Since the 20th century, women have risen from being second-class citizens in previous eras, to now running countries, corporations and, in truth, men. And while motorsport has certainly reflected this progress, one exception is in Formula One — where Lella Lombardi remains the single female who has scored points while competing.

Maria Grazia Lombardi "Lella" Lombardi was a talented and brave driver, racing in Formula One from 1974 to 1976. Originally from Frugarolo in Piedmont district of Italy, Lombardi climbed through the junior Formulas, becoming the Ford Escort Mexico Champion and putting on a very assured performance in the Monaco F3 race, ahead of then future World Champion, Alan Jones.

This, and other good results, attracted attention, with which Lombardi obtained backing to try and run in the 1974 British Grand Prix. There were 34 contestants for the 25 places on the grid, which made the prospect of the Italian getting into the race remote. Not only was she a novice in Formula One, but her car also suffered a broken gearbox in the vital Final Qualifying Session.

While failing to qualify, Pete Lyons, arguably the leading F1 journalist of that era, nevertheless described Lombardi's introduction to the world of Formula One like this:

"Lella Lombardi drove her BT42 — the same chassis with which Pace failed to qualify in France — in a brisk enough, and clean enough, manner to impress people favourably."

At the start of 1975, Lombardi was back on top. She'd signed a deal, backed by personal sponsor Lavazza, the leading Italian coffee provider — double espressos for everyone! Lombardi succeeded at qualifying this time and would be in the field for the South African Grand Prix. She was just the second female driver to ever race in the Formula One World Championship, preceded only by Maria-Teresa de Filippis' pioneering race career in 1958 and '59.

There was no fairy-tale result in South Africa, however, as her car was retired with low fuel pressure.

The world in general, and motor racing in particular, was a less enlightened place in the mid-'70s than present day. Some of this was cultural, while the rest was sheer bravado in a sport that still regularly claimed the lives of those who competed. The F1 cars of that time were no easy feat to manage — worlds away from the control of today. For Lombardi to gain the respect of such men as the legendary Arturo Merzario (seen above with teammate Vittorio Brambilla) was a clear indication of her abilities and bravery.

Lombardi's next race, the Spanish Grand Prix, saw her make history. Held in Barcelona's Parc de Montjuïc, later the site of the 1992 Summer Olympic Games, the race passed into legend for other reasons. Pete Lyons summed up the mess that Formula One stumbled into at this race:

"The first 1975 GP in Europe was an unmitigated debacle. Most of the scheduled practice was boycotted by a majority of drivers, who were adamant that the circuit barriers as erected on the round-the-houses circuit were badly assembled. Only a last minute threat by the race organisers to have the entirety of the Formula One equipment impounded by the police induced the drivers to practise in the last session. The World Champion, Emerson Fittipaldi, had the courage of his convictions and did the bare legal minimum of practice, and refused to start the race at all. Two of his fellows, his brother Wilson and Arturo Merzario, retired after completing one token lap."

Lyons continued:

"The rest of the drivers proceeded to put on a display of shunting never before seen. There was a multiple crash at the first corner involving at least nine cars, and there were other incidents for some 35 minutes, until finally the leading car suffered a structural failure and went over the barrier killing four bystanders. The race was stopped shortly thereafter and half points awarded to those who happened to occupy the top six positions at the time."

The drivers' concerns were fueled by three recently killed, in otherwise survivable accidents, as a result of poorly installed barriers; certainly this sort of disorganization on the organizers behalf would have no place in modern Formula One.

Quite what Lombardi made of all of this confusion and acrimony is anyone's guess, but it took a great deal of intestinal fortitude and determination to climb aboard and race to a sixth place and half a point... and a place in history.

From that peak it was back down to earth with a bump; Lombardi failed to qualify next in Monaco. The Grand Prix cars of the '70s were not very reliable, particularly the further down the grid you traveled. Retirements in Belgium and Sweden were followed by a 14th place in Holland, 18th in France and another retirement in Great Britain.

The next race, the German Grand Prix, was held at Nürburgring on the 14.189-mile Nordschleife — not for the faint of heart. Here, Lombardi ran her best race of the year according to observers, finishing seventh, just missing out on acquiring a full point.

The rest of the season played out and finished with Lombardi not being able to start the U.S. Grand Prix due to ignition failure on her way to the grid. A start in the 1976 Brazil Grand Prix with a 14th place finish would be the end of Lombardi's career with the March team; she was then replaced by the great Ronnie Peterson.

Lombardi returned to F1 in 1976 for the British Grand Prix but failed to qualify the aging RAM Racing Brabham BT44 she was piloting. This was followed by the car being impounded at its next race in Germany, as the team had a dispute with a former driver. The final Grand Prix for Lombardi was in Austria; a 12th place was her reward.

In Formula One, more than any other branch of the sport, if you are not in the right car at the right time, then you stand little chance of success. Lombardi's career in the Grand Prix arena was done, but her career in motorsport was not.

As one might expect, Lombardi turned her hand to endurance racing in both sports and touring cars — racing at Le Mans on four occasions, including her final appearance when she partnered with Mark Thatcher, son of the British Prime Minister. Lombardi enjoyed a successful association with Osella. It was in one of their BMW-powered 2-litre prototypes that she became the first woman to win a round of an FIA-sanctioned World Championship, the 1979 Enna-Pergusa Six Hours, with hill-climb specialist Enrico Grimaldi as her co-driver.

Later that season, partnered by Giorgio Francia, she won the Vallelunga Six Hours; the pair would go on to win the 1981 Mugello Six Hours as well. Amazingly, Lombardi also raced in NASCAR — driving in the Firecracker 400 at the Daytona International Speedway in 1977.

Lombardi then switched to racing an Alfa Romeo in the European Touring Car Championship from 1982 until the end of her career in '87. By then she was fighting the cancer that would eventually take her life March 1992 at the young age of 50. While a premature end to a life and career that had not reached its full potential, Lella Lombardi nevertheless made her point; no one can take that away from her. While she remains one of the elite few women who've raced in Formula One, and the only of them to gain a score, motorsport continues to evolve, and in many ways, reflects the social progress seen elsewhere.

At present, women hold two team principal positions in F1: Claire Williams and Monica Kaltenborn with Williams Grand Prix and Sauber, respectively. Leena Gade is one of a growing number of female engineers in the sport, with multiple Le Mans victories to her credit while working for AudiSport. Behind the wheel, female drivers compete at the highest levels. Michele Mouton came within a whisker of becoming the World Rally Champion, Lilian Bryner has won the Spa 24 Hours, and Sabine Schmitz has twice triumphed at the Nürburgring 24. As a greater number of females participate in entry-level racing from a young age, we will eventually see another one meet and surpass the groundbreaking achievements of Lella Lombardi.

Photos Courtesy of and Copyright to Sutton Motorsport Images

We always love learning about our readers and the work they’ve done on their awesome rides. However, what can go unmentioned are the loved ones who ignited their interest in cars in the first place; the loved ones who support what are oftentimes expensive and time-consuming builds. At the end of the day, it’s important to remember the heart behind the projects we love so much.

Story originally run in print, Driving Line Magazine, Issue 10. To be featured in an upcoming issue of Driving Line’s Readers’ Rides, send a few high-resolution photos (min. 300 dpi) along with a brief bio and explanation of why your car’s special to you to: editor@drivingline.com.

Phillip LaVasseur  |  '15 Mustang GT

I bought my 2015 GT the first year they came out in December 2014. The car and everything I've done to it has brought a lot of joy to my life since the loss of my mom, who always encouraged me to do what I love. Every second spent working on the car has easily become my favorite pastime; the car is something I'll hold onto forever.

Follow Phillip on Instagram @f7lthy_s550.

JJ Dubec  |  ’16 Jeep Wrangler JK

I’ve always loved Jeeps. In fact, the first vehicle I ever bought for myself was a Jeep. One of my most cherished memories is from my 10th birthday when I learned to drive using a manual-transmission Willys Jeep with my father, who ended up passing away a year later. I built several lifted Jeeps in college and have owned Grand Cherokee Jeeps as well, but my love for this SEMA 2016 JK is unmatched as one of those moments in my life that I feel came full circle.

Follow JJ on Instagram @doczilla12.

Genelle Castro  |  ’93 Mazda RX-7

My dad bought his dream car in 2001 when I was 11; it was the first time I ever saw an RX-7. Fortunately, it had four tiny seats to fit him, my mom, brother and me while he looked for a ‘family’ car. I wasn’t too fond of cars until 2006 when my dad started working on the RX-7 more. As I helped him, I finally understood why my dad loved the car so much. I grew to love it too.

Follow Genelle on Instagram @gnellybelly.

Billy Futey  |  '16 Toyota Tacoma

From the time when I owned my first-generation Tacoma and couldn't afford any mods, I have dreamed of building this truck. When I got a new one, I was going to make sure I built it exactly the way I wanted. My kids love my 2016 Tacoma and call it "Blaze" and the "Monster Machine." Knowing my daughter and son can eventually enjoy the truck is another reason for building it.

Follow Billy on Instagram @thegreenreaper3.

Recognize some of these builds? We featured the Mustang, Tacoma and Jeep JK in our Take 5 series, too.

While walking around the Japanese Classic Car Show, it’s pretty difficult not to get overwhelmed by the sheer number of makes and models on display, even more so once you factor in the different styles and modifications applied to each car. During the 2016 JCCS, one of the many cars blowing up Instagram and maintaining a steady swarm of photographers was Joel Tan’s 1972 Nissan Skyline.

The familiar-yet-different styling raised more than a few eyebrows — a show car with a squat stance but draped in a race livery and adorned in logos. This “race-inspired” look is nothing new in the U.S., but it is certainly enjoying a resurgence in popularity. In Japan, however, this “Works” style has stood the test of time for many years and is spotted at nearly any car show, track day or drift event.

Working It

The “Works” style is heavily influenced by the track cars of the '70s and '80s, including over fenders, a more aggressive stance, sponsor decals, liveries, aero bodywork, as well as performance modifications to back up all the looks.

