Axle and 4x4 shop owner got his hands on it that the truck would really spring to life. Having a drive to do some of the hardest trails in the Southeast, and the know-how to build serious 4x4s, Treadway took the Ranger and transformed it into a buggy-chasing, Mustang-powered monster.

We recently caught up with Treadway as he was blasting around one of his local stomping grounds, the Flats Off-Road Park in Marion, North Carolina. While the video above will give you a great insight into how this beast of the pickup works, below, we’ll dive a little deeper into the details. 

Closer Look

Since Treadway wanted more punch when he put down the skinny pedal, he dropped in a 5.0L Ford V8 from RoHo Racing Engines. The 425 horsepower engine has an 11.7:1 compression ratio, Probe SRS forged pistons, Trick Flow heads, LS valves with Scorpion roller rockers, and an Edelbrock Performer intake manifold. BBK headers allow the engine to breathe freely, while a radiator from a Ford Explorer was paired with an electric fan from a Volvo to keep things cool.

Long gone is the truck’s original independent front suspension. In its place is a more durable high pinion Dana 60 front axle. Adding beef to the 1-ton diff are 5.13 gears mated to a Yukon Grizzly Locker, axleshafts from East Coast Gear Supply and Yukon Super Joints. To ensure steering wouldn’t be an issue off-road, a PSC Motorsports fully hydraulic steering cylinder was mated to an Ironman 4x4 Fab aluminum tie rod. Other front axle upgrades include a Solid steering knuckles, Four Wheel Supply steering arms and knuckle tie-in kit, and rod ends and heavy-duty brackets from Barns 4WD.

Tucked neatly out of harm’s way is a C6 automatic transmission and Advance Adapters Atlas II transfer case. The gear-driven two-speed case has a 4.3:1 low range ratio for increased crawl control in the rocks. The tube chassis out back and upfront was crafted by the original builder Chris Paiva.

Putting a little GM in the Blue Oval masterpiece is a 14-bolt rear axle. To provide a little more ground clearance, Treadway shaved the bottom of the diff, using one of Barns 4WD 13-bolt conversion covers. Inside, the full-float axle’s assembly is fit with Yukon chromoly axleshafts, 5.13 gears and a Detroit Locker.

A triangulated four-link using 2.00 x 3/8-inch DOM lowers and 1.5 x ¼-inch wall uppers secure the rear axle in place. A Currie Antirock sway bar adds a touch of stability, while 14-inch-travel 2.5 Fox air shocks suspend the rig. Since driveshafts are often at the mercy of the terrain below, Treadway had a custom ¼-inch wall rear ‘shaft built by Oliver’s Driveshafts.

Getting power to the ground are 40x13.50R17 Nitto Trail Grapplers. These meaty mud-terrain radials are mounted on 17x9 Raceline beadlocks. Given the mud-soaked and rocky conditions this truck frequents, the setup has proven to be extremely effective at finding grip.

Inside, the stock bucket seats were ditched for a more secure set of PRP suspension seats, while Auto Meter gauges are used to aid the stock cluster. Beside the Art Carr shifter you’ll find a pair of CNC cutting brakes. For our more eagle-eyed readers, yes, those are road-bike drink holders.

Feeding the Mustang V8 is a RCI 15-gallon fuel cell. Also housed out back is the B&M transmission cooler and Auto Zone battery.

The 115-inch wheelbase and 4,525-pound weight allow the Ranger to stay nimble and stable on the trail. In case the belly does see daylight, a custom 1¾-inch, 0.120-wall DOM exo-cage will keep the occupants safe.

‘Wheeling hard trails in the South can be brutal on sheetmetal. Treadway’s Ranger is testament to that fact. While he could easily have converted the Ranger to a more buggy-like vehicle, Treadway enjoys the uniqueness that is the extended-cab Ranger. Even with the high-clearance front end and dovetailed rear, you’d be hard-pressed to find a dent-free panel on the little blue pickup.

Hard Facts

View the gallery below for more views of Treadway's Ranger.

I was in grade school when I first laid my eyes on a Porsche 911 poster. I spent half of everything I had with me to buy that poster (I only had a dollar), and that was when I first started my love affair with Porsches. There’s something about those elegant curves, that trademark look and sporty prestige that got me hooked like a teenybopper crushing on N*SYNC. The car is swagger personified; it screams style, but in the subtlest way possible. It has always been my lifelong goal to own a Porsche. Unfortunately, I still haven’t reached that goal (I got sidetracked by a Scion to say the least), but I did inch a little closer. I bought the Lego Technic Porsche 911 GT3 RS.

Dream Project

Originally released in the summer of 2016, it sold out instantly online and became a treasure hunt at Lego Stores. Say what you want about Lego, this 2,704-piece set isn’t your average toy. Most have claimed it’s taken them anywhere from a few days to an entire week to complete. Three years in the making, Lego themselves have stated that this model is their most complex yet, as they worked alongside actual Porsche designers and engineers to perfect every aspect of the 1:8 scale masterpiece.

A Passion for Detail

Before I get to building, I need to talk about the packaging; opening Lego’s black box is an experience of its own. Upon lifting the lid, my eyes instantly gravitate to the inch-thick instruction manual, which Lego Technic senior design manager Andrew Woodman says, "is more like a coffee table book or an exclusive book" than a build tutorial. I do my best to not play with the set-exclusive black wheels and quickly thumb through the book to really see what I’m getting myself into.

Producing Excellence

To my pleasant surprise, the first 30-some pages tell the story of the vehicle, the set and the process they went through with the Porsche Development Center in Weissach, Germany. Without even putting a single brick together, I can see all of the details that were put into this project. Lego essentially replicated the build process for an actual GT3 RS, just like how it’s done at the Porsche factory in Stuttgart, Germany.

Get Ready to Build

After spending longer than expected looking through the massive book, I start opening the boxes inside. Each box is slick to the touch and has no markings on it except for a number and an image of a car part. There’s an engine, a seat, a hood and spoiler in all. Less is more, and my curiosity continues to peak. In each of the boxes are bags and bags of Lego pieces. I’m sure the book will tell me which bags I need to open first, but I haven’t gotten to that chapter yet.

Everything is finally out of the box and on the table. The OCD in me wants to keep everything perfectly organized just how Lego packaged it. The kid in me wants to rip everything open and get started. Unfortunately for you, this is where we must pause for now. This build will take some time and will literally be done piece-by-piece; so tune in next time to see if I'm every bit of a master builder as Emmet Brickowski.

In the meantime, check out the gallery below to see more of the Lego Technic Porsche 911 GT3 RS’ boxing.

To win the toughest one-day off-road race on Earth, it takes a combination of a lot of skill, a little luck and really good equipment. This means that Ultra4 racers — no matter how skilled — wouldn't be able to do what they do without solid sponsors. A sponsorship is more than merely sporting the company's name; it's about choosing a product they trust to help them get the job done and win. It's serious business.

When it comes to choosing an off-road tire that will carry you through the world's toughest terrain both quickly and safely, Ultra4's top racers choose the Nitto Trail Grappler. We've talked about Nitto Tire before and how Trail Grapplers continue to get Ultra4 racers across the finish line and onto the podium, but this King of The Hammers we asked the drivers directly.

"Nitto has really proven themselves throughout the tire industry," said Bailey Campbell, the first female driver to finish in the top five at KOH (2016). And the woman is right. The first six finishers in this year's KOH race were all on Nittos. We think that's more than just coincidence.

"I was fortunate enough to test many compounds and designs with Nitto," said 2009 King Jason Scherer, "and the development of the Trail Grappler was the perfect tire for the rocks and the desert. I'm always surprised at their durability and longevity while providing unmatched traction."

We caught up with a few other Team Nitto drivers at KOH 2017 to learn how their tire of choice helps them stand out from the competition.

According to last year's King Erik Miller, the Trail Grappler is simply "the best all-around tire in Ultra4," while fellow Nitto driver Jason Blanton said that switching to Nitto has made a world of a difference for him, rather than "coming in with a flat tire every lap" under other tire sponsors, he's been able to focus on driving and continuing to become more competitive.

Hear what else these Ultra4 stars have to say about why they race on Nittos in the video at the top.

But reigning champ Shannon Campbell definitely says it best...

You heard it here, folks — from The Hammers' one and only three-time King. Simple as that. 

(Photos: Kyle Wells)

What’s better than visiting western Florida in the dead of winter? How about watching trucks hook bumper-to-bumper, blast down the dragstrip, and send their rear tires up in smoke — all in sunny, 80-degree weather! Luckily for us (and you), the 2017 Florida Truck Fest featured all of the above at its first-ever event. Held at Bradenton Motorsports Park, the inaugural affair was a celebration of all things truck. From pristine-condition show rigs to mammoth-sized mud runners, 10-second drag trucks to dyno-melting diesels, and unique engine swap projects to military vehicles, this venue had a little bit of everything. Here’s an exclusive look at some of the trucks we came across at this year’s show.

Blue Oval Behemoth

Of all the automotive trends Florida is known for (exotic super cars, year-round drag racing, big, lifted show trucks, etc.), its mud truck scene is our favorite. This Super Duty behemoth was put together by JH Diesel & 4x4 in Bradenton, Florida. The ’04 F-250 sports a 4-link suspension with coilovers, 5-ton Rockwell axles front and rear, 66-inch V-tread tractor tires, and a potent 6.0L Power Stroke under the hood.

We’re not sure what kind of drivetrain losses the truck has with tires that big, but its 190cc injector, BorgWarner S364.5 SX-E turbo, Stage 2 Colt cam, ARP head studs and upgraded valvesprings combination make for a reliable setup capable of producing 600-rwhp in street applications.

The Drop Box

A 12.66 Quick Change transfer case from SCS Gearbox bolts to the factory-based Ford 5R110 TorqShift automatic transmission and drops the driveshafts to more geometry-friendly angles. This same transfer case is a commonly used component in mega-horsepower truck pulling applications.

As for the massive, 5-ton Rockwell axles, JH Diesel & 4x4 tells us the rear differential is welded while the front is left open in an attempt to minimize breakage.

Tug o’ War

Being that there were no mud holes around the dragstrip, the seven mud trucks that were on hand had to improvise… Enter the tug o’ war competition. While the first few bumper-to-bumper hooks showcased how the perfect amount of low engine speed and gear reduction can help you inch your way to a win, these two trucks did the exact opposite.

From the time the officials said “go,” the 6.0L Power Stroke Ford from JH Diesel & 4x4 and the 6.4L Power Stroke from Nick’s Mobile Repair were up against their respective rev limiters. The back and forth melee was greatly appreciated by a crowd that seemed to only grow larger throughout the day.

BDS Beetle

How’s this for an attention-getter? BDS Suspension’s neon green Volkswagen Beetle definitely turned some heads in the manufacturers’ midway. The late model VW body sits atop 50-inch tractor tires and benefits from Chevy power.

Line ‘Em Up

These high-powered 7.3L Power Strokes turned heads all day long on the drag strip. The white truck (a straight axle-swapped ’97 F-250) catapulted through the quarter-mile in as quick as 11.22 seconds with the aid of nitrous. The red F-250 Super Duty competed solely on fuel and nabbed a best pass of 12.47 at 107 mph.

Light ‘Em Up

Burnout competitions are often referred to as “crowd favorite” affairs, yet rarely have anyone sign up to compete. This was not the case in Florida! Truck owners were eager to get in line and hundreds of show-goers came out of the woodwork to watch them burn rubber.

Hauling the Mail

Event sponsor White’s Diesel Performance brought its ’99 E-350 out to do battle on the dragstrip. Owner Jake White told us he scored the 7.3L-powered van for just $400 — a deal that was way too good to pass up.

The Whole Truth

Truck owners (especially diesel owners) like to know how much horsepower and torque they’re sending to the pavement, so it only made sense to have a chassis dyno on hand. JDL Mobile Dyno Tuning brought its Dyno Jet from across the state in Royal Palm Beach to run trucks throughout the day.

For Sale

Performance and off-road oriented shows like the Florida Truck Fest are a great way to stick a for sale sign in the window of something you’re looking to get rid of. The owner of this clean ’78 F-350 was looking to do just that. Although it had been repainted, the rest of the ‘78 was mostly original. The venerable 460 ci big block resided under the hood, and it was backed by a C6 automatic.

13-Second EcoBoost

This F-150 Tremor spent the day clicking off mid 13’s in the 102 to 103 mph range. If we had to guess, we’d say the truck was making the most of the performance capability that exists when the 3.5L EcoBoost is the beneficiary of custom aftermarket ECM tuning.

