I like to think we never really grow up, but our toys and sandboxes get bigger. My love of automobiles began at a young age, long before I got my first car. I collected Maisto Diecast 18th scale cars, each one kept in its box on a shelf. Add that to the plethora of Hot Wheels, Power Wheels, car posters and Gran Turismo games, and you can easily guess what my interests were just by taking a step in my room. But it wasn't until my freshman year of high school that this hobby became much more than just something on a shelf. 

My dad had a big influence on my love of cars as a kid. When I was 14, we began a father-son project to build a replica 1965 Shelby Cobra in our garage. It was through building that kit car — literally from the ground up — that I learned everything I know about cars.

At age 15, I bought my first car with some help from my grandfather and money I had saved working for my uncle during previous summers. It was a yellow 1999 Mustang GT with a five-speed manual. Naturally, I began to tinker with it in my high school auto shop class, adding small modifications to gain as much power as I could. It wasn't long before I was in the driver's seat at Willow Springs Raceway doing laps side-by-side with my dad in his finished Cobra — all before I even had my driver's license.

After high school, I moved on to Japanese and European import cars, helping my younger brother and cousins modify their first cars along the way. I attended every Cars & Coffee event I could, and that was where my passion for photography began. I started taking my camera with me everywhere I went, and eventually it became just as important to me as my love for cars. I became fascinated with landscape photography, focusing on desolate places in nature. At the time, I was driving a lowered VW Golf, which really wasn't ideal for the shooting locations I wanted to get to. This led me to buy my first 4WD truck.

The day I bought my 2010 Toyota Tacoma, I had no idea that someday it would become a full-blown off-road rig with barely any Toyota left. Even less did I know it would turn into such an obsession that everything in my life would revolve around off-road, including my new career in the industry.

My two passions — nature photography and modifying cars — had come to an intersection, and off-road was right in the middle of it. Every weekend consisted of a remote destination and an SD card full of photos to process, thus giving rise to my nickname "DesertChief." I began to rapidly gain a following in the automotive world as I often posted about my modifications and DIYs, along with trip reports and videos of trail runs on my social networking accounts.

Off-road racing also became a big part of my life, as I spend most of my weekends during the racing season trackside, either pitting for a race team or shooting photos and videos of the event. Many of my closest friends are involved in off-road racing, and I enjoy supporting their teams in any way that I can. From turning wrenches on the race trucks to photoshopping a new render to help visualize changes before they take place, I'm always up for a challenge.

Fast forward to 2017: After owning a dozen or so different off-road builds and working for several off-road shops and aftermarket companies, I was given the opportunity to join the Driving Line team as an Editor. Being able to combine my passion for cars and trucks with my passion for content creation and media is a literal dream come true. Much like myself, the Driving Line team shares an appreciation for cars and trucks of all kinds, from all corners of the globe. I'm excited to collaborate with such a talented team of enthusiasts dedicated to telling the untold stories of the automotive world.

Roll on!

EDITOR'S NOTE: We're thrilled to be welcoming Matt into our Driving Line family! Not only does he provide great off-road and truck insight, but he also brings a passion for sharing those experiences with others. Did we mention he drives a truck? Bringing much-needed hauling capacity to our local SoCal team. #jk #kinda #wepromisenottoaskwithmovinghelp

Visit often, follow us on Facebook and Instagram, and sign up for our twice-monthly newsletter to stay up to date with everything we've got going on here.

The Volkswagen Bug may at one time have been the car of the masses, but today they often get a bad rap in the hot rodding world. Maybe it’s their quirky owners, quirky engineering or quirky small stature that does it — all the more reason for Gas Monkey Garage of "Fast N' Loud" to give this '65 VW Beetle their star treatment.

“We love venturing out and building cars in different niches. I’ve owned a number of different VWs,” notes GMG fabricator Charles Cimino. “It was great having the opportunity to do our take on this car and present it to the VW community.” In building it they replaced some of that aforementioned quirkiness with badass hot rod power and classic SoCal style.

While Gas Monkey Garage chose to retain the Bug's beige exterior, the performance needed a definite upgrade. To accomplish this, GMG hooked up with engine builder of choice for VW connoisseurs Ukrainian Motorwerks. The replacement 210-horsepower engine upped the engine size from 1600 to 2276 cc’s while more than quintupling the Bug’s original 40 hp output.

“We had to dismantle the motor a little bit to get it in there,” Cimino says. “It looks basically factory, but the engine’s external dimensions are a little bit wider.”

While 210 horses may not sound like a ton on paper, the fact that VW Beetles weigh in below 2,000 pounds puts the new power output into perspective. Of course, our first question after hearing the power boost was, “How does it feel?”

"It'll break the tires loose," Charles laughs. When you whomp on it, it sets you back in the seat. You’re just not expecting that when you get behind the wheel of a Beetle.” Helping to ground that power are Nitto NT01 performance tires paired with staggered fitment Airkewld smoothie wheels.

Choosing to keep the exterior clean, simple and SoCal-style makes the surprise of power even less expected. “Low and slow” may be a motto for some similar-looking Bugs, but not Gas Monkey’s.

“I love that the car looks basically untouched until you start looking at it. The stance and the wheels don’t pop out too much, but they just fit,” Cimino explains. “SoCal style has always been my favorite way to see these built. But all the go-fast stuff we added to this build, it really put it a leg up.”

In case you're wondering what to look for if you’re trying to do a similar build in your own garage, Cimino advises:

“Find the cleanest car you can. A lot of Beetles are so deteriorated that you basically have to start from scratch. It seems like the front apron of almost every old Bug I’ve looked at has been smashed in. If you can start with something that hasn’t, it’ll be a huge bonus in the long run.”

Cimino has owned a few VWs himself through the years, and while he drives a much larger vehicle on the daily — with dreams of recreating the ‘80s GMC truck of "The Fall Guy" TV series — he also noted that Gas Monkey Garage’s VW would “make a killer daily driver.” We couldn’t agree more.

Details

Follow along with what Charles is up to at Gas Monkey Garage on Instagram @cimi1220. Want to talk about power? Catch Gas Monkey Garage’s LS-swapped Porsche build.

When we set eyes on Jeep’s 2017 Concept Vehicles, we were excited to see the out-of-the-box ideas. With the next generation Wrangler (dubbed the JL) set to be released later this year (rumor is September), we were eager to get a closer look at this fresh batch of concepts and see if any JL components were hiding in plain sight. Thankfully, we would not only get a chance to take a closer in-person look, but actually get behind the wheel of five of the concepts at the 51st annual Easter Jeep Safari in Moab, Utah.

While the video above gives excellent insight and commentary from the Jeep and Mopar team, we dive into impressions and future speculations below.

Jeep Safari

The most futuristic of the bunch was the Jeep Safari. The fully transparent doors and translucent roof panel make it bright and airy, but there’s more to this Jeep than high visibility. For starters, the front and rear of the Jeep were shortened, taking about 10 inches total out of the Jeep’s overall length. Paired with the concept grille (hello JL?), we’re thinking this could be hinting at a next generation Wrangler with better approach and departure angles.

Inside, the big story was the steering wheel. That’s no JK wheel. In fact, the flat-bottom-wheel is unlike any steering wheel that’s ever been in a Wrangler. It was full of controls commonly found in the Grand Cherokee and Cherokee models, which could hint at more technology, and dare we say, more electronic nannies.

Ultimately, it’s a JK with two-inches of lift and 35s, and it drove as such. Not to say that’s a negative, but it’s not the big story. The aluminum roof rack (complete with drone landing pad) and high-visibility hard top have us thinking we’ll be looking back in a few years and saying, ah ha!

Switchback

Jeep understands that its customers enjoy modifying their Wranglers. That’s why the Jeep Performance Parts catalog is so vast. The Switchback was full of premium JPP bolt-on parts, but the custom doors were what got us the most excited. Well, the concept “Safari” hard top and rack system were also well executed mods we’d love to see in production.

Aside from a few small features, this is a relatively easy to replicated Wrangler Unlimited JK. We dig the JPP High Top Fenders Flares (part# 7707246AB) as they allow you to run a 37-inch-tall tire with only two-inches of lift. Again, getting behind the wheel is familiar territory for anyone who’s experienced with the JK. It should be said that it is impressive just how easy and well-mannered the Jeep handles. There’s no other new SUV on the market that can so easily accommodate such modifications and retain excellent on- and off-road performance.

Quicksand

There’s that JL grille again. Well, what we think could be the JL grille at least. The 392ci V8 mated to the six-speed manual makes this hot-rod Jeep drive as fun as it looks. The staggered tire size (32s in the front, 37s outback) help to exaggerate the 4-inch roof chop and shortened body. You could write a small book on all of the subtle details. The fact that the wheelbase was stretched could indicate that the JL two door could be growing in length, but that may be a long shot.

This was one of two concepts to have the kick-out grille and flat-bottom steering wheel. We’re thinking this is more than just a coincidence.

Compass Trailpass

Jeep purists, please don’t look away in horror. It’s Jeeps like the Compass that will allow you to continue to enjoy your Wrangler. Why? Because it’s doubtful you’ll see a Wrangler flaunting impressive fuel economy numbers anytime soon and Jeep needs a compact global platform. The Compass Trailpass concept is meant for the type of outdoor enthusiast that would rather bike or hike the trail. It has a place in the Jeep fold, but don’t expect to see a huge aftermarket push aimed at hardcore off-roaders.  

Grand One

If you’re a child of the 90s, the Grand One likely moves the needle for you just a little bit. This was a fun throwback for the Jeep team and something to mark the 25th anniversary of the Grand Cherokee. It was purchased off of Craigslist, then stripped down entirely. To clear the 33s, a two-inch lift was installed along with custom high-clearance fender flares. Trimmed bumpers along with a three-inch wheelbase stretch give this 1993 Grand some unique proportions. Having owned a few Grand Cherokee ZJ’s, this V8 ZJ brought back old memories, creaky Unitbody and all!

(Photos courtesy of Jeep & Ali Mansour)

See more details on the Jeeps in the photo gallery below.

LS swaps aren’t acts of genius, but there are some that manage to stand out from the masses. We’ve covered the following LS-swapped builds in the past, and each one has unique qualities that makes it worthy of special recognition.

1.  '71 Pantera ADRNLN

The Ringbrothers

A De Tomaso Pantera is generally a difficult car to forget; let the Ringbrothers and Nike design team get their hands on one, and now you have something truly extraordinary.

The ‘71 Pantera ADRNLN evokes its namesake in both performance and looks, with a 600 hp LS3, Nitto Invo Tires and unapologetic yellow paint that deserves all the attention it screams for.

2.  '37 International Trophy Rat

Northrup Fabricators

With its killer rat-rod styling and rockabilly aesthetic, Keith Northrup’s ‘37 International pickup never fails to turn heads and beckon cameras. But don’t let its weathered appearance fool you.

Look a little closer, see an LS6 engine, King coilovers and Nitto Trail Grapplers, and you’ll realize the Trophy Rat was built for real off-road action.

3.  '05 Jeep Wrangler LJ

Erik Miller

While not a full-bore Ultra4 buggy, Erik Miller’s ‘05 LJ can still hold its own out in the desert. It runs the same exact tires (size and all) as his KOH-winning rig, so choosing a meatier engine to complement the 40-inch Trail Grapplers just made sense.

Replacing the 4.0L was a 6.2L L92 series V8, producing 420 hp and 440 lb-ft of torque. Now that’s a mean 'wheeling machine.

4.  '00 Porsche 996

Gas Monkey Garage

Never judge a Porsche by its engine; the Gas Monkey Garage team knew what they were doing when they opted for an LS3 with a hot cam for the ‘00 Porsche 996.

What some may consider a questionable engine swap created a fun, trackable daily driver that produces 420 lb-ft of torque for its Invo tires — without the price tag and weight of a Turbo S, plus more power.

5.  '85 Chevy K30

Offroad Design

Jeeps aren’t the only vehicles that can tackle tough terrain, and this killer K30 proves that.

Offroad Design’s ‘85 Chevy build boasts 40-inch Trail Grapplers creating on- and off-road versatility, an all-aluminum L92, King coilovers producing 17 inches of suspension travel and a bulletproof Turbo 400 by Jimmy’s 4x4. It’s tough, it’s lightweight, it’s ready for action.

6.  Land Rover D110

East Coast Defender

This Land Rover D110 looks like a magnificent beast, and it has the chops to back it up.

Brothers Tom and Elliott Humble of East Coast Defender upgraded the D110 to the next level of luxury with a hand-stitched leather interior, performance brakes, Nitto Terra Grappler G2s wrapped around 18-inch Kahn Special Edition Wheels and a Corvette LS3.

See more photos of these awesome builds in the gallery below.

(Photos: Kahn Media, Kyle Wells, Ali Mansour, Drew Phillips and Tim Sutton)

The week of the Easter Jeep Safari is topped off with an expansive two-day vendor show at the Old Spanish Trails Arena in Moab, Utah. Manufacturers and retailers from all over the globe set up displays and vehicles to showcase their newest and coolest products to attendees. The show has grown considerably over the years and now takes up the full interior of the arena, plus one of the large parking lots. So many vendors want to get booth space that the arena is maxed out, and many have to be placed onto a waiting list.

We walked the show several times at this year's EJS to seek out the latest and coolest products available from some of the best aftermarket companies in the industry. Here is what we found.

ReadyLIFT-AMI Billet Accessories

ReadyLIFT and its parent company AMI brought out its new line of billet accessories. The product line includes full replacement door handles for Jeep Wranglers, billet inserts for the factory door handles and billet adjustable grab handles.

Fabtech Custom Products

Fabtech Motorsports pulled out all the stops and brought out four of its custom-built rigs displaying a host of custom and production products. The company recently expanded its Jeep Wrangler suspension line with both short- and long-arm long travel systems that can get more than 10 inches of travel without breaking a sweat.

Rigid Industries Adapt LED Light Bar

Rigid Industries recently introduced the new Adapt LED light bar, which they hope is going to change the LED lighting industry. The Adapt light bar comes in many popular lengths and can change from a flood to spot light via a fully programmable switch panel. Because we all like a custom look, the Adapt also has built in accent lighting with a ton of colors to go along with your style.

Bestop Zipperless Jeep Soft Top

Bestop brought out its brand new Trektop NX Glide that is revolutionizing the Jeep soft top by doing away with zippers entirely. Using a combination of hook closures and a sliding track, the side windows of the top can be removed and reinstalled with no fuss.

JKS Coilover Conversion System

JKS Manufacturing debuted their new bolt-in coilover conversion system for 2007 to 2017 Jeep Wrangler featuring a 2.5-inch diameter Fox coilover with reservoir. The system will be available both with a full JKS suspension system and separately and offers 10-inches of travel. The conversion comes with Fox hydraulic bumpstops and comes preset at either 2.5- or 3.5-inch lift heights.

AnzoUSA Rechargeable Work Light

AnzoUSA set up a booth showing off all its advanced LED lighting products and brought along its new 10-watt rechargeable work light. The versatile light is said to pump out 800 lumens, be maintenance free, weather resistant and has multiple pivot points to aim the light just where you need it.

ICON Alloys

ICON Vehicle Dynamics launched a new wheel line named ICON Alloys. The wheels were designed with the off-roader in mind. Each was engineered to maximize caliper clearance and optimize wheel positioning. The backspacing was strategically designed to reduce scrub radius to help improve the vehicle’s overall handling both on-road and off.

Bug Out Tire-Mounted Rack System

Bug Out Rack brought its new tire-mounted rack system that will make any off-road short on space happy again. Up to three laser cut 10-gauge steel racks can be strapped to the spare tire using the provided two-inch wide strap that wraps around the circumference of the spare tire and a secondary safety strap runs perpendicular through the wheel. Each unit has a 50-pound weight rating and comes with Grade 8 hardware to secure nearly anything you want.

Klinzmann Fabrication Collapsible Jack Stand

The Stash Stand by Klinzmann Fabrication will change the way you do trail repairs. The collapsible jack stand is built from 3/16-inch steel, has a suggested 4-ton weight limit and has been tested up to 20,000 pounds without failure.

Want to see more new stuff? Check out our ride & drive with five of the latest Jeep concepts at EJS 2017.

There was time during the early 1990s when Nissan ruled the performance car world. Whether it was the supercar-beating Skyline GT-R, the rear-drive Silvia, muscular 300ZX, the budget-friendly Sentra SE-R or any other number of exciting models, in the eyes of enthusiasts it felt like the company could do no wrong. These days that's not quite the case.

Yes, the GT-R is still a world-beater, and the aging 370Z is still a decent drive, but for the most part today's Nissan seems much more focused on crossover SUVs and basic transportation then on cars that get an enthusiast's heart racing. But there's a chance that could be changing.

This week Nissan announced it has established a new business unit to grow its NISMO road car lineup in markets across the world. While this doesn't necessarily mean we'll see all new performance-oriented models from Nissan, it does mean we should at least be seeing more high performance NISMO versions of existing Nissans.

Here in the U.S. we've already seen a taste of this with the new turbocharged Sentra NISMO. It might not be the GTI or Focus ST killer that some were hoping for, but it's certainly a step in the right direction as it joins existing NISMO versions of the GT-R, 370Z and JUKE SUV.

Time will tell what exactly this means for car enthusiasts and longtime Nissan fans, but it's a welcome development. We can't help but think the perfect way to kickstart the NISMO global takeover would be to revive the canceled NISMO IDx Concept we were all teased with a few years back.

Just sayin'. Love Nissan? Walk through history of the Z car in our coverage of SoCalZ's Z-Day event.

There’s more to life than being glued to bright screens on various appliances, such as the one you are looking at now. For Overland and Expedition enthusiasts, it’s about breaking out of the box and into the great outdoors. Coincidentally, the word about Overlanding caught on over the internet, and more people have been breaking away from the digital highway and venturing down roads less traveled, and that is fine by us. There’s a big and wondrous world out there to discover, but before you travel too far, make sure you have everything you need for a safe return.

Here are 11 things to remember when preparing for your next adventure.

1. Tire Care

You've invested in the best all-terrain or mud-terrain tires that you could find (or hybrids like these Nitto Ridge Grapplers), but don’t forget to carry a good tire kit. Your kit should include a tire gauge, preferably one that reads from 0-60 in 1-pound increments, a quick tire deflator, a plug kit, and if there isn’t already one in your vehicle, a tire change kit.

Onboard air compressors are handy for maintaining proper tire pressure according to trail conditions, but they can also re-inflate a damaged tire as many times as needed while you head back towards the pavement. There are many options: Some compressors can be taken along in a bag, while others are installed permanently. The devices that connect to the vehicle battery are the only way to go; those designed to be plugged into a cigarette lighter outlet run painfully slow.

CO2 tanks and engine drive compressors are alternatives, or if you are debating installing a winch, you may want to consider the “Dual Force,” a winch and compressor combination from Warn.

2. Vehicle Recovery

When you hit the trails, learning your vehicle’s limits (and your own) is all part of the experience. Queue vehicle recovery preparation. Winches aren’t absolutely necessary to explore the great outdoors, and if you travel with a group you may get away with simply installing tow points on your rig’s front and rear.

However, if you plan on rolling through rough terrain that’s rarely traveled, you owe it to yourself to install a winch. Once you have one, obstacles become fun and challenging rather than worrisome. Warn is known to make some of the best winches in the industry. Other manufacturers include Smittybilt, Mile Marker and Superwinch.

When purchasing a heavy-duty high-pull-rated winch, don’t forget to check what is needed from your battery, and make sure that the winch’s structure and mounting points will fit your rig. The winch you choose, along with any tow points or accessories, should have a pull line rating that is stronger than one-and-a-half times the gross weight of your vehicle, but if budget is an issue, the ratio stated can be used as a bare minimum.

In preparation for any recovery scenario, every winch owner should also invest in an accessory kit. Kits should include a recovery strap, tree saver, snatch block, heavy-duty work gloves and at least two D-rings, but backups are recommended. Other useful additions include recovery chain, extra shackles and a nice bag to throw it all into. The medium-duty winching accessory kit from Warn is a good start if you don’t want to purchase everything separately.

Other recovery items for consideration include a Max multipurpose tool, or if you have space, purchase a shovel, ax and pick separately. For woodland exploration, a machete and a small chainsaw can get you out of a tight spot. A high-lift jack is more versatile and stronger than the weak-jointed jack that came with your vehicle.

Maxtrax ramps, when firmly wedged under your tire in even the deepest mud, allow you to effortlessly grip through obstacles without needing to hook up the winch. If you have enough of them (at least four per rig is recommended), bridges can be built over wheel-eating trenches.

3. In the Toolbox

In addition to the usual wrenches, pliers, vise grips and drivers, a Leatherman multi-tool is a perfect all-in-one solution. A Multi-function Swiss Army style tool and various knives, such as a survival knife, will prove useful, as well as a knife sharpener. JB Weld epoxy or QuickSteel is also a necessity: It’s strong enough to patch a large hole in a cast-iron differential to get you home, or at least to the nearest shop.

A bottle of block sealer, a tube of ShoeGoop, and containers of Super Glue can also extend the life of your equipment. Don’t forget to pack backup engine and gear oils, and of course, a can of WD-40. Numerous sizes and strengths of rope, wire and tape are also a good idea, as are rubber bands, clothes pins and zip ties (the black ones).

4. First Aid Preparation

At a minimum, expect to get some bumps, bruises, and bug bites, but cuts and sprains are possible too. While out in the wilderness, safety is a priority, and you can never have too many medical supplies.

A generic first-aid kit should be considered as the bare minimum, but if you plan on camping for a weekend or more, a full medical kit along with a blood stop kit and snake bite kit is the best solution. There is an immense amount of items to suggest — too many to put into paragraph form — so below is an item list to get you started, plus excellent medical and trauma kit videos by Expedition Overland:

• Assorted gauze bandages/pads, surgical tape, ace wrap and moleskin (for blisters)
• Alcohol pads, anti-bacterial or antiseptic wipes/liquids/creams
• Washcloths and bandanas
• Vinyl gloves and waterless hand sanitizer
• Sunblock
• Benadryl, anti-itch and burn cream
• Gold-bond powder
• Ice pack
• Tweezers, safety pins and scissory
• Eye wash with eye dropper
• Ibuprofen, Acetaminophen and Aspirin

5. Survival of the Fittest

As I’m sure you have discovered by reading through the items mentioned, choosing the correct survival gear and preparing for the unknown can be overwhelming. There’s always a nagging worry of forgetting that one thing you may need. Well, keep that list of ideas flowing, because we aren’t done yet.

More items for your consideration:

• GPS, backup compass, trail/road maps and binoculars
• Pocket survival guide and edible plants guide
• Portable solar panel/generator and power inverter
• High lumen flashlight, crank flashlight (no batteries needed) and headlamp
• Survive Outdoors Longer (SOL) Thermal Bivvy
• Extra blankets (mylar and polar fleece are easy to pack), waterproof tarps and bungee cords
• Wet fire starter, cotton as fire tinder and magnifying glass, because fire starting is very important
• Personal protection (because hungry things may lurk in the woods) and red spray paint (to mark your path in unfamiliar territory)
• Rain poncho, extra socks and underwear (kept in zip lock bags to ensure dryness), spare shoes/boots and extra laces
• Important phone numbers written down on paper, passport and copies of other important personal information
• Extra cash, coins and gold

6. Emergencies Happen

Every vehicle, whether off-road or not, should contain an all-in-one car emergency kit that has a seat belt cutter, car battery jumper cables, glass breaker tip, emergency road flares, an emergency whistle or air horn, a flashlight, reflective triangles, a tire pressure gauge and an oil funnel. Other items for consideration are signal flares, lighters and matches, a signaling mirror, glow sticks, a spare gas can, two-way radios (enough for the whole group), a waterproof weather radio and of course, plenty of extra batteries kept in a waterproof case.

A portable battery jumper will set your mind at ease, and some will even charge your other electronics, just be wary of draining all of the juice. Finally, it's always smart to install an easily accessible fire extinguisher in an off-road rig. A rechargeable ABC-rated 3-pound extinguisher with a gauge and a metal nose is a good choice. Be forewarned that the plastic noses tend to break.