Walking around the car, it’s easy to see Tan's Skyline has been worked over (excuse the pun) in an effort to liven up the 45-year-old chassis. The front and rear bumpers have been deleted, giving the car a more aggressive boxy nose and tail. In their place, an eye-catching red chin spoiler hovers above the pavement ahead, while a traditional dual-tipped exhaust extends from the rear. Back around front, a custom aluminum oil cooler is mounted front and center, hoses snaking out from the bodywork between the angled Nissan Cedric headlights.

Victory 50 fender flares extend the footprint of the ‘72, allowing the small-yet-deep SSR MKIs to stretch way past the factory body lines. At 13x10 -28 up front and 14x12 -51 out back, the new fitment makes for a much more aggressive stance than the original 13x6 wheels that came stock. Victory 50 coilovers help close up the wheel gap between the MKIs and flares.

Horses for the Hakosuka

Of course, all of these race aesthetics would be just that — aesthetics — if not for the performance modifications under the large shield-like hood. The L28 straight six under the hood has been ported and polished with six proud Ireland Engineering velocity stacks feeding the Mikuni AA carbs.

This powerplant, coupled with the custom suspension and wider wheelbase, made the Skyline a perfect choice to cruise through the curves of Azusa Canyon when it came time to take some photos.

The interior remains no-frills and utilitarian, with black leather, black plastic, carbon fiber and metal everywhere. The driver’s bucket seat, woodgrain Trust shift knob and Monster tach are about as fancy as it gets. That being said, with a car of this style, an interior full of luxury shouldn’t be expected.

Overall, Joel’s Skyline is one of the best examples of this style in the U.S. today, but photos can only hope to do it as much justice as seeing it in person. The sound, stance and presence of this car are a whole other experience when standing next to it. Luckily enough, the "Hakotan" will be defending its title of “Best JDM” at AutoCon LA March 26, so be sure to check it out for yourself!

Tuning Menu

1972 Nissan Skyline "Hakotan" Hakosuka

Our sleeper series returns this week to the tune of four average-looking trucks and one antique-plated SUV — all of which are diesel-powered. We’ll profile a 900 hp Duramax monstrosity in disguise, an 11-second ‘97 F-350, a 700 hp tow rig, a Cummins-powered ’77 Suburban, and what we believe to be one of the highest horsepower 7.3L Power Strokes ever assembled.

Some of these trucks were built for competition but never lost their initial work-truck roots — or their factory looks. Others were built to improve what they were already being used for: commuting or towing. No matter the case, it’s another collection of fire-breathing oil-burners that operate under the radar, just waiting to surprise anyone foolish enough to take the bait!

1. 900-rwhp Bow Tie

With tinted windows, smoked cab and parking lights and H2 Hummer wheels, this ’01 Silverado might not sell the 100-percent stock look — but no one would ever suspect it to be packing 900 horsepower. No flashy paint job, off-set wheels or excess chrome here; this Bow Tie molds right in with every other vehicle on the road. Due to the limited footprint a set of 305/65R17 all-terrains can provide, the truck ran a traction-limited mid-11-second quarter-mile at 122 mph at the track. On the chassis dyno, it’s cleared 906-rwhp.

A Pair of Garretts

Sitting atop a fully-built LB7 Duramax V8 is a compound turbo arrangement that produces a rather calm (for a 900 hp diesel) 70 psi of overall boost. The valley charger is an externally wastegated GT4202 from Garrett (75 mm), while the atmospheric unit is an 88 mm version of a GT55/GT60 hybrid. Other pieces involved in the 900 hp puzzle include: R&R Racing Products connecting rods, 16.5:1 compression de-lipped factory pistons, ARP head studs, Exergy Performance 100-percent over injectors, PPE dual fuelers, ECM and TCM tuning from DuramaxTuner.com and an Allison 1000 put together by Sun Coast.

2. Sleeper Duty

While the inlet horn for the atmospheric turbocharger doesn’t quite scream “sleeper,” the stock wheels, 33-inch all terrains, and B&W gooseneck hitch on Scott Morris’ ’00 F-350 sure do. His dual rear wheel Super Duty is known as one of the most powerful 7.3L Power Strokes in existence that’s still utilizing the factory HEUI injection system. A large compound turbo setup (BorgWarner S475 with a 104 mm S510), worked over cylinder heads, custom camshaft, Swamp’s Diesel 400/400 injectors with a Gen3 high-pressure oil pump and a built bottom end help the 444 ci V8 produce and survive more than 1,100 hp at the crank.

950-rwhp (At Least)

Any 8,200-pound truck that can click off a traction-limited 7.30-second eighth-mile is a bad unit, but doing it with a 7.3L Power Stroke is unheard of. When you plug this truck’s 4-plus tons of mass and its 96 mph trap speed into the horsepower calculator, you’ll find that more than 950 hp is being sent to the wheels. While this type of horsepower has been made with 7.3L-powered trucks in the past, it’s always been done with the aid of nitrous. But because Scott doesn’t dabble in NO2, we’re confident in saying his truck is one of the most powerful fuel-only 7.3Ls in the nation.

3. Tow Mule

Whether it’s on a 1,500-mile hot-shot mission or getting him to and from the machine shop, Tyler Lee DePoy’s ’14 Ram 2500 is used to tackle any job. But in order to get loads up and moving quicker (of course), Tyler added 100-percent over injectors, a 10mm CP3, a Cheetah turbocharger from Fleece Performance Engineering, ARP head studs and EFI Live tuning to the 6.7L Cummins under the hood (along with a dual disc clutch from South Bend). His parts combination is good for a dyno-proven 703 hp and 1,556 lb-ft of torque. Trailer in tow or not, this is one late-model Ram that surprises just about anyone it comes across.

4. Farm Truck

Complete with a windshield visor, 16.5-inch American Racing wheels and the original paint, this ’97 F-350 plays the part of the good ol’ boy’s farm truck well—but hides a dirty secret at the same time. When it was a regular on the racing scene a couple years ago, the first-generation 7.3L Power Stroke could rip through the quarter-mile in 11-second intervals. Thanks to the truck’s regular cab configuration and pre-Super Duty platform yielding just 6,400 pounds of heft (ultra-light for a 1-ton diesel), it took just over 650-rwhp to propel the truck to a best pass of 11.69 at 115 mph. Once the truck’s builder realized how easy it was to make the old Ford go fast, he scrapped his privateer stock car racing program and went all-in in the diesel performance game.

160,000-Mile Stock Bottom End

From the oil pan to the heads, the 7.3L Power Stroke V8 sports a 160,000-mile, untouched bottom end. The cast-iron cylinder heads were fitted with stiffer valvesprings, chromoly pushrods and ARP head studs. Then the power adders began, including a set of Unlimited Diesel Performance’s Stage 4 350/200 injectors, an SRP1.1 high-pressure oil pump, a T4 turbo mount from Turbonetics complete with a BorgWarner S467.7 FMW charger and PCM tuning from Gearhead Automotive Performance. A two-stage nitrous system added the final touch.

5. Cummins Suburban

Matte black 17x8-inch Fuel Boost wheels, a Line-X paint job and a six-inch diameter exhaust tip? OK, so it’s not the quintessential sleeper; but it’s definitely one-of-a-kind. Until the notable one-note song of the 12-valve Cummins can be heard, no one really knows what to make of Phillip Waddell’s ’77 Suburban. However, we’ll be the first to tell you it’s a textbook case of a Cummins repower. The B series inline-six not only added million-mile durability to the mix, but it also effectively doubled the Rounded-Line ‘Burb’s horsepower and fuel economy — not to mention the fact that it made his antique SUV fun to drive again.

Mechanical Power

Ditching the carbureted 454ci big-block was an easy decision for Phillip, as he was acutely aware of the performance potential that exists with the ’94-’98 version of the 12-valve 5.9L Cummins. Wanting to start fresh, the 5.9L was overhauled locally (with ARP head studs thrown in) and then immediately put to work.

Larger delivery valves, a modified air-fuel-control housing and 4,000-rpm governor springs help the benched 12 mm P7100 injection pump send fuel to a set of Bosch 370 marine injectors. An Industrial Injection Silver Bullet 62 turbocharger takes care of airflow, producing just under 50 psi of boost for the engine to ingest. Squeezing nearly 500-rwhp (and 960 lb-ft) through a custom TH400 automatic, the 6,000-pound SUV is extremely light on its feet and capable of running 12’s. Call us crazy, but we think the next 40-year stint of this Suburban’s life will be a lot more interesting…

Pretty much anybody with a project vehicle will agree — the work is never over. That's by choice, of course, because y'all are perfectionists. Whether the modifications made are about functionality, pure vanity or both, there are always tweaks to be made.

With that said, it truly is a beautiful thing when people's desire for adventure comes full circle when they own and build a vehicle that can take them there. We say "beautiful," because beauty is literally what we see when we look at photos of Isaac Marchionna's 4Runner doing what it's built to do, and we think you'll agree...

Isaac Marchionna  |  @lawndartdesign

2015 Toyota 4Runner TRD Pro

1. Best mod to your vehicle:

+2 Long Travel suspension, just because it provides a heightened feeling of comfort on-road, incredible stability off-road at speed, and incredible articulation when going over really rough terrain. You gotta love a bunch of King Shocks with what looks like a million reservoirs and bypasses all working to keep the truck feeling smooth.

I’ve always been a fan of Nitto Tire. The truck originally came with Terra Grapplers, then upgraded to Trail Grapplers when I went with 285/70s. When I switched to 35s, I used that as an excuse to try out the new Ridge Grapplers, and I couldn’t be happier with how my 4Runner's driven ever since.

2. Favorite driving music:

Part of what this rig was meant to do was cover really long distances, so it’s always a huge assortment of classic rock, soundtracks, techno, whatever. I’ve found the ultimate road trip soundtrack is comedy channel, it just breaks the time up and makes the miles fly by. Oddly enough once I’m off-road I really enjoy classic rap; NWA, RUN DMC, whatever, because it generally keeps me relaxed when the truck is in some precarious positions.

3. Favorite car movie:

"Ronin" — hands down best action involving cars, and it was all done in-camera.

4. Favorite road to drive:

Hwy 1 from the Bay Area all the way up to the Lost Coast. It’s a remote, lonely and challenging road, but it's absolutely stunning. Your arms will certainly get a work out.