EcoBoost Upgrade

Speaking of the 3.5L EcoBoost, Southeast Power Systems — one of BorgWarner’s largest turbo distributors in the country — was on hand in the manufacturers’ midway with its upgrade K03 turbochargers for the game-changing V6. Its turbos can support up to 425 hp and 530 lb-ft of torque.

Ultimate Pit Bike?

If you’ve been to a diesel event over the last three or four years, you’ve probably seen this unique creation cruising the grounds. But, it’s not just confined to the pits. It’s 100-percent street legal.

Built by Glenn Russell to represent and support the Diesel Life apparel brand, the 3-wheeled buggy sports a 2003 Chevy S10 rear axle with disc brakes, a four-speed transmission, and is powered by an air-cooled Deutz F4L912 diesel engine. On the highway (yes, the owner drives it there), it sees roughly 60 mpg while cruising at 65 mph.

Ford Country

Beef is what we’d call this truck, too. We don’t know if the western side of the Sunshine state is Ford country or not, but judging by the rides that came through the gate at the Florida Truck Fest, this region is definitely big on Blue Ovals.

I first heard about Surprise Canyon from Ultra4 racer Eric “Mustard Dog” Anderson when we were discussing Johnson Valley land use issues a few years ago. The fight for Surprise Canyon was one of the most contentious land-use battles ever fought in the state of California, the stuff of legends, so when Steve Gardiner of Cal4Wheel offered to take us out there after Panamint Valley Days we jumped at the chance to see it for ourselves.

Getting to Surprise Canyon Off-Road Trail

Surprise Canyon is accessed via the graded dirt Ballarat Road off of Trona Wildrose Road. When you reach the ghost town of Ballarat, turn left onto what will become Indian Springs Road. Ballarat is the staging area for many well-known off road trails.

Ballarat isn’t entirely abandoned; Rocky Novak is the caretaker and runs the Trading Post, where you can buy a cold drink and an old Death Valley map, but not much else.

Follow Indian Springs for 7 miles until you spot a large white boulder, and turn right onto Surprise Canyon Road, a semi-maintained, rough, gravelly road. High clearance 2WD is recommended.

The road was rough enough on this trip that everything started shifting around in the bed of Gardiner’s truck, and we had to stop so he could secure the contents before they started spilling out. We were heading up the alluvium into Surprise Canyon.

Panamint City's Shady Past

Surprise Canyon Road was built in 1874 so miners could get to Panamint City, a mining town located at 6.302 feet. The town was founded by bandits who were hiding out in the canyon when they found silver and gave up their life of crime. It was a bustling mining town that was home to thousands; the Death Valley National Park website describes Panamint City as the “toughest, meanest, most hard-boiled little hellhole that ever passed for a civilized town.”

The road suffered regular damage from floods, but in 1984 a flash flood wreaked havoc and stripped the canyon down to the bedrock. No one wanted to rebuild the county-owned road this time; the damage was too severe. Off-roaders could still get up the canyon to Panamint City with the help of winches by using anchors placed by the miners in the 1930s to lift wagons up to the city. In 1994, the California Desert Protection Act left the canyon open for off-roading by giving it a cherry-stem designation due to its historic use as access to mining claims.  

Not everyone was happy about this, and in 2001, environmental groups sued to prevent off-roaders from accessing the canyon. A gate was put across the road to prevent access during the lawsuit, but the government promised to maintain access for landholders via a key to the gate, which never happened. Eric Anderson was one of several off-roaders who had purchased property in Panamint City and took responsibility for maintaining the historic ghost town. Death Valley National Park doesn’t have the funds or people to care for the site, and the only other way to get supplies in is by helicopter.

The lawsuits went on until 2007, when the land owners and off-roaders lost and the road was closed forever. The maintained portion of the road ends 4.5 miles in at Chris Wicht Camp.

Wicht was the bartender in Ballarat. The property was later owned by Rocky Novak’s family and is also known as Novak Camp. The camp burned under suspicious circumstances in 2006, but you can still see building foundations and old mining equipment. Members of the Tin Benders and Gear Grinders off-road clubs helped with the cleanup after the fire.

People often camp here, although the Park doesn’t recommend it (no reason why). There is plenty of flat ground and several fire rings. In its day, the camp was best known for its soaking pool.

We parked at the camp and headed out on foot to explore the canyon trail. There is a visitor log at the trail head, and Gardiner signed us in.

As we started our uphill climb the dry wash became damp, and we spotted the remains of an old mining claim. The canyon was lush and cool, and it wasn’t long before we forgot that we were in the Mojave Desert.

Surprise Canyon's 7 Waterfalls

The canyon soon narrowed and the stream was running full strength. After a few minutes of hiking, we reached the first of seven waterfalls. There is no real trail here now, and it’s hard to imagine off-roaders coming through here, let alone a real road that motorcycles and pickup trucks could navigate. We chose our route carefully, sometimes walking in the stream on slippery rocks, other times scrambling over the boulders. It’s a toss up which is the safest route. At this waterfall we chose to scale the rock to the right, but coming back down I slipped and landed on my back in the pool at the bottom (damaging only my pride).

Words carved into the rock are thought to be from someone unhappy about off-roaders driving through the canyon.

The canyon continued to narrow, and it was impossible to envision a road through here. My research found that the road had covered the stream, and in some places, pushed it underwater before the flood stripped it all away.

I thought this surely had to have been one of the toughest off-road trails ever. There were spots where I couldn’t imagine being able to get a vehicle through, even though I’ve seen off-road rigs do some crazy things. When it was open to off-roading, Jeeps wheeled this canyon without the big tires and extreme modifications we do today. Just walking the canyon was hard enough, requiring great balance and rock skills and a willingness to get wet.

I was able to find an article from an October 1993 issue of Autoweek that described an adventure of getting ten rigs up the waterfalls and it has some fantastic photos that show just how much work it was. (Note: The first page of the article is at the end of the pdf at this link; the rest are in order.)

We spotted the blasting holes in the rock walls where anchors were set to lift the wagons in the mining days, later used for anchors for winching. It took us about an hour to reach the top of the seven waterfalls, and we had only traveled roughly a mile. The trail continues for another four miles of bushwhacking up the mountain to Panamint City. I’ve read that in some spots you can still see remains of the old road.

The canyon widened at the top of the falls, and we spotted the rusted hulks of several vehicles.

When the flash flood wiped out the road, the vehicles in Panamint City were left stranded forever.

We weren’t going any further on this trip; we were just here to see the legendary waterfall section of the canyon. After resting at the top of the waterfalls for a bit, we started our trek back down. It was only a little easier than climbing up.

Back in our vehicles, Gardiner headed for home while we took our time enjoying the scenery. The ride back down has some great views of Panamint Valley.

I have mixed feelings about Surprise Canyon after visiting it. It’s one of the most amazing desert hikes I’ve ever done, but my friends used to 'wheel the trail. I know how much they loved it and the pride they took in maintaining Panamint City. Now only the hardiest of hikers can reach the hidden town at the top of the mountain, and it’s fallen into decay.

Surprise Canyon is a good reminder that if you have a favorite trail, enjoy it all you can and take good care of it, because it may not last forever.

Looking for more off-road trail adventures? Here's Driving Line's round-up of Mojave Desert off-road trail reviews.

Following a successful season in the Formula D World Championship, and a few weeks ahead of his own Summer Bash event at the Hampton Downs circuit, Kiwi driver “Mad Mike” Whiddett keeps a diary so full you could excuse him taking a weekend off. But, as working breaks go, a vacation weekend at the Leadfoot Festival is hard to beat.

Held on a normally quiet part of New Zealand’s Coromandel Peninsula, it’s a two-day celebration of a century of motorsport held on Rod Millen’s Leadfoot Ranch. A chance for classic and modern racers, and drivers, to take on a driveway designed to be a demanding hill climb course. And for Mike, it’s an opportunity to catch up with friends and fans on his home turf.

Conquer the Leadfoot

Fresh from drifting Franschhoek Pass in South Africa for a video shoot with Red Bull, Mike’s Nitto Tire‘BADBUL’ RX–8 got its first run in New Zealand on the Millen driveway. The turbocharged quad-rotor Formula D monster makes 812 bhp at the wheels, plenty of power to lay down some fresh rubber on the mile-long course. Inspired by Rod’s favorite corners from tracks the world over, the route up the hill is so varied that it’s a level playing field for the event’s diverse grid of entries.

Leadfoot attracts cars and drivers from all over the world, but also a few interesting ones from closer to home like Rhys Millen’s world-first backflip truck from the Red Bull New Year No Limits event back on New Year’s Eve in 2008. A trailblazer even with the rough landing, the opportunity to check out the engineering underneath was too good for Mike to miss.

Rod Millen was Mike’s inspiration when he was growing up, and they’ve become good friends with more in common than motorsport and ties to New Zealand. Mazda played a big part in Rod’s career; he started out rallying RX-3s back in the ‘70s, went on to race RX-7s in the States, and competed in the World Rally Championship in the late ‘80s and early ‘90s. It’s also been Mike’s brand of choice as he’s worked his way through the global drift scene, starting with an RX-7.

Ready to RUMBUL

The Millen driveway offered a great testing ground for the latest addition to the Mad Mike stable. Named RUMBUL, it’s a short course off-road truck with an RX-8 13B rotary engine under its Mazda B2000 body — like he would have it any other way. Trucks get a different route up the hill, switching between tarmac and a short section of grass with some large jumps to put it through its paces. He’s already hooked.

Despite being close friends, Rod hasn’t let Mike out in his Toyota Stadium truck yet. With a love of the ‘80s and ‘90s era of motorsport, and a new-found taste for off-road racing (like some other drifter we know), it’s high on his dream drive list:

“Since having a squirt in the dirt with RUMBUL, I’m addicted,” he says. “That’s all come from my boy Rod racing these. I can see massive potential in it; it’s huge in the States, and it’s all accessible.”

Hometown Hero

New Zealand’s drift scene is huge, and Mike still knows most of the country’s best drivers, including four-time D1NZ champion Gaz Whiter and his home-built S14a Nissan Silvia. No half measures; following a recent rebuild it’s running a 500 bhp LS3 V8, NASCAR four-speed ‘box paired with a GT-R rear end and Tein suspension.

Mike might be a global name in motorsport, but he’s never forgotten that he’s a local hero back home. So as well as getting to catch up with other racers, downtime between runs was an opportunity to meet, sign autographs and talk to the fans who have supported his rise to the top.

Mike’s family of four are a regular sight at events, and were with him all weekend at Leadfoot. But it wasn’t only the Whiddett family tree on show; Mazda was celebrating its race history with a display of classic concept and performance cars at the drivers’ lounge, including the familiar Nitto Tire ‘RADBUL’ MX-5 he used during last year’s Formula Drift season. Along with attendee’s, Mike also had the chance to sign the one-millionth MX-5 on its final leg of a world tour before heading to Mazda’s museum in Japan.

Getting a Kick Out of Leadfoot

Originally a police car, two-time D1NZ champion “Fanga Dan” Woolhouse and his lunatic VF Holden Commodore was another Kiwi drift talent worth watching. Just out of the Checkered Flag Automotive workshop in Whangarei, there’s an 860 bhp supercharged LS2 smoking those rear tires and making a noise every bit as loud as its graphics package.

Having had last year’s Leadfoot appearance cut short by a broken diff, Mike made the most of ‘BADBUL’ with two days tackling Rod Millen’s challenging hill climb course.

“It’s the ultimate driveway,” he says. “It’s very technical, with lots of corners and elevation drops. I rode it on a bike before the event, but you don’t notice some of the technical parts until you’re in the car.” 

There’s more Mad Mike where that came from! See more photos in the gallery below and don’t forget to check out the interview we did with the Kiwi athlete.

(Story: Alex Grant; Photos: Alastair Ritchie)

Nature is the only true escape from the hectic hustle and bustle of day-to-day life, which helps explain the growing popularity of off-road and expedition vehicle enthusiasts. Luckily for us, the increasing demand for aftermarket off-road parts and camping gadgets means there is more variety in the available products, and with wider price ranges.

For now, let's just assume you have a built expedition rig with the essentials such as tools and utensils, medical, emergency and vehicle recovery kits. Heck, let's assume you already have a winch, such as the WARN ZEON 12, paired with a recovery kit. And since tires will make or break you out in the wilderness, you’ll need treads that will meet an expedition vehicle’s requirements on the rough terrain and beyond. For example, Nitto Ridge Grapplers, which combine road manners polite enough for long distance driving with an aggressive flare for unstoppable trail capabilities, even in questionable weather.