7. Hydration and Sustenance

Food and water are what keep the body going strong, and you’ll need energy for all that exploration. Even on short off-road trips, you'll want to pack food and water, but where do you store it all?

Coolers are great for cold goods and non-perishables. If space allows, a larger cooler for cold items and a smaller one for dry non-perishables keeps tempting smells out of range from critters. Grizzly, Yeti and Orca are all built to last and keep your perishables (and choice beverages) colder, longer; but for the lighter dry storage items, I saved my dollars and chose a normal, mid-grade cooler from the hardware store. Another even smaller cooler to keep some hydration and munchables up front and within reach is also handy.

Bring enough extra food and water to last a minimum of two days beyond the calculated length of your trip, and include packable MREs (Meals Ready to Eat) in case you have to leave your vehicle behind. When selecting food, chose healthy options that will not perish quickly. Raw fruits and veggies need to be eaten first. Consider various dehydrated fruits, veggies and jerky. Rice, canned beans and hearty soups are a nice filler and a good source of protein.

A convenient way to carry spare water (and gas) on your rig is by mounting Rotopax to your roof rack or spare tire carrier. Jerry cans and Dromedary bags can also be used. There should be a gallon of potable water per occupant, per day, depending on the environment.

Some items to consider:

• SOS Ration Bars
• Millennium Energy Bars
• Mountain House ProPaks
• Sugar packets
• Homemade grab-bags containing non-perishable items
• Water purifier tablets
• 5 Liter hydration system
• Straw Water Filter
• Water sachets or pouches
• Water filter bottle
• Water filtration unit or water purifying tablets.
• Vitamins

8. Get in the Kitchen

Since we started talking about food and water, we may as well throw some “kitchen” ideas out there. A small, portable camp stove and fuel is a solid place to start. Cast iron pans or a Dutch oven will add a lot of weight but are extremely nice to have. There are also several stainless steel camping pan sets out there, and even a full foldable kitchen table with sink. With a setup like that, you won’t just be surviving; you’ll be thriving!

Here’s more to add to that giant list of yours:

• Jet boil for coffee, tea and soups
• Small grill or fire pit grate
• Cooking/eating utensils, knife set, cutting board, collapsible cups and plates (paper or washable)
• Tea bags or ground coffee and a press
• Salt, pepper and basic spices
• Collapsible tubs for dish washing, eco-friendly soap, cleaners and scrubbers
• Thick garbage bags, recycled shopping bags and Trash-a-roo (beware of hungry animals)
• Zip lock bags and aluminum foil
• Towel or chamois cloth

9. Stay Connected

Even if you are overlanding to disconnect from day-to-day life, the further you go, the more important the ability to communicate becomes. It is always recommended to have at least two vehicles available during your journey for recovery, rescue and evacuation purposes. If you insist on going it alone, a land anchor is a good idea to go along with your winch.

For staying in touch on the trails, CB radios are popular. There are many brands and models available, but we went with the Cobra brand. Purchasing a HAM radio (and considering getting licensed to be a HAM radio operator) would give you more access to radio frequencies, which extends your options of communication and will get your farther in an emergency. It’s quite easy and inexpensive to obtain a license, and it could save a life.

If you spend a lot of time in the backcountry, a Personal Locator Beacon and Satellite Messenger device, such as the DeLorme in Reach, will keep you connected to a 24-hour search and rescue monitoring service, and it will allow you to send and receive text messages with GPS coordinates from anywhere in the world.

If you have a HAM radio or a PLB, you should never have to leave your vehicle if stranded. A fully loaded off-road rig is much easier to see from the air than a person walking through the wilderness. Lastly but most importantly, before heading out, always tell friends and family where you will be and when you will return, and leave them with contact information for Search And Rescue (SAR).

10. Knowledge Is Power

Overlanding is often done in hostile environments and each Overlander must be completely knowledgeable of safety and emergency procedures. Enrolling in at least one off-road training course offered by a certified trainer from the International 4WD Trainer’s Association is recommended. Courses include important topics such as safe off-road driving and recovery techniques, trail etiquette and environmental awareness.

A 72-hour Wilderness First Responder course will teach you how to tend to dislocations, severe cuts, fractures and anaphylactic shock. Find a course near you by visiting the Wilderness Medical Associates International web page. 

11. Are We There Yet?

As if all of this isn’t overwhelming enough, I did fail to mention: In order to be an explorer, you must also be an expert at Tetris.

Granted, this checklist wasn’t for the faint of heart. For those who are just getting their feet wet and are camping locally for a weekend, the bare minimum to take with you is water, food, dry clothing, shelter and first aid, along with some basic items like rain gear, fire starter, cooking utensils, lighting and a few select tools depending on your plans. If you made it all the way through this article you’ve taken a huge step in preparing yourself to connect with your machine and the universe. What are you waiting for? Pack your gear and get out there!

We can't stress enough how important it is to stay safe when exploring the road less traveled. Learn more about preparing for off-road emergencies.

No action movie is complete without a high-speed chase filled with death-defying stunts. Often, real world physics are tossed out the window and replaced with dazzling special effects that seem impossible to replicate when driving a real car. High-speed reverse driving is no exception.

You've seen it in Bond movies, watched Mater from "Cars" show off his backup skills, and you can even catch Dom racing backwards in "The Fate of the Furious." But have you ever wondered how fast you can actually back up a car? As it turns out, electric cars are far better at this than traditional fossil fuel burners. And oddly enough, the Nissan Leaf holds a world record for it.

What gives the electric car the advantage? In a vehicle with an internal combustion engine, the motor doesn't spin the opposite way when backing up. The transmission's reverse gear spins the output shaft in the opposite direction, causing the car to move in reverse. Most of these vehicles have multiple forward gears, allowing you to reach highway speeds and beyond with relatively low RPMs. However, there is only a single reverse gear (and it's normally shorter than the forward gears), which means the engine RPM limits the car to low reverse speeds.

When it comes to electric cars like the Nissan Leaf, there is no gear box, and the motor rotates in both directions. The direct-drive electric motor spins in one gear from a full stop to its top speed in forward and reverse.

Theoretically, the Leaf can travel at a top speed of 92 mph in reverse. Anyone who has operated a forklift knows why that can be very dangerous, as even the slightest movement of the steering wheel can throw you into a spin. That didn't stop stunt driver Terry Grant from breaking a world record on his first reverse run up the hill climb track in a Nissan Leaf at the Goodwood Festival of Speed in 2012.

The Leaf broke the record for fastest car driven over a measured mile in reverse, averaging 55 mph on the hill climb run with Grant behind the wheel. See for yourself in the video below:

Instead of focusing on traditional electric vehicle features and benefits, Nissan's PR team cleverly boasted their bubbly commuter hatch as a motorsports champion of its own kind. Although it's unlikely the humble electric car will ever be the hero car of choice in an action-packed summer blockbuster, no other car can keep up with the Leaf as long as the taillights are facing the finish line.

Few vehicles in production today can boast such an impressive pedigree in motorsports as the Porsche 911. The line of sports cars began production in 1963 and has its roots in European racing, earning its stripes on iconic circuits such as Le Mans, Nürburgring and Daytona. One particular rendition, the 911 S/T, is frequently sought after. The 911 S/T was developed by Porsche to compete in the early 1970s GT and Rally races, effectively taking first place at the 1972 24 Hours of Le Mans in the 3.0L GT class. But with only 23 cars ever produced, getting your hands on one is nearly impossible. And even if you did, would you really want to risk driving it anywhere?

One owner set out to accomplish the next best thing: Build a Porsche that has the style of a 911 S/T with only the best parts from the 911 line. The goal was to build a tribute to the iconic racer that drives like a later model sports car. He really wanted something more than a show car; he wanted a car he could rip around a track and take out for a Sunday cruise in the same weekend. The owner pitched his vision to AASE Motors, a classic Porsche specialty shop and parts supplier in Fullerton, California.

Although still in progress, many of challenging parts of the build have already been completed. The bare bones of this car started as a 1975 911. It's been retrofitted with 1971 S/T flares, fiberglass hoods reinforced with Balsa wood, fiberglass front bumper and custom aluminum doors to keep the car under 2000 pounds. The paint and body work was done by Kundensport, a Porsche specialty shop in Oxnard, California.

A closer look shows careful measures to cut as much weight as possible, such as dimple-died hood hinges and bracing. The engine is a 266-horsepower Porsche 2.9L twin plug with an MFI high butterfly injection system. The high-performance powerplant is mated to a G50 gearbox, featuring an updated hydraulic clutch system to make shifting smooth and easy compared to the original cable clutch on the S/T. The shifter was also inspired from a 935, a later model Porsche race car. With an array of parts from top performing models, this replica 911 aims to do one thing: Be as much fun as possible to drive.

A look inside the replica at this stage reveals a modernized interior with leather and suede bucket seats, a Momo steering wheel and a roll bar. Also to reduce weight, the rear seats are deleted and the car lacks many of the typical creature comforts of a road car. The pastel green paint follows to the tub inside as well.

The wheels and tires are rollers for the time being and will be replaced during the final stages of the build.

We can't wait to see the what else AASE Motors has in store for this high-powered 911 S/T replica as the build nears completion. We guarantee it'll stir up some nostalgic feelings in the Porsche enthusiasts out there, all the while satisfying the performance needs of the modern sports car fan.

Next, check out a 911 Carrera that looks like it was built for Batman.

After working in automotive media for nearly a decade, I've had the chance to cover some amazing events — from the SEMA Show and its thousands of customized vehicles, to prestigious concours car shows and late night drift sessions in the mountains of Japan.

But with all of the great automotive gatherings I've been to, I'm not sure if anything can top the original Cars & Coffee in Irvine, California — an event that was sadly shut down in December 2014 after eight years of Saturday morning magic. It's an event that has been covered numerous times here on Driving Line, and as I sit here now it's strange to think it's been gone for well over two years.

The roots of Cars & Coffee Irvine go back quite far — back when it was held at Crystal Cove in Newport Beach, a location it eventually outgrew before settling into the parking lot of the Mazda/Ford building right beside the 5 Freeway.

This was when the event truly came into its own, with the mystique spreading across Southern California and eventually the entire country. Soon Cars & Coffee events began appearing all over the United States, all inspired by the success of the original.

Unlike other big automotive events, Cars & Coffee Irvine was as casual as can be. There were no entry fees, no registration, no trophies awarded, no DJs spinning tunes — it was all about the cars. And that's why I loved it so much.

Southern California's car culture is known worldwide, and there was never a better place to experience this than Cars & Coffee. It was where all of the area's automotive subcultures came together — a place where you'd regularly see a pristine vintage Ferrari parked beside a flat black hot rod with a heavily modified tuner car right across the row.

The rules may have been relaxed, but that didn't mean the cars were run of the mill. Yes, there were plenty of Porsches and Corvettes, but you'd also see rare vehicles that even the most hardcore automotive geeks were unfamiliar with. Couple that with some super cool home-built project cars, and there was always something for everyone.

If that wasn't enough, it was also common for automotive manufacturers to bring out concept cars and prototype vehicles to gauge the reaction from everyday enthusiasts. It was stuff like that which elevated the event from a simple car meet to something much bigger. It had become an institution.

Best of all, you never knew what you were going to find in the parking lot on a given Saturday. You could attend the event 40 times a year and see something completely different every week.

It was never easy to wake up at 5 or 6 in the morning on a Saturday in order to get to the event on time, but as soon as you got some caffeine in your system and started taking in the great machinery, you'd know it was all worth it. And when the cars started rolling out around 9 to head home, it always felt like it was too soon to end.

Lately, Cars & Coffee events have become infamous thanks to a rash of mishaps and accidents involving drivers trying to show off while leaving, but I don't really recall that kind of stuff happening in Irvine. I guess the Irvine PD patrol car posted up at the exit helped keep things calm and under control.

Just like the cars, the people that came out were as diverse as it gets. Men and women of all ages and backgrounds would come out to enjoy the festivities, and attendees included both local regulars and those who traveled from across the world to experience the legendary meet.

