Say what you want about muscle cars. Whether new or old, you have to admit — these cars are gold. 

1. 1000 HP Mopar Dream Car

1970 Dodge Challenger, Brook Niemi

(Photos: Hot Rod)

2. Street Chevy Built for Speed

1973 'Envious' Camaro, D&Z Customs

See more: Driving Line

See more: Driving Line

3.  Professional Fun-Having Drift Car

2016 Ford Mustang RTR, Vaughn Gittin Jr.

See more: Driving Line

4. Mean Muscle

1970 'Grinch' Camaro, Ringbrothers

(Photos: Ringbrothers)

5. 'Cuda Convertible 

1970 Plymouth Barracuda, John Lanza

(Photos: Hot Rod)

6. Sublime Feline

2015 Dodge Challenger Hellcat, Andrew Stuckwisch

(Photos: @Sublime_Hell)

7. 3-Day Custom Fastback

1969 Ford Mustang, Galpin Auto Sports

(Photos: Barrett-Jackson)

There's more green where that came from! Check out our favorite Jeeps, trucks and 4x4s. 

If we had to pinpoint the biggest change in automobiles across the board over the last five years or so, it would be the major influx of LED lighting. The compact light emitting diodes can be found on everything from the Toyota Tacoma to the Lamborghini Huracán. Given that LEDs are compact and can put out nearly double the lumens of a conventional halogen bulb, it’s no surprise why they have become the mainstay.

For vehicles such as the ’97 to ’06 Jeep Wrangler TJ, swapping out to a brighter LED light is extremely easy. This is largely due to the fact that the 7-inch-round headlight drops out with just a few turns of the screw (well, Torx to be exact). Looking to give our ’97 Jeep Wrangler some much needed night vision aid, we order a complete LED headlight and tail light conversion kit from Quadratec. This kit comes with Quadratec’s Gen II series LED headlamps, LED tail lights, and necessary signal flasher relay.

In the video above, you can see the lights in action as well as a start-to-finish overview of what it took to get the lights in place. Below, we’ll expand on the lights and why these are an excellent fit for those looking to bring their Jeep’s lighting up to speed.

The Quadratec GEN II LED headlights are designed as a bolt-in replacement for practically any Jeep model that runs a 7-inch-round headlamp. The DOT-compliant lights are built with a die-cast aluminum housing, which secures an extremely durable polycarbonate lens. For the ’97 to ’06 Jeep Wrangler TJ, it’s built as a plug-and-play upgrade and will not require any additional electrical upgrades or anti-flicker modules which is required on the ’07 to present JK.

The light is split into two sections. The top half is your low beam and uses a Phillips-brand 15-watt LED to pump out an impressive 732 Lumens. Quadratec equates this to a 81-percent increase in lumens and 92-percent increase in illuminating distances over the TJ’s stock headlights.

When you engage the high beams, four additional 3-watt LEDs illuminate. This blast by the ordinal 638 lumen output with a whopping 1,198 lumens. In terms of amp draw, the LEDs only require 2.15, less than half of the stock H13 light demand. Reducing the amp draw equates to less strain on your Jeep’s often over-taxed electrical system.

The Quadratec conversion kits comes with both headlights and LED tail lights. The solid-state LED tail lights bolt to the Jeeps tub using the stock mounting hardware and plug in to the vehicle's factory connectors. The lights are designed not only to last longer, but are tremendously brighter over stock as well. One other small aspect we’ve enjoyed is how much brighter the reverse lights are.

To ensure our Wrangler doesn’t experience what’s often referred to as hyper flashing, Quadratec includes a flasher relay. This plugs in place of the stock flasher relay, which was located next to the steering column behind the dash panel on our ’97 Wrangler.

All the lumen talk in the world doesn’t mean much if the lights don’t produce. Without question, the lights perform infinitely better than the pitiful glow of our stock headlamps. We could probably stand to do a little more headlight adjusting, but there’s no doubt that the light spread is much wider and whiter.

Even the taillights put off a tremendous glow. Given this upgrade is one we can use on a regular basis, it made the modest lighting investment extremely worthwhile.

We have more in store for our Twinkie TJ, so be sure to check back soon to see the build evolve!

Learn more about the ’97 to ’06 Wrangler.

If there’s one vehicle that should have a form-follows-function approach, it’s a truck. The workhorse of four-wheeled creatures – if it isn’t useful, then what is it? So when a company goes the extra mile to ensure their build improves upon a truck’s real-use capabilities it gets our attention. And that’s exactly what AEV has been doing for 20 years. In the case of the AEV Ram Prospector XL, form follows function and then packs an extra punch of engineering and awesomeness for good measure. So much so, that it feels you can do almost anything when driving it… basically, like a superhero.

20 Years of American Expedition Vehicles

Sparked by surprise of the low quality products he found available for his Jeep back in college, Dave Harriton realized there would be a market for higher-quality, better-engineered aftermarket components and AEV began. “We just couldn’t find the quality we wanted in the components we were looking for,” says Harriton. “So we started making our own.”

Making such well thought out and tested components quickly led them into relationship with Jeep/Chrysler/Dodge and specialty build projects were sent their way. By 2006, they’d won their fourth Design Excellence Award from Jeep at SEMA and by 2010 were launching a program to bring AEV turn-key manufactured vehicles directly to Jeep dealerships. In 2015 that led to the Prospector XL being released.

Based on a Cummins Ram 2500 4x4, the Prospector XL is the ultimate vehicle combining terrific daily-use functionality with maximum adventure-ready qualities. A key feature setting apart the “XL” from the regular Prospector model is its 40” tires, so showing up to the test drive I was expecting a truck I had to jump up into. But that wasn’t the case here. I came to find out that along with high quality manufacturing, AEV is also all about maintaining a stock-like ride quality, handling and servicing. They do this by starting from scratch and engineering parts that are OE or better. 

Engineering the AEV Dodge Ram Prospector XL

 “When we started looking at the Ram it was a real logical progression,” says Harriton. “We wanted it to drive like stock and the ethos of the suspension was ‘Don’t ruin the truck’.” While a typical truck on 40s would have about 8” lift, the Prospector ended up pulling it off with just 3” lift in the front and 2” in the rear. “It all started with the steering,” says Harriton. Relocating the steering connection to the top instead of on the bottom of the drag link enabled them to keep proper steering geometry all while making more room for those massive tires.

With the steering set and the lift established at 3”, there’s still an issue fitting 40s in at that height. AEV does it by moving the axle forward, all the while relocating the spring back to its stock position and utilizing the OEM spring. “Typical aftermarket would just be a new spring, a new shock and maybe some brackets. This is a whole different mentality,” explains Harriton. Retaining the original spring and changing the axle, track bar, and steering geometry are key factors that keep the AEV Prospector riding like a stock Dodge Ram. Of course, there’s also the fact that they’ve raised the roll-center about 5” and worked with Bilstein to create a shock that handles correctly with the Prospector’s larger, heavier tire.

Aside from ride height, AEV Prospectors come with a ton of other bonuses. A limited-edition AEV 20^th Anniversary Ram Prospector XL is being offered at present, which is the model featured here. It’s AEV Premium Front Bumper, like everything else on this truck, is more than meets the eye. Stamped from 4mm-thick steel, similar to how an OEM would produce it, with reinforcement and engineering to enable it to withstand any load the truck could see. Fitted with a Warn winch and Vision X lights, the Anniversary edition comes coated in a premium e-coat paint rather than normal black powdercoat. This bumper is a far cry from those bulky ones made with a hand brake.

So How Does It Drive?

For someone who’s more used to driving classic cars, you’d think an off-road-capable diesel on 40s might be uncomfortable to drive - but I was right at home behind the wheel. More than anything, this truck made me feel like I could go anywhere and do anything. It had the driving manners of a stock truck on the highway, but the capabilities of so much more.

Putting the AEV Prospector XL through the paces at Hungry Valley’s off-road proving grounds made me begin to dream about all the places I could get, and things I could do. Confidently navigating steep terrain and sections requiring extreme articulation, I can’t think of much terrain this truck couldn’t navigate. It’s part of the reason why AEV regularly takes overlanding trips all the way to Artic with the Prospectors.

While AEV products can be purchased separately, a Prospector is hand-built by AEV and sold directly through Dodge dealerships. Pricing for the AEV 20^th Anniversary Prospector XL starts at $30,957 above the out-the-door price on a 2017 Cummins Ram 2500 4x4 with the Big Horn or Laramie trim package, which will land you somewhere near $85,000 based on current MSRP.

Although some car enthusiasts favor a built-not-bought approach, there are many positives that come from buying a modified car directly from the manufacturer. Not only are AEV vehicles covered by a warranty, they can be financed into the car’s loan and are fully serviceable. Home-built cars can be difficult to find parts for and sometimes are nearly impossible for technicians to service. And warranty? Good luck. Not to mention having the peace of mind knowing that all of the components work together properly.

Farther Than the Norm

The more I found out about all the engineering, testing and thought that goes into each and every part AEV makes, the more I was impressed. “We sweat every little detail,” says Harriton. “You could take any component on there and I could talk to you for a day about what went into making that little piece.” The tow hook for example, it’s been corrosion tested, physically tested in all directions, and sized so you can’t put a shackle on it that’s not rated for the truck’s capacity. AEV geeks out on the little details – and that’s just how I want the people making my aftermarket parts to be.