5. Next automotive adventure:

Baja — that’s the big one. I’m hoping to follow a big caravan down the Baja peninsula. That’s a bucket list trip for me.

(Photos Courtesy of Isaac Marchionna)

Equipped with Nitto Ridge Grapplers, this 4Runner is ready for the desert, as proven by our test run in the Mexican 1000.

The pioneers of female racing — these women made history by taking on a male-dominated world at full throttle, impressing and inspiring all who watched. Not only did they have guts for being the only females, but those vintage cars at speed were no joke. Unlike driving a modern day car, they took serious power to control and were extremely dangerous. Hats off to each of these 11 inspiring leading ladies.

1. Genevra Delphine Mudge

She's the "Eve" of women on wheels — the first female to earn a driver's license. That's a big deal! Genevra Delphine Mudge is also recognized as the first female racing driver, starting her career in 1899, during the infancy of motor-driven vehicles. Lead the way, Gen.

2. Sara Christian

When NASCAR's inaugural race took place in 1949, Sara Christian was there with all those men at Charlotte Speedway — the first woman to race in NASCAR. She went on to compete in six of eight races that year, finishing in the top five at Pittsburgh. You go, girl. Way to take ownership.

3. Arlene Hiss

(Photo: Reynolds Racing)

When this feminist schoolteacher became the first woman to race in the Indy Car championship, the men couldn't handle it. Fortunately, Arlene Hiss didn't let the misogyny deter her from becoming the first female Indy racer in history in 1976.

4. Janet Guthrie

(Photo: NASCAR)

Janet Guthrie's motorsports career was filled historic "firsts," including being the first female driver to race in the Daytona 500 in 1977 and the one who made the guys at Indianapolis 500 re-think their "Gentlemen, start your engines" kick-off in 1977. This, among other notable achievements, secured her a place in the Women's Sports Hall of Fame in 1980 and the International Motorsports Hall of Fame in 2006. Even her stance in this photo is epic.

Janet's autobiography is a great read for any gearhead or history buff, find it on her website.

5. Lella Lombardi

Lella Lombardi turned heads and received nods of approval from the male-dominated Formula One world as she competed in 17 Grand Prix races between 1974 and 1976. As only the second woman in history to race in the F1 World Championship, she also remains the first and only woman score any points in F1. We are not worthy.

Read more about Formula One's First Lady in our full length feature article.

6. Pat Moss

(Photo: Steve McKelvie)

Begun in 1953, Pat Moss' rally career was so impressive, the fact that her brother was Formula One legend Stirling Moss is just a side note. Look at her posing with her car after finishing in second place at the 1960 Alpine Rally. Let all those trophies do the talking. This woman's a big deal.

7. Lyn St. James

(Photo: Road and Track)

Lyn St. James retired in 2001 after breaking ground for female racers in a number of ways during her long and lustrous 28-year career. The 1992 Indianapolis 500 Rookie of the Year was the first woman to win that award and one of only a handful of women to ever qualify for the race (sixth in 1994). She's both a badass and class act, a truly inspiring person.

8. Denise McCluggage

(Photo: Automotive Hall of Fame)

The Automotive Hall of Famer is unquestionably one of the greats. Plain and simple, Denise McCluggage won many races, including a class win at the 1964 Monte Carlo Rally and a first-place finish in the GT category at the 1961 Sebring 12 Hours — helping further the movement toward gender equality in motorsports. We salute you.

9. Shirley Muldowney

(Photo: Fotki)

Shirley Muldowney took the drag racing world by storm and totally owned it, becoming the first National Hot Rod Assocation (NHRA) female driver and going on to win a whopping 18 national events before her retirement in 2003. Not only was she the first woman to win the NHRA Top Fuel Championship, but she was also the first person ever to win it three times (1977, 1980 and 1982). Three!

10. Hellé Nice

(Photo: Speedqueens)

Before Mariette Hélène Delangle became a famous Grand Prix racer, she was a cabaret dancer with the stage name "Hélle Nice." A skiing accident in 1928 ended her dancing career, but by the next year she was in the driver's seat setting a world land speed record. After joining Ettore Bugatti's racing team in 1931, another first, Hélle was the only woman on the Grand Prix circuit for several years. All hail, "The Bugatti Queen."

Read all about Hélle's adventurous life in racing in the book The Buggatti Queen (link to Amazon).

11. Elfrieda Mais

Elfrieda Mais was one of the first female racing drivers in history, during a time when women weren't allowed to compete against men; nevertheless, she found a way to race and became a champion in speed trials. Her adrenaline-laced career helped feed the daredevil in Elfrieda, which involved airplane wing walking and wild stunt driving. She died in 1934 at the age of 42 from a stunt-gone-wrong, driving through a wall of fire. Here's a woman who lived life to the very fullest until the very end.

You may recognize some of these ladies from our earlier "6 Racers That Broke Barriers" article. Stay tuned for more Women's History Month features, including women on wheels currently making history.

Admittedly, the De Tomaso Pantera isn’t for everyone. It takes a certain amount of gusto to get behind the wheel of these “American” supercars of the ‘70s with their angled looks and mid-engine manners. But when you really stop and look at them, their style has aged well. More than well… you might even call it sexy. Not only that, but Panteras are quirky enough to be both interesting and affordable. So it isn’t a surprise that someone like Richard Rawlings from Fast N’ Loud’s Gas Monkey Garage has been able to flip a lot of them. However, this particular 1972 Pantera came into Gas Monkey Garage, and the team decided to give it the full monkey treatment!

Choosing the 3.5L Ecoboost for the engine swap

Fixing the body and building the Cleveland engine would make a nice driver out of it; but why make something so unique merely fit in?

“If there’s one guy who appreciates quality and strange, it’s me. I like weird," said head mechanic and fabricator Aaron Kaufman. "But not weird for weird’s sake; rather, weird to change how things are done and set a precedent.” So they passed the logical modern engine swap of a Coyote for the other Ford powerhouse, the Ecoboost.

Traditional hotrodders have been slow to adopt turbos, though they’re starting to be seen much more often in the past few years. And while the Ecoboost is wildly successful in Ford’s modern production cars, with over 1 million Ecoboost-engined cars selling each year and Ecoboost F-150s sales reaching 1 million in 2016, we’re still not seeing them used for a swap in car builds. The power, economy and serviceability of the Ecoboost, along with its rarity in swaps, made it the engine of choice for this Gas Monkey project.

Working the Ecoboost into the Pantera

Doing something so unprecedented, though, doesn’t come easy.

“Packaging was a concern,” Kaufman stated. “We started with a 3.5L Ecoboost from a 2013 F-150. The thing is, the motor fit in the Pantera just fine, but everything else on it didn’t. So we began. Obviously the intake didn’t work so we had to make an intake from scratch. There is no aftermarket support for the Ecoboost, because people aren’t swapping them so there’s no need for parts.”

With aesthetics in mind for how that mid-engined Ecoboost would look through the rear-window, Aaron and team began re-arranging, re-engineering and working with a number of their specialty partners.

“I wanted to open the trunk and see where the power was coming from,” Kaufman said. “I wanted to see the turbos, so we had to move them back.” To do that, Kaufman crafted custom headers.

“The turbo's inlet is about the size of a quarter, which absolutely blew my mind initially,” Kaufman recalled. “From the factory they come with exhaust manifolds that have no separate runners, it’s really just a full-length tube. We removed that and put full-length headers on it.”

To get everything else in its place a custom intake was also fabricated, a specialty oil pump and RTR fuel pump were used, modified serpentine system and, of course, the way the motor mounts is modified. While listing all these custom pieces off, Kaufman added:

“Not to mention QuickTime built the bellhousing, it’s the only one that connects a ZF transaxle to an Ecoboost. QuickTime is always there for us; every time I want to connect something really strange to something else really strange, they’re always there. Qe’ve got great companies that back us up and build components that would take us much longer to build ourselves.”

Tuning in the Ecoboost

If you happen to watch "Fast N’ Loud," you’ll know they had a motor failure initially before re-ringing it and calling in Adam Browne at Revolution Auto, the world’s foremost Ecoboost tuner, who tunes all of Vaughn Gittin Jr.’s cars as well. Adam worked with David Griffin from SCT to get the software and tune needed for the Pantera’s Ecoboost. Together they worked out 500 ft-lbs of torque and 475 at the wheels.

Aside from the tighter rings creating a better seal for the boost, the motor is completely stock. The twin turbos are Borg Warner from Full Race with a modified compressor wheel and stock exhaust turbine.

“Full Race claims 170 horsepower over stock, and we were able to get there,” Kaufman said. “It could be our horsepower gains are all turbo, or a complement of the packaging — fuel system, headers and intake — so who really knows. But all we do know is we hit the number; we don’t know exactly how yet, and the sad part is we never really will without time to dissect it and understand.”

Photo courtesy of Gas Monkey Garage

Enjoying the ride in the finished Ecoboost Pantera

“The car is incredibly drivable, incredibly fast and super safe,” Kaufman said with excitement. “Every goal that we wanted to hit, we were able to accomplish with flying colors on the Pantera. This is just one more feather in the hat. We’ll take it and then we’ll raise the bar again, especially in boost. I don’t know that we’ll stay in small displacement, but we definitely enjoy building cars with boost.”

Of course, there’s more to this build then one smokin’ hot engine. The sheetmetal remains stock, while custom-fabricated rocker extensions, front splitter, decklid and front/rear grilles were added. RideTech coilovers help make its just-right stance possible. Keeping the driver in style are custom factory re-done leather upholstery with Alcantara inserts, leather-wrapped dash, MOMO steering wheel and Speed Hut gauges.

“All of these companies have come together to help on this build. We’re familiar with their products, so we know what we can do with them, and we put them together in the right package in the Pantera,” Kaufman said. “We’ve got some RTR components and Vaughn Gittin’s company has been a big help, so has SCT, and obviously Nitto — those Invos are how we transfer all that power to the ground — and Rotiform Wheels and Wilwood brakes as well.”

“I learned more in this Pantera build, about the Ecoboost, about tuning, about boost, about areas of building cars that I hadn’t worked in before, as I had for the 10 to 12 cars previously,” Aaron stated. “Every day I try to plan the cars we build at Gas Monkey Garage based around a challenge — something I don’t know or have only read about, dabbled in or helped with — so we dove in, I got eyeball deep and dealt with it. I think the entire crew from top to bottom loves the car and is happy about what we accomplished.”

Battling through a build and coming out on top, with such stellar results — this is one sexy car after all.

Details

See more Aaron Kaufman right here on Driving Line.

In the southeastern portion of the United States, mud is a big part of the landscape — and Southerners make the most of it thanks to monstrosities like these. Best known as “mega trucks,” they sport gigantic tractor tires, custom suspension systems, military axles and V8s that crank out big horsepower. Depending on the venue, it’s not uncommon for 25 to 50 of these behemoths to show up and blast through the mud (can you say “Trucks Gone Wild?”).

To get the scoop on what exactly makes these mega monsters tick, we caught up with Justin Hildebrand of JH Diesel & 4x4 in Bradenton, Florida, and his 2004 Super Duty. Read on for an inside look at one of the newest trucks on the Florida mud scene.

The Build Sheet

Based on an ’04 Ford Super Duty, the F-250’s body hovers above 66-inch V-tread tires, a 4-link front and rear suspension system, and rests on 5-ton Rockwell axles. A bulletproofed 6.0L Power Stroke connected to a fully-built TorqShift automatic transmission and backed by an SCS drop box transfer-case combine to get the truck through the mud both quickly and reliably.

12-Day Transformation

Believe it or not, the truck was converted into a mega truck in less than two week’s time. Owner Justin Hildebrand was driving the ¾-ton Ford on the street all the way up until it was time to put it under the knife.

“We literally drove it in the shop on the stock axles and tires, and drove it out on the 5-tons and tractor tires 12 days later,” he told us.

Custom Suspension

Two pairs of 18-inch long F-O-A coil overs span from the frame to the axles, while a custom 4-link suspension system allows ample articulation and helps locate the axles. The 4-link was fabricated (from start to finish) at JH Diesel & 4x4’s facility by Hudson’s Welding out of Sarasota, Florida.

Limit Straps

Most mega trucks like this make use of limiting straps in order to keep the coilovers from hyper-extending (in which case they can blow out). Thanks to their friends at nearby Hudson’s Welding, Justin got something truly unique and brutally strong: an industrial strength chain used in marine applications.

Rockwells and Pinion Brakes

Sourced out of an M939 military truck, the 5-ton Rockwell axles sitting under the Super Duty will likely never be a weak link. The rear unit sports a locker, but to limit the rare occurrence of breakage (and because his motto is “never lift”), Justin left the front differential open. To bring everything to a halt, front and rear pinion brakes are employed, which consist of Wilwood calipers and brackets, as well as 12-inch diameter rotors from Plan B Fabrication in Orlando.

Potent Power Stroke

While some might scoff at the truck being diesel powered (and some diesel lovers scoffing at the fact that a 6.0L Power Stroke sits under the hood), times have changed. Diesels can be made to make considerable horsepower and it’s in the nature of the beast for them to produce gobs of low-end torque — perfect for digging through the goo.

In the case of Justin’s truck, a rebuilt engine is made reliable via ARP head studs and is capable of handling prolonged 4,000+ rpm instances thanks to Hamilton Cams’ performance valvesprings and Manton chromoly pushrods, along with a Stage 2 cam from Colt Cams. For fuel, a set of 190cc injectors equipped with 75 percent over nozzles from Holder’s Diesel got the nod, as did a Driven Diesel regulated return fuel system. PCM tuning courtesy of Gearhead Automotive Performance and a tuned FICM from Power Hungry Performance dial in fuel delivery.

Bulletproof Transfer Case

A Quick Change transfer case (also known as a drop box) from SCS Gearbox is tasked with sending power to the front and rear Rockwells. With a 12.66-inch drop, the near-indestructible transfer case helps keep the driveline working in as straight a line as possible (so the U-joints and yokes don’t see any added stress).

In front of the SCS unit sits the factory-based 5R110 TorqShift automatic transmission from Ford. But in order to live behind the potent 6.0L Power Stroke and cope with the truck’s 11,000-pound heft, the TorqShift was beefed up with various internal part upgrades from Sun Coast Converters.

Let ‘er Eat

It boils down to personal preference as to whether a mega truck owner opts to crawl through the mud or hit it full throttle. Justin’s personal inclination is to bury the tach and let the truck eat.

No Slouch

With 5-ton Rockwells and 66-inch tractor tires sitting under a Super Duty foundation, obviously Justin’s mega truck wasn’t built for speed. Still, for an 11,000-pound rig, it can get up to its gearing-limited top speed of 50 mph in a hurry.

Bumper-to-Bumper

Tug o’ war competitions are a hot-ticket item for mega trucks as well. Here, Justin takes on Nick Draganov’s 6.4L Power Stroke-equipped Super Duty. These bumper-to-bumper battles are a big hit with spectators, and the back-and-forth mayhem can rage on for several minutes at a time.

As Good as It Gets

A wise, gray-haired Floridian once told us that “mudding is the most fun you can have with your clothes on.”

This photo certainly makes a case for that peculiar statement. After all, blasting through head-high mud holes with a truck full of friends is probably never a bad time.

See more mega truck action from this year's Florida Truck Fest.

Look out for motorsports' leading ladies of today — they just might race (or drift) their way right into your hearts.

1. Jutta Kleinschmidt

(Photo: Snap Lap)

Best known for being the first woman to claim victory in the longest and toughest rally in the world at Dakar in 2001, Jutta Kleinschmidt's career is far from over. She's still a force to be reckoned with both off- and on-road, such as the FIA Cross-Country Rally World Cup and Nürburgring 24 Hours.

1. Stina Hübinette

Stina Hübinette drifted into the hearts of millions when she made a Lamborghini do things most people would never dare with an exotic. In the video below, the professional stunt driver gives us a closer look at what went into making Huracán Drift.

3. Danica Patrick

(Photo: NASCAR)

Many argue that Danica Patrick is the most successful woman in U.S. open-wheel racing, ever. In 2013, she was the first woman to win in a NASCAR Spring Cup Series pole, and she holds the only female victory in an IndyCar Series race (2008).

4. Bailey Campbell

She may be the youngest racer in the royal family of Ultra4 Racing, but Bailey Campbell has already conquered the toughest one-day off-road terrain in the world. In 2016, she not only finished the King of The Hammers race, but she placed fifth — the first woman to finish in the top five, and all at the age of 19. Bailey shows a constant improvement in her skills and is certainly one to watch as she grows her career.

5. Hiromi Kajikuma

(Photo: Maru channel)

Widely recognized as the top female drifter in Asia right now. Once you remember Hiromi Kajikuma is also competing in the region of the world where drifting originated, and in a realm of motorsports with zero other female drivers in it's PRO series, it's that much more impressive.

6. Michele Abbate

(Photo: Michele Abbate)

U.S. Majors Tour 2015 champion Michele Abbate has proven time and time again that she belongs on a race track, with numerous awards and victories on her record. Hop in the passenger's seat as she drives her Global Time Attack FR-S at Auto Club Speedway in the 360° virtual reality ride-along below.

7. Courtney Force

(Photo: Motor Authority)

The youngest racer of the family of Funny Car racing is certainly not the weakest; Courtney Force holds the most Funny Car wins of any female driver, previously held by her older sister Ashley. She recently broke the record for the fastest Funny Car run in National Hot Rod Association (NHRA) history.

8. Ashley Force Hood

(Photo: Sports Illustrated)

Although she retired from competitive racing a few years ago, we have to pay homage to the OG Force female, Ashley Force Hood — the first woman to ever win a Funny Car event, beating her father and 16-time Funny Car champ, John Force, during the finals in 2008.

9. Sabine Schmitz

(Photo: Most Reliable Car Brands)

Known as "Queen of the Nürburgring" and "the fastest taxi driver in the world," Sabine Schmitz has had a very successful motorsports career, spanning several decades. She now graces the screen on "Top Gear" as their only-ever female host.

10. Jessi Combs

Not only does Jessie hold the title of "Worlds Fastest Woman on Four Wheels" for her record-setting land speed run, reaching speeds up to 440mph, but Jessi is also a decorated off-road racer. After consecutively winning the 4500 class at King of The Hammers three times, it was time for Jessie to move up to the unlimited class. At KOH 2017, Jessi Combs competed in the 4400 class, finished the race, and came in 12th place overall. We were lucky enough to run into her at the 2016 SEMA Show; watch 4:30–6:25 in the video below.

11. Leona Chin

This Malaysian drifter is too good not to mention. Leona Chin is a popular figure in Asian motorsports and lifestyle. She gained viral attention after pulling an epic prank a few years ago involving "unintentional" drifting at driving school.

Check out 11 other legendary ladies that deserve some recognition for Women's History Month.

In a world where too many people too easily install parts they ordered from a catalog and call it day, Long and Jim Le of Buddha Concept Designs (BCD) in Buena Park, California, aren’t afraid to break the rules. Some of BCD’s recent work include Ruby, the music video-famous RX-7, and Yogi’s GT-VIP style GS, but this custom fabrication shop originally started out building motorcycles.

While staying low-key to the mainstreams, the passion they have is evident with the reputation they've built in the quality of their work and honesty with their customers. When I asked if they had any tips for people want to do one off work on their vehicles, Long simply responded, “We’re just f***ing idiots.”

After a lengthy conversation and a quick tour around their humble shop to see some of the flawless work they do, I could easily feel the raw passion they had to just do what they do. The vibe was very matter of fact, and I respected them a lot for it. From concept design to custom fabrication and paint, if there’s anyone I would take advice from for a truly custom build, it’s these two f***king idiots.

1. Don’t be afraid to be different.

Build for yourself. Do what you want to do, and don’t worry about the instant gratification. Look at others for inspiration and ideas, but don’t get the exact same kit and the exact same wheels because they got 1,000 likes on Instagram.

2. Have thick skin.

Everyone and their momma will want to give their opinion on what you’ve built. Some will be positive, some will be negative, but who cares? At the end of the day the only opinion that matters is yours.

3. Appreciate it all.

To appreciate your own custom work, start by appreciating others' too. Whether it's your style or not, someone put in the time, hard work and passion on that project. Learn from it, every aspect; you never know how it might apply to your own work.

4. It takes teamwork.

Hard work is…hard. You might be great at bending that piece of sheet metal, but your partner is better at coming up with the design. Don’t do it all on your own; play to each other’s strengths to produce the best quality product. 

5. The best ideas come when you’re sitting on the toilet.

Pretty straight forward, and I tend to agree. 🚽

We hope this puts you in the right mindset to tackle that custom job you've been putting off. Don't forget to check out other tips from the pros!

Panamint Valley is about as middle-of-nowhere as you can get in the Mojave Desert. It’s 35 miles outside the tiny town of Trona, California, and then it’s another 35 to 50 miles in any direction before you can find the next small desert town. Most people hardly give it a glance as they drive through on their way to Death Valley, unless they decide to make a quick stop at the ghost town of Ballarat. Only the hardiest adventurers spend much time here, and I think that’s why I like it so much — that, and the fact that Panamint Valley has a rich history steeped in the Gold Rush age and a seemingly endless choice of off-road trails, ghost towns and mining camps to explore in the mountains that surround the valley.

Two weeks after enjoying Panamint Valley Days with Cal4Wheel, we came back to do more exploring. After doing the historic Slate Range trail and base camping at Panamint Dry Lake, we decided to check out Jail Canyon.

Finding Jail Canyon Trailhead

The trailhead starts at the graded Indian Ranch Road, 7.8 miles north of Ballarat ghost town, and follows along the edge of the Surprise Canyon Wilderness.

In two miles, the rough and rocky trail enters Death Valley National Park and continues up the alluvial fan toward the Panamint Range.

We spotted some old mining equipment along the way, I believe the pictured item is a concentrator.

At three miles, the trail drops down into the canyon before beginning the climb up the mountains.

As you begin to climb there are some spectacular views of Panamint Valley and the Argus Range.

Jail Canyon Trail Difficulty

Jail Canyon trail has a Moderate rating. Although most of it is fairly easy, you will have to climb in and out of the wash and negotiate some rocks once you are deep in the canyon.  

We had to stop to check out this large boulder on the trail. It was more than 20 feet high, and it’s hard to imagine the forces that put it here. The edges where it broke off were sharp and jagged so we knew that, geologically speaking, it hadn’t been here long.

Higher up in the canyon, the trail got rougher, and the views were even better.

At one point we thought we had lost the trail. We got out to recon and realized that we needed to climb about 4 feet up to what looked like a river of white rock flowing down the canyon. The rocks weren’t large, but they were loose and constantly shifting as we drove over them, especially during the climb up.

Corona Mine and Camp

We spotted the rusted yellow truck that marked the entrance to the Corona Mining Camp.

There is a lot of old rusted mining equipment here.

Further up the hill, the old shack is now an Adopt-A-Cabin used by off roaders and hikers. It had some restoration work done in 2007, but looks like it’s in need of a little TLC on the exterior again. There used to be another larger home at this camp, but it was removed many years ago.

Despite the exterior appearance, the inside was fairly clean and well-cared for. There is an exterior shower with running water and two outhouses. A spring behind the cabin provides water.

The library is well stocked with books and a board game.

A picnic table and fire ring provide the perfect spot to watch the sun set over the valley below.

If you have time to explore and are up for a short hike, the trail at the spring leads to the expansive remains of the Corona Mine, including a 3-stamp mill. This mine has been worked on-and-off since 1899, and is also known as the Gem Mine and the Burro Mine.

While we were exploring the camp, members of a Jeep club pulled up. We chatted a bit, then decided to clear out and let them have the place to themselves. We headed back down the canyon, retracing our steps. The trail is 5.6 miles each way.

Jail Canyon is a fun half-day trip — longer if you take time to explore the mine above the camp. Remember that there are no services out here and no cell phone signal. It’s always best to explore these trails with a group and always be prepared with extra food, water and warm clothes in case something goes wrong. If you're new to these sorts of trails, you'll find our Off-Road Beginner's Guide helpful.

Looking for more adventure? We've got you covered with more trail reviews from the Mojave Desert.

Even though dozens of tuning products exist in the diesel aftermarket, none of them are as powerful as EFI Live software. Available for ’01-‘16 Duramax-powered GM’s and ‘06-‘16 Cummins mills, EFI Live makes it possible for the end user to electronically infiltrate the factory ECU and TCM to access and alter data. No other tuning platform allows you to view and change so many different parameters. You can adjust timing, pulse width, rail pressure, cancel or revise pilot and post injection events, create a linear power curve, eliminate low-end smoke, limit boost, limit speed and anything else you can think of. There is literally a table for everything. Last but not least, EFI Live has the ability to data log any parameter(s) you choose, making this software that much more invaluable.

While EFI Live is extremely powerful, it can also be downright destructive in the hands of a novice or reckless tuner. This is why most enthusiasts (including us) prefer to have custom ECU and TCM calibrations built by reputable EFI Live tuning professionals, such as DuramaxTuner.com, Adrenaline Truck Performance, Hardway Performance and Silver Bullet Tuning, to name a few.

Follow along as we illustrate several ways in which EFI Live can improve the performance, drivability and reliability of a Duramax or Cummins diesel.

The Tool That Started It All

Before delving into the diesel market, EFI Live made it big in the Corvette and Camaro tuning world in the late ‘90s. However, once it was released for the 6.6L Duramax V8 it caught on like wildfire.

As soon as tuners began to perfect the ins and outs of the software, it quickly became the preferred method of tuning GM trucks, especially those making big horsepower, courtesy of larger injectors, turbochargers and common-rail pumps. Instead of Duramax-powered HDs that rattle, smoke and suffer from poor drivability, we now have trucks that are quiet, run clean and drive like stock until you hit the go pedal.

Harsh Timing Advance (Aftermarket Programmer)

Tuning files found on programmers from the early days of diesel performance were a bit barbaric, but they weren’t that way on purpose. Calibrators simply didn’t have access to all of the tables within the ECU, so they could only change a handful of parameters in the tables they did have access to.

This timing map showcases an aggressive ramp up in timing (in a diesel engine, “timing” refers to start of injection) on an aftermarket programmer. Timing spikes like this result in injector rattle and drivability issues — not to mention that excessive low-rpm timing is hard on connecting rods. To be fair, prior to EFI Live arriving on the scene (such as with this map), aftermarket calibrators built their tunes using the factory maps (only with tweaks here and there to get the desired effect). Suffice it to say that the map shown above is also very similar to what a factory timing map would’ve looked like.

Progressive Timing Advance (EFI Live)

Using the smoothing function in EFI Live’s tuning software, the same timing map can be altered to yield much more progressive timing advancement. The gradual timing increase shown here leads to a truck with no injector rattle and vastly improved street manners.

With nothing more than selecting the values that need to be smoothed and clicking the smoothing function, the behavior of one of the most important aspects of the engine’s injection system is much more refined.

All-or-Nothing Throttle (Aftermarket Programmer)

The all-or-nothing throttle experience was something a lot of enthusiasts had to live with before EFI Live came along. In the throttle position graph below, notice how steep the curve is.

At quarter throttle, full fuel is being commanded. With a throttle this touchy, you have to be very careful how you drive the truck. Excessive smoke, less low-speed control and poor street manners are par for the course with this kind of tuning. Of course, some enthusiasts prefer a touchy go pedal, but the majority of us like to use the full range of the accelerator.

Linear Throttle (EFI Live)

Making the throttle position graph linear is a key part of improving a truck’s drivability. Below you can see that 25 percent is quarter throttle, 50 percent is half-throttle, and so on. The graph is as it should be. On the flip side of this, some tuners use EFI Live to increase throttle response.

Case in point, when the LML Duramax debuted on ’11 model year GM trucks, a lot of owners complained that too much throttle input was required to get the truck moving. Despite having 397 hp and 735 lb-ft of torque on tap, the trucks felt lazy; so one of the first parameters DuramaxTuner changed (via EFI Live tuning) was the throttle position map, making the accelerator considerably more responsive.

Rail Pressure Command Spikes (Aftermarket Programmer)

One parameter that coincides with throttle position (along with engine rpm) is fuel rail pressure. Typically, as engine speed increases, rail pressure will follow. However, as is the case in the graph below, a tuning file pulled from an aggressive aftermarket programmer is commanding extreme rail pressure when it isn’t necessary.

Some aftermarket programmers even go so far as to command more than 40,000 psi of rail pressure. The problem with this is that no common-rail system is capable of producing more than 30,000 psi at the present time.

Smooth Rail Pressure Map (EFI Live)

An optimized fuel rail pressure curve below makes for a smoother driving truck and a quieter engine, but it is also easier on the components within the common-rail fuel system.

This type of map will minimize potentially harmful pressure spikes and allow the injectors to live a healthier life. It also keeps the system close to the peak pressure that was desired in the factory ECU calibration (i.e., keeping the injection system within the pressures it was designed to operate in).

Data Logging Functionality

EFI Live data logging allows you to monitor engine performance, diagnose a problem or let you know if your tuning changes helped or hurt you. Below, a laptop is connected via an EFI Live FlashScan V2 device to monitor an LBZ Duramax on a chassis dyno (note that an Auto Cal V2 or Flashscan V2 device can be used in stand-alone form to data log a truck and that a laptop isn’t a requirement).

Here, the ability of the engine’s CP3 pump to maintain rail pressure while running a custom performance tune (calling for increased timing and pulse width) is being checked.

Peak Timing

In the days of old, a lot of folks didn’t know any better than to use multiple tuning devices on one truck, which became known as “stacking.” Combining a programmer that ramped up timing with a pressure box that increased rail pressure was a common occurrence. And while several of these combinations could make good power, people got into trouble when they either knowingly or (most often) unknowingly coupled two devices that ramped up timing together. The latter scenario could add in excess of 40 degrees of timing to an engine — a recipe for disaster.

The debut of EFI Live changed all of this as industry gurus dove headfirst into the software, tuned their personal trucks and armed themselves with the knowledge gained from tuning their own engines. The result is that timing, rail pressure and every other parameter of common-rail Duramax or Cummins can now be kept at safe levels, all while making the same (if not more) power. In the photo above you can see that just 30 degrees of peak timing is being commanded in an EFI Live-created performance tune.

On-the-Fly

The preferred method of navigating custom EFI Live tunes is through a hard-wired, rotary-style switch, primarily because calibrations can be changed on the fly. In Duramax applications the most common product is the DSP5 switch, which provides the end user five custom tuning calibrations to pick from (DSP4 and DSP2 switches are also available, which entail four and two custom tunes, respectively).

The same products exist for Cummins applications, albeit they’re referred to as CSP5 or CSP4 switches. Thanks to the on-the-fly versatility of these switches, a truck can go from a 50 hp tow tune to an all-out, 200 hp performance calibration with a simple turn of the knob.

For so many years, the joy of hot hatches was in limited supply on American soil. Like ample vacation time, topless beaches and great bakeries, it was more of a European thing. Then, in the middle of our domestic SUV love fest, Ford blessed us with not just one, but two cheap, fun and cheerful vehicles to soothe our aching souls.

While the Focus and the Fiesta are truly exciting developments in the U.S. market, do we really need both? What’s the difference? Is it just price? And why does a Fiesta driver have any place at a meetup? What about the Focus driver at the track?

Find out if there's greater distinction between these two choices than merely tomato and tomahto...

Comparing the FoST vs. the FiST

To find out what characteristics make these Fords hatches special and simultaneously so different from one another, let’s compare both at the same trim level: the Focus ST vs. the Fiesta ST, or as Ford enthusiasts lovingly refer to them, the FoST and the FiST.

At first glance, the Ford Fiesta seems simply to be a smaller, cheaper version of the Ford Focus — a Subcompact to its Compact — and that is indeed true. But upon closer review, it becomes clear that there is a lot more separating them than size and sticker price. Let’s start with the cold, hard numbers.

Specs

The Focus ST has the 2.0L EcoBoost turbocharged engine that puts out a nifty 252 hp. It comes with a six-speed manual and gets 22mpg city/31mpg highway. The Fiesta ST has the smaller 1.6L EcoBoost 4 cylinder with 197 hp, comes with the six-speed manual and gets marginally better mileage at 26/33 mpg.

But with such a huge gap in horsepower and no real difference in mpg, why would a real driver put up with the FiST? Well, despite what you read on the bathroom wall, sometimes numbers just aren’t everything.

Handling

The Fiesta ST is unquestionably fun and perky, thanks to its remarkable power-to-weight ratio. In contrast, the Focus ST is an aggressive, torque-y beast. One can get exhausted just trying to keep it in line. The FoST’s turning radius is wider than the FiST, perhaps due to the extra foot of metal.

What’s really baffling is that the FiST doesn’t feel any slower than the FoST, despite the numbers; in fact, many drivers report that the Fiesta ST feels faster. This could be due to its smaller size, or perhaps because it can be more fun at lower speeds. Either way, the FiST drives more like a performance car, and the FoST feels more like a muscle car — neither of which are a bad thing. In fact, choosing between them is the greatest of high class problems one could have for under $30K.

Interior Space

While both the Focus ST and the Fiesta officially seat five, neither one would be the car of choice for a Thanksgiving Costco run or for transporting an entire football team (or really even just their gear). But for daily use, and even for a small family, either model makes perfect sense.

Overall, the Focus ST boasts more interior volume, close to double that of the Fiesta ST — 24- vs. the 10-cubic-feet in FiST. At the same time, many taller drivers prefer the FiST, possibly due to the superior driver seat visibility. Again, it’s one of those times that numbers aren’t everything. So, if you are considering either one, make sure to drive both, because the opinions are remarkably subjective.

Looks

There's no denying that the Focus ST is a better-looking vehicle. It is refined, simple and attractive. The Fiesta ST, on the other hand, has been hit pretty hard with the dorky stick. But it could be said that its geeky, goofy stance is a great way to camouflage its ample speed and agility.

A cop will gladly give a speeding ticket to a 911 turbo, because a lawyer is probably behind the wheel. The Fiesta looks like it’s driven by a schoolteacher, and everyone knows that teachers don’t speed. Luckily, looks can be deceiving.

Price

At first, the $3,600 gap between the Fiesta ST ($21,140) and the Focus ST ($24,775) seems like the real differentiator — particularly because at the higher end, the Focus RS tops off at over $45K. For the FiST vs. FoST, however, most buyers report that real prices are much closer together thanks to dealer incentives and inventory. The decision between these two vehicles is rarely driven by price, but instead is more influenced by the above mentioned driving styles.

The Verdict

Overall, the good news with the FiST vs. the FoST is that it’s hard to go wrong. Most enthusiasts love both vehicles — either one will be happy whether it's stuck in traffic or at the track. Does either deserve your time at the local car show? Well, there are so many incredible mods and tunes for both of these cars, so what you see is probably not what you'll get.

Another temptation worth noting is that the Fiesta ST currently comes with a complimentary day of performance driving at the ST Octane Academy in Tooele, Utah. Sounds like a great way to make tomato soup!

(All photos courtesy of Ford Motor Company)

Looking for a hatchback with even more bite? Test out the Ford Focus RS with us!

We live in a world of the Jeep Wrangler Unlimited JK. Just 10 years ago, though, it was the TJ Wrangler. The open-top Jeep has been popular for a reason: It is just plain capable. And because the stock Wrangler is so capable, the aftermarket has always been quick to supply components to build them into extreme off-road dominators. The Wrangler has not seen any real, direct competition in years; but with the Ford Bronco coming back, it's sparked thoughts of all the vehicles that could at least partially knock the crown off the Wrangler.

As a baseline, we decided to look at SUVs from the '90s to present. Random people were polled, opinions weighed and tallied, and a list was compiled. Here are the six most frequently mentioned in our exploration.

1. Ford Bronco (Fullsize)

The last gen fullsize Ford Bronco was a popular choice. Built with a twin-traction beams frontend, these rigs were considered the most capable IFS rigs in the list. It was the only fullsize vehicle to come up in poll answers and was one of two that had a (partially) removable top like a Wrangler.

Available with a healthy 5.0L V8 engine, the Bronco can be used for high-speed desert runs as well as torturous rockcrawling. Thousands of them were built before its ultimate demise. Plus, they can usually be picked up on a budget.

2. Jeep Cherokee

The Wrangler is obviously not the only Jeep brand vehicle that is capable. Long before the Unlimited JK came along with its four doors, the XJ Cherokee was the vehicle of choice when more space was needed than a TJ Wrangler could accommodate.

The XJ Cherokee was built by the millions. Offered with the virtually indestructible 4.0L, Unitbody, and solid front and rear axles, it's a great builders choice. The aftermarket support waned for several years, but it's finally catching up to the popularity of the rigs. Think of them as a budget JKU; you just might need to grab the sawzall if you really want an open top.

3. Jeep Grand Cherokee

The Grand Cherokee has always been one of Jeep’s premium vehicles. All the bells and whistles, including V8 options and a straight front axle, allow the Grand Cherokee to be a luxury wheeler. The ZJ Grand Cherokee ('93 to '98) has the best aftermarket support, with the WJ ('99 to '04) close behind.

When the WJ ended its run, the straight axle gave way to an IFS system, and the Grand subsequently fell out of favor for most enthusiasts that wanted to make big modifications.

(Are you Team IFS or Team Straight Axle?)

4. Suzuki Samurai

The little Japanese vehicle is the most direct competition for the Wrangler in the entire list. Removable top and straight axles front and rear are what do it. The 90’s Samurais stepped up to a fuel injection system, though the little 1.3L inline four cylinder still was no powerhouse. Luckily, the little rigs are light.

Aftermarket support for Samurais has been a roller coaster over the years. A few companies have continued strong their strong involvement, while others have come and gone. Being a small leaf sprung vehicle, the Samurai is not far off from an old flatfender Jeep, the Wrangler’s grandfather. Purchase prices remain comparatively low and can be a great budget alternative to a Wrangler if you don’t mind the small size.

5. Toyota FJ Cruiser

The newest of the vehicles that came up in the poll repeatedly is the FJ Cruiser. The capable Toyota is generally a favorite of those who have an aversion to Jeeps for one reason or another.

The lack of four real doors hinders it only slightly; the rear half doors open up the vehicle quite a bit, and the back seat is bigger than all the non-four door Wranglers. The later production years of the FJ Cruiser were a struggle, however, and the vehicle ultimately died for new model years. Aftermarket support has remained steady at a much lower scale than the Wrangler, though plenty of performance components are consistently available.

6. Toyota 4Runner

The 4Runner has been built for many years and has been a direct competitor for the Jeep Cherokee since the Cherokee came into being. Early years saw a straight axle, but by the time the '90s came around, the vehicles had switched over to an IFS system.

Aftermarket support has always been a struggle for the 4Runner. A continually growing option is to ditch the IFS system and set up a straight axle on leaf springs or links. As the 4Runner changed through the model years, the vehicle became more of a luxury wheeler than a dedicated off-roader. The IFS is a bit of a deterrent in late-models, but there are still great parts on the market to gain the extra performance.

Next, check out five more of the best 4x4s out there.

No BS, but the car you see here has been a long, long time coming. Ever since the EK9 hatchback was introduced to the Japanese and European markets, American Honda enthusiasts have been dreaming of— and waiting very, very patiently for — a U.S. production model Civic Type R.

Put those pitchforks down and release the Twitter fingers; Honda has heard your pleas and is finally delivering. Big time.

Unveiled to attendees of the Geneva Motor Show (and the rest of the interwebs) early this morning, the 2017 Civic Type R joins the 10th-generation Civic family as a five-door hatchback, not a far cry from the prototype that we took a closer look at last fall. And because of the iconic Type R badging, you can be sure that Honda has taken all steps necessary to make this a true performance machine worthy of the namesake it represents. 