Above all else, you were finally approved for the much-needed time off of work. What else could you possibly need? Here are some must-have expedition gear items for consideration:

The Overlander’s Penthouse

(Photo: IKamper)

Rooftop tents are said to add points to a rig’s “Overland status,” but in this case, those points aren’t overrated. Depending on your budget, you could secure anything from modest accommodations to elaborate camping castles. What you might lose in gas mileage, center of gravity and quiet drives, you gain in comfort, convenience and time. Rooftop tents keep occupants safe from the monsters of the night. They also save space, since bedding can be stored permanently in the tent.

Being an Airhead Is a Good Thing

If you don’t already have an onboard air compressor to power air lockers, it should be on the build list at the very least. Once it is available, it becomes a necessity. Airing down for the trails won’t be so worrisome, because once the rig hits pavement again, airing back up is a breeze. Save your breath: Most models have attachments available to inflate camping gear.

(Photo: ARB)

There are several choices to fit your specific needs, but I went with ARB’s CKMA12 model for the compact, yet still versatile usability. A step up is the CKMTA12 (pictured), which can also run air tools, but it was too large to fit under the back seat of my 2004 Jeep WJ. If you have the room and the premium, then go for the gold.

Turn Nighttime Into Daytime

Driving on a back road trail in the middle of the night offers its own unique set of thrills and challenges, so bring on the lumens! LED light bars not only look legit but when the right one is purchased, it will evenly and fully light your path at speed. There’s a reason why rally car drivers invest big bucks in lights: You get what you pay for.

Photo: Rigid Industries

If your bank allows it, Rigid Industries carries a long line of quality products built to last. Or, for a little less money, the Extreme Series 5D is another good choice for the off-roaders who actually get their rigs dirty. For the person who is just in it for the looks, but has no plans to get caught in thunderstorms, drive through swamps or accelerate to higher speeds, Eyourlife lights won’t break the bank but may leave you yearning for more.

Be Prepared

Photo: Jump-N-Carry

Don’t get caught with a dead battery. Except, technically, you may not get caught at all if you are stranded in the middle of nowhere. The market for portable battery jumpers has vastly expanded in recent years. Everything from solar powered to compact units can be purchased for reasonable amounts. I tend to lean towards the heavy-duty side, such as the Jump-N-Carry: It may not fit in your back pocket, but it was made for one purpose and does it well.

Deflation Is Elation

It may seem minuscule, but this inexpensive gadget is well worth the amount of time saved while deflating tires to the proper psi for optimum trail traction. The Currie tire deflator, sold by most stores who stock off-road and racing parts, such as JEGS or Summit Racing, had all four of my tires deflated before my trail riding group got to their second.

Don’t Give Your Dinner to the Bears

Let’s face it, an ordinary cooler made for basic camping or tailgating isn’t rugged enough for an off-road enthusiast’s long-term use. We need a product that can take some abuse and not lose its cool. Over and over again, Yeti’s high-end coolers live up to the company’s namesake, the invincible Abominable Snowman.

(Photo: Yeti)

The extra thick walls with permafrost insulation earn the cooler’s reputation for unmatched cold temperature retention, and the rotomolded construction makes it virtually indestructible. It’s lighter and takes up less space than most coolers of this capacity, but what’s even more exciting is the dry goods tray that separates food from ice. You’ll never have to experience the gut-wrenching discovery of ruined soggy sandwiches again.

Get a Grip

(Photo: MAXTRAX)

If you get stuck in the mud, held up by snow or sink in the sand, just wedge traction mats firmly against your tire tread, jump into your vehicle and gently accelerate. Once your tire tread grips the mats, your vehicle is recovered, and you’re on your way! You could just use two, or up the ante to four, which is recommended. Australians know off-road, and MAXTRAX, made in Australia, is known for durability. The proven strength of the MAXTRAX even allows its users to form small bridges over obstacles. The color selection isn’t bad, either.

Gas and Water Don’t Mix

(Photo: Rotopax)

Limited space is a constant battle for overlanders, and the big military Jerry cans can be a challenge to mount outside of a rig. Rotopax’s state-of-the-art design preserves space with its stacking capabilities. The canisters, made for water and gas, are offered in various sizes to suit your needs. The water containers are EPA compliant for potable liquids and can be frozen for access to ice-cold water all day long, and the red gas containers are the only seamless rotationally molded EPA and CARB compliant container on the market. When a product is good enough to fabricate a way to fit it on a rig, it’s more than good. It’s ingenious.

Get Dirty, but Not Too Dirty

(Photo: Road Shower)

One of the smelliest sacrifices that we make during long expeditions is the lack of showering. Well, not anymore. The Road Shower is like adding plumbing to your roof rack. It’s handy for rinsing off dishes, washing dirty gear with the pressurized jet, and most importantly, washing your stink off. Even better yet, if you have access to water, it’s easy to re-fill, and the sun heats it naturally. Pressurize it with a bike pump or air compressor for a grime-obliterating, shampoo-blasting power.

Go Where Cell Phone Signal Has Never Gone Before

This article wouldn’t be complete without one last safety measure, and really, radio communication should be in every serious overlander’s rig. A HAM radio could be your last standing form of communication if you get stranded. There are hundreds of HAM radio options out there, used and new, so research will need to be done to find the one best suited for your needs. There is a license required to operate a HAM radio, but have no fear, just study online with these practice cards and questions, then once you feel comfortable, Google your city and “HAM radio," find a local club, and take the General exam so you can talk all over the world. Breaker, breaker!

Get more off-road essential tips on Driving Line. Happy trekking!

Whether you like it or not, artificial intelligence (AI) is here to stay. While some have their concerns, the rise of the machines is not all bad, not all "Terminator 2" territory; it's hard to argue against the need for improving efficiency in how we do things. With the exit of Audi from the FIA World Endurance Championship, they've given us a peek into how they see the future of building cars, and it is radical stuff.

Utilizing the power of "big data" married to AI, the German giant intends to throw out the constraints of the traditional assembly line and become much more flexible, and up to 20 percent more efficient.

The Strain of Tradition

At the beginning of 1914, Henry Ford introduced the first full assembly line production in the automobile industry in his newly built factory in Dearborn, Michigan. Since then, this principle has formed the basis of large-series production in the automobile industry. Audi is now working on a vision for the era following the assembly line, which involves the development of a completely new principle called "modular assembly."

If it ain't broke, why fix it?

Well, if the traditional production line is holding up, it is under strain, at least. Analysis shows that as model diversity grows, the more complicated it becomes to master the complexity in a rigid sequential process while integrating more and more new working routines. The fixed tempo leads to inactivity on many sections of the line — for example: the installation of optional extras such as auxiliary heating systems, which only a small proportion of the cars are fitted with. These losses accumulate with an increasingly heterogeneous model mix on the line. 

With typical German efficiency, Audi gives a clear example of the problems they face continuing with traditional methods of production. When sharply differing versions are on the same assembly line, it becomes even more difficult. Put simply, the line moves at the pace of the slowest car assembly process:

"One example is the assembly of the Audi A3 Sportback e-tron in Ingolstadt. The plug-in hybrid model, which accounts for only a relatively small percentage of the overall Audi A3 production, passes through seven separate workstations, where it receives a large proportion of its electrical equipment. While this is going on, its sister models with conventional drive move along the conveyor belt suspended below the ceiling; they are not worked on during this time, so the time until completion becomes longer for all the cars on the line."

New and Improved

Audi's solution is to develop a modular production line with an increased number of assembly stations to take advantage of the new flexibility. To optimize this new philosophy in the struggle for maximum efficiency and productivity, a number of new tools are also being developed and refined, undergoing trials at the Audi engine plant in Győr, Hungary, as well as the Lamborghini factory in Sant'Agata Bolognese, Italy.

Autonomous forklifts will replace the 500+ manned units currently used at the Ingolstadt factory. The drivers will be reassigned to more productive roles, which is said to also boost efficiency and safety.

There will also be the introduction of Driverless Transport Systems or DTS. The aim of the DTS is to pick up parts from a remote warehouse location and deliver them to the modular assembly station with complete accuracy. 

An element of these autonomous parts bins is that they are powered electrically and will serve multiple workstations with a single set of parts and components. Both of these driverless floor conveyors use laser scanners to monitor their routes ahead and evaluate the safety systems of the trailers they are towing. This avoids potential collisions with persons or objects. Unlike conventional driverless transport systems, driverless floor conveyors have the advantage, as they are developed from existing vehicles. Standard equipment such as trailers, existing structures and transport relations can generally be taken over without any major adaptations.

Humans are not excluded from the production process; "human-robot co-operation" is how Audi describes this aspect of the new systems. Pictured we see a worker operate a FlexShapeGripper that can grip and hold objects, passing them to an employee or placing them into a workpiece carrier to ensure the correct choice and fitting of, for example, an A3 roof aerial.

CleverKlaus helps the workers on the pre-assembly of Audi A4 doors with the complex cabling. The model range includes several hundred different variations; in the top versions, the door trim integrates up to 14 connectors for the electric windows, loudspeakers, central locking, mirror adjusters and other optional equipment. Two high-resolution 2D cameras above the table check whether all the cables have been connected properly. The sequence of work is irrelevant.

The LBRInLine is a robotised production station for fixing undertrays to A3 and Q2 models, there being a great variety of parts and fixing depending on the individual car. Under the control of the worker, the robot tools performs the fixing operation, increasing accuracy and cutting down time.

And straight into the space age, Audi is experimenting with drones to deliver lightweight components such as steering wheels. This not only ensures the correct part is where it needs to be, when it needs to be available, but it also helps the narrow spaces in the assembly lines avoid clogging up.

3D printing is also in extensive use in the prototype stage of producing parts; Audi is working to accelerate the pace at which these tools work. The parts are stronger and lighter than more traditional prototyping processes, but currently, the 3D printing is too slow.

The first step in car assembly is the production of sheet-metal parts. Audi believes that AI and big data can fine-tune the accuracy of this fundamental process by comparing the CAD design with a detailed analysis of the finished product. In this way, the press shops are becoming part of the smart factory, too.

Currently, Audi finishes around 2,300 cars per day. The logistical management of moving cars once they're made is another major potential roadblock, taking 1.6 days to clear that number of cars. Predictive Yard Management is the proposed solution to smooth the flow of cars and transporters to maximize efficiency, extrapolating the big data already used in the Smart Factory initiative.

However, it is not just internally that Audi is looking to use AI to solve everyday, real world problems. Examples of this revolution are already with us; there was a recent announcement that Audis can network with U.S. traffic lights:

"If you know in advance when a traffic light will switch from red to green, your driving is more relaxed and efficient. Audi is the first automobile brand to connect the car to the city infrastructure — an important step towards autonomous driving. In Las Vegas, starting immediately, the Audi A4 and Q7 models can display traffic-light phases directly in the car."

This, like autonomous cars, is part of the trend to take control away from drivers and presumably to hand it over to the authorities. Handing power of choice and freedom over to our rulers has always worked so well in the past — what could possibly go wrong?

Parking in cities is another aspect of motoring that can be challenging to say the least. Last year, Audi announced a partnership with the city of Somerville, Massachusetts, just outside Boston:

"Thanks to its central location in the Boston metropolitan area, Somerville is a role model for 'smart cities.' After Silicon Valley this region has the fastest-growing economy in North America. In the coming years, Union Square in Somerville will be transformed into a flourishing city centre. By means of urban redevelopment, new dwellings, offices and commercial real estate will be built. More people on the same surface area also means, however, that the existing mobility infrastructure reaches its limits. Therefore Audi is supporting the project at Union Square with innovations such as the traffic-light assistant. This will help traffic to flow faster.

"In addition to networked infrastructure, Audi is bringing automated parking to the project. Self-parking cars result in three different benefits. Parking garages can be relocated from the city center to less attractive places. At the same time the parking area required per car is reduced by approximately two square meters. The cars park closer together and need fewer, much narrower lanes in garages, where pedestrian paths, elevators and stairs are no longer required. A parking garage of the same size can then take up to 60 percent more vehicles — sufficient to end curbside parking. Finally, there are fewer cars on the roads searching for a place to park."

The whole motor industry is getting behind this sea of change, another recent proclamation:

"BMW Group, Daimler AG, Ford Motor Company and Volkswagen Group with Audi and Porsche have signed a Memorandum of Understanding to create the highest-powered charging network in Europe. The goal is the quick build-up of a sizable number of stations in order to enable long-range travel for battery electric vehicle drivers. This will be an important step towards facilitating mass-market BEV adoption.