2017 AEV 20th Anniversary Ram Prospector XL Details

Find a dealer or get more info at aev-conversions.com.

Cummins over and read more about one of Driving Line's favorite engines, here.

For those not familiar with Tuner Galleria, the event is a part of the annual World of Wheels showcase in Chicago. This one-day show offers a chance for Chicago's finest cars to see the light of day after being tucked away for the snowy Midwestern winters for the past several months.

Smokin'!

Interestingly, two of the newest projects this year both did an awesome job of pulling off the classic Marlboro livery. Whether it's a classic BMW E30 or new school wide body Nitto Tire Nissan 370z, both cars were "lit"!

Drag Strip Tease

Although the drag racing scene for Hondas is not as prevalent as it once was, there are still plenty of enthusiasts building incredible cars to tear up the strip. This K-swapped Civic repping CTB Garage certainly looked the part and undoubtedly has to be a beast to drive. 

Crossing Cultures

This Jetta on Work Seeker CX wheels is a great look. Euro enthusiasts can be rather strict with their wheel choices, so while choosing Japanese may be bold, the owner has nailed the stance.

Oldie But Goodie

With the release of the next latest NSX, it seems that the NA1 model has only risen in popularity. This Formula Red coupe wears a set of bronze concave wheels and a lip kit that adds a touch of aggression to the classic mid-engine silhouette. 

Dats A Winner

This custom wide body Datsun 240z won the Best Rising Sun award as the top honor for Japanese cars. 

So many amazing cars just leaves us wanting more; import car show season is off to a good start. The timing of Tuner Galleria allows to be one of the most popular shows that serve as a debut opportunity for some of the newest builds in the area.

See more from Tuner Galleria in the photo gallery below.

(Photos: Jose Torres)

The announcement that Vaughn Gittin Jr. will be bringing Chelsea DeNofa into the RTR Motorsports team for the 2017 Formula Drift season left us looking forward to FDLB even more – but it also left us with a lot of questions. So we got some answers from the man himself, Vaughn Gittin Jr., read on for more information about his newly formed #TeamRTR.

The RTR Motorsports Team

With a few different teams forming within Formula Drift in recent years, we wanted to know exactly what the partnership means for VGJ and CD. Obviously, there’s a certain amount of partnering on the business and sponsorship end of things. Where Vaughn and Chelsea will be unique, is they’ll be driving clone cars of one another – both in a Nitto Tire Ford Mustang RTR Spec 5-D. “Having cars that are exactly the same will enable us to share data and learn from each other,” says Vaughn. “We’ll be able to get to where we need to be faster out there on the track.”

Their Ford Mustang RTR Spec 5-Ds

“Last year we had good success with our brand new Mustang RTR. Now we have data and really know what to start with as the season kicks off,” says Vaughn. “I’m always innovating and trying to improve on what we learned last year.” To that effect, they’ve moved up to more advanced Ford Performance/Roush Yates RY45 motors. Naturally aspirated, these push out close to 1,000 hp and will allow them both to drive with even more grip.

The Teammate: @chelseadenofa

With so many amazing drivers filling the ranks of PRO Formula D, Vaughn Gittin Jr. chose Chelsea DeNofa as his new teammate. “He’s been out there struggling on his own – but when he puts it all together on the track, he’s amazing to watch," exclaims Vaughn. "He’s not always had the best equipment, but he’s gotten a lot done with it, so he’s got his own tricks up his sleeve. I think it will be a really good match putting him behind the wheel of one of our Mustang RTRs.”

#BroStangs Test Session

Vaughn and Chelsea have gotten some time behind the wheel in preparation for Formula Drift Long Beach season opener on April 1st. “We were blown away with how Chelsea adapted to the car,” says Vaughn. “I loved watching him behind the wheel of it and I think FD fans are going to feel the same.”

You’ll get a sneak peek when the full test video drops on Vaughn and Chelsea’s social accounts, so be sure to follow them both and keep an eye out for #BroStangs and #TeamRTR.

The inspiration to build cars comes from almost anywhere. For most, inspiration is nothing more than a simple lifelong passion or hobby to maintain; to others, it’s the common bond that binds many social circles; and in some unique instances, seeing smiling faces at the end is what pushes them to get fired up. Whatever reason you decide is ultimately your cup of tea, and (is usually) a good one at that.

Daniel Yang’s motivating force to build the Lamborghini Gallardo you see here has partly to do with the Hollywood "Iron Man" movie series, but even more so to do with giving back to children who are fighting serious (and in some cases, life threatening) illnesses. Consider him a real life Tony Stark, if you will, except he only seems interested in carrying over Stark’s philanthropic characteristics along for the ride, and has the Gallardo serving as his battle armor instead of a weapons-resistant, flight-capable suit.

Beyond the Gallardo namesake, this is a more limited production version: the Super Trofeo Stradale. Only 150 of these were made, and guess what? Yang’s car is lucky No. 67. And because he loved the race car version’s mean looks, he thought why not take the street legal version of it and turn it into a race car instead?

But building this car would be no easy task, and luckily, would not require Stark Enterprises-like resources to complete. In roughly six months, it went through two phases: the first being a 2012 first-generation Super Trofeo conversion, and the second being the current 2013 Super Trofeo update.

"My favorite — and most appealing — mod on this car has to be the massive carbon fiber rear diffuser," says Yang. "The entire piece was mounted to the chassis and has been tested to withstand a minimum of 250 pounds of downforce." And since the LP 570-4 is designed quite differently from its siblings, it took many hours of research, test-fitting and fabrication to build a proper "race car" — after all, it’s not like there are instruction manuals on how to do this sort of thing floating around.

Yang has affectionately nicknamed his Gallardo the "Irontoro," which he says means "Ironman’s bull" (toro is Italian for bull). As a huge fan of the "Iron Man" movies, he hopes the Gallardo can bring some cheer to children’s lives, and so far he’s been able to do this by attending several Purist Group and other charity events around the Southern California area.

"I’ve had a series of unfortunate events in my life, “ Yang continues. "But none of it compares to what these kids have to go through. Seeing their smiles makes this build all worthwhile. I want to continue to give back to my community and show the young ones that they’re not alone. We’ll be there to fight with you."

Tuning Menu

2012 Lamborghini Gallardo LP 570-4 Super Trofeo Stradale

(Photos by Byron Yoshida)

Blast through the photo gallery below to see more of Irontoro and if you want to see more sinister exotic cars, check out the Hübinette's Lamborghini from #HuracánDrift.

Building on the  “5 Fastest Cummins-Powered Dodge Rams in Existence” piece we brought you, we decided to spill the beans on another handful of 1,500 hp Pro Street diesel trucks. This time, two-wheel-drive versions abound, along with a four-wheel-drive Ram that ingests 600 hp worth of nitrous per pass. We’ll profile the unofficial patriarch of the Pro Street class, showcase a first-gen Lightning reborn as a triple-turbo Cummins monstrosity, and also give you the scoop on a wheels-up, 9-second common-rail Dodge.

As is commonplace in diesel motorsports (and as you’ll soon see in this article), Cummins power plants rule the day in Pro Street. However, we do have a surprise to help break up all the hummin’ half dozen clatter: a nasty triple-turbo Duramax shoehorned into a classic Chevy. It’s an 8-second ’69 C10 that has successfully disrupted the inline-six monopoly in diesel drag racing in recent years. As the field of trucks continues to grow each summer, these vehicles stand out as regulars on the Pro Street scene. And better yet, on any given race day, either one of the following rides is capable of setting a new record.

1. Stuckey Racing

This truck could easily be labeled the Godfather of the Pro Street diesel class. Owned by Earl Stuckey, maintained and wrenched on by Robert Donalson of Shiver Diesel and driven by Philip Palmer, it was one of the first trucks to put diesel drag racing on the map. The ’94-model-year Dodge Ram 2500 was originally a long bed but went under the knife immediately after Stuckey purchased it (it was stripped, cut and back-halved in short order). After debuting the truck in 2005, the Stuckey Team had the little green machine dialed in by the summer of 2006, where it began to receive national attention by showing just how fast diesels could be.

First in the 9's, First in the 8's

As one of the earliest Pro Street trucks in existence, Stuckey Racing’s two-wheel-drive Ram accumulated a lot of firsts in the sport, including the honor of being the first full bodied diesel truck to do the following: run a 9-second quarter-mile (2006), run an 8-second quarter-mile (2010) and click off a 5-second eighth-mile. You may have even seen the truck’s groundbreaking 8.91-second blast on the Speed Channel TV show “Pass Time.” Thanks to a fire-ringed yet budget-built 12-valve 5.9L Cummins with a Shiver Diesel fuel system, a SunCoast transmission and a fearless driver, the Stuckey team’s Dodge was the truck to beat in Pro Street for the latter part of a decade.

2. Dustin Jackson

This ain’t your average first-generation Lightning. No sir, instead of housing a thumping Ford V8 under the hood, Dustin Jackson’s ’94 SVT F-150 is propelled via a triple-turbo’d, 1,500+ hp 6.7L-based Cummins. The common-rail Comp 6.4 engine from Fleece Performance Engineering is graced with dual 12 mm S&S Diesel Motorsport CP3s, huge Dynomite Diesel Performance injectors, a Turbo 400 from Rossler Transmissions, and ECU tuning from Hardway Performance. A trio of S400-based turbos from Forced Inductions are utilized in a two-stage arrangement that produces in excess of 120 psi of boost.

Rule Breaker

In case you were wondering, yes, this is the same Lightning that was kicked off the track at last year’s NHRDA World Finals event for going too fast. On its first all-out pass, the truck ran an effortless 8.40 at 167 mph — on a chassis certified to run no faster than 8.50… Since then, the truck’s chassis has been thoroughly updated (courtesy of spending the winter at Fleece Performance Engineering) to meet the new SFI 25.6 spec. In layman terms, the truck is legal to run a 7.99 in the quarter-mile. Our only question is, with an engine capable of producing 2,100 hp, how long will it take for Dustin’s Lightning to get kicked off the track again?

3. Kenneth Ashley Black

Kenneth Ashley Black cut his teeth in diesel drag racing with an ’04 Dodge Ram 2500 4x4 crew cab that ran consistent in the 12.0 Index category. That truck had one turbo and roughly 800 hp. A few years ago, he started campaigning the two-wheel drive, third generation Ram you see here. It’s lighter, packs three turbos and a de-stroked 6.7L Cummins (6.4L) that sends well over 1,000 hp to the rear wheels. So, yes, it’s fast.

Wheels-Up

While it’s been as quick as mid 5.30’s in the eighth-mile and run low 9's at more than 150 mph in the quarter, Black’s Dodge is infamous for something else: putting daylight between the track and the front tires. On its way to cutting 60-foots in the 1.3-second range, the truck’s violent, boosted launches have a tendency of sending the front wheels skyward. As you can imagine, its penchant for pulling the wheels off the ground are a crowd favorite.

Take a look at one of its more dramatic wheels-up instances in the video below:

4. Brett Deutsch

Even though Brett Deutsch’s Duramax-powered ’69 C10 is the odd man out in the Cummins-dominated Pro Street field, his truck has the quickest (and fastest) timeslip on this particular list — and it’s not by accident. Brett’s classic Bow Tie has been an ever-improving vehicle in this class, going from 11’s to its current, deep-8 status in just a few short years.

Triple-Turbo Work of Art

Packing triple turbos from Bullseye Power, turbo and intercooler piping from HSP Diesel and an engine built by Danville Performance using select Wagler Competition Products parts, the LLY Duramax likely produces between 1,700 to 1,800 hp at the crank. The V8’s thirst for fuel is quenched courtesy of a massive set of injectors and CP3s from Exergy Performance, ECU tuning is handled by Danville Performance via EFI Live, and power makes it to the ground thanks to a Rossler Transmissions TH400 spec’d with a Neal Chance lockup torque converter.

8.39 at 168 MPH

The image below is documented proof of Brett’s quickest pass so far. The fairly conservative 5.47-second eighth-mile time helps illustrate how strong his C10 pulls on the big end of the track. Of course, some power may be pulled out of the truck at the starting line in an effort to maintain traction… Either way you look at it, an 8.39-second pass is impressive for a 4,500-pound truck, and the 168-mph trap speed translates into roughly 1,500 hp making it to the rear wheels.

5. Chase Lunsford

Another Pro Street truck that back-halfs like a freight train is Chase Lunsford’s ’01 Dodge Ram 2500. While running 5.60’s in the eighth-mile seems to be the truck’s norm (which equates to 8.80 in the quarter using the NHRA’s eighth-to-quarter conversion calculator), Chase has clicked off a best of 8.61 at a blazing 166 mph. We’ve also seen the truck pick up as much as 34 mph between the 660-foot mark and the 1320.

One Turbo, Plenty of Nitrous

While it might be the only four-wheel drive on our list, the gutted second-gen Cummins is definitely light. The P-pumped 12-valve Cummins under the hood utilizes a single, BorgWarner based S400, but receives an extra 500 to 600 hp kick thanks to a generous dose of nitrous oxide. As the owner of Kingspeed Race and Repair in Bowling Green, Kentucky, it’s obvious that Chase knows how to make a vehicle get down the track in a hurry. In 2016, his regular cab Ram took home the win at two Pro Street races and finished second in the Outlaw Diesel Super Series points chase.

Check out our event coverage from last year's NHRDA World Finals.

In a field full of overdone and overblown aftermarket tuners, Vörsteiner has slowly settled in as a leader in providing functional, clean aerodynamics that keep the original design language of each vehicle it develops. More recently, Vörsteiner has dipped into the wheel business in an effort to provide a truly complete program for most high-end European performance cars on the market.

I recently paid a visit to Vörsteiner’s home office in Garden Grove, California, to discuss their newly released wheel programs as well as their latest aero projects in production. All design, modeling, tooling and production is handled in this SoCal Studio. Vehicles are 3D scanned in-house utilizing GOM systems to ensure OEM fitment and precision development.

Novara Edizione Aero for the Huracán

Upon entering the studio, the first thing that caught my eye was a Lamborghini Huracán with Vorsteiner’s Novara Edizione aero. Developing additional aero for the already incredible Lamborghini Huracán is no easy task. Comprised of mostly carbon fiber, Vörsteiner uses what they note as the finest Autoclaved Pre-Impregnated carbon fiber available. Vörsteiner carbon fiber provides superior stiffness,
 aerospace strength and durability compared to traditional hand-laid carbon fiber composites. This is particularly impressive considering the many angles and details that make the kit so impressive. (See the Lamborghini in action in #HuracánDrift.)

Novara RS Edition exhaust (pictured below) delivers additional performance and incredible sound via straight pipes.

The Novara front fender vents (in visual carbon fiber) allow for additional cooling, an ode from the Lamborghini Super Trofeo GT3 series.

On the other side of the studio, they were finishing up the final production pieces for the 570-VX McLaren program.

570-VX McLaren Aero

As a completely new vehicle for McLaren, Vörsteiner was one of the first automotive companies to release full aero additions — debuting at this past SEMA show. In addition to the front bumper and splitter shown, Vörsteiner has developed a revised rear bumper and diffuser, along with a very radical aero wing blade with full carbon uprights.

Vörsteiner’s New Wheel Programs

The first of two cateories is Vörsteiner’s "Flow Forged" collection (VFF-107 seen below) — an incredibly affordable lineup that is readily in stock with applications and fitment for most European performance models.

The "Nero Forged" collection (SF-V001 seen below) is slightly more upscale, made using the latest T-6061 aerospace grade aluminum blocks and individually machined to customer specification. These wheels are lightweight and load-rated for each particular application to maximize weight efficiency and performance.

Exotic car owners can be very fickle individuals. Most want to individualize their vehicles, while still keeping the feel of the original design. This tough balancing act is something that Vörsteiner has mastered, time and again — a testament to their proven following and massive appeal in the European aftermarket industry.

To see the Novara in action, fitted with Nitto Tire NT555 G2s, watch below:

Learn more at Vorsteiner.com. For a breakdown of Vörsteiner's Novara kit, check out our #HuracánDrift build article.

With Formula Drift Long Beach just a few days away, the announcement of Chelsea DeNofa as the newest driver on the Ford Mustang RTR drift team that dropped earlier this week had us anxious to get to know more about him. We saw DeNofa conquer Formula Drift Long Beach last year, his first career Formula Drift win, but struggle with mechanical gremlins throughout the remainder of the schedule. We were able to steal some time with DeNofa shortly before his second testing session behind the Nitto Tire-wrapped Mustang and dive deeper into one of the biggest announcements of the off-season.

Driving Line: First of all, congrats on this new partnership! A lot of people seem to be excited to see you in the Ford Mustang. How did this partnership come together?

Chelsea DeNofa: Vaughn Gittin Jr. and I have been chatting about our programs over the past few years, and there was a turning point at the end of last season where I needed to make some decisions about my career. I figured why not go to the best team on the grid! I went over to his trailer at Irwindale last season, and told him that I was going to drive for him. He kind of laughed at first, but I told him why I should be his choice if he wanted to run a second car for 2017.

There was some business to take care of behind the scenes, and BC Racing came in to help connect the dots on a lot of that, but we made it all work out nicely. He understood that I was probably either going to drive for him, or not drive at all in 2017. Thankfully, he saw the potential that I can bring to the team. I’m glad we got it all worked out, and after driving the cars in that first testing session we had, I can’t wait for the season to get started!

DL: What are you most looking forward to with this new partnership?

CD: I’m really looking forward to having a reliable car, and being a part of the team that has been running the same cars forever. When I was running my own program, I always had to balance my time wrenching on the car, running the business and logistics of my program, and I barely had time to actually drive. I’ve also exited more rounds due to mechanical failure than being outdriven in a run; I think that will become a thing of the past. The RTR Drift team clearly has the formula for getting the Ford Mustang sideways figured out, which will allow me to just focus on the driving. I really want to earn another podium, and I think this team can help make that happen.