Under its hood lies one of the most potent Type R motors to date: a 2.0-liter DOHC i-VTEC motor with direct-injection and a turbocharger to help it produce 306 hp at 6,500 rpm while providing 295 lb-ft of torque — a huge step forward from the original, naturally-aspirated B16B that came with the original CTR. Complemented by a six-speed manual transmission with rev matching and a short throw shifter, we can already see the first batch of owners with wide smiles at track events.

Compared to its other Civic brethren, the Type R reigns supreme thanks to a sport-tuned suspension that has a new Dual-Axis front suspension that helps reduce torque steer and pushes harder during extreme cornering; a four-wheel Adaptive Suspension System featuring three-chamber dampers; and a helical limited-slip differential to help deliver power to the front wheels. The 2017 CTR comes with 20-inch factory alloys (that's 5 inches up from the original '96-'97 model and 4 inches from the '98-'00), while Brembo 4-pot front calipers and 350 mm cross-drilled rotors with 305 mm solid rear rotors give the car some much needed bite when it's time to hit the brakes.

When I am finally able to plant myself into those beautiful Type R seats, I imagine it’ll be similar feeling to that of when I drove the original CTR, Integra Type R and NSX for the first times — it’ll be like heaven on Earth, a vehicular fountain of youth. The 2017 CTR will be far more technologically advanced, coming with three driving modes: Comfort, Sport (Honda’s default, a good move) and +R, where each distinct mode adjusts steering and throttle response, rev-matching, damper settings and Vehicle Stability Assist. Other interior features include a Type R steering wheel, shift boot, aluminum shift knob and sport pedals, gauge cluster and numbered serial plate — the same types of parts older Type Rs came with to let you know that you had a special vehicle in your possession. The newest member is carrying that tradition on.

The 2017 Honda Civic Type R is set to hit dealers later this spring with an MSRP estimated in the mid-$30K range, which is easily the most expensive Civic to date. However, those who have waited this long for a U.S. production model should have no problem forking over the necessary coin in order to finally secure one of their very own. Where do we sign up?

(Photos courtesy of American Honda)

Check out the gallery below for more photos of the new Civic Type R.

Gearhead: "a devoteeofcars,carracing" (Dictionary.com); "a person who pursues mechanical or technological interests," i.e., automobiles (Merriam-Webster Dictionary); "someone who is totally into cars and is very knowledgeable about how to modify and fix them" (Urban Dictionary).

However you define it, one thing we can agree upon is that a gearhead is someone who loves cars and exercises some kind of related technical skill. They build cars, they fix cars, they attend car events, they take photos of cars, they write about cars... and everything else in between — the female gearheads listed below are people who are definitely worth following. Here are 11 of our favorite women who use their passion and skills to inspire other enthusiasts and give the automotive world a good name:

1. Kristin Cline

If you've been following us for a while now, you're probably familiar with Kristin Cline. The garage-living, vintage car-loving @greasegirl may be the managing editor of Driving Line, but we can assure you any bias is well-deserved. While working on her 1955 Studebaker for the past 10 years or so, Kristin has learned valuable skills that she now passes on to empower other women.

Sign up for one of Kristin's "Ladies Car Care 101" classes at the Automobile Driving Museum website, and mark your calendar for the All-Girl Car Show on March 25!

2. Lori Carey

(Photo: Peter Tellone)

As Driving Line's unofficial off-road adventurer, Lori Carey has opened 'wheelers of all experience levels to the seemingly endless number of Southern California desert trails ready for exploration in her bought and self-built 2007 Jeep Wrangler JK. Today, the former automotive industry executive is pursuing her passion for photography and journalism full time — her work winning awards and being featured in major publications like The New York Times.

3. Taryn Croucher

Taryn Croucher is a car lover who fell head over heels for Japan and its amazing culture. Originally from the land of Mad Mike, this social media influencer now lives in Hong Kong and spends part of her time running Japan Car Culture, a community resource she created to help people navigate and get the most out of the Japanese automotive experience.

4. Amelia Dalgaard

More popularly known as "Motorhead Mama," Amelia Dalgaard is an automotive lifestyle blogger and regular Driving Line contributor. Trust us — if you're a car person, you need to follow Mama. She writes about everything from the latest news, trends and buyer's guides, to offering quippy, opinionated commentary on the wonderful (or horrible) idiosyncrasies of the automotive world.

5. Bogi Latiener

(Photo: @bogisgarage)

You may recognize Bogi Latiener from "All Girls Garage" on Velocity TV. She's a master mechanic who owns her own auto repair shop; but best of all, she's dedicated to building badass things with other badass women — helping women get to where they want to be in the automotive industry. Right now, Bogi is heading up a 2017 SEMA project, the Chevy Montage All Female Build.

6. Shana Whitford

If you are a driver in Ultra4 Racing or similar off-road motorsport events, chances are Shana Whitford has captured at least one picture-perfect moment of you in your rig; and boy, you really want that photo. As one of Driving Line's staple photographers for Ultra4, and the woman who snapped the cover shot of our latest print issue, this is a gal who's definitely not afraid of a little dirt or breaking a nail. 

7. Nhu Nguyen

(Photo: @p_reid)

We need more people like Nhu Nguyen in this world. Growing up with the mind of an engineer, she became a Porsche technician a lot later in life than usual, despite what a typical Porschephile would expect. However, this late start hasn't discouraged Nhu one bit. Her drive to learn and pure skill have proven she belongs with the best of them.

8. Tara Hurlin

An established journalist in the automotive world, since joining the Driving Line team as a regular contributor, Tara Hurlin has added a fresh take and eclectic dimension to our already-diverse collection of stories. Her wide array of personal garage projects help her express the great love she has for cars: a custom 1961 Cadillac Series 62, a 2004 Mazdaspeed Miata track car, a 2004 Jeep Grand Cherokee overland/expedition rig and her husband’s 1985 Chevrolet C-10.

9. Coralee Lack

Once you learn about her background or catch a glimpse of the beautiful "Jules" on Instagram, it's nearly impossible not to like this Crawler_Chick. Despite battling a chronic disease, Coralee Lack hasn't let Multiple Sclerosis prevent her from enjoying life where it is best enjoyed: the outdoors. She has since garnered several sponsorships and the respect of many in the off-road community while participating in adventures like the Rebelle Rally with her 2012 Jeep Wrangler Unlimited Rubicon.

10. Lindsey Fisher

Lindsey Fisher is an automotive journalist with an affinity for both the lowered and the lifted, and she contributes to Driving Line's classic muscle vault by not only covering the most drool-worthy of builds, but also telling the heartwarming backstories behind them. A gearhead ever since she can remember, while she's not busy covering the automotive world around her (or helping make Hammertown happen), Lindsey spends her spare time working on garage projects of her own.

11. Heidi Hetzer

(Photo: @heidihetzer)

Former auto dealer and rally driver Heidi Hetzer is, at 79 years young, doing what many fail to do in their lifetime: traveling the world— in a 1930 Hudson, no less. With celebrity status in Europe, Heidi's likability just continues to grow with every place she visits. This woman is #GOALS.

Of course, this list could be much longer! Who are the favorite car-loving ladies in your life? Here's another one of our favs, Lella Lombardi.

When the most important room in a couple's house is the garage, you know they've got something special. Welcome to the world of Mr. and Mrs. Hübinette, the stars of Huracán Drift. Watch the video above as professional stunt-drivers Samuel and Stina Hübinette give us a tour of their home and talk driving, family and everything in between. By the end, you'll be handing them a "Couple of the Year" award. Not convinced? Here are 14 reasons why Sam and Stina are a match made in heaven:

1. First of all, Sam and Stina are kind of perfect for each other.

Sam: "It's very unique in that we have the same passions."

2. Sharing the spotlight is no big deal for them.

Stina: "It's not a woman's world, it's a man's world. It's just fun to go there, and people don't expect me to do certain stuff with the cars."

3. And they aren't afraid to take things to the next level.

They hired Donut Media to give us the drift video we never knew we needed.

4. They obviously have impeccable taste in tires.

Sam: "I wanted to have a fun, exciting tire manufacturer that's all about enthusiasm, and that's what Nitto Tire is... the perfect fit."

5. And they are quite hospitable.

Stina: "Welcome to the Hübinettes'! Come on in!"

6. Yes, entertaining guests does occasionally involve driving.

Stina: "And of course, we take them in the car sometimes, too."

7. Their use of storage space is unusual, but at the same time, it totally makes sense.

Sam: "Here's our most important outdoor storage. Behind this door we got our tire stack — a bunch of fresh and halfway-used Nitto Tires for drifting and the testing days we do for stunt training."

8. This is a couple who has their priorities straight. #GarageGoals

Stina: "But now, we have to go and see the most important room in the house."

9. They're not afraid to celebrate each other's successes.

Sam: "Stina has a few trophies up here, too, from Red Line Time Attack."

Stina: "I made it up on the trophy wall!"

10. You can't help but swoon over Sam's success in Formula Drift.

Sam won the inaugural FD Championship in 2004, then won it all again in 2006. (We see you, Vaughn Gittin Jr.!)

11. And how badass is Stina in #HuracánDrift?!

Stina: "One of the things we wanted with this [Huracán Drift] video, was to get the world to see me drive a supercar like a crazy woman."

12. Once the end credits roll, so do the tears.

As if their cute little fist bump wasn't enough — then you see Sam playing with their son... That's it. Game over. Hübinettes win.

13. Then you're reminded that their daily driver is a Lamborghini.

Must be nice.

14. Mr. and Mrs. Smith, who? They've got nothing on Mr. and Mrs. Hübinette.

Wishing the Hübinettes nothing but the very best! Follow them on Instagram @samuel_hubinette and @stinastunts.

We've asked the question before, but thought we'd get a unique take on this question out at King of The Hammers. With the extreme terrain makes up Johnson Valley, the answers didn't really surprise us... but they were really fun to ask!

Catch up on all of Driving Line's KOH coverage.

When Ford Motor Company launched its EcoBoost program, it had two key outcomes in mind: 1) design a smaller, more efficient engine to replace larger, less efficient power plants yet produce the same (if not more) power, and 2) achieve superior fuel economy over the outgoing engines (especially when not under heavy loads). By utilizing technology such as direct injection, precise electronic control via computer and forced induction to achieve great volumetric efficiency, Ford reached its goal.