A typical Saturday would see over 1,000 cars, and as the years went on, the event seemed to get bigger and bigger with more cars and more spectators each time. Soon the adjacent spectator parking lots became just as packed as the main area itself. It was a lot of fun, but had Cars & Coffee Irvine become too big for its own good?

They say all good things must come to an end, and in December 2014, it was announced that Cars & Coffee Irvine would be no more. Complaints from nearby landowners and residents over the noise and crowds caused the event organizers to bring the weekly gathering to an end. Once the news was announced, the crowds got even bigger, forcing the "final" event to be cancelled due to fear of overcrowding.

For those who had spent so many of their Saturday mornings in Irvine, the news was tough to swallow. It marked the end of an iconic and influential event — one that launched a new style of automotive gathering that could be repeated the world over. The question for people in the area was, "What next?"

With the Irvine event gone, other Cars & Coffee events began to spring up in Orange County and other parts of SoCal. I've gone to a few of these, and the new events are plenty of fun, but most would agree there hasn't been another meet that can match the scope and spectacle of the original.  

While there may never be a true replacement for the original Cars & Coffee Irvine, those who were fortunate enough to have experienced it will never forget the good times, amazing cars and great conversation that used to fill the parking lot every Saturday morning. For us, its legend will live on forever.

What's your favorite car event? Read up on recent coverage from the Driving Line team.

The hot and humid action tearing up the track in Orlando matched the weather report for the Formula Drift Series' third visit to Orlando Speed World. By now the drivers have become accustomed to the 3/8-mile asphalt oval; the track has one of the rougher surfaces on the circuit, which is part of the reason that the course used is only two big turns.

(Photos: Andrew Jennings)

ORLANDO SPEED WORLD COURSE

Drivers initiate on the back straight, running the track in clockwise fashion around the first bank. Judges have asked the drivers to ride the wall of the bank as much as possible, treating it like a giant outside clipping zone. There’s an inside clipping point towards the end of the bank, then drivers transition off the bank onto the bumpy infield portion of the track. Drivers will transition from left to right across the infield, hitting an inside clip at the end of the infield before riding the outside line on the flat bottom of the second turn. If any drivers push a tire up onto the bank of the second turn, there will be a deduction, while sliding the front tires up onto the bank will result in an "Incomplete Run" which is the new term for a zero-point run.

QUALIFYING

Overall, only 27 drivers were able to put up a score in Qualifying, which meant that the top five drivers would earn a bye in the first round. Dai Yoshihara came out tires blazing and laid down a 95-point first Qualifying run which would hold up as the top score on the table. Fredric Aasbo and Ryan Tuerck both earned scores of 93, with Aasbo earning the higher qualifying position by virtue of a higher secondary score of 90 points to Tuerck’s 89-point secondary score. Long Beach winner James Deane earned 92 points on his run, while Michael Essa rounded out the top five Qualifying order with a score of 91.

Robbie Nishida, who qualified in Long Beach, moved into his new Nissan GTR for this round but was unable to put up a qualifying score. Additionally, Faruk Kugay had some teething issues getting his BMW car prepped for the event and didn’t make the trip, while Georgy Chivchyan also was absent from this round. In their place, Taylor Hull made his Formula D Pro debut by qualifying 25th, and Kyle Mohan put down his first qualifying score of the season to earn the 27th qualifier position.

AIR FORCE TOP 32

Dai Yoshihara – Bye Run

YOSHIHARA LEAD – Because there were only 27 drivers who earned a score, Yoshihara was given a bye into the Top 16 round. In a change from past competitions, Yoshihara was not asked to make a solo pass in front of the fans and was permitted to save his car for the second round of competition.

Dan Burkett vs. Nate Hamilton

BURKETT LEAD – Burkett with a good initiation and strong angle on the bank, Hamilton has around a three car length gap through most of the bank. Hamilton closes the proximity nicely exiting the bank and into the infield, and after the transition, Burkett has a slight bobble just before the clipping point before the sweeper. Hamilton looks controlled in the chase run, and keeps proximity nicely.

HAMILTON LEAD – Hamilton with a manji entry, Burkett is late to initiate drift and has a very low line and shallow angle through most of the bank. Hamilton is up along the wall, and Hamilton has a smooth transition across the infield. Burkett is four or five car lengths back while chasing Hamilton, and slides a tire onto the bank of the second turn, which counts as "off course." Hamilton finishes strong, and should be moving on to the next round. All three judges vote for Hamilton to win.

Dean Kearney vs. Taylor Hull

KEARNEY LEAD – Kearney is high on the bank and keeps the car on the right line around the entire bank with tons of smoke. Hull has to re-initiate shortly after the initial initiation, which will be a major deduction. Kearney looks smooth around the entire track, Hull has another mistake and loses drift just before the clipping point at the end of the infield. Upon replay, we see Hull lost drift again entering the sweeper. Kearney will be on a major advantage into the second run.

HULL LEAD – Hull headed to the pits after the first run, but unfortunately, Hull already used his only competition timeout in qualifying yesterday and won’t be able to work on his car. Kearney is given a bye run, and he finishes off the set of tires that were under his Oracle Lighting Dodge Viper to keep the fans entertained. Dean Kearney moves into the Top 16.

Matt Coffman vs. Piotr Wiecek

COFFMAN LEAD – Coffman called his competition timeout prior to pulling up to the line, so we briefly moved on to the next pair. Turns out, Coffman had a run-in with the wall in practice and the wall won, so Wiecek has a bye run into the Top 16.

James Deane – Bye Run

DEANE LEAD – With another great effort in qualifying, Deane will also earn a fastpass into the second round. Deane has been looking great all weekend, and earning another 16 points towards the championship will help him greatly in the grand scheme of things.

Chelsea DeNofa vs. Jhonnattan Castro

DENOFA LEAD – DeNofa with a quick initiation, Castro isn’t far behind him. Castro is around three car lengths behind DeNofa through most of the bank with very similar angle. On replay, we can see that DeNofa actually lifts the front right wheel and tire of his Ford Mustang a few different times both through the bank and through the transition on the infield, which is so bizarre to see. Overall, a strong chase run from Castro and a strong lead from DeNofa — hard to call an advantage either way.

CASTRO LEAD – DeNofa initiates around two car lengths behind Castro and has very similar proximity as the previous run. Castro looks very smooth around the bank with good smoke and steering angle, Castro has a smooth transition through the infield and looks to be setup nicely for the final sweeper. DeNofa transitions a bit earlier than Castro and dives inside to get tight on Castro’s door, but is too fast and collides with Castro. Looking back to the acceleration / deceleration map the area where the collision happened is a known decel area, which won’t bode well for DeNofa. All three judges agree, Castro will be moving on to the Top 16. Castro has to be towed off course, there may have been some suspension damage to the left rear of the car. Because this collision happened at the end of the second run, he will be allowed to fix his car during the break in prep for Top 16. 

Michael Essa – Bye Run

ESSA LEAD – Essa has been absent from the podium since Long Beach 2014, a dryspell of 22 events. His Essa Autosport BMW has looked much stronger over the past few events, and the Q5 qualifying position proves that he’s looking strong. Essa was initially set to run a pair of cars with Charles Ng piloting the second chassis, but Ng had to pull out after Long Beach due to sponsorship issues. This should help Essa focus solely on his own results for the years.

Kristaps Bluss vs. Jeff Jones

BLUSS LEAD – Bluss has looked dialed in all weekend, his best career finish happened last year at this same track. Bluss is high on the line and starts with around a three car gap through most of the wall, Bluss opens up the gap to around five car lengths through the infield transition and the sweeper. Jones has a good run as far as line and angle, but his lack of proximity will work against him in the judges eyes. This will definitely be an advantage for Bluss, but no major mistakes outside of the lack of proximity from Jones means that Jones still has a good chance in the second run.

JONES LEAD – Jones has a good initiation and leads Bluss by around two car lengths through most of the bank. Bluss is only two car lengths behind Jones at the exit of the bank; both cars make a small adjustment after the infield transition, then Jones loses drift completely midway through the sweeper. Bluss maintains drift and finishes the sweeper with good smoke and angle. Jones will be given an "Incomplete Run" from the judges which is effectively a zero. All three judges vote for Bluss to move on to the Top 16.

Fredric Aasbo – Bye Run

AASBO LEAD – Aasbo has looked much more comfortable in his Toyota Corolla iM this weekend than in Long Beach, which is likely due to the additional seat time he’s been able to put in since then. Aasbo broke a rear differential in practice, but the team replaced it and had him out before practice ended. He’ll be ready for his first tandem battle in the Top 16.

Juha Rintanen vs. Matt Field

RINTANEN LEAD – Rintatnen initiating smoothly, Field is a little later to initiate but instantly closes the gap and maintains less than a single car length away from Rintanen through the entire bank. Wow, this is a great chase run from Field! Rintanen has a good run with plenty of tire smoke, but Field’s proximity is just insane! Field has notably less steering angle in a few different areas of the course, but surges forward in a few different places both on the infield and around the sweeper to show how much more power and grip he has over Rintanen. This was a tactic that Daigo Saito used to use in his first season of Formula Drift, and one we haven’t seen much of since. This will likely be an advantage for Field.

FIELD LEAD – Field initiates and instantly opens up a five to six car gap through the entire bank. Rintanen takes a slightly shallower line on the bank to try and close down the gap but doesn’t make much of a different. Field clearly has substantially more forward grip than Rintanen and there isn’t much Rintanen can do to overcome that. Field finishes more than seven car lengths ahead of Rintanen which makes it easy for the judges to decide. All three judges vote for Field to win.

Odi Bakchis vs. Alec Hohnadell

BAKCHIS LEAD – Both of these drivers are in supercharged Nissan S14s, but these drivers have very different styles. Unfortunately, Bakchis knocks over a cone in the start chicane, which means the initial run is red-flagged. Bakchis doesn’t see the flag and finishes the course in drift, which becomes a problem because this track is so harsh on tires. Hohnadell stops drifting midway through the bank, which is less harsh on the tires.

Both drivers are allowed to take on new tires in the pits, and we’ll re-run the battle. Bakchis has a good run along the bank, Hohnadell is very close to the wall on initiation but moves his line down slightly shortly after initiation. Bakchis has good line and angle through the course, Hohnadell is about two to three car lengths back for most of the run. No major mistakes from either driver, but nothing impressive that is likely to earn a big advantage either.

HOHNADELL LEAD – Hohnadell has a good initiation, Bakchis looks shallow after initiation then loses drift and smacks the wall. Hohnadell has good angle and smoke through the course and finishes the run cleanly, Bakchis’ car comes to a rest at the bottom of the bank. Looking at the replay, there’s no noticeable breakage or contact on Bakchis' car, it looks like he slowly lost steering angle and just collided with the wall. Hohnadell will earn the win into the Top 16, while Bakchis gets towed off course. Tough break for Bakchis who was really looking strong all weekend prior to this.

Alex Heilbrunn vs. Cameron Moore

HEILBRUNN LEAD – Heilbrunn has taken second place at three straight events in his Monster BMW, including both nights of the Motegi SuperDrift Challenge at Long Beach Grand Prix. This could be his year to challenge for the Formula Drift championship! Heilbrunn initiates high on the bank, Moore initiates a little later and a little lower on the bank. Both drivers have great smoke and steering angle on the bank, Heilbrunn exits the bank around three car lengths ahead of Moore. Moore closes the gap nicely exiting the bank and gets down to around two car lengths by the exit of the infield section although with much less steering angle. Heilbrunn finishes the sweeper smoothly with plenty of Nitto Tire smoke, while Moore has noticeably less tire smoke but no major mistakes on the run. This will likely be an advantage to Heilbrunn entering the second run.

MOORE LEAD – Moore has a slight feint entry while Heilbrunn has a more direct clutch-kick entry. Heilbrunn has around three car lengths of gap shortly after entry but closes the gap nicely by the exit of the bank. Heilbrunn transitions a bit late and puts tires on the wrong side of the track outline before taking out the clipping point at the end of the infield. Moore opens up a fairly substantial gap across the final sweeper with much more steering angle than Heilbrunn, finishing around four car lengths ahead of Heilbrunn. Looking at the replay, Heilbrunn’s mistakes in the infield were fairly substantial, it will be tough to determine whether it was as bad or worse than Moore’s lack of steering angle in the same section. All three judges vote for a “One More Time"; this feels more like a situation where nobody earned the win rather than a “One More Time” vote due to the runs being very good.

One More Time

HEILBRUNN LEAD – Heilbrunn again opens up around a three car gap ahead of Moore on the bank, Moore again closes it down nicely to a single car length exiting the bank. Moore surges forward through the infield, Heilbrunn swings very wide towards the exit of the infield and slides up onto the outer bank, which is a major deduction. Moore closes the gap nicely and stays close through the entire sweeper, which will impress the judges. This is likely a slight advantage to Moore entering the second run.

MOORE LEAD – After the last run, Heilbrunn has debeaded a right rear tire, which may explain why he had less control over the final turn of his lead run. Heilbrunn is not allowed to continue with a debeaded tire, which will give Moore a bye run into the Top 16. Very unfortunate turn of events for Heilbrunn, but Moore will be content to earn his first Top 16 appearance of his rookie season.

Ryan Tuerck – Bye Run

TUERCK LEAD – Tuerck has looked dialed in with his Toyota 86 all weekend, he’s also won at this track before in this same chassis. This is the second consecutive event that Tuerck has qualified in third, showing that he understands what the judges are looking for. This should be a good event for Tuerck, although he’s in a tough bracket.

Chris Forsberg vs. Pat Goodin

FORSBERG LEAD – Forsberg is still in his backup V8-powered 370Z as his twin turbo V6 370Z still isn’t ready for competition. Forsberg initiates pretty early into the first turn, Goodin initiates and is very close to Forsberg on initiation but has to slow slightly to avoid colliding with Forsberg. Forsberg opens the gap up to around three car lengths by the exit of the bank, both drivers look clean across the infield transition, and Forsberg has good angle through the sweeper. Goodin has a slightly shallower line and steering angle than Forsberg through the sweeper, but loses proximity and finishes around five car lengths behind Forsberg by the end of the run. Forsberg comes to a stop on track; it’s unclear if he broke something or is just trying to make the staff aware of something.

GOODIN LEAD – It was determined that Goodin made contact with Forsberg, which was deemed to be the fault of Goodin. Forsberg was given time to look over his car and make any necessary repairs, but it sounds like no repairs were needed. We returned to this tandem battle after a few other battles, knowing Goodin was at a major disadvantage due to causing the contact. Goodin has a clean lead run, but Forsberg’s follow is aggressive and consistent. Outside of Forsberg spinning or completely dropping off course, there was little Goodin was going to be able to do to earn the win. Forsberg earns the vote from all three judges and moves into the Top 16.

Ken Gushi vs. Kyle Mohan

GUSHI LEAD – Gushi has a great line around the bank, very high with good steering angle. Mohan initiated around two car lengths behind Gushi, but quickly loses ground despite shallow steering angle and ends the bank around five car lengths behind Mohan. Gushi transitions smoothly across the infield and continues to extend the gap on Mohan through the sweeper, this will be a major advantage to Gushi. Mohan didn’t make any major steering corrections or mistakes in his chase, but the lack of proximity will weigh heavily against him.

MOHAN LEAD – Mohan leaves the line and initiates into the bank, Gushi leaves the line very slowly and doesn’t initiate until midway through the bank. Mohan has a great lead run with tons of smoke, Gushi looked good after he finally initiated but it might be too little too late. Initiating late is a major deduction in qualifying points, but could be considered an "Incomplete Run" in tandem. All three judges vote for Mohan to move on; looks like they decided that Gushi’s run was a flat 0 in chase.

Justin Pawlak vs. Vaughn Gittin Jr.

PAWLAK LEAD – Pawlak and Gittin Jr. have had a great rivalry in the past, both drivers have won four of the previous eight tandem battles with several of them going to a "One More Time." Pawlak pulls away cleanly and manjis into the first turn, Pawlak has a two car gap initially but Gittin Jr. quickly closes that down to a single car length. Gittin Jr. looks to have shallower steering angle and a shallower line on the bank, but the proximity looks good. Gittin Jr. leaves around a three car gap through the transition, but closes that gap down again through the sweeper, finishing around a car length behind Pawlak. Looking at the replay, Gittin Jr. was definitely on a shallower line than Pawlak around the sweeper, but both drivers definitely showed good car control around the track.

GITTIN JR. LEAD – Gittin Jr. takes out one of the cones in the start chicane, so we have to restart the run. Thankfully, both drivers shut down before initiation, to save their tires. The second start is clean, Gittin Jr. is very high on the bank and slowly gets to full angle while Pawlak is much snappier to angle after his initiation. Pawlak finishes the bank around two car lengths behind Gittin Jr, but transitions early to close the gap on Gittin Jr. We have contact! Pawlak nudges Gittin Jr. out of the way just before the exit of the infield. After reviewing the replay, judges have determined that Pawlak is at fault for the contact. Gittin Jr. earns the win and will be the sole Nitto Tire driver in the Top 16.

FORD TOP 16

Before we sing the National Anthem, 11 young men and women are sworn into the Air Force in front of the packed Orlando crowd. The National Anthem was played on saxophone by Bobby Lucas in one of the best renditions we’ve heard at Formula Drift. All 16 drivers were introduced to the crowd, and the typical burnouts and donuts ensued. Dai Yoshihara was handed a bag o’ cash from Black Magic for earning the top qualifier position; looks like he’s buying dinner for the crew tonight. The weather is quite warm and humid right now at the track, but the tandem action is about to heat up!

Yoshihara vs. Hamilton

YOSHIHARA LEAD – Yoshihara has a good initiation and tire smoke on the bank, Hamilton uses a manji entry which slows him down a bit, but he closes the gap through the bank. Hamilton is just a car length or two from Yoshihara exiting the bank, but Yoshihara opens up the gap again to around four car lengths across the infield. Yoshihara runs the wide line around the sweeper as requested from the judges, and likely has an advantage entering the second run. Yoshihara has looked much better this weekend than in the past few weeks.   

HAMILTON LEAD – Yoshihara closes the gap down on Hamilton mid-bank, then has to slow down to avoid contact. Hamilton exits the bank with around a three car gap, Yoshihara surges forward again through the infield to close the gap down to a single car or so, then Hamilton opens up the gap again through the sweeper. Yoshihara definitely finished the run closer to Hamilton in chase than on the previous run. All three judges vote for Yoshihara to move into the Great 8.

Kearney vs. Wiecek

KEARNEY LEAD – Kearney high on the bank, Wiecek is less than a car length away from Kearney in the middle of the bank. Kearney opens the gap up to around three car lengths as he’s exiting the bank, then Wiecek closes the gap down again after the infield transition. There was definitely a steering correction from Wiecek through the transition, but he’s very aggressive on Kearney through the final sweeper. Just a few feet before the finish line, Kearney over-rotates in slow motion and spins out. Wiecek makes very slight contact with the front bumper of Kearney, but it doesn’t look like the contact actually initiated the spin. After a few replays, it’s more apparent that Kearney was over-rotating prior to the contact, which will result in a major advantage for Wiecek going into the second run.

WIECEK LEAD – Wiecek was given ten minutes to look over his car and make any repairs after the contact with Kearney. He then called his Competition Timeout, and was able to finish up the repairs. Both drivers return to the line to finish the battle. Wiecek has a feint entry and taps the wall at the top of the bank. Wiecek has a correction but maintains drift and continues on the run. Wiecek runs very wide exiting the bank and Kearney is able to pass Wiecek in drift. Wiecek tucks in behind Kearney and finishes the run with close proximity. This will count as an "Incomplete Run" due to Wiecek going off course exiting the bank. With a pair of "Incomplete Runs" in the lead position, the chase runs can’t really be compared fairly, so all three judges will vote for the drivers to go “One More Time.”

One More Time

KEARNEY LEAD – Looks like the damage to Wiecek’s car after tapping the wall on his lead run Without a competition timeout, he won’t be allowed to fix his car and Kearney will get a bye run into the next round. This probably isn’t the way that Kearney wanted to beat Wiecek, but all tandem wins count the same when it comes to championship points. Kearney moves on to the Great 8.

Deane vs. Castro

DEANE LEAD – Deane is high on the bank, Castro is very aggressive in chase and stays within a half car length of proximity with Deane through most of the bank. Deane opens up the gap to around four car lengths exiting the bank and transitioning into the infield, Castro closes the gap down to around three car lengths through the sweeper. Castro again closes the gap down to around two car lengths through the sweeper and crosses the finish line mimicking Deane’s line and angle with perfection. This is a great run from Castro, and not something many people expected!

CASTRO LEAD – Deane is about two car lengths behind Castro through the bank, but maintains the proximity through the infield transition and closes the gap down to a single car length through the sweeper. Deane’s S15 looks very calm and settled in the chase position, while Castro’s car looks like it’s having a bit bumpier ride through this surface. Looking at the replay side-by-side, Castro had better proximity through the bank but definitely had shallower angle through the transition. Deane had much better proximity through the sweeper. Very tough call for the judges to make either way! All three judges vote for a “One More Time” run — definitely the right call.

One More Time

DEANE LEAD – Deane high on the bank again, Castro again mirrors Deane’s line and angle with just inches separating the two cars! This time, Castro doesn’t allow Deane to open up the gap exiting the bank, and he stays aggressive through the infield by keeping the gap to less than a car length around the entire sweeper. There were times when Castro sacrificed steering angle to keep the proximity, but given how heavily the judges weigh proximity over line and angle, this will probably earn Castro a big advantage heading into the second run.

CASTRO LEAD – Deane has good proximity through the bank, almost identical to Castro’s proximity. Deane allows narrowly enough room for Castro to transition, then stays aggressive on Castro’s door through the rest of the infield and again through sweeper. Wow, this is by far the best set of runs we’ve seen in Florida before! One judge votes for One More Time, two judges vote for Castro to move on. Whoa, didn’t see that coming! This easily could have gone to another “One More Time.” Judge Ryan explains on the mic that both lead runs were great, it really came down to the line on the bank on the chase runs to determine a champion, with Deane being shallower on his line. It was a very narrow battle, but enough to make Castro stand out. 

Essa vs. Bluss

ESSA LEAD – An all BMW battle, Essa utilizes a turbocharged BMW engine while Bluss utilizes a Chevy small-block V8 engine. Essa initiates much earlier than Bluss, Bluss is only a single car length behind Essa through the bank but is on a lower line. Essa opens the gap up to four car lengths across the infield, then maintains that large gap through the final sweeper. Essa doesn’t have as good of a line through the final sweeper as some of the other drivers, but the big gap crossing the finish line will likely influence the judges to give him a small advantage entering the next round.

BLUSS LEAD – Bluss initiates high along the wall and has a three car gap through most of the bank, Essa has a good line but can’t close the gap down very well. Bluss expands the gap through the infield and finishes the sweeper strong with plenty of tire smoke and a five car gap ahead of Essa. Looking at the replay, Bluss’ rear wheel might have ridden up on the bank around the sweeper, which would be a deduction. Some small mistakes from both drivers in each run, all three judges vote for Essa to move on. Looks like Bluss’ mistakes in chase were too much to overcome.

Aasbo vs. Field

AASBO LEAD – Aasbo is very high on the bank, Field starts about two car lengths behind Aasbo and is tight to Aasbo on an almost identical line if not slightly higher.  Coming across the infield transition, Field loses some ground on Aasbo and takes a much shallower line on the sweeper. Aasbo has a very smooth run that was very similar to his qualifying run, while Field has very shallow steering angle through the sweeper and may have even lost drift before the finish line. Looking at the replay, Field may have lost a bead on his tire and riding on a flat, which would disqualify him from the competition. Formula Drift rules state that you must keep all tires beaded through two full runs, you aren’t allowed to rebead the tire between runs. If the tire is actually debeaded, that will end Field’s day.

FIELD LEAD – It’s confirmed that Field has a flat and will not be able to continue. Aasbo puts down a bye run to give the fans a proper show. Aasbo will be moving on to the Great 8.

Moore vs. Hohnadell

MOORE LEAD – Moore has a good initiation, Hohnadell initiates a bit late but sticks to Moore just a half car length behind Moore. Hohnadell loses some steering angle midway through the bank, but stays very close to Moore. Coming off the bank, Moore over-rotates on the transition and spins, while Hohnadell runs wide and nearly spins out behind Moore. Looks like Hohnadell’s spin may be considered an independent incident, which means both drivers could be looking at "Incomplete Runs" here. That was definitely a major mistake from Moore, but it’s unclear how they will judge Hohnadell.

HOHNADELL LEAD – Hohnadell with a nice initiation, he looks much smoother on the bank on this lead run. Hohnadell keeps around a four car length lead through the infield, Moore tries to close it down across the infield and into the sweeper but can’t make up much ground. All three judges side with Hohnadell to make it to the Great 8 in his hometown event.

Tuerck vs. Forsberg

This is actually a rematch from the final here in Orlando two years ago, although the actual tandem battle didn’t happen then due to mechanical issues from Forsberg back then. These two are close friends, but the friendships end when any tandem battle starts! Forsberg has won nine of the previous twelve battles between these two, although one of those losses was due to a mechanical issue as stated.

TUERCK LEAD – Tuerck is very high on the bank with tons of smoke, Forsberg has slightly shallower steering angle to keep the close proximity on the bank. Coming off the bank, Tuerck lays down a ton of smoke and Forsberg appears to get lost in the smoke. Forsberg drops back to around four car lengths behind tuerck, then slides into a shallower line around the sweeper to stay out of Tuerck’s tire smoke. This was a smart tactical move from Forsberg, but still likely to get a small deduction from the judges for taking a shallower line. Seems like there’s a slight advantage for Tuerck entering the second run.

FORSBERG LEAD – Forsberg has a strong lead run, maintains around a one car lead ahead of Tuerck exiting the bank. Tuerck tries to close the gap through the infield, but Forsberg extends the lead to around two car lengths. There was a slight steering correction from Tuerck just before the final infield clip, Forsberg extends the lead to around three car lengths by the exit of the sweeper. Overall a very similar run from Forsberg in the lead, but Tuerck’s chase seemed to be a bit closer in proximity especially through the infield section. All three judges vote for Tuerck to move into the Great 8. With Deane, Heilbrunn and Bakchis all eliminated already, this will likely push Tuerck into the championship points lead for now.

Gittin Jr. vs. Mohan

GITTIN JR. LEAD – Gittin Jr. opens up a big gap shortly after initiation, Mohan is struggling to keep up with the Ford Mustang. Gittin Jr. is on a higher line on the bank and keeps the gap large through the infield and the final sweeper. Mohan takes a shallow line through the sweeper to try and close the gap, but doesn’t make up much ground. Just before the finish line, Mohan spins independently of Gittin Jr.’s run. This will be a big advantage for Gittin Jr. moving into the second run.

FIELD LEAD – The initial attempt at this run resulted in a restart due to a cone tap, but the second attempt will count. Mohan again takes the lower line on the bank, while Gittin Jr. stays high on the wall. Mohan opens up a bit of a gap, Gittin Jr. looks to be taking it easy around three car lengths behind Mohan to ensure he can react to any possible mistakes Mohan makes. Mohan drops a tire back up on the bank in the sweeper, Gittin Jr. adjusts well, and both drivers finish cleanly. There were a lot of mistakes on both runs from Mohan, so Gittin Jr. will get the win into the Great 8.

NOS ENERGY DRINK GREAT 8

Yoshihara vs. Kearney

YOSHIHARA LEAD – Dai with a nice entry, Kearney initiates around a car length behind Yoshihara but closes the gap down to a half-car length by midway through the bank. Kearney backs off a bit to allow Yoshihara to transition, and Yoshihara opens up the gap to around three car lengths around most of the sweeper. Looking at the replay, Yoshihara actually took out the cone at the exit of the bank, while Kearney had a slight steering correction midway through the sweeper. Not a perfect run by any means, but it looks like Yoshihara might have a slight advantage.

KEARNEY LEAD – Kearney has a good initiation around a car length ahead of Yoshihara, Yoshihara then closes the gap down to around the ½ car length almost identically to Kearney’s run. Kearney taps his wing against the wall midway through the bank, but maintains drift and continues strong. Kearney opens up around a three car gap on Yoshihara across the infield, then Kearney adds more angle coming out of the infield and finishes the sweeper with around a three car gap on Yoshihara. The gap across the finish line was much larger on Yoshihara’s lead than on Kearney’s lead. All three judges vote for Yoshihara to move on to the Final 4. As the top qualifier, Yoshihara is now guaranteed a podium finish regardless of who else progresses into the Final 4.

Essa vs. Castro

ESSA LEAD – Essa initiates next to the wall, Castro again initiates just inches away. Castro stays tight to Essa through the entire bank, he briefly loses around a half car length of proximity but then closes it down again towards the end of the bank. Essa opens up a small gap across the infield, Castro is nearly impossible to spot through the smoke of Essa. Essa keeps around a three car gap through most of the sweeper. We finally see Castro peak through the smoke as he takes a slightly shallower line through the sweeper, but overall another great chase run from Castro.

CASTRO LEAD – Castro initiates around two car lengths ahead of Essa and keeps a similar gap through the entire bank. Castro is a bit lower on the bank than Essa was at times, but has good speed and angle. Essa keeps a fairly consistent gap to Castro through the infield and the final sweeper, finishing about two car lengths behind Castro. One judge votes for a “One More Time” battle, while the other two judges vote for Essa. We’ll see Essa in the Final 4. This was a great competition for Castro; it’s unfortunate that his day ends here.

Aasbo vs. Hohnadell

AASBO LEAD – Aasbo with a snappy initiation, Hohnadell enters around two car lengths behind Aasbo. Hohnadell takes a bit of an inside line through the final portion of the banking and slides up next to Aasbo near the exit of the bank, but loses a lot of momentum with his line and Aasbo opens up a fairly large gap on the infield. Aasbo enters the sweeper with around a five car gap, Hohnadell tries to close down the proximity but can’t make up much ground before the course ends. This will likely be an advantage to Aasbo due to the big mistake from Hohnadell.

HOHNADELL LEAD – Hohnadell enters around three car lengths ahead of Aasbo, taking the top line around the first portion of the bank but pulling away from the bank a little earlier than preferred by the judges. Aasbo enters the infield around four car lengths behind Hohnadell, but closes the gap down to around two car lengths through the sweeper to put some pressure on Hohnadell as they cross the finish line. All three judges vote for Aasbo to move into the Final 4.

Tuerck vs. Gittin Jr.

This will be another friendly rivalry among friends between Tuerck and Gittin Jr., although this one is a bit more lopsided. Gittin Jr. has won six of the previous seven matchups between these two drivers.

TUERCK LEAD – Tuerck initiates around three car lengths ahead of Gittin Jr., Tuerck uses some left foot brake to ensure he stays high on the bank before transitioning onto the flat infield. Tuerck opens up the gap to around three car lengths through the infield. He slides a little wide entering the sweeper and may have pushed a tire up onto the bank. Gittin Jr. ends the run about two car lengths behind Tuerck. Overall it's a strong chase from Gittin Jr., but tough to call an advantage after that run.

GITTIN JR. LEAD – Gittin Jr. initiates high on the bank with tons of angle, Tuerck is around two car lengths behind Gittin Jr. at the start of the bank but closes it down to a single car length by the exit of the bank. Both drivers hit the transition off the bank at almost the exact same time, Tuerck maintains good proximity with Gittin Jr. across the infield and even closes down the proximity slightly near the finish line. One judge votes for Tuerck, while the other two decide they want to see the battle “One More Time." We’ll see these to run again!

One More Time

TUERCK LEAD – Tuerck initiates a bit earlier than Gittin Jr, but Gittin Jr. uses the late entry to keep the proximity close between the cars. Gittin Jr. has a slightly shallower angle through the bank, but keeps the proximity between the cars to around a single car length. Gittin Jr. closes the gap down again after the transition on the infield and takes a slightly shallower line around the sweeper to maintain the same consistent proximity through the second half of the track. This was a fantastic display of car control, which is exactly what the judges love to see!

GITTIN JR. LEAD – The initial start is called back due to a knocked over cone, but the second attempt results in a full run. Gittin Jr. opens up a three car gap on the bank and maintains the gap across the infield. As Gittin Jr. navigates the sweeper, Tuerck stops drifting and drives off the course towards the pits. Looks like this might be a mechanical failure for Tuerck, which would be unfortunate as he’s been driving great all weekend until now. Tuerck needs to be towed off course. All three judges vote for Gittin Jr. to move into the Final 4.

BLACKVUE FINAL 4

Yoshihara vs. Essa

YOSHIHARA LEAD – Yoshihara has a good initiation, Essa initiates late and is only a single car length behind Yoshihara. Essa maintains a very consistent gap between the cars through the entire bank, Yoshihara briefly pulls an additional car length of gap on Essa towards the end of the bank, but Essa closes it down again across the infield. Yoshihara opens the gap up again to around two car lengths through most of the sweeper; Essa keeps the pressure on Yoshihara and finishes cleanly. This was a great run from both drivers — really no major mistakes to call out from either driver.

ESSA LEAD – Essa has a good initiation around three car lengths ahead of Yoshihara and very high on the wall. Yoshihara isn’t able to close the gap much through the bank; both drivers exit the bank and transition onto the infield smoothly. Essa loses his front bumper and then runs it over, but Yoshihara doesn’t seem to notice. Yoshihara uses the inside line to close the gap down slowly through the sweeper.

All three judges vote for Essa to move into the finals! Yoshihara will take the third podium step due to being the top qualified driver. The loser of the next battle will have to settle for 4^th place.

Aasbo vs. Gittin Jr.

AASBO LEAD – Gittin Jr. initiates around three car lengths behind Aasbo, but closes the gap down to a single car length by the exit of the bank. Aasbo opens the gap up to around five car lengths on the infield, and maintains a large gap around the sweeper on the outside line. Gittin Jr. tries to cheat the line a bit, but can’t close the gap at all.

GITTIN JR. LEAD – Gittin Jr. initiates high on the wall, Aasbo is less than a car length away from Gittin Jr. Aasbo sticks tight to Gittin Jr. through the infield and holds almost an identical line around the final sweeper. Aasbo uses slightly less steering angle to keep from hitting Gittin Jr., but maintains almost perfect proximity to Gittin Jr. across the finish line. This was a fantastic chase run from Aasbo, and although Gittin Jr. did exactly what the judges asked for as a lead car, the chase from Aasbo was one of the best we’ve seen all day. All three judges vote for Aasbo to move on to the Finals!

BLACK MAGIC FINAL BATTLE

Aasbo vs. Essa

Both of these drivers have a single championship to their name, and are looking to become only the third driver to win multiple championships. Essa’s in the same chassis he won his championship in, while Aasbo is in a brand new chassis this season. Essa owns a winning record over Aasbo, winning two of the three previous tandem battles between the drivers.

AASBO LEAD – Aasbo has a very snappy initiation and starts with around a three car gap on the banking. Essa closes the gap down to around a single car by the exit of the bank. Aasbo opens the gap back up to around three car lengths as both drivers transition across the infield; Essa  slides a bit wide and drops at least one and possibly two tires off course. Aasbo finishes the sweeper cleanly with around a three car length gap on Essa. This will likely be a slight advantage to Aasbo entering the second run.

ESSA LEAD – Essa has a good initiation and is high on the bank, Essa taps the top of the wall while Aasbo uses a slightly shallower line and less steering angle to close the gap down from around three car lengths down to a single car length. Essa holds his composure and exits the bank with a slight single car lead against Aasbo.

ROUND 2 FINAL STANDINGS

We have a winner! Both drivers are brought back to the infield, in front of the grandstands. Both drivers get out of their cars and congratulate each other. Dai Yoshihara joins them as the third place finisher. Fredric Aasbo is announced as the winner; he now joins Vaughn Gittin Jr. and Samuel Hübinette with the most all-time event wins at nine. Essa earns his first podium since Long Beach in 2014, and is now back in the championship chase for the first time since he won his championship back in 2013. Aasbo jumps into the championship lead overall, with James Deane moving down to second place in the championship chase. See complete standings at FormulaD.com.

See more tire-smoking, wall-scraping action in our FD Orlando recap gallery.

It’s called the snowball effect. You modify one area of your 4x4, and then that modification requires you to modify another part; on it goes until your wallet is empty, and your Jeep is full of awesomeness. The most common modification done to a given 4x4 is installing a suspension lift along with a larger set of tires.

From there, you might add on some small accessories, maybe even a winch bumper and additional body armor. Before you know it, you’ve added some serious pounds to your machine and now it feels sluggish. To get more umpf back into your vehicle, you typically have two options: A) Add more power, or B) Replace the stock differential gears with a numerically higher set. In our experience, swapping out the differential gears is the easier and more cost effective path.

For our 2013 Jeep Wrangler Unlimited Rubicon, we were in the same boat as many Jeep owners. Running 35x12.50R17 Nitto Ridge Grapplers and 3.73 differential gears, our JK’s performance was a little underwhelming, but livable. Post our 5,000-mile round trip to Moab, Utah, from North Carolina, we decided that we’d had enough of the constant downshifting on the highway and sluggish takeoff around town. To start our gear transition, we contacted the premium gear manufacturer Nitro Gear & Axle. Given that Nitro offers a variety of gear packages for the JK, we were able to get exactly what we needed for our application.

Gearing Basics

From the factory, our automatic JK came with 3.73 differential gears. While 4.10s were an available option, ours unfortunately didn’t come with the higher numerical gear set. This brings us to commonly misunderstood jargon when talking about gearing. A higher numerical gear ratio such as a 5.13 is often referred to as a lower gear. Don’t get too caught up in this. Just remember, a higher numerical gearset is what’s needed to compensate for a taller tire.

The concept behind moving from a low numerical gear to a higher numerical gear set is all about torque multiplication. By moving from a 3.73:1 ratio to a 5.13:1, the pinion will now turn 5.13 times for every one time the ring gear rotates. This helps reduce strain on the transmission, ultimately allowing the power to be delivered from the engine more efficiently.

Picking the Right Ratio

There are a number of things to consider when picking the right gear ratio for your four-wheel drive. How many gears does your transmission have? What’s your intended use? Rock, sand, mud, the mall — where are you headed? There are also other incredibly important factors to consider such as tire size, engine power, vehicle weight and so on.

Most gear ratio charts will steer you towards getting your vehicles performance and RPMs back to stock. For our Jeep Wrangler JK, stock wasn’t overly impressive, so we wanted to go a little higher numerically to add a bit more getup to the Jeep. This is why we opted for a 5.13. Although, the 5.13 is a bit aggressive for our 35-inch tire diameter, we know that 37s will eventually be under the Jeep. Going with the 5.13 gears now means we will not have to re-gear a second time when we move up tire sizes.

While the engine may rev a bit higher, it’s not drastic nor damaging. The fact that the transmission will be less likely to search or downshift to maintain speed on is worth the extra RPMs. The lower gears also mean high range will be more usable off-road in sand and snow conditions where wheel speed is important.  

The Install

We’re pretty hands-on when it comes to building our 4x4s, but even with our years of experience, we tend to leave setting up differential gears to the professionals. For this, we enlisted the help of Low Range 4x4 in Wilmington, North Carolina. While gearing both differentials in a four-wheel drive is an absolute must, in this installment we are focusing solely on our Jeep’s rear axle. Check back soon to see what heavy-duty upgrades we have in store for the front of our Jeep. 

In a low-pinion rear axle such as our JK’s Next Generation Dana 44 Rubicon rear housing, the differential takes a standard-rotation Dana 44 gearset. Nitro uses a thick gear for the 8.8-inch-diameter 5.13 ring gear, which allows us to reuse our JK’s stock electronic locker.

When changing differential gears, you’ll need all new bearings for the pinion and carrier. These are sold in what’s commonly known as Master Install Kits. This one from Nitro Axle & Gear included new bearings, shims, pinion seal and ring gear bolts, so we had everything we needed to get the job done.

The first step to breaking down the rear axle is pulling the tires. We’re running 35x12.50R17 Nitto Ridge Grapplers, which are holding up great after 10,000+ miles of use (and some abuse).

The JK’s Dana 44 rear is a semi-float axle. To remove the ‘shaft assembly, you’ll pull the brake calipers and rotors, unbolt the wheel-speed sensor, then remove the four axle-flange mounting bolts. This is always a good time to inspect the ‘shafts to ensure the splines are not twisted. In our case, everything looked perfect.

Once you disconnect the locker plug and removing the bearing caps, you can remove the carrier from the housing. If this were a standard (non-Rubicon) differential, you would mark the bearing caps to ensure each remained with the correct side.

To remove the pinion, first you’ll unbolt the driveshaft, then remove the pinion nut. Next, an air hammer is used to break the pinion free from the housing.

Something interesting to note is that the higher the gear ratio number, the smaller the pinion becomes in the Dana 44. On the right is the stock 3.73 pinion, while the new 5.13 pinion is on the left. There’s a slight trade-off in strength, but the gear ratio upgrade is well worth it.

The Nitro ring gear attaches to JK’s Tru-Lok carrier via the provided ring gear bolts. The bolts are dabbed with thread locker and then torqued to spec.

How the pinion contacts the ring gear is incredible important. Using a series of shims, the differential can be slid left or right, while a crush sleeve is used to set the pinion’s depth. Here, a dial gauge is used to check the backlash (the clearance between the pinion and ring gear teeth).

Since the JK uses a standard gear setup in the rear, the pinion powers the stronger side of the gear called the drive side. The opposite side of the gear is known as the coast side. The paint marks shown indicate how the pinion gear is contacting the ring gear teeth. The goal is to have a centered contact pattern with a little paint showing above and below the contact pattern.

Once the pattern is perfect, you can reinstall the differential cover. We’re using an X-treme series cover from Nitro. The aluminum cover adds extra fluid capacity and has a finned design to help aid in cooling (a critical necessity for differential longevity). Given the thickness of the cover, we also don’t have to worry about peeling it back if we do manage to tangle with a rock on the trail.

Another benefit of the cover is the high-mount fill hole and overflow port. This makes it easy to add fluid and prevents you from overfilling the diff.

Since the new differential gears require a 500-mile break-in period, we’re using a conventional 80-90w for the first fluid fill up. It recommends driving only for 30-minute intervals and allowing the diff to cool before driving again when first breaking in a new gearset.

For modern four-wheel drives such as our late-model Wrangler, you’ll need to recalibrate the vehicle's computer for the new differential ratio. Thankfully, we already had a JKS J-Cal programmer, which allows us to easily input the new ratio.

Be sure to check back soon as we jump on our front axle upgrade and give you the rundown on how our new gearset is working out.

Formula Drift commenced its second round of the season at Orlando Speed World with a lot of heat and a lot of tire smoke. If you expected the result at Round 1 to repeat itself, then you thought wrong. The Final 4 drivers in Orlando were completely different from the Final 4 in Long Beach, with No. 1 Qualifier Dai Yoshihara, No. 2 Fredric Aasbo, No. 5 Michael Essa and No. 22 Vaughn Gittin Jr. of Team Nitto — proving the depth of FD's 2017 driver lineup.

The Final Battle pitted Aasbo and Essa (both one-time Series champs) against each other; in the end, Aasbo came out on top, securing his ninth event win and tying Gittin Jr. and Samuel Hübinette with most event wins. Essa's second-place finish was actually his first podium since FD Long Beach 2014, breaking a 22-event dry spell. Because of Yoshihara's top Qualifying spot, he claimed third place, and Gittin Jr. claimed fourth — not bad, considering his No. 22 Qualifying position.

Catch all the action from Orlando Speed World in the gallery at the top!

(Photos: Andrew Jennings)

As we head into Round 3 at Road Atlanta, the top five drivers are, respectively: Fredric Aasbo, James Deane, Ryan Tuerck, Michael Essa and Vaughn Gittin Jr.

For more in-depth coverage, check out our comprehensive FD Orlando play-by-play.

Every April, Scouts West holds the International Harvester Western Regionals event at the iconic ghost town of Calico, California. The gathering draws fans of International Harvester 4x4 vehicles from all over the Southwest. Once a large manufacturer of everything from agricultural machinery to household appliances, International Harvester built a successful run of light-duty vehicles up until the mid-1970s, and it still carries a healthy fanbase.

Much like the town of Calico, International Harvester is no longer in full swing; however, that hasn't stopped the devoted fans of these unique 4x4s from building them to tackle some of the toughest rock trails the Mojave Desert offers, which can be found directly adjacent to the towns abandoned mines. From bone-stock show trucks to fully equipped overland rigs, the event featured vehicles built for every lifestyle and purpose.

Click through the gallery to check out some of these iconic 4x4s.

There’s something intriguing about a car with modified performance capabilities: knowing it can change initial perceptions in an instant with just one rev. Whether achieved through an engine swap, different tires or simply a good attitude, it’s beautiful to watch someone reach his or her goals and break expectations with a car they’ve transformed themselves.

Remember: Don’t judge a book car by its cover until you see what it’s truly made of.

This story originally appeared in Driving Line Magazine, Print Issue 11. 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.

Laurie Peterson – ’63 Studebaker Avanti

Engine: LS Swap  |  Tires: Nitto NT05

We had Studebakers when I was growing up. The Avanti is sort of the high-water mark for Studebaker, kind of like the company’s version of the Corvette. So why not make it go like a Corvette? Some people call it quirky, but the design is so very ’60s, especially with the oddball asymmetrical stuff. It’s way more extreme than anything the other manufacturers did. It’s the kind of face that only a mother can love.

(Photo: Chris Shelton)

Alex Tan – Mazda Miata

Engine: S2000 Swap  |  Tires: Nitto NT01

This car is special because it was the first F22-swapped Miata built in California, and it's definitely the only one done like this or being used so seriously on track. It has been the championship car in Roadster Cup and VTEC Club two years in a row, with Nik Romano, David Martinez and Will Wattanawongkiri as drivers. It's still being developed and will be back again—even faster. We made and assembled everything in-house at Indotech Motorsports, so it means a lot to get such great results from it.

See this Miata in action in Luke Munnell's VTEC Club coverage on Driving Line.

Coralee Lack – ’12 Jeep Wrangler Rubicon Unlimited

Engine: Stock V6  |  Tires: Nitto Trail Grappler

I often joke that my Jeep, named “Jules,” is an extension of myself, but it really is such an important part of who I am as a person. The first time I ever rockcrawled was the day I learned what Jules and I were capable of. Since then, we’re always finding new challenges, improving skills (driving, recovery and wrenching) and pushing boundaries. Jules is a symbol of personal growth: a daily reminder to step out of my comfort zone and find adventure despite suffering from a chronic illness.

Learn more about this @crawler_chick and Jules in Driving Line Take 5.

Ben Chong – ’13 Scion FR-S

Engine: Coyote Swap  |  Tires: Nitto NT05

The Scion FR-S, or now the Toyota 86, is a wonderfully balanced vehicle from the factory. But I also enjoy the power, sound and feeling of American muscle and was fortunate enough to build a car that encompasses all these qualities I love. To me this car has the perfect blend of Japanese engineering on chassis and suspension tuning, and the raw power of an American V8 under the hood. Pure excitement!

Learn more about this FR-S on Driving Line: A Coyote in Sheep's Clothes

More than just Mustangs showed up to Fabulous Fords Forever... but there were a LOT of Mustangs! Over 1,000 of the ponies pulled up to the event, with Broncos, Cougars, Thunderbirds, F-150s, Cobras and more also filling the lot at Knotts Berry Farm in Southern California.

Browse through the 50+ photos in the gallery above and check out five Fords we think you may have forgotten here.

It may be Mustangs that rule at Fabulous Fords Forever, with over 1,000 showing up to #fabfords2017, but the largest Ford gathering in the West also provided an amazing array of nearly everything the blue oval has offered over its vast history. A few lesser talked about Ford models popped out at us, like an old favorite t-shirt found after hiding away in a drawer, and we thought they were worth a look.

View our full gallery from Fabulous Fords Forever here.