DL: What were your first impressions of the Ford Mustang? How does it compare to previous cars you’ve driven like your BMW E46 or Mazda RX-8?

CD: It’s a really good car! That Mustang is very easy to drive, and is especially easy to drive fast. At first, I didn’t think I was driving very fast, but looking at the data, that feeling was very misleading. It’s definitely as fast as my BMW, if not faster. Overall, it’s a very balanced car; it’s almost like driving my BMW on “easy mode” if there were such a thing. The overall driving feel is very similar to the BMW, which I think will make it easy to adapt. There’s a few things you can do to as far as the setup of a car to make it handle well at speed, and I had figured most of those out, but the ASD team had figured the rest of it out. I just want it to be Long Beach already!

DL: You’ve driven on Nitto Tires before with Bergenholtz Racing. How does it feel to be back on Nitto after driving on other brands for the past few seasons?

CD: It’s huge for me. I feel like I did my best driving in Formula D on Nitto Tires. I may not have won events with Nitto, but I feel like my driving and overall drifting style suffered when I drove on other tires. Nittos have really good forward grip and balance, which makes it very easy to drive. The Mustang runs a 295 / 40 tire on it, which will have great side bite. There’s no question that the Nitto Tire is one of the best in drifting, so it’s great to be back on them. I’ve always been friends with the guys at Nitto too; even when I wasn’t driving for them, I still hung out with everyone over there at events. It almost feels like a family reunion.

DL: You recently completed a “Drifting Clinic” at Pat’s Acres Complex just outside of Portland, Oregon. What made you want to run your own drifting clinic?

CD: I go to a good amount of events that I don’t drive at, and I always try to help people out when I’m at those events to give some small pointers and tips. I realized I could go around the country and run 20-person clinics, since there’s probably 20 people in every region that want to learn to drift just a little better. I’m not a teacher by trade, but I’ve been drifting long enough that I’ve figured out a lot of the nuances of drifting. There’s a lot of small tricks both in car setup and overall driving habits that you can teach people which will help people improve quickly.

I haven’t left a clinic yet where every single person hasn’t been able to link the entire track and do it with style, which I’m pretty proud of. My goal for each clinic is to make everyone suck less, which gives the drivers more confidence and makes it more entertaining for the crowd. I’ve also been ramping up my YouTube game, giving critique and feedback on past runs so people can understand what’s going on at the professional level. It’s all been received pretty well so far. If we as drivers can educate people on competitive drifting and fun drifting, we can grow the sport overall as a whole.

DL: You’ve been in FD for several seasons now. What one piece of advice would you give to the aspiring Pro-Am or Pro 2 driver who wants to be the next Chelsea DeNofa, driving a Ford Mustang competitively?

CD: In general, keep it as simple as possible. For a Pro-Am driver, keep your car super light with a simple powerplant, don’t go overboard on power, and just drive as many events as you can. Stick to around 400 horsepower max, and just get your seat time in. Car control only comes with experience, don’t worry about trying to make your car look good until you know how the car handles on any track.

For the aspiring Pro 2 guys, try to focus on driving at 80 to 85 percent of your abilities during competition. Most of the Pro 2 battles I have watched are won by one driver making a mistake. Don’t be the driver who takes himself out of the competition with a spin, and you’ll probably see some success.

For the graduating Pro 2 guys who are joining the top tier, be prepared to spend a minimum of $100,000 per year on your program. The full Pro championship is easily 10 times as much work as Pro 2. If you aren’t ready for that, stay in Pro 2 and try to keep winning. Formula Drift is fun when you’re competing, but it takes many long hours behind the scenes for every run you see on track.

Get ready to rock with the new Team Nitto throughout the entire 2017 Formula Drift season!

I get no greater pleasure than seeing enthusiasts put cars they build with high-dollar parts onto a track and rip without a care in the world for the sole purpose of going fast and hopefully setting some personal best lap times in the process. Forget doing it for the ‘gram or these $2 plastic trophies — show us that your car is more than a catalog car. After all, isn’t "going" sometimes better than “showing”? This is why Loi-Spec Garage deserves some big time props. They don’t just build cars that look like they should be going fast; they drive the hell out of them and make sure they actually are fast.

Hailing from the Eastside of Los Angeles out in the San Gabriel Valley, Loi-Spec Garage isn’t an actual shop but more a brotherhood of guys who legitimately love to go hardcore racing. If there’s a local track event, they’re usually there instead of car meets or shows, where all of the high-end gear purchased is put to extreme use — as they should be. Sure, they care about all the Japanese rarities as the next person does, but the difference is they’re not afraid to get a little dirt on them or acquire a few battle scars while in action.

We gathered a couple of the crew’s “best” together for a few photos — though all of the Loi-Spec cars are prime specimens of racing machines, these two Integra Type Rs represent something magical: One is their best track car that occasionally sees public roads, while the other is their best “street” car that just happens to be tracked. Let’s take a deeper look at both.

The Track Master

Loi Hua (if you couldn’t tell by his name alone) is the mastermind behind the Loi-Spec namesake, and his ’01 Integra Type R is the race flagship of the group. He takes pride in putting both quality and detail into building his own cars as well as his friends.

“It has to be done correctly, like it would be from the factory,” he says. “And do it once!” Loi earned respect because of this, completing projects out of his home garage, which became the Loi-Spec Garage hangout.

This isn’t Loi’s first ITR, but it’s currently his favorite so far. You’d be mistaken if you were to peg this as a show car; this is a pure track car infused with show-quality modifications. It has been beautifully converted with an OEM Japanese Type R front end, which, to this day, is still a look that’s coveted deeply by the Honda enthusiast community. The body also sports a Wasp carbon front splitter, aluminum side skirts by PCI, a Shine Spoon rear diffuser, Voltex GT rear wing, First Molding’s carbon fiber vented hood and Flugel plate lip spoiler — all parts that serve a true purpose and are explicitly put to the test each time Loi hits a closed race course.

After dialing in aerodynamics, power was Loi’s next move. After maximizing what he could pull out of the original B18C5 powerplant, he opted for a newer generation, more powerful K20A2 iVTEC engine — but even that would soon prove to be insufficient. So he purchased a brand new K20Z3 Type R block to hit the reset button with, which would provide him the much-needed reliability.

Upon reassembly, Loi outfitted the K20A2 cylinder head with Blueprint Stage 2 cams, Brian Crower valve springs/retainers, then bolted on an RBC intake manifold, Skunk2 Alpha header and Hytech twin-loop exhaust to build more power with — that’s 228 whp and 150 wtq to be exact, tuned on Import Auto Pros’ Dynojet. Helping to transfer that power to the wheels is a JDM K20A Type R six-speed transmission with a 4.764 final drive, also purchased brand new, but outfitted with an OS Giken one-way limited slip differential, lightweight Exedy flywheel and an ACT 6-puck sprung disc clutch.

However, power and looks aren’t much without a properly tuned suspension, and here, Loi spared no expense in choosing the best. He selected Eibach for its famed R2 Multi-Pro two-way adjustable coilovers (set with 850-pound front/rear springs) and spherical rear toe arms. PCI front camber arms, Special Projects Motorsport spherical rear camber arms and a 32 mm ASR anti-roll bar work together to further enhance the ITR chassis, as do the various PCI bushings aid in stiffening it.

For braking improvement, Loi added Spoon Sports 4-piston monoblock front brake calipers, 300 mm 88 Rotors slotted front/rear brake rotors, Winmax pads and Goodridge stainless brake lines. Large 17-inch Volk Racing ZE40s (though they don’t come any smaller than 17-inch) are wrapped with Nitto Tire NT01 rubber to provide maximum grip both on street pavement and race tarmac.

The ITR’s interior shows very clear signs of Japanese and American mods that are destined for racing action. To keep him (and a passenger) planted securely are a pair of Recaro Profi SPG seats mated to Mugen seat rails and equipped with Schroth harnesses and custom Loi-Spec seat bolster protectors. A Type 3 Mugen steering wheel is easily detached via a Works Bell Rapfix quick-release, and Spoon Sports parts include a rare 98-spec gauge cluster, rear view mirror and Duracon shift knob affixed to a K-Tuned billet shifter. An AutoPower 4-point roll bar provides further chassis stiffening, and various AEM gauges keep Loi alert to engine function at all times.

What Street Dreams Are Made Of

Kevin Lee is cut from a different cloth than Loi. Instead of building the best track car he could, he wanted to build a clean street-version ITR. But Southern California and ITRs don’t always work to your advantage, as these type of cars (as are most Hondas) are prone to theft — which is what prevented Kevin from building one in the first place: fear of having it stolen. But as chance would have it, after many years of searching, he finally found a bone-stock 2000 model, a rarity in itself.

Kevin used this opportunity to build his era-specific ITR by keeping it as close to factory as possible: Only a few personal touches, and go enjoy it every once in a blue moon on the track.

“Drive the car the way it was designed to do,” he says. And if the mission is to go light on modifications, that’s all too easy. The original B18C5 is one of Honda’s best production VTEC engines made, but Kevin’s has been upgraded with a 70 mm Skunk2 throttle body, AEM intake, Spoon Sports header and Hytech exhaust. The factory red valve cover was also swapped for a yellow Spoon valve cover. The factory LSD-equpped transmission remains intact, save for all its bearings replaced for preventative maintenance.

Exterior-wise, this ITR is all USDM-spec original, a vast difference in comparison to the JDM version with its round headlights, and Kevin was able to source the optional OEM side skirts and rear valance. Mugen’s MF10 wheels are the perfect complement, sized 15x7 with a +43 offset, and have been coupled with a set of Nitto NT05 tires. The car sits at a modest ride height after installing a set of Zeal Function X coilovers, while it sees other suspension enhancements through adding Skunk2 front/rear camber arms, a DC Sports rear strut bar and a second-generation Mugen front strut tower bar.

The Integra Type R needs little, if any, upgrades to the interior, though luckily, it won't take much to make it that much sexier. The factory steering wheel and shift knob were set aside to make way for Spoon replacements, and the front seats were put into storage so that Kevin could add a Bride Zeta III driver bucket and a reclining Bride Ergo II for his passenger. Only the factory audio suffers, so he installed an Alpine head unit, speakers and a 10-inch subwoofer.

Two varying degrees of Integra Type Rs from the Loi-Spec Garage: which would you prefer to do damage with? See more in the photo gallery below.

(Photos: Danny Nguyen/JDMZipTies)

In terms of styling, Ford hit a homerun with the first- and second-gen F-150 Raptors. With its enlarged fenderwells and widened stance, the Raptor is an easily identifiable truck. Possibly the only plain external feature that’s shared with the standard F-150 on the first generation Raptor is the rear bumper. Despite the stock front being unique, the rear is simply run-of-the-mill.

After installing our Addictive Desert Designs Lite Series front bumper on our 2012 Raptor, we had the itch to freshen up the appearance of the back of our truck. Since we wanted to keep the styling similar, we order an Addictive Desert Designs Venom series rear bumper. This tubular bumper is a bolt-on replacement for the 2010-2014 Raptor (also fits standard F-150s). To get an extra hand securing it in place, we took up a little shop space at Low Range 4x4 in Wilmington, North Carolina.

While the video above will give you the rundown on just how quick and easy of an install this was, we’re hitting the highlights of the American-made bumper below.

The F-150 series Venom rear bumper ships with a hammer black powdercoat finish on the main base and a satin black coating for the bolt on panels. It’s constructed of 1¾-inch, 0.120-wall tubing, making it significantly stronger that the OE bumper. While our Raptor was not equipped with backup sensors, there is an option for trucks equipped with that safety feature. 

The stock bumper attaches using a total of four upper and two lower mounting bolts. ADD reuses the stock mounting holes, but will require you to drill out the upper four holes to ½-inch. This setup allows us to retain our stock hitch and recovery points so we don’t lose any functionality.

The new upper hardware and bumper mounting tabs provide some room for adjustment. We found a second set of hands helpful to get the bumper mounted and adjusted correctly.

If you’re planning on taking advantage of the light openings on the bumper, you’ll need to do so before the bumper is installed. We chose a set of 2-inch square CREE LED lights from Rough Country. The X5 Series lights are built with a die-cast aluminum housing and each contains five, 5-watt high-intensity CREE LEDs.

Putting out a combined Lumen count of 4,500, the lights work great for backing up at night or adding some extra reward visibility when you need it. While the X5 Series lights do include a complete harness and switch, we elected to tap into the Raptor’s built-in auxiliary power switch panel.

One of the more practical features of the Venom bumper for those jumping in and out of the bed is the large top surface. This also provides more protection between you and an opposing obstacle.

Fitment is always a concern with aftermarket bumpers, but we are happy to report that we didn’t have any issues. We added a little weight over the stock bumper, but not a tremendous amount. Overall, we’re happy to have a bumper that’s more fitting for the truck and adventures we have in store.

See more in the gallery below.

Looking for front end protection? Check out ADD’s Lite Series front bumper review.

Classic muscle cars: they’re big, they’re beautiful, they’re built for horsepower. They’re also a big investment. Obtaining one is no small feat these days, and cosmetically restoring one is no cakewalk, either. But maximizing the performance of a vehicle that’s been around for half a decade—that’s the hard part. Without the right vision and tools, new owners can see their performance goals go up in smoke.

Meet Randy Johnson, a man with the right vision and tools. A gearhead by nature and lifelong classic-car enthusiast, he decided to pursue his passion and open his own shop in 2007, specializing in restomod, Pro Touring and performance parts. He and wife, Tobie, named the business D&Z Customs after their children, Dylan and Zoey. Since then, Randy’s builds have been acclaimed for their ingenuity in design and performance. While recognized as one of the nation’s top builders, what matters most to Randy is simply helping turn people’s custom-car dreams into realities—his own dream come true. To learn more, visit DandZCustoms.com.

(Photo: Optima)

Accolades:

2016 OPTIMA USCA Motor State Challenge Late Model Third Place: ’02 Corvette

2015 Car Craft Pro Builder Shootout Qualifier: ’69 Camaro

2013 SEMA Goodguys GOLD Award Winner: ’73 Camaro

2012 Car Craft Pro Builder Shootout Qualifier: ’69 AMX

2011 & 2010 Car Craft RSE Muscle Car Winner: ’70 Camaro

2008 Car Craft Street Machine of the Year Winner: ’66 Chevelle 

Like what you see? Read our in-depth feature of D&Z Customs.

Drive along California’s historic Highway 101 from Los Angeles to San Francisco, and you’ll most likely pass right on by the small town of Atascadero without even knowing it. Make the drive when SoCalZ hosts its annual Z-Day California event, though, and the sleepy little city surrounded by oak trees, turn-of-the-century architecture, and ocean air all of a sudden becomes your destination.

Here, hoods were popped, restorations were laid out and upgrades were made evident as nearly 200 Datsun and Nissan Z cars surrounded City Hall, displaying their beauty. Among the two-block stretch were finds that included daily-driven and timeworn Z32-chassis, twin-turbo 300ZXs; Nismo-badged 350 and 370Zs; even professional drifter Chris Forsberg’s 370Z race car. The event was open to anything branded by way of Nissan’s Z, no matter the car’s state, level of execution or purpose. If it was a Z, it was welcomed, and the city of Atascadero — and all who found themselves there — were all the better for it.

Mixing Heritage

Since that first Datsun 240Z was introduced for the ’70 model year, the name has stood for all sorts of good things like being fun to drive and looking good while doing it, and all for a modest price. This particular 240Z’s done away with Datsun’s L-series engine in favor of Toyota’s already turbocharged 1JZ-GTE, however. That's right. Toyota.

Keep It Classic

Although an S30-chassis Z just like the 240Z, the 260Z was updated with a larger engine (2.6L vs. 2.4L) and a four-speed manual transmission, standard. This ’74 model is about as stock and untouched as they come.

Bigger Is Better

Among the S30 chassis, the 280Z — not to be confused with the impending 280ZX — came next and with an even bigger, more powerful engine, this time measuring in at 2.8L and 170 hp. The 2+2 model shown here features a slightly longer wheelbase and reshaped roofline.

Super Swap

This S30 body Z has been updated with Blitz wheels and brakes equipped to handle the sort of engine swap it’s got underneath its hood. A later-model, VVT-i version of Toyota’s turbocharged 2JZ-GTE replaces this Z’s L-series. For classic Z owners, the swap isn’t an uncommon one and has a whole lot more potential, so long as you’re willing to give up on following any sort of period-correct rulebook.

Rule Breaker

Speaking of breaking the rules, a GM LS-swapped 280Z ought to do just that. This ’75 Z is now good for well over 500 hp by way of a heavily modified version of GM’s LS engine — a far cry and a couple of cylinders more than the 280Z’s original inline-six L28E.

Hidden Gem

The most underrepresented of the Z cars this year, well-preserved versions of Nissan’s initial 300ZX — the Z31 chassis — were few. The Z31 featured Nissan’s turbocharged VG30ET engine and set the precedent for what the followup model would come to stand for.

Most Wanted

The Z32-chassis 300ZX is among the most time-honored of sports cars to come out of Japan, bordering supercar status by some accounts. More than 25 years after its debut, the Z32 remains a sought-after body style, commanding the same sort of premiums as Acura’s NSX and Toyota’s Supra. This particular Z32 remains true to form, receiving upgrades only where necessary and in a subtle sort of way thanks to improvements like Volk TE37 wheels and Nitto Tires.

Before Its Time

Even today the Z32 300ZX’s flush headlights and smooth lines look somewhat current. Or at least not some quarter-of-a-century old.

Although not a standard feature, the 300ZX’s optional T-top speaks of the ’90s in ways that few other cars are capable of.

Dare to Be Different

Sure to ruffle the feathers of at least some Z purists, this two-toned model did away with Nissan’s venerable VG30DETT engine for Toyota’s cast-iron-block 1JZ-GTE. Either are, by most accounts, two of the best engines to make their way out of Japan during the ’90s.

Return of the Z

After a brief hiatus, Nissan resurrected the Z badge under the guise of the 350Z. Here, the VQ engine was debuted for the chassis, of which this one’s been updated with a Vortech centrifugal supercharger underneath the hood and air shocks all around.

Nismo Generation

Nissan’s limited-edition 370Z Nismo featured one of the most powerful VQ engines to date along with 18- or 19-inch wheels, depending on the year, bigger brakes, a limited-slip differential, stiffer suspension, and key aero bits like front and rear spoilers and a rear wing. Nismo had its way with the Z34 chassis 370Z’s VQ37VHR engine, too, generating 350 hp and 276 lb-ft of torque by way of ECU tuning and a more efficient exhaust system.

Full Force

Chris Forsberg’s twin-turbocharged 370Z drift car on display front and center outside of City Hall. Underneath the carbon-fiber hood is a heavily updated version of Nissan’s V6. Notice the twin blow-off valves above the heat exchangers and the streamlined intercooling piping that send boost from the pair of turbos into the overhauled VQ.

The streets surrounding Atascadero’s establishment were home to every generation of Nissan’s long-running Z, including everything from the company’s initial 240Z all the way up to its current and sixth-generation model, the 370Z.

Want more Nissan? Check out our photos from last year's Nissan Jam.

When most people think of the Jeep brand, images of going off-road and open-top ‘wheeling likely come to mind. But, did you know that Jeep’s history with the SUV goes far beyond the Wrangler platform? In fact, the company’s Grand Cherokee has been an exemplary compact and powerful SUV since the first generation rolled off the lot in 1993. One thing that Jeep has always sought to do with the Grand platform is pair the Unitbody machine with a powerful V8 engine option.

However, it wouldn't be until late 2011 that Jeep would take its power-hungry SUV obsession to an entirely new level with the WKII Grand Cherokee SRT8. Aiming directly at luxury competitors (Land Rover, anyone?), the SRT8 put out 470 horsepower out of the 392ci 6.4L V8. This ultra-luxurious all-wheel-drive land rocket quickly became an enticing build platform for those looking for the convenience of an SUV with the power of an American muscle car.

A great example of this can be found with Tommy Nemeth’s 2012 Jeep Grand Cherokee SRT8. Currently, the Jeep’s putting down 787 horsepower at the wheels! This means he’s well north of 800 horsepower at the flywheel. Getting to this number was no small feat, and we recently got a chance to check out the New Yorker’s ride for which he’s named simply, "TNT."

In order for the Grand’s V8 to reach Nemeth’s power goals reliably, he had the Gen III Hemi specialist at Extreme Muscle Performance pull the block and go through the internals. The balanced-and-blueprinted engine now sports a 4.090 bore, 3.724 stroke and 10.3:1 compression. To ensure the bottom-end components were up to the task, 2316 Mahle forged pistons were paired with Molnar rods, while an Apache Maxx camshaft was used. A ported head and intake manifold increase flow to the cylinders.

Cranking up the air density is a F-1A supercharger from ProCharger. The intercooled boost system works with a FORE Innovations triple pump system to power this E85-fed V8 to incredible power numbers. Helping to expel the fuming engine are 2-inch American Racing headers that flow into a custom dual-exhaust system using MagnaFlow mufflers.

To convert the power under the hood to the wheels Nemeth went with a War Viking NAG1 transmission built by Southern Hotrod. The fully built automatic transmission is fit with a double-sided clutch conversion, Alto Red Eagle clutches, Kolene treated seals, upgraded K3 clutch support and a host of proprietary machining elements to create a nearly indestructible transmission. The A-pillar gauge pod holding three AEM gauges was put in place to make sure Nemeth can keep an active watch on the Grand’s vitals.

While the WKII SRT8 is a pretty sleek-looking SUV off the lot, this one got an extra helping of style with a full Sarona Design body kit and grille. To keep the finish uniformed, everything was painted to match with the Deep Cherry Crystal Pearl color code.

Giving the Grand the ability to ride nice and tuck in the Nitto Tires at rest is an Air Lift suspension system installed by Speedway Auto in Deer Park, New York. The bolt-on bag system is powered by two Viair 444c air compressors and works with upper and lower control arms by Black OPS Auto Works.

In order to put the power to the ground, a set of Nitto 420S 285/40R22 tires were wrapped around 22x10.5 Niche wheels. The 420S is one of the more popular tires for those with performance-oriented trucks and SUVs as the asymmetrical pattern is known to hook up extremely well under serious power.

Inside, the crew at Jamo Power Performance added a touch of custom to the suede and leather seats and center console.

Another hand-fabricated Jamo piece was the rear cargo box that holds the two JL 10-inch W7s and amps, along with the housing for the suspension’s air compressors.

Helping to keep under-hood temps down while reducing weight is a Black Ops Auto Works carbon fiber hood. Fit with functional side vents, Nemeth states the hood works extremely well at channeling hot air out.

To stop the 5,000-plus SUV, Brimbo calipers and R1 rotors were placed at each corner. The tire decals come from Tread Wear tire lettering.

Owner's Insight

To get an a little more insight into the build we asked Nemeth a few questions about his Grand.

Driving Line: What made you want to build a Grand Cherokee?
Tommy Nemeth: Because I like the fact that I can pull up next to a sports car and take him off of the line. And then seeing the reaction on their face when they realize they just got blown out by an almost three-ton brick!

DL: Have you found the weak link(s)?
TN: The weak links are the stock transfer case and rear driveshaft.

DL: Anything else you would like to modify?
TN: I would like to upgrade the driveshaft and rear differential.

DL: How have the Nittos performed?
TN: They have performed excellent. The only issue I have is the Niche wheels are heavy.

DL: Favorite modification?
TN: The ProCharger.

DL: Any advice for someone looking to build a Grand like yours?
TN: Take your time and do your research before it cost you double!

Check out more photos of Nemeth’s Grand in the gallery below.

While speculation about the upcoming Dodge Charger SRT Demon not having an option for a manual transmission began to circulate, we imagine that many of those included the laments of the internet’s population of stick shift enthusiasts. However, if these enthusiasts would take a break from angrily typing on forums and put away their shift knob-tipped pitchfork and well-worn protest signs that say “NO MANUAL, NO CARE” to read about the TransBrake system in the press release, they might realize that an automatic transmission actually makes sense in the SRT Demon, and they should be OK with it.

Here are some of the other cars that you'd think have a manual option but don't; we still want them nonetheless.

1. Alfa Romeo Giulia Quadrifoglio

Praised for its Ferrari-derived twin turbo V6 engine and chassis designed by the team responsible for the 458 speciale... Does it really matter if it only comes with the wonderful ZF eight-speed in the U.S.?

2. Ford GT

Most street cars share very little with their race car counterpart; the new Ford GT is the exception. Designed ground up to be a race car for the road, putting a manual transmission in this car would only take away from the experience.

3. Porsche 991 911 GT3 RS

With its big wing and super-sized tires, the GT3 RS is all about setting lap times and embarrassing your friends on track days. Want to row your own gear? Get a GT3 instead.

4. Dodge Charger Hellcat

The more practical transmission for the practical Challenger Hellcat? It makes all the sense.

5. BMW M4 GTS

If the M4 GTS had a manual it would probably have a hardcore motorsport clutch. The automatic is probably for the best; stalling an M4 with a big wing at your local Cars & Coffee would be pretty embarrassing.

6. Ford F-150 Raptor

While a manual Ford Raptor would probably be more conducive to some off-road hooliganism, the 10-speed transmission, jointly developed by Ford and GM, nevertheless has six distinct calibrations to handle any terrain.

7. Aston Martin DB11

The ultimate suave-mobile, while the DB9 had a manual option, driving involvement really isn't what this car is all about.

8. Cadillac CTS-V

Even with an automatic, the CTS-V is still way more fun than its stoic German counterparts.

9. Audi R8

Sure, we all hated that sluggish, idiosyncratic R-tronic transmission the R8 came with in 2007 — but those days are over. Since inheriting the seven-speed dual-clutch transmission from its big brother, the Lamborghini Huracán, the R8 finally feels like a complete package.

10. Jaguar F-Type SVR

The fast shifting eight-speed gearbox complements the character of the sonorous supercharged V8 perfectly. Leave the manual to the V6 model.

11. Colorado ZR2

The Colorado ZR2 is Chevy’s factory enhanced off-road special. While the Raptor is sophisticated with its six terrain modes, the ZR2 is simple and rugged with its front axle lock and position-sensitive damper.

11½. BAC Mono

Driving the MAC Mono is an exercise in sensory overload; operating a manual in this car would probably be more frustrating than rewarding. (This only counts as half a car because it only has one seats and no windshield.)

(All Photos Courtesy of the Manufacturers)

These cars might be fine without manual transmissions, but what about off-road vehicles?

Thanks to aftermarket tuning products such as the TS Performance six-position chip — which all but revolutionized the diesel industry nearly two decades ago — 7.3L Power Stroke owners have been able to navigate their performance settings on-the-fly. However, up until a few short years ago, owners of ’94.5-’03 Fords were limited in the number of performance settings they had to choose from.