In the eyes of the aftermarket, what Ford really did with the EcoBoost was open the door for big power gains to be had through the use of simple, inexpensive ECU tweaks (i.e., programmers). In the first installment of our EcoBoosted series, we highlighted the technology that makes these boosted V6 mills perform like V8s. Now, it’s time to take advantage of this technology and electronically unlock this platform’s true potential. We’re teaming up with Gearhead Automotive Performance to illustrate how well the 2.7L EcoBoost found in the F-150 responds to custom tuning calibrations.

The Benefits of Forced Induction

On naturally aspirated engines, programming normally nets a small power gain relative to engine size. However, big horsepower gains come from adding extra oxygen, pumped into the engine via artificial atmosphere such as nitrous oxide or boost.

Nitrous is great for short durations and comes with relatively low setup and operating costs, but having to refill a bottle on a regular basis is a major drawback (and the cost associated with refills adds up over time), not to mention its legality (or lack thereof) on the street in some parts of the U.S. This leaves the practice of pressurizing the intake charge via a means of boost as a much more permanent solution.

Out-of-the-Box Potential

The problem with engines that leave the factory naturally aspirated is that adding boost requires an external air compressor such as a supercharger or turbocharger. Bolting on either method of forced induction can cost several thousand dollars.

Fortunately for the consumer, 2.7L and 3.5L EcoBoost engines come standard with twin-turbos. This means you don’t have to invest extra money on these parts — and that all the right ingredients are already in place if you want to build on the potent package offered from the factory. Aftermarket ECU calibrations allow for increased boost levels and managed spark timing for safe power gains and factory-like driving characteristics. How does an 80 hp increase with no change in drivability sound?

Higher Octane = More Power

These gains are possible because Ford designed the EcoBoost engines to run primarily on lower octane grades of gasoline (although 89 octane and higher has proven to increase performance, even on completely stock vehicles).

Because the engines were designed to tolerate low octane fuel at stock boost levels, you can run a higher octane fuel and boost levels can be safely increased for more power. This is what most aftermarket tuners do in order to make higher horsepower and torque with EcoBoost engines.

Starting Point

The test mule for Gearhead’s tuning development was this two-wheel drive ’16 F-150 in XLT trim and equipped with the 2.7L EcoBoost V6. The smaller displacement of the 2.7L (165 ci) when compared to the 3.5L offers more potential for better fuel economy while still making respectable power (325 hp at the crank, in stock trim). Once aboard the company’s Dynocom 15000 all-wheel drive chassis dyno, a stock baseline of 292 rwhp was achieved, along with 388 lb-ft of torque. The only modification at this point was a K&N drop-in air filter.

We’ll note that all dyno testing was performed on 93 octane gasoline, which means the factory calibration (stock baseline) yielded more horsepower than if 87 octane had been used. This is because the Ford ECU has the ability to automatically adapt to higher octane.

Custom Tuning via SCT Devices

Gearhead used an SCT Livewire TS+ device to communicate with the ECU and upload calibrations. But make no mistake about it — this isn’t an off-the-shelf programmer. It features Gearhead’s proprietary tuning files created via SCT calibration software. In addition to offering tunes via the Livewire TS+, Gearhead’s custom tuning can also be had via an SCT X4 (a traditional handheld programmer).

Now in its final stages of testing and validation, Gearhead is targeting a spring release date for its custom tuning for the 2.7L EcoBoost. On the dyno, and with Gearhead’s 93 octane performance calibration uploaded, the truck cleared 371 hp and 447 lb-ft — an increase of 79 hp and 59 lb-ft.

Bully Dog Air Intake

To see if they could squeeze any more power out of the EcoBoost beyond using the drop-in K&N air filter, a Rapid Flow cold air intake from Bully Dog was added. After replacing the factory air intake (and K&N filter) with the Bully dog assembly, the horsepower curve’s downturn after 5,500 rpm (as is shown in the dyno graph below) wasn’t as pronounced as it had been with the factory air box.

And while the truck basically made the same peak horsepower number around 5,500 rpm, at 6,000 rpm it was making 361 hp with the Bully Dog intake in the mix vs. 347 hp with the stock intake and K&N drop-in filter.

Dyno-Proven Gains

Here you can see the 292 hp stock baseline, the 79 hp gain with the Gearhead performance tune and the 80 hp increase with both the Gearhead tune and Bully Dog intake on the truck.

Also notice that the power band extends a bit beyond 5,500 rpm once tuned and (as previously mentioned) even further with the aftermarket intake on the engine. An extra 80 hp can shave an entire second off an F-150’s quarter-mile elapsed time yet leave the truck just as reliable and streetable as it was the day if left the dealer lot.

Air Filter Comparison

This dyno graph helps expose the shortcomings of the factory air filter. As mentioned, all testing done prior to the Bully Dog air intake being installed was performed with a K&N drop-in replacement filter residing in the factory air box. Just for the sake of testing, the guys at Gearhead put a fresh stock (paper) element back in the truck to directly compare it to the K&N drop-in unit.

The stock air filter produced a solid 10 hp loss across the board, starting at 4,000 rpm and continuing until the end of the tests. The K&N filter yielded no real gains when tested with the stock programming, but proved to be good for an easy 10 additional ponies once the factory ECU calibration was tweaked. According to Gearhead, at the very least, every EcoBoost owner should run some type of aftermarket air filter to take full advantage of their aftermarket tuning.

A Word About Gearhead Automotive Performance

Since becoming one of the premier tuners in the diesel performance industry (where they’re known for their excellent manipulation of the somewhat complicated Ford transmission control scheme, among other things), Gearhead took note of the diesel-like technology present on the EcoBoost engines. Recently, Gearhead dove headfirst into the EcoBoost tuning market and owner Matt Robinson quickly realized that the “EcoBoost’s horsepower-per-dollar ratio is quite good when it comes to tuning.”

The 2018 Toyota C-HR isn’t for everyone — and Toyota knows that. Since its early planning stages, the goal was to introduce a crossover to serve as the perfect urban lifestyle vehicle, the sort of thing to get you around the city in style while offering decent performance and not break your wallet.

So far, it’s set to do that job just fine, but as evidence from this year’s Tokyo Auto Salon shows, enthusiasts are ready for more, and modifications are fast on the horizon. But the C-HR is far from being solely practical and rich on styling; in fact, chief engineer Hiroyuki Koba (a motorsports fiend who spends all of his free time racing weekends at Tsukuba Circuit) made sure to give it some punch where you’d least expect it (we’ll get to that shortly).

Originally destined to join Scion’s family of unique vehicles, the early prototype debuted at the 2015 LA Auto Show as the C-HR Concept, a four-door that promised functionality and sporty performance to its “yuccie”-intended consumer, aka the “young urban creatives” who helped inspired its design. Fast-forward two years later, and the production model not only comes as part of the Toyota lineup (in case you’ve been living under a rock, Scion is no longer) and clearly demonstrate those attributes with hopes to appeal to the same consumer, but also with far more current (and relevant) terminology: the millennial. But as we mentioned before, the C-HR is capable of providing more than millennial whip appeal.

So, what’s in a name? While Scion defined C-HR as "Compact size and High Ride height," Toyota’s is slightly different with "Coupe High Rider" — a little weird considering there are actually four doors. However, Koba-san purposely called for the rear door handles to be positioned high and integrated into the upper rear door/window area to help give it a coupe “look”; if the handles were placed anywhere else, the aesthetics would be completely thrown off. Take another look; you’ll see what we mean.

Let’s dig into some performance. At the C-HR’s heart is a 2.0-liter 4-cylinder 3ZR-FAE engine that dishes out 144 hp and 139 lb-ft of torque, so it’s not extremely powerful but not totally gutless either. Sadly, there won’t be an optional turbocharged engine or manual transmission (CVTi-S only, since the demand for manual is too low here in the U.S.) that other parts of the world will see, nor will it be anything but FWD because of Scion’s original mono-spec (meaning one trim level) classification. But everyone’s going to reap the benefits of the C-HR’s sporty handling.

(Photo Courtesy of Toyota)

Developed and tested on the Nürburgring, Koba-san took the low COG (center of gravity) TNGA (Toyota New Global Architecture) C-platform and outfitted it with MacPherson front struts and rear double-wishbone suspension, all with SACHS dampers, which make the car stick and maneuver on roads much more pleasantly than expected. The C-HR is a lot more fun to drive in Sport mode (though tricky to engage through the steering controls; a button located down on the shifter would’ve been optimal), which not only increases throttle response but also activates the 7-speed Sequential Shiftmatic, where you can shift through simulated gears for a more spirited experience and is precisely where we left it in throughout most of our test drive.

The C-HR’s interior is simple, much like it was probably intended for the Scion release, but we prefer it that way. It won’t come in any other color than black, and the front seats are perfect for taller people since it was designed by someone who’s tall (Koba-san is a hair taller than my 5’11”), so the low positioning fits in line with the sporty theme. The center console is clean with a large 7-inch touchscreen head unit on top of the dashboard, but oddly confusing is the absence of a navigation system being a standard feature of such a great looking display. One can only hope that future generations of the C-HR will come with proper nav.

You’ll be able to select one of two C-HR models: the XLE or XLE Premium. The XLE comes with plenty of great standard features, such as leather-wrapped steering wheel, rearview mirror with auto-dimming and built-in backup camera (also oddly positioned) and dual-zone climate control to name a few. The XLE Premium adds on top of that with heated front seats, blind spot monitoring, rear cross traffic alert, keyless entry and a push-start button. Thankfully, both come equipped with a USB 2.0 port with iPod connectivity, AUX input and wireless Bluetooth® connectivity. Forget dreams of a sunroof, though an optional R-Code package will allow you to personalize your C-HR (to three specific colors only) with touches of white, namely your roof, side mirrors and A-pillars.

The 2018 Toyota C-HR goes on-sale this April starting at $22,500 for a XLE or $24,350 for a XLE Premium (plus $960 for destination, processing and handling), and should one opt for the R-Code, add $500 to either one. Millennial enthusiasts, mount up.

View the gallery below for more photos of the C-HR.