"'We intend to create a network that allows our customers on long-distance trips to use a coffee break for recharging,' says Rupert Stadler, Chairman of the Board of Management of AUDI AG. 'Reliable fast charging services are a key factor for drivers to choose an electric vehicle. With this cooperation we want to boost a broader market adoption of e-mobility and speed up the shift towards emission-free driving.'"

This transformation is the real reason behind the financial sacrifices that are under consideration in the VW Group — similar programs are, no doubt, underway at all the mass production manufacturers in the automotive sector.

It is going to require imagination and courage to bring into existence this revolution to enable us to have some form of personal transportation in the coming decades. And money, lots and lots of money. "May you live in interesting times" is supposed to be an ancient Chinese curse; I suspect we are all going to test the validity of that malediction sooner than later.

Speaking of AI... check out this automatic parking assist fail.

It’s no secret that the Cummins is the power plant of choice in the diesel performance realm. But anytime serious horsepower is being made in this segment, you can bet the Chevy guys are in on it, too. Since its inception in 2001, the 6.6L Duramax V8 offered in GM’s heavy-duty trucks has enjoyed a loyal following — along with a massive expansion in aftermarket support thanks to countless owners who were willing to push the envelope. When enthusiasts began to find the weak links in this state-of-the-art V8, the aftermarket gave them bigger, better, stronger components to hold up to the abuses of four-digit horsepower, 2,000 lb-ft of torque and 100 psi of boost.

So what’s behind a built-to-the-hilt Duramax? Follow along as we highlight the exotic hard parts and machining practices that went into a bulletproof build at Illini Outlaw Diesel. From the ground up, nearly everything but the block has been upgraded on this LML code Duramax. With the last fastener torqued on the long block, big fuel and air were added to the equation, and it was recently fired up for the first time and released back into the wild. As you can imagine, the ’13 Chevy Silverado 3500 this engine powers is capable of running 10’s and annihilating pretty much everything it comes across on the street.

Twisted Metal

Outside of diesel shops and a few select race teams (and because you can get away with making quite a bit of horsepower and torque on the stock hardware) most diesel enthusiasts don’t go the “built motor” route until they’re forced to.

Well, after clearing more than 800-rwhp and nearly 1,600 lb-ft of torque on the chassis dyno, all eight factory connecting rods in this soon-to-be-built LML Duramax in this article looked like this: bent!

I-Beam, Forged-Steel Rods

To stand up to virtually any amount of cylinder pressure (i.e., torque) that gets sent their way, a set of forged-steel rods from Wagler Competition Products were employed.

The I-beam style rods offer more than twice the strength of the factory rods yet are only 40 grams heavier (1,170 grams vs. 1,130 grams stock) and incorporate 7/16-inch ARP 2000 rod bolts. Mahle Clevite performance rod bearings, said to be capable of withstanding more than 1,200 horsepower, were used as well.

Forged-Aluminum Pistons

In order to survive extreme in-cylinder heat and limit expansion, a set of 0.020-inch over, 4.075-inch Mahle Motorsports’ forged-aluminum pistons got the nod (the factory Duramax cylinder bore is 4.055-inch). Fully radiused, 0.075-inch valve pockets were added as a high-rpm safeguard and to reduce stress and fatigue.

These pistons embody Mahle’s performance-oriented fuel bowls, which are designed to reduce erosion issues caused by excessive pressure, long fuel injector duration and advanced injection timing.

Crankshaft Preservation

Snapped crankshafts are a major problem on built Duramax engines that see street use. The combination of high rpm (4,000+) and a heavy harmonic balancer can actually break the crankshaft (which most commonly occurs in the first rod throw area). Along with installing a robust keyway in the crankshaft and adding an alternative firing order camshaft (more on those methods below), Duramax engine builders know that getting the crankshaft as close to internally balanced as possible is the best way to improve the longevity of this vitally important component.

Here you can see a few areas where the crankshaft’s parent cast-steel material has been removed from the counter weights, courtesy of River City Diesel.

Added Insurance

Another weak link in the factory Duramax crankshaft exists in the 5 mm dowel pins on the snout. With big power in the mix, the damper is known to shear the dowel pins. When this happens, the harmonic balancer will spin on the crankshaft, the engine will run rough, the crank and cam get out of time, and the crankshaft can even break.

To eliminate this possibility, a keyway is machined into the crankshaft, and a steel bar is welded into place (shown).

Billet Main Caps

With the factory cast main caps known to collapse in high horsepower, high torque applications (right), a set of 4140 chromoly steel “billet” main caps from Empire Performance Engineering (left) were used to secure the crankshaft.

In addition to all but eliminating stress fractures and cracks, they improve overall block rigidity. Once the crankshaft was in place in the block, the billet main caps were secured via ARP main studs.

Main Bearing Girdle

The saying that “you can’t overbuild an engine” are good words to live by, especially in the diesel performance game. With triple-digit boost, 3,000 psi worth of cylinder pressure and immense torque on tap, it pays to add an insurance item wherever you can, hence the crankcase girdle shown below.

Produced by Industrial Injection, its Gorilla girdle kit ties all the main caps together and comes with a ½-inch thick steel girdle, lower windage tray and all required hardware (including the aforementioned ARP main studs).

Alternative Firing Order Cam

Due to their ability to reduce the amount of stress the crankshaft sees in its most vulnerable area, alternative firing order camshafts are all the rage for the Duramax these days.

This candidate, which SoCal Diesel calls its 6480 cam, is a very popular option in high-end builds. By moving cylinders 1 and 3 further away from each other in the firing sequence, this camshaft eases the stresses placed on the crankshaft considerably. In addition to aiding the longevity of the crankshaft, SoCal’s 6480 is ideal for engines that see 4,200 rpm or more and works great with a set of ported heads.

Ported Cylinder Heads

Speaking of ported heads, the cast-aluminum units used on the Duramax are the highest flowing heads in the diesel industry in stock form — and Wagler Competition Products makes them even better.

Wagler treated the heads used in this build to a resurface, multi-angle valve job, beehive valve springs with Titanium retainers and keepers, and also ported them. Before and after flow testing confirmed a 60 cfm improvement on the intake side and a 50 cfm gain on the exhaust side.

Ultimate Clamping Force

Because boost pressure could easily top 90 psi in this application, ARP’s top-of-the-line Custom Aged 625+ head studs were utilized (along with grade C gaskets) to rule out head gasket failure. The Custom Aged line of fasteners are made from stainless alloy and yield approximately 25 to 30 percent more tensile strength than ARP’s standard chromoly steel fasteners.

Billet Rocker Arms

For reduced friction and added strength in the valvetrain, a set of D-Force rocker arms from Harland Sharp (top) would be employed. Noticeably beefier than the stock units (bottom), the Harland Sharp versions are made from 2024 billet-aluminum and feature roller tips, billet spacers and hold down clamps.

The Final Touch

Allowing as much compressed air as possible make its way into the ported cylinder heads is a cast-aluminum Street intake manifold from Wagler Competition Products (instead of the factory-based Y-bridge system). This high-flow intake is a one-piece casting and the neck is machined to accept a 3.5-inch V-band (no boots to blow here). In the photo below, you can see a twisted turbo pedestal as well, which was also sourced from Wagler Competition Products.

Nostalgic 2 Days is — you guessed it — a two-day event at Pacific Yokohama Convention Center. If you are a fan of Japanese classic cars, then you've probably heard of the event's host, Nostalgic Hero magazine. The ninth annual event featured 215 booths with at least 181 cars on display; ranging from a '33 v12 Packard to a Subaru 360. This show had a lot of dream cars — a lot that could actually be "dreams come true" if your pockets were deep enough. We've never seen so many "ask" price tags at a car show before. Either way, we were very eager to see what goodies awaited us. 

Familiar Fairlady Z

There was a striking off-white Nissan 240 Fairlady Z draped in a Pandem Rocket Bunny kit from Tra Kyoto. It had us reminiscing about Sung Kang's Fugu Z we featured last year.

Built by Mizukami Auto, it was fitted with a wide set of wheels — 18x10s in the front and 18x13s in the rear, to be exact. The engine bay was immaculate, and the headlight covers were a nice touch. 

Dynamic Duo 

The two cars on display by S&A Auto Craft may make a purist cringe; so if you are one, please take a seat before reading further.

First, there was a '70 Datsun 510 featuring a...Honda F20C engine from an S2000! You can see the signature red valve cover peeking out. 

Second, there was a Datsun 1800 with a SR20DE engine. The long individual throttle body runners meant the trumpets had to be trimmed in order to fit. I'm sure the engine sounds great, that is, except for trumpet No. 3 (#whenyouseeit).

Constant Classics

The Bils Nissan KPGC-10 Skyline GTR and Datsun 510 Bluebird may have become regulars at these events in Japan, but they are so amazing, they never fail to always get our attention.

Inside, both are ready for a night out at the circuit with minimal interiors and full racing fuel systems. What we would give for either of these!

Origin of Legends 

For those that started out street racing their parents Honda Civic or Toyota Corolla (not that we condone street racing), these were the originals.

Car Change Shop Full Heart brought a fully restored versions of a '75 Honda Civic 1200 RS 3 and a '67 Toyota Corolla 1100 DX. Full Heart, indeed. 

Clean Enough to Eat Off 

There are clean engine bays, and then there's the engine bay of Tsumori Engineering's Nissan 240Z.

Boosterless with the wire loom running through the frame makes this engine bay as clean as possible. Mated to a pristine engine, the custom exhaust manifold is definitely a work of art and made this our favorite engine bay. 

Getting Better With Age 

We were also surprised at the cars that are now entering the "classic" categorization. Total Seven had cars from the '80s on display with their restored Mazda RX-7 FC and FD. There was even a U.S. imported Nissan 240SX selling for around $17,000!

As you can see, there were plenty of the popular Japanese classics, like the sheer number of Nissan Skylines — Hakosukas, Princes and Kenmeris — and Fairlady Zs; but pleasantly, there were also a lot of unfamiliar cars that we were able to be introduced to at this event. Overall, we were very impressed at the quality of all the cars on display. The originals were amazing, the restorations were showroom floor perfect, and this is only a highlight of a few great finds from Nostalgic 2 Days.

Make sure to check out the gallery below for the full Nostalgic experience.

We all loved the first "Cars" movie as we followed along with Lighting McQueen's pursuit of the Piston Cup ("You did what in the cup?"); and we all cringed as we watched Mater become an international spy in "Cars 2." The franchise's third installment may give fans a new reason to rejoice as "Cars 3" returns to pure racing, bringing a new generation, too.

(Photo: Disney)

The past teasers and official trailer, which aired this past weekend, introduces a new foe: Jackson Storm, voiced by Armie Hammer. It's now Lighting vs. Storm, pitting internal combustion vs. electricity — a situation not unlike what's happening in the real-life racing world of NASCAR.

(Photo: Disney)

As fitting as a torqued lug nut, NASCAR and Cars held a press conference to officially let the world about their new partnership (as if Disney needed to control more of the world of entertainment). Owen Wilson, the voice of Lighting McQueen, will lend his voice as the Grand Marshal for the DAYTONA 500, while "Cars 3" will feature four of NASCAR's young drivers.

The Cars franchise has featured NASCAR's top racing figures, past and present, as animated alter egos of themselves with punny names, but this is the first time they will use drivers that are not household names. Ryan Blaney, Chase Elliott, Daniel Suarez and Bubba Wallace will voice the characters Ryan Insidelaney, Chase Racelott, Danny Swervez and Bubba Wheelhouse, respectively. The next generation is coming, and it's not just in the movie.

(Photo: MovieWeb)

Disney and Pixar already has a commanding lead with families and kids, but this is their chance to lap the competition by attracting NASCAR's diehard fans. NASCAR, on the other hand, has been one of America's greatest motorsports, but their fanbase has clearly been in their own lane for years.

In addition to the movie collaborations, special "Cars 3" and NASCAR merchandise will be available at all of the races this season, as well as the inclusion of a "Cars 3" section in the NASCAR Hall of Fame in Charlotte, North Carolina. NASCAR hopes to attract a younger audience while Disney and Pixar hope to add even more racing credibility to the franchise. It's the ultimate "you wipe my windshield, I wipe yours" deal for the two parties.

Are you more geared up for the movie, in theaters this summer, or the upcoming NASCAR season?