In addition, if they wanted to make any tuning changes, the chip had to be pulled and mailed to their preferred calibrator (i.e., custom tuner). This usually meant at least one week of downtime. And for owners running big injectors and aftermarket high-pressure oil pumps (which rely on custom tuning in order to maximize the performance potential of these components), this often leads to their truck being down on power or losing some of its street manners without the chip attached to the PCM (powertrain control module).

When Power Hungry Performance (PHP) released the Hydra Chip, it was a new day for 7.3L fans. In addition to holding as many as 17 tuning files at a time, the Hydra can be reprogrammed (i.e., re-burned) without having to mail the chip to your tuner. You simply download PHP’s free HydraFlash software to your desktop or laptop, and you not only have the ability to program the chip yourself, but you also have unlimited access to PHP’s vast library of proven tuning calibrations. In addition, the Hydra allows you to run performance files from different custom tuners — perfect for owners looking to test different calibrations or for those of us with different preferences.

Follow along as we program a Hydra and install it on a 7.3L test mule in a matter of minutes.

The Hydra Chip from Power Hungry Performance (PHP) comes with everything you need to install it. This includes the chip itself, switch with digital read-out, ribbon cable, USB cable, Velcro for mounting and zip-ties. Just as it was after the TS Performance six-position chip debuted nearly two decades ago, the Hydra is now the preferred method of tuning a 7.3L Power Stroke.

In the performance enthusiast realm, they’re literally on 90 percent of the modified ’94.5-’03 Ford trucks we come across. When used to take advantage of the awesome custom calibrations available in the aftermarket, the Hydra can hold every tune from Hi-idle (for quicker winter warm ups) to a powertrain-saving, heavy tow file to an all-out performance setting — all of which are available at your finger tips.

A supplied USB cable connects the Hydra Chip to your computer in order to program it. Without a doubt, the best aspect of the Hydra is the fact that you don’t have to mail your chip anywhere to make tuning changes, which means virtually zero downtime. While you’re still at the mercy of your tuner emailing you back (provided you don’t write your own tuning files), with the Hydra you no longer have to pay shipping or risk your chip getting lost in transit.

After downloading PHP’s HydraFlash software to our PC, we were ready to upload the Hydra chip with the tuning files sitting in our Inbox (created and emailed to us courtesy of our preferred custom tuner). To do that, we downloaded each file and then opened the HydraFlash interface. Clicking on the open folder icon (shown) allows you to browse through your downloaded tuning files to find the calibration you want to run for each particular position. Notice that positions 8-11 are marked “Blank,” which indicates no tuning files have been programmed into these numeric positions yet.

Once you’ve clicked on the aforementioned “open folder” icon, you can navigate to your downloaded tuning files and select the one you want to program into that specific numeric position. If you’re new to custom 7.3L tuning, don’t mind the file naming system… Your tuner will always let you know which tune does what and will name them accordingly.

Following your tune selection, you’ll be brought back to the previous screen. Notice that while a tuning file has been selected for the No. 1 and 2 positions, they’re listed as “Un-programmed.” We prefer to wait until all files are where we want them before programming them.

After all tuning files are arranged in the order you want them to be on the chip, you click “Program.” Programming every position available on the Hydra can take a few minutes, but we’re told that programming (or reprogramming) one position at a time can be performed in as little as 20 seconds.

With all files programmed onto the chip, the previous “Unprogrammed” status changes to “Programmed,” along with the date it was programmed (which in conjunction with the name of the file can be helpful for enthusiasts trying to differentiate between dozens of custom tunes in their library). From there, it’s time to install the chip onto the PCM.

This is the switch that comes with the Hydra. It’s the device that allows you to seamlessly navigate through all of your tunes. The easy-to-read digital display always provides visual confirmation as to which calibration you’re running.

In addition to no longer having to mail your chip to your tuner, this USB extension cable and bracket allows you to permanently leave the chip attached to the PCM. Available as an added option with the purchase of any Hydra Chip, the cable retails for just $25 and makes it possible to retune your Hydra (via laptop) from the driver seat. It’s ideal for making quick tuning changes at the track, on the dyno or even on the side of the road.

While we physically wrote out each tuning position on a piece of paper, it’s worth noting that the HydraFlash software allows you to print out a customized calibration list (we didn’t have a printer nearby…). Trust us, with 17 potential tunes on tap, it pays to keep a list of your tuning files on hand.

As for this particular truck, it was benefitting from a set of larger injectors from Unlimited Diesel Performance, a DieselSite Adrenaline high-pressure oil pump and a drop-in 66 mm turbo upgrade. These tunes were custom-built for our specific application and came from the tuning pros at Gearhead Automotive Performance. Our 7.3L test mule went on to clear 420 hp and 800 lb-ft of torque on the chassis dyno.

For more Ford truck tech help, check out how to find another 80 horsepower in your twin turbo 2.7L V6.

What do you get when television’s most notorious builders compete against television’s most experienced street racers? A pretty big race — you might even call it a Mega Race. This is exactly what the Discovery Network has cooked up to satisfy our tire-screeching fantasies this Monday at 9 p.m. It’s called the "Mega Race," and it’s a head-to-head showdown between the Gas Monkey Garage and Midwest Street Cars.

On the bill: Fast N' Loud's Richard Rawlings will race against Street Outlaws' Big Chief and Murder Nova on the drag strip. Then Aaron Kaufman (Fast N’ Loud) is matched against Farm Truck & AZN (Street Outlaws) for a skills challenge. Held on neutral territory, the race takes place at the California Speedway in Fontana, California.

Here are all the details on the first-ever Mega Race:

DRAG RACE

Richard Rawlings vs. Big Chief & Murder Nova

Given less than three weeks to complete their builds, the teams were also on very strict, limited budgets, so a lot of the work was quick and dirty. According to rumor, Chief and Richard butted heads about the build rules and the driver picks. Things reportedly got so bad that they almost called it off. On the other hand, the rivalry between Aaron and Farm Truck & AZN was more civil, except that Aaron struggled to get his car to California in time for the big race.

#TeamRichard: 2015 Dodge Challenger

• Engine: Aluminum Bullet Dodge HEMI Specialty
• Transmission: 2-speed
• Boost: ScrewBlower

Fast N’ Loud fans won’t be surprised that Richard responded to the MegaRace invite with “you know me, I’m not gonna back down from a challenge.” His Gas Monkey team started with a 2015 Dodge Challenger with an Aluminum Bullet Dodge HEMI Specialty. Adding a ScrewBlower boost, Richard did his best to make this American muscle into a brutal dragster. More details of the build will be revealed on Monday night when the MegaRace episode airs.

#TeamBigChief: 1970 Pontiac GTO

• Engine: Pontiac 482ci V8
• Trans: HomeRossler

As for Big Chief, his team created an automotive homage to one of his favorite rides, the original "Crow." Fans will remember Chief narrowly escaping the dramatic crash that occurred during a taping for the show in 2015. The team pulled doors and emblems off "The Crow" and added them to this 1970 Pontiac GTO, even the grille work will look familiar. According to Murder Nova, this is an important race:

“It’s about a lot of bragging rights. It’s about a shop that builds cars versus a bunch of guys that race cars.” The Midwest team comes to the race with no shortage of confidence.

“We saw their car and it’s really cool too, but they’re still gonna lose," Murder Nova explains.

SKILLS CHALLENGE

Aaron Kaufman vs. Farmtruck & AZN

Rounding out the racing activities, Aaron, Farmtruck and AZN will have to do more than just make their cars go straight. While the match up between these guys is a serious competition, this is certainly a more friendly competition.

“I’ve got nothing but a lot of respect for those guys,” Aaron says. But that doesn’t mean he doesn’t want to win.

#TeamAK: 1995 BMW M3 E36

• Engine: GM LS1
• Tranni : Tremec T56 Magnum
• Boost: SLP Blower

Starting with a 1995 BMW E36 M3, Aaron popped in a 20-year-old LS1 engine, which, as he recognizes, will make some BMW fans weep — but he didn’t stop there. He also boosted this M-car with an SLP Blower, just in case. Aaron’s BMW runs on Nitto NT01 road course tires for killer performance. Overall, Kaufman gutted 835 pounds out of the vehicle’s interior, along with some crazy body work — like taking an E46 front fender and turning it around backwards and riveting it back on. The result? A car that’s “kind of ugly, but really fast.” Overall, Aaron calls her “just a pissed off little car.”

#TeamFnA: “Farm Bird” 1976 Pontiac Firebird Trans Am

• Engine: 455 Pontiac V8
• Trans: BorgWarner
• Boost: 2-stage Nitrous Express System

There’s no doubt that building a race car took the Street Outlaws team out of their element.

“I don’t even know if we are car guys," AZN says. "We’re just obsessed with the thrill of driving the car." But for this project, these Oklahoma boys stuck to what they know and love the best, according to Farmtruck. So they started with an American classic, the 1976 Pontiac Firebird Trans Am. After pairing the 455 Pontiac V8 with some 2-stage Nitrous, they made this pony car into a beast. In typical Farmtruck style, the “Farm Bird” comes complete with a "Beware of Dog" sign and a cow bell in the rear. Nothing is precious to these guys except the race.

“We’d cut up a Duesenberg if you let us,” Farmtruck says. Wondering who wins? AZN made his predictions pretty clear:

“They’re gonna have to kill us to beat us.”

Mega Race airs Monday 3/27 at 9pm on Discovery.

XS CarNight, a subsidiary of XS Mag, an European based e-zine, hit shores three years ago in Long Beach, California. With XSCN being in my own backyard, a curious and jet-lagged me was about to experience what they had to offer. While some may consider Queen Mary Events Park as the mecca of Long Beach car events, XSCN took place in an uncharted area of Long Beach: Shoreline Aquatic Park.

Tucked away behind the Long Beach’s Aquarium of the Pacific and free of any major roadway traffic, spectators entered free of charge and vendors were hand-picked. The selection of vehicles were top notch, the scenery was amazing and the atmosphere was second-to-none.

In 2017, it has grown in popularity with its unique gathering of vehicles and emcees with European accents. The scenery overlooks the popular Shoreline village and Queen Mary, a close swim distance for an athlete. Concrete walkways and grassy slopes allow for a good afternoon stroll, while gracious raffles attract attention. As the event progresses, the sun descends, and out of the woodwork are cameras popping out to get those "golden hour" shots. As night falls, the cars disperse and leave for the night, but not before we catch our wicked best!

1. RWB Lineup, Front & Center

XSCN is said to have the largest gathering of RWB Porsches outside Asia.

2. NSX on WORK Meisters

Sexy car, beachfront property, adoring crowd.

3. A Couple of Classic Benzes

“Cruisin down the street with this gip on my hood, I'm gettin' points like a Benzo should.” – Sir Mix-A-LoT. #3PointSocialClub

4. EcoBoosted Patina Ford F100

This ol' F100 EcoBoost 3.5L V6 TT is so green! Some things really do get better with age.

5. Air-Cooled Dubs

"We V-DUBBIN’ dub dub" featuring The Busted Knuckle Garage.

6. Vlene Wide Body FR-S

The first of its kind, stateside, by AutoTuned for Thanh.

7. 180E Evo Benz

That's so Evo.

8. Liberty Walk R8

For Liberty and R8 for all.

9. S2oKay!

Behold: Infinite Auto Design's S2K, Violent's S2K and Ron’s Amuse S2K, respectively.

10. EuroKlasse F80 M3

Klassy.

Those were some of the highlights from the third XS CarNight, but there were a lot more to see. To wrap it all up, check out the gallery below.

Taking the road less traveled is part of the fun that is off-roading. One thing that may surprise many new to the off-road hobby is how many potentially amazing off-road adventures can be had on named roads in North America. While it’s generally not as dramatic as turning off Main Street onto the Rubicon Trail (an extreme example of an unmaintained county road), it’s absolutely possible to find adventure by simply plugging in a road name in your GPS.

One road that still sticks out in our mind as one of the most incredible was the Stampede Trail outside of Healy, Alaska. If that road name sounds familiar, it’s likely due to the fact that you either read the book or watched the movie "Into the Wild." The road as we know it today was originally built during the 1960s so trucks could haul ore from the mines year-round. This was short-lived as the path became impassible for the mining vehicles using the road.

The road’s biggest obstacle is the Teklanika River. Depending on the time of the year, the river can become impassible. We visited during the summer and found it too swollen and swift moving to try and get our group across. The big draw on the other side is the famed Bus 142 or Magic Bus as it’s often known. It’s an abandoned transport bus originally used by the Yutan Construction Company. It now serves as a camping and sightseeing destination.

Most of the path is a pretty easy drive or hike, but you will likely find a fair amount of standing water. We’d recommend a high-clearance 4x4 and a good set of mud-terrain tires at the very least.

While the river may be your biggest obstacle to cross, just getting to it can be extremely difficult on a given section of trail. The water-logged muskeg can easily swallow your rig if you manage to break through the crust. Our group spent a fair amount of time winching just to get through some of the deeper sections.

We visited the Stampeded Trail during the 2016 JK Experience Alaska trip with Mel Wade leading the pack in his EVOlander Jeep Wrangler Unlimited. His JK was fit with the then newly released 37x12.50R17 Nitto Ridge Grapplers. We were extremely impressed at how effortlessly the hybrid all-terrain tire cleaned out mud. In fact, ground clearance would prove to be the Jeep’s limiting factor most of the day, not the tires.

It’s easy to focus on the road ahead when you are doing your best to make it through. However, sometimes it’s important to look around and realize just how remote you are.

Stampede Trail is just one of many accessible roads that have plenty of excitement to captivate beginner and expert ‘wheelers alike. While everyone left with a good bit of mud-soaked sheetmetal, it was well worth it.

Read more about Nitto’s JK Experience Alaska trip.

We kicked off Women's Month with Formula One's first lady, legendary ladies of motorsports, women on wheels and gearhead girls. Now we want to conclude an empowering month with an automotive enthusiast you might have least expected.

Constance Nunes is not just an umbrella-holding Nitto Tire girl; she's a true automotive enthusiast, as authentic as they come. Don't worry — I was pleasantly surprised, too, when I first learned about Constance's true passion: her first-generation 1964.5 Ford Mustang (it has to be '64.5, she reminded me). We all gathered for dinner after another successful Auto Enthusiast Day in Texas, when she shared stories about her Mustang.

After events she was modeling at, "fans" would spot her driving away in that Mustang, which happens to be her daily driver. Many would follow her, and some would even call the phone number on the back of her windshield. Those who did were in for a surprise when they found themselves speaking with her dad; the number is actually there to promote his auto shop, C.A.R.S. Etc. Awkward.

Start 'Em Young

Speaking of her dad, Constance owes a lot of her passion to growing up watching him drag race and build muscle cars. It's what inspired her early on and made her want to prove her own in the automotive world.

"I can't really put an age on it," she said. "Ever since I can remember, I've always been involved [with cars]."

Having grown up in an all-Chevy family, at age 16 Constance acted out in the ultimate form of teenage rebellion... by buying her very own classic Ford Mustang — a 1964.5, to be exact (it has to be .5!). The car was shipped from out-of-state, straight to her dad's shop in Thousand Oaks, California, and this is where the story begins.

Restoring 'Babystang'

It's safe to say that Constance is around cars almost 24/7. Ever since the Mustang arrived in California, she has either been working for a top dealership or modeling professionally, with any free time devoted to working on muscle cars, especially her own.

Constance has spent most of her years with "Babystang," as she calls it — a name given to her by the Insta-world — restoring it to its former glory. Originally Wimbledon White, she wanted to make sure any modifications she made involved exclusively authentic 1964.5 parts. (I did mention her adamancy about it being '64.5, right?)

As she restored the vehicle's exterior and interior, Constance was extremely fortunate to find that mechanically, it was still running flawlessly despite being more than half a century old. The original straight-six engine is definitely her favorite part of Babystang, she told me, but there's no denying that she wouldn't mind a little more muscle for her muscle car.

Eventually, she decided to start building a new 302 engine block and transmission to give it that extra power. With the car almost fully restored, Constance was soon bitten by the all-too-familiar tuning bug. While her original project goal was restoration, she now has a whole new set of plans in store for Babystang. Like most enthusiasts with a project car, it's never "phase one and done."

Constance Upgrades

Whether she's using tools from her dad's shop or from her trusty kit (aka her Smurfette lunchbox), Constance is always ready to work on Babystang.

When I caught up with Constance for this feature, she was setting up to install a brand new steering wheel she had recently acquired. As I mentioned, any free time is spent doing something on her car, manicured nails and all.

Once the wheel was installed and the horn was honking, Constance gave me a full tour of her 10-years-and-counting project car. One of the first highlights I noticed was the clean interior. She kept the original A/C unit and the original radio, which only gets AM stations, but she also added a removable device to play updated music for those times she wants to rock out to Metallica. 🤘

Besides the steering wheel, the reupholstered front and rear seats are Constance's most recent upgrade as well as her most recent challenge. The words coming out of her mouth might have been about all her reupholstering struggles, but the expression on her face was something every enthusiast has when finishing up a project: the joy of accomplishment.

With the tour complete, there was only one thing left to do: Test out that new steering wheel with a nice drive!

Cruising With Constance

The softness of the new seats, the nice sheen of the steering wheel shining and the smoothness of the ride — all things I noticed as I took in all of Thousand Oak's greenery while Constance told me more about herself and Babystang. Rarely do I ever cruise around in classic cars, so I found myself constantly admiring the car's vintage design elements from the '60s.

We soon found a spot to get some clean shots and highlight the classic car's awesome body lines. While most Mustangs are nose up, Constance has modified Babystang's front suspension to give it a unique, aggressive rake. The side profile is only going to get better once she upgrades to American Racing Wheels and meaty Nitto Tires.

The slate grey paint job, another recent upgrade, was specifically inspired by a famous Mustang: Eleanor from "Gone in 60 seconds."

We even had time to give a shout-out to another familiar Mustang driver, because Mustang people have to stick together, right?

Tuning Menu

1964.5 Ford Mustang

You can find Constance modeling at the Nitto Tire booth during each round of Formula Drift and other Nitto-sponsored events this year. Keep up with her modifying adventure on Instagram @CarsByConstance and check out the gallery below for more Babystang.