1. Mercury Cougar

Ford’s mid-brand arm, Mercury, debuted the Cougar 50 years ago in 1967 as their Mustang counterpart. Sharing much construction and styling with the Mustang, the Cougar added more comfort and luxury touches and was one of Mercury’s most successful cars. It ended production in ’99 only to pop back up again with our next forgotten Ford pick…

2. Mercury Marauder

Based on the Crown Vic chassis, the average observer may mistake a Marauder for your average “cop car," but don't be fooled, there's much more behind the wheels here. The Marauder nameplate was revived for 2003-2004 aimed at providing the full-size car market with a luxury performance option. While it’s popularity never really took off, with Ford shutting down Mercury entirely by 2011, this rear-wheel drive V-8 is an absolute dream car for road trips.

3. Ford Skyliner

While the Skyliner went through several iterations, the glass top versions available in ’54-56 are something many people have never seen. See-through roofs were somewhat of a novelty in the space age mid-'50s with multiple brands offering an option. While the looks are cool, the experience is not — consumers quickly found out how quickly the sun heated the car’s enclosed interior.

4. Ford Ranchero

Using the best of both a car and a truck, the Ranchero was the first of its kind when it came out in 1957. Originally based on the Ford Fairlane, this practical pickup swapped styles five times before ending production in 1979.

5. Ford Country Squire

Precursor to the minivan, station wagons picked up where “woody” wagons left off. While Ford made wagon versions for an assortment of models through the years, including the Country Sedan, Galaxie, Falcon, and Pinto versions, the Country Squire was a dedicated line. Nothing says station wagon more than the Country Squire, with it's simulated woodgrain panels eliciting memories of playing in the back as kids.

View the full Fabulous Fords Forever gallery, and if you love Mustangs, you'll love our feature of Constance and her '64 ½.

Today is May the 4th, and if you didn't know already, it's Star Wars Day! While this is the perfect time to break out that lightsaber you bought at Disneyland and rewatch your favorite episodes, there are some people whose love for "Star Wars" spans far beyond one day of the year — made evident via their daily drivers. Do a quick hashtag search on Instagram for #StarWarsCar, and you'll see plenty of ToYoda, Stormtrooper and Starfighter-themed vanity license plates, car wraps and sun shades — some more subtle than others.

Enjoy these 15 Star Wars cars, and May the 4th be with you.

1. 350Z-Wing

(Photo: @obishawnc)

2. Millennium Falcon Wagon

(Photo: @darthshader_tinting)

3. Boba Fett NSX

(Photo: @jalapenosdecals)

4. Sith R/T

(Photo: @sith_rt)

5. Star-Studded Chevy

(Photo: @fongshui64)

6. Dark Gen

(Photo: @darkgen_3.8)

7. R2-Fiat

(Photo: @fabiodifelice11)

8. Hellcat Stormtrooper

(Photo: @nkcars)

9. Red-7 CarFighter

(Photo: @obi_petron_e)

10. Boba Veloster

(Photo: @banditcar)

11. Order 66 Camaro

(Photo: @order66camaro)

12. ToYoda

(Photo: @johnmeyer1023)

13. Imperial Countach

(Photo: Cory Mader)

14. Nissan Rogue

(Photo: Takuya Akiyama)

15. Darth Raider

(Photo: Denny Huang)

What were the best vehicles in Star Wars movies? Driving Line chooses our 10 favorites here.

It’s been nine months since we first got behind the wheel of our ’03 Volkswagen Jetta TDI parts runner — and we’ve been busy with it. In addition to racking up more than 10,000 miles and maintaining an mpg log, we’ve replaced the timing belt, water pump, thermostat, glow plugs, serpentine belt and tensioner in an effort to ready the car for the next 100,000 miles of use.

Most recently, we strapped the car to the chassis dyno for a baseline horsepower number, followed by adding a programmer to the mix. Follow along as we chronicle how we’ve gone about making our little V-dub more reliable, powerful and fuel efficient.

Keeping a High-Mile Car Mechanically Sound

Fourteen years after being produced, the 1.9L TDI diesel under the hood of our ’03 Jetta TDI is still purring like a kitten — and we want to keep it that way. It’s nothing for us to travel 200 miles one way for a photo shoot, so we need this thing to be uber-reliable for years to come, hence all the parts we’ve thrown at the car in this article.

100K Insurance Policy

Because the 1.9L TDI is an interference engine, its timing belt needs to be replaced every 100,000 miles to avoid the ill-fated piston-to-valve contact. Because we had surpassed the 200,000-mile mark (and because it was time for the car’s 100K change interval), we opted for the “High Mileage” kit offered by Kerma TDI. The company’s all-inclusive kit comes with everything you need to replace on a high-mile ’99-’03 Jetta. The kit entails a new, high-quality Gates cog-style timing belt, timing belt tensioner, water pump, serpentine belt tensioner and a 1.5L container of Rowe HighTec G13 coolant; we also threw in a new serpentine belt for good measure. Kerma TDI’s High Mileage kit runs $399.

Out With the Old

Being that the car had 202,000 miles on it, we were pretty sure we weren’t replacing the factory water pump. However, the water pump we pulled out of the engine did have the notorious plastic impeller, which is known to fail prematurely. Specifically, it’s common for the plastic impeller to spin on the shaft and cause overheating issues. To rule out this possibility, Kerma TDI includes a metal impeller HEPU water pump in its High Mileage timing belt kit.

Additional Safeguard for Used Cars

We also opted to start with a fresh thermostat (PN 044121113) while the timing belt and water pump were being replaced. At the recommendation of a former VW tech, we purchased a new thermostat housing at the same time (PN 038121121). We’re glad we did. Notice that the thermostat housing on the right had damaged locking pins, which are plastic and can easily be broken. The pins (visible on the housing on the left) are used to hold the thermostat in place once it’s installed.

Cold-Start Help for Older Vehicles

To aid cold starts and because they’re easy to access, we went ahead and replaced all four glow plugs right before winter struck. The Beru units we chose came from Kerma TDI (PN N10140105) and carry with them the same quality you’ll find in genuine Bosch units. Glow plugs are another potential failure point that we wanted to make sure we ruled out. Over time (and if neglected long enough), the tip of a glow plug can become brittle and crack — and because they’re positioned on top of each piston you don’t want anything falling in-cylinder. Since installing new units, we’ve had zero issues getting the car to start in single digit weather.

The Q-Loader

With just 90 flywheel horsepower, you can imagine our desire to give the Jetta a little more oomph. Once again, Kerma TDI gave us a helping hand and this is the tool we used to unlock more power: the company’s Q-Loader programmer. On a bone-stock car, Kerma claims an extra 25hp and 60 lb-ft of torque is possible with one of its custom ECU calibrations.

Q-Loader Software

In order for the Q-Loader to work, you have to download the Q-Loader console PC interface software onto your computer. Kerma TDI supplies highly detailed, step-by-step instructions on how to do this.

Click and Drag

Once we’d downloaded the Q-Loader software onto our PC, we used it to configure the programmer for our specific model car. From there we connected the programmer to the car via the OBD-II port, pulled the stock ECU file and emailed it to Kerma TDI. A few minutes later, a modified tuning file sat in our Inbox. We promptly added the new file to the Q-Loader and scheduled a trip to the chassis dyno.

Date With the Dyno

To find out exactly how much power the Q-Loader added to the car, we made a trek over to Scheid Diesel Service to use its Mustang chassis dyno. It’s worth noting that the folks here are used to dynoing high-powered diesel pickups and the dyno’s loading capability is used to place the trucks under full load in order to produce full boost. For our visit however, we quickly found that our little Volkswagen wanted no part of the dyno’s load functionality (it couldn’t pull through it). So, the car was tested solely in inertia mode and our baseline (stock power) horsepower number checked in at a lousy 72 horsepower. But, with a 90hp rating at the crank, 72 seemed like a credible amount of ponies making it to the front tires.

Recovery Hook = Anchor Point

With literally no place to hook onto the car’s subframe, it was secured to the chassis dyno by utilizing the front recovery hook. Gaining access to the recovery hook calls for removal of the passenger side lower pop-out panel and installing the tow hook stowed in the trunk. We’re glad ours was still there and were subtly surprised to find that it’s reverse thread.

Uploading Horsepower

After obtaining our baseline dyno numbers, it was time to reflash the ECU with Kerma TDI’s performance file. We simply followed the on-screen directions and the key-on and key-off ignition prompts until getting to this screen. In total, changing tunes with the Q-Loader takes about 10 minutes, which is about average for most programmers in the diesel industry.

+33 Horsepower

With the Q-Loader in the mix, we immediately noticed how much shorter the dyno test was (i.e. more power was now on the table). We were hoping to see a 25hp gain, but were blown away to find that we’d picked up 33 extra ponies (a 45-percent increase). On the street, the difference between a 72hp Jetta and a 105hp one is night and day. The car now feels more eager to run and pulls much harder throughout the entire rpm range. Thanks to Kerma TDI’s highly refined tuning, our Jetta is clean-burning (no smoke), the throttle is linear and the car is a lot more fun to drive now that it can keep pace with traffic. The icing on the cake is that we’ve also seen a bump in fuel economy. So far, the “tuned” version of our Jetta has benefitted from a 1.1-mpg increase (see our mileage log below for more details).

Going the Distance

On this tank of fuel, we traveled an impressive 628.8 miles. If you do the math, that’s more than 50 mpg, which has been par for the course to date (and not to mention easy on the wallet). At one point, we drove the car an entire month before a fill-up was required!

Mileage Log

The Porsche recipe is so simple, and so perfect, it’s almost funny. Take a short, flat, horizontally opposed six-cylinder engine, mount it low at the back of a RWD car, add a stout four-wheel independent suspension, fit it to a low and wide chassis with generous amounts of rubber, add in an acceptable amount of passenger room and creature comforts, and design the rest to complement.

Tweak mildly over the years, and remain one of the top-performing and most highly sought-after lineages in the world. Easy, right?

So, what better way to honor Germany’s premier performance brand and enjoy the fruits of its labor than with three days of meet, show and track time at one of California’s premier speed destinations for the ages.

Such is the California Festival of Speed, a 16-year-strong joint production between the Porsche Owner’s Club and Porsche Club of America. If you’re a Porsche owner, racer or fan of any kind, you need to be there.

As its name would imply, the California Festival of Speed is first and foremost for the drivers.

Three full days of practice sessions, open-track time, sprint races and a final 70-minute enduro around the infamous Cal Speedway “roval” — a configuration that combines the low-speed, technical turns and hard braking zones of its infield road course with the all-out speed of half its two-mile NASCAR oval — provide ample opportunity for drivers of nearly any model/vintage Porsche and any ability level to enjoy what their cars do best: perform.

What turns out each year is every bit as diverse as the classifications allow. This year saw everything from loads of weekend track rats to late-model Cayman GT4s and 991s, as well as insanely widened and sequentially shifted full competition cars from series like Pirelli World Challenge, IMSA GT3 Cup, ADAC and more.   

More than a few 944s came out to play, along with lots of Boxters and every variation on 911 you could imagine. 

There were even some 918s and mid-century 356s in attendance, but were mostly relegated to off-track duties.

In between the track time, showgoers could find all of these in and near Auto Club Speedway’s pit area; seeing such a diverse and impressive collection of Porsches under each roof is an awesome experience in itself.

Outside of track festivities there was the softer side of Porsche enthusiasm, by way of Vendor Alley, the Swap Meet and the Owner’s Corral.

There was even a mobile dyno, which was more for the racers to diagnose problems and tune their cars than compete for peak numbers. But we suspect there was some of that as well.

Even the general parking area was impressive.

When the very first Porsche 911 debuted in 1965 with its bare-bones, performance-minded build and future-classic styling, it sold at dealers with a humble MSRP of only $6,490. Twenty-four years later, the classic 911’s price had grown nearly 10-fold despite having changed minimally over that time, a testament to just how perfectly Porsche nailed that performance recipe.

And if what we see each year at the California Festival of Speed is any indication, Porsches, and the enthusiasm performance lovers have for them, will continue to appreciate with time.

We've got over 100 photos for you to check out and get the full appreciation of what being a Porsche fan is all about.