It's no secret that most modifications we make to our vehicles involve compromises. Whether you want your drift car to have 60 degrees of steering or your Wrangler to blast over whoops at 60 mph, there are going to be some trade-offs in regards to how your vehicle handles normal driving duties. We own plenty of vehicles that fall into these categories and have no regrets over the modifications we've made to our purpose-built vehicles. Everyone needs at least one vehicle in the stable, though, that you can reliably drive across the country or use to take your mom to brunch without getting grease on her dress. 

For us, that vehicle is this 2014 Ram 3500 Laramie. The truck has leather, heated seats and enough torque to pull all of our toys to King of The Hammers or Formula Drift. As great as the truck is, there was still room for improvement, particularly when the trailer isn’t hooked up to the back. We wanted a better ride, increased traction and more aggressive looks, but we didn’t want the Ram to head down the path of our purpose-built vehicles.

In other words, we didn’t want to make any compromises. And unlike most Ram owners, we weren’t looking to add any additional lift to the truck. The truck is already tall enough from the factory to fit 35-inch tires, and our dear ma has a tough enough time getting into the truck to go to brunch as it is.

We would love to tell you how to accomplish all of this on the cheap, but budget is one place that we were willing to compromise to get what we wanted. After being underwhelmed with cheap products that were too good to be true and having to redo too many projects, we live by the words “buy once, cry once.” This mantra and a considerable amount of research led us to select premium components from Fox, Thuren and Nitto. The Thuren coil springs we chose are only half an inch taller than our factory springs, but the spring rate is 27 percent lower, resulting in a smoother ride.

Lowering the spring rate can create as many problems as it solves, however, particularly with a heavy Cummins engine. We offset the lower spring rate with increased shock damping from 2.5-inch Factory Series Fox shocks to keep our Ram from slamming into the bump stops. Big shocks are one of the components that we like to add to every vehicle we own. They aren’t cheap, but they are something that you don’t have to go off-road to appreciate; you can feel the difference in every mile you drive regardless of the road surface.

The final touch was a set of 295/70R18 Nitto Ridge Grappler tires. This size is approximately one inch taller than the factory tires, filling the large wheelwells of our Ram. The tires aren’t such a departure from the factory size, though, that we needed to purchase new rims or re-gear our differentials. And the Ridge Grapplers are Load Range E, rated to carry 4,080 pounds each at the maximum inflation pressure of 80 psi, so there was no loss in load or towing capacity.

If we're being honest, looks were a factor in our tire decision as well. The Ridge Grapplers look far more aggressive than stock, but even our mother commented on how quiet they are on the way to brunch. If that isn’t a ringing endorsement, we don’t know what is.

The Fox Factory Series front shocks are considerably larger than the factory shocks. The larger size allows for increased fluid to keep the shocks cool, and a physically larger shock piston that can do a better job of controlling the weight of our heavy Cummins-powered Ram.

The Fox shocks are labeled right and left for the front of the truck and are valved specifically for the weight on each side of the truck. They still use pin tops for an easy bolt-on mounting procedure that can be done at home in the driveway.

We found it easiest to place jack stands under the frame and then put the jack under the axle to raise and lower it in order to remove and install the suspension components. Disconnecting the sway bar allowed the axle to swing out of the way.

Thuren Fabrication offers their linear rate coils springs in a variety of heights, including a half-inch lift height for the front of our Ram 3500. While the lift is minimal, the spring rate is 26 percent softer than stock for an improved ride.

We had to drill holes into the upper coil mount to position the reservoirs for the front shocks. Fox includes detailed instructions and photos for this process, which made it much easier. We mocked up the reservoirs and then marked them before drilling.

Once the holes were drilled, the reservoir mounts are secured with self-tapping screws and then hose clamps are used to hold the reservoirs to the mounts. While not as fancy as billet reservoir clamps, these mounts are simple and cost effective.

The 90-degree fittings on the reservoir hose really only allow the reservoir to be installed one way, easing installation. Even with the larger Ridge Grappler tires on factory rims, we did not experience any interference between the tires and the reservoir hoses.

The rear Fox Factory Series shocks use a piggyback reservoir that is attached to the shock body rather than a remote reservoir and a hose. This is just a packaging difference; otherwise, they function the same as the front shocks.

The Fox shock bodies come clearcoated, but so does the paint on your truck. We like to wax both (the shocks and the paint) to keep them looking new. 

Fancy foam bump stops are popular with the Ram truck crowd, but they aren’t cheap. We found these foam bumpstops at Summit Racing (PN CWA-52004297) for $25 each. They are made by Crown Automotive for a Jeep, but they work on the back of our Ram truck.

The mounting pattern was different between the bumpstops, but there was enough material that we were able to simply transfer over the bolt pattern from the old bumpstops and drill holes in the new bumps.

There is no comparison in tread depth or traction between the factory tires and the new Nitto Ridge Grapplers. What may surprise you is that despite the aggressive appearance, the Ridge Grapplers are no louder than the original tires and are rated to carry just as much weight.

We choose a 295/70R18 Nitto Ridge Grappler that is approximately one inch wider and one inch taller than the factory tires we replaced. This still allows for fitment on the factory rims with no rubbing, but fills out the wheelwells and gives the truck a more aggressive appearance.

We had Matt Hannink at 4Wheel Parts mount and balance our new Ridge Grapplers. We purchased a matching fifth tire for a spare, and the larger diameter tire barely fit under the truck in the factory location. We don’t think you could get a larger tire under the truck without removing the heat shield for the exhaust.

The Nitto Ridge Grappler provides a lot of biting edges to maximize traction and uses variable lug sizes to minimize noise. The Ridge Grapplers are available in 30 different sizes, and they all benefit from siped lugs that conform to the terrain and provide excellent wet weather traction.

Typically, as tires become larger in diameter and heavier, they require more weight to balance. Our Ridge Grapplers took incredibly little weight, which is a testament to Nitto’s quality control procedures. 

After installing all of the new suspension components and mounting the tires, we had 4Wheel Parts perform an alignment with their state-of-the-art Hunter alignment rack. This was a small price to pay to allow our truck to go down the road straight and keep us from burning up our new tires with the incorrect toe measurement.

We successfully accomplished our goal of making our Ram 3500 ride better on the pavement and the dirt with zero drawbacks.

Next, see how the Ridge Grapplers fare on the famed Rubicon Trail.

The best part of my job, let’s face it, is test-driving. It’s almost ridiculous that my occupation involves writing my opinion after driving the newest vehicles. It is, I’m not gonna lie, completely awesome. But it is even better when I’m invited to events that allow me to see what’s trending and what’s new across many automakers. This was the case last week when I went to Heels & Wheels 2017, an all-female automotive event in Portland, OR.

To be fair, there were actually more than 10 automakers, but a girl can only handle so much fun in 48 hours. But what’s really shocking is how much I learned in this short amount of time. Here goes:

Less Dough, Less Go? No Mo!

I drove everything from a $240k Aston Martin to a $24k Mazda CX-5. Normally, because I’m a car snob & a performance girl, I would just gravitate towards the most expensive car because that usually translates into the most fun behind the wheel. Of course, the DB11 was amazing. It took every cell in my body not to drive to Canada and change my name. But I also found plenty of fun in the adorable Kia Niro Hybrid, the VW Alltrack & the Pacifica plug in hybrid (That’s right, I said a fun mini van. Deal with it).

These Aren’t Your Mama’s Safety Features

A few years ago, safety innovations were everything. Look at our airbags! Look at the side view cameras! We’ve got sensors all over the place! Now that sensors have become common place and airbags are everywhere, we know that the last mile of safety isn’t about the car. It’s about being a better driver & staying off of the phone. So now we expect stuff like Moving Object Detection in the Nissan Rogue Sport and Parking Assistance in the VW Atlas.

Innovation Insanity Is Here

But that doesn’t mean that automakers aren’t thinking of new ways to keep us safer and smarter behind the wheel. Forget something in your backseat? Not when you’re driving a new GMC Acadia Denali, with Rear Seat Reminder that senses when you’ve left something behind. Don’t think you need that? Why don’t you ask that gallon of milk that fell out of your shopping bag. Yeah, you’re welcome.

Apple Play Rules

As someone that test drives a lot, I knew this to be true. But after a day of getting into car after car & being frustrated with stupid technology, all I wanted was to see my old familiar Apple interface. Read me my texts, give me my apps and just make connecting easier.  I even caught an automotive rep giving up on her car’s navigation and asking Google. No kidding. It’s pretty simple car makers: when you need digital technology, let the geeks take over. It’s what they do best.

Kids These Days (Eye Roll)

Another astonishing thing about driving all of these cars was how much they clearly consider what’s happening in the back seat. Even in the $40k Pacifica Hybrid mini van, little monsters get captain’s chairs, individual screens, headphones and backseat games courtesy of Chrysler. In my day, we were lucky to get seat belts…

And finally...

Money Does Buy Stuff

And I like that stuff. A lot. Like the smell of hand stitched leather inside an Aston Martin, the idiot-proof luxury of the 4wd Lexus GX460. I also dig the fat, wide, mean stance of the Jaguar F-Pace. I especially like the way my face froze into a perma-smile after checking the 0-60 capabilities of that DB11. Those were the best 4-seconds I’ve had in a long time. But hey, it's all in a day's work.

In the market for a new car? See what we thought of the Toyota C-HR. Or maybe the VW Golf GTI is more  your style.

Last week, Subaru announced not one but two new special edition models coming in 2018 - one based on the popular WRX STI and the other based on the Subaru BRZ, both of which will be available in the U.S. in very limited numbers beginning next year.

First up is the WRX STI Type RA which takes the already stout WRX STI and trims weight, bumps output to 310 horsepower and adds a retuned Bilstein suspension, revised gear ratios and a unique front grille with Cherry Red trim.

Among the weight saving measures  are a carbon fiber roof panel along with a carbon fiber pedestal spoiler and each car will feature a numbered plaque on the center console.

Joining the STI RA will be the Subaru BRZ Ts, which has already been available in other markets for a little bit now. While it's not the turbocharged BRZ STI that many have been waiting for, it does feature upgraded dampers, additional bracing, 18" wheels, Brembo brakes and an aggressive carbon fiber rear spoiler.

Both cars will be available during the first quarter of 2018, and with only 500 examples of each expect them to sell quick. If you are interested in picking up either one of these limited edition models, we recommend calling your local Subaru dealer ASAP.

Can anyone else say "instant classic"? Get more on the WRX STI in our driving review here.

Graduation season is all about celebrations, lots of selfies, and of course kicking the shoes off and relaxing for the summer. But for Ryne Harding, graduating college meant starting a new Mustang GT project car from scratch.

Ryne bought his Mustang GT brand new on May 21^st of 2013, and within a few short weeks of bringing it home the parts began piling up on his door step. It started as a few aesthetic mods and appearance changes to pull his weight at the local meets, but after his first run down the local drag strip, that all changed. “After making that first pass I was hooked and I began focusing on a more serious build,” Ryne notes.

Ryne opted for big power right out of the gate. The Paxton 2200SL supercharger system fit the bill perfectly, and with a host of supporting mods, this Mustang now makes 625 horsepower on 10 pounds of boost.

With all that extra power comes a by-product that gives most car enthusiasts a rush just the same. “Some friends mentioned that the whistle of the new blower setup sounded like a fighter jet, so I took that theme and ran with it,” Ryne explains. He soon added a “JET FUEL ONLY” decal above the fuel filler door, and continued the theme by adding a few warning decals you would find on actual fighter jets.

He even went as far as having a custom rear splitter engraved with the words “CAUTION FLAMES” on it. Ryne laughs, “That's usually a conversation starter! They double as a real warning, because the car will blow flames out of the exhaust during WOT shifts.” His next fighter jet addition is a set of side skirt splitters with “NO STEP” engraved.

No fighter jet is complete without landing gear, so Ryne is running a staggered set of 19-inch Burst Forgestar F14s wrapped in Nitto NT05s. “I originally ran NT555s on my 1995 Mustang and they were a great tire. When it was time to get new tires on the 2013, Nitto was the only option I even considered.”

Ryne started out with a set of NT555Rs, which delivered great performance on the street and helped him lower his 60-foot times considerably. He has since switched to Nitto NT05s noting, “I like that they are a great looking tire and they hook up great both on the street and on the 1320.”

All-in-all Ryne’s plans for the Mustang revolve around building the ultimate weekend warrior. The goal is a car he can comfortably take out for a cruise on the streets, but can handle the abuse of a day at the drag strip as well.

Future plans include building a complete Coyote 5.0 engine capable of higher boost numbers and more power for a transplant down the road.

Ryne strives to keep the perfect balance of show and go. This car is as much an eye-catcher at the local meets as it is on the drags. His passion for building a car he loves to drive is what being an enthusiast is all about.

Check out some of the other builds that showed up to Street Car Takeover, here.

When it comes to midsized trucks, few have the off-road chops as the Toyota Tacoma. Prior to growing a little portly in 2005 with the arrival of the second generation platform, the '95½ to '04 Tacomas were ideally sized to squeeze down Jeep trails and retain comfort for daily driving. Alec Overton of Wood Cross, Utah, saw the potential of his 2000 Toyota Tacoma SR5, but understood that it would take a little work to get it capable of reliably handling the adventures he wanted to take it on.

(Photos: Kyle Wells)

Starting out with an extended cab truck fit with the notoriously reliable and peppy 3.4L V-6 engine, the truck didn’t lack power. Coupled with a five-speed manual, Overton also had some solid gearing options for playing around in the often snow-covered trails nearby. The biggest drawback? The truck’s original independent front suspension. With goals of running a 37-inch-tall tire, Overton knew he’d be pushing the limits of the stock IFS setup.

His IFS replacement would come by way of an FJ-80 front axle. This Toyota Land Cruiser transplant would be stuff with an ARB Air Locker, RCV Performance axleshafts, and 5.29 gears. HellFire Fabworks knuckles work with a custom crossover steering setup using 7/8-inch spherical rod-ends from RuffStuff Specialties.

The weld-on shock towers secure 12-inch-travel 2.0 Fox remote-reservoir coilovers upfront, while a custom three-link with track bar places the axle under the front of the truck. Helping to moderate the up travel is a set of Fox 2.0 air bumpstops.

With a dual-transfer case setup, the truck has the ability to double down with an ultra-low range ratio of 10.7:1. This works well for ‘crawling, but it also allows the truck to either use a 2.28:1 or 4.70:1 low-range when more tire spin is necessary.

Offering more clearance for the 37x12.50R17 Nitto Ridge Grapplers is a CBI Offroad DIY series front bumper. It’s fit with an ENGO 10,000-pound winch, Factor 55 Flatlink, along with four CREE LED auxiliary lights.

Securing the ultimate all-terrains are 17x9 Level 8 Bully Pro Wheel. (Note: The truck can been seen with both Ridge Grapplers and Trail Grapplers, as it recently made the switch to Nitto's latest Grapplers offering).

Out back, the Tacoma’s rear axle was fit with an ARB Air Locker, Longfield chromoly axleshafts, and a matching 5.29 gear set. Suspending the back is a set of 63-inch Chevy rear springs with Bilstein 5100 series shocks handling all of the dampening duties. The back bumper was custom built by Overton.

While Overton says the truck is still a work-in-progress, we’re extremely impressed with how far it has come. Next on the list of upgrades is a move to hydraulically assisted steering, an internal rollcage and rock lights.

HARD FACTS

Check out more photos of the Tacoma in action in the gallery below.

When half of the FormulaD PRO field shows up at an event just to play, you pay attention. That's exactly what went down at #GRIDLIFE, the mash-up motorsports & music festival that just went down for its fourth year at the Gingerman Raceway in South Haven, Michigan. Three days jam-packed full of racing, car shows and electronic music performances left us giddy, exhausted and wanting more. This event is a rare festival where performance and lifestyle freely intertwines, and the masses agree that this is the place to be.

#GRIDLIFE manages to take it to a whole new level each year, and this one had the largest lineup of music and motorsports yet. The event shows no signs of slowing down–with both driver and spectator tickets selling out in lightening speed. Speaking of speed, the track was hot for all three days with time-attack, drifting, and HPDE sessions. There’s a variety of vehicles and power plants, from Dirk Stratton’s drift Corvette to Brian Block’s 4G63-swapped ‘60s Volvo, and of course, Vaughn Gittin Jr.’s iconic Ford Mustang RTR.

We'll cut-off our jabbering here though–some things are best described in photo form, so before we get into the nitty gritty details of #GRIDLIFE Midwest, allow us to first present you with the enticing visuals. Browse through the gallery above, and toggle the left-hand grid icon for a full thumbnail view, then sign up for Driving Line's newsletter to be sure to get the full coverage we've got coming at ya!

More than a couple cars we saw at GRIDLIFE have graced these Driving Line pages before, check out more of Mikko Katajas' 1979 Starlet!

There are few modern automobiles that resemble the shape and spirit of a brand as much as Jeep. Park a 1941 flatfender next to a 2017 Jeep Wrangler, and you’ll see that even 76 years later, the apple doesn’t fall far from the tree. We recently got a chance to visit Suwanee, Georgia, and attended the second-annual Jeep Heritage Expo. Held at the Omix-ADA headquarters, the event merges the past with the present. Omix-ADA founder Al Azadi opened up his massive personal collection of vintage Jeeps for the public to enjoy.

Omix-ADA specializes in Jeep replacement parts. This includes large items such as complete tubs and fenders to small items like mirrors and seat belts. Under the same roof is Rugged Ridge and Alloy USA. Rugged Ridge focuses on accessories for everything from CJ’s to the modern Jeep Wrangler JK. From lightbars, floor liners, and half-doors to wheels and soft tops, Rugged Ridge has an expansive catalog. The Alloy USA side is geared towards drivetrain components for older and modern Jeep vehicles.

The one-day Jeep Heritage Expo is open to the public and completely free. With hundreds of Jeeps on display, prize raffle with proceeds going to charity and lots of entertainment to keep the young and young-at-heart engaged, it was a great way to spend a warm weekend in the South.

Omix-ADA owner Al Azadi owns one of the finest collections of early Jeeps in the U.S. Included in his fleet are three very special prototypes. From left to right: A 1941 Willys MA, the "M" stands for Military and "A" for its model designation. This was a prototype built for Army testing prior to the U.S. entering WWII. Parked next to it is a 1941 Bantam BRC (a third-generation prototype). Third in line is a 1941 Ford GP, which was Ford’s second prototype of the like.

In addition to the early flatfenders, there's an assortment of mint-condition Willys vehicles from the 1950s. Possibly our favorite was this 1955 Willys Pickup. With so much speculation about the new Jeep pickup on the horizon, one can only hope that it invokes this level of style and craftsmanship.

Here’s another absolutely amazing piece of history. It’s a 1943 Ford GPA known as a Seep. It was originally intended to ferry soldiers to and from off-shore ships. However, the Seep was much heavier than originally anticipated, which made it sit very low in the water. This meant it couldn’t handle excess cargo or rough water. While 12,778 were built, many were met with a watery death. In March of 1943, production was finally stopped for the vehicle that was too slow for the water and too cumbersome on land. 

You may have noticed oil catch pans sitting under the vehicles. This is a result of the rigs being actively used. Since we got there a day before the event, we were fortunate to take a spin in a few of the classics they set out for the show.

While we wouldn’t say this 1959 Jeep FC-150 was the best handling of the bunch, it gets all the style points. The FC (short for Forward Control) was produced by Willys, then Kaiser Jeep from 1957 to 1965. The cab-over design created space for large bed with plenty of room to haul cargo, but didn’t do much to make the 81-inch wheelbase 4x4 with mostly CJ underpinnings easy to drive.

The company’s 230,000-square-foot warehouse was also accessible during the expo for those wanted to take a tour. Here, you could check out some of the test fixtures and see some of the 20,000 parts.

In addition to reproduction parts, Omix-ADA houses a healthy inventory of OE NOS (new-old-stock). We even spotted entire body panels for the ’84-’96 Jeep Cherokee XJ.

The Jeep Heritage Expo is a family friendly event with a great mix of prizes, activities, and of course, Jeeps, to keep the entire family entertained. They even had the local Boy Scout troop come out and raise the flag to kick off the Expo.

We came for the Jeeps and were not disappointed. Fernando Viloria was there with his 2008 Jeep Wrangler Unlimited. Sitting on 40-inch Nitto Trail Grapplers, Currie 1-ton axles and a 3.5-inch Rock Krawler suspension, it was one of the cleanest and most heavily modified in attendance.

We’re not sure if this Jeeper is afraid of the dark, but five lightbars (and two pod lights) mean he should be able to light up the path anywhere he wants to go. While there was a mix of “Mall Assault Vehicles” and hardcore off-roaders, we still appreciate the time people spend personalizing their rides.

Anyone remember the Smurfs?

This JK on Mud Grapplers had a very cool trailer setup. We’d love to hear the story about what happened to the other half of the Jeep! You can see more snaps of the trailer in the gallery at the bottom.

Once the parking lot was completely full, the attendees headed for the grass. We estimate a few hundred Jeeps were on hand. Many of them the wildly popular Jeep Wrangler JK.

Bonus action! While heavy rains had closed down the local trail system, we did get a chance to take a back-country cruise with some of the crew from Rugged Ridge. We even managed to get a little dirt (and water) between the treads.

Looking for a Jeep event even further south? Be sure to check out Jeep Beach!

For car enthusiasts in America, it's a common phenomenon to desire the cars and parts that we don't have in this country. Just ask any JDM fan who dreams of driving a Skyline on U.S. shores or the European fanatic who dreams of home market-only BMW models or other Euro brands which aren't imported.

What's a little less common however is for the owner of a V8-powered, American-branded machine to feel the same way. But that's exactly what happened with Nathan Tejada of Las Vegas, Nevada, who is the owner of the 2008 Pontiac G8 GT you see here.

Nathan knew he wanted the power of GM's legendary LS series V8, but he wanted it in a platform that was both more roomy and more unique than your typical Corvette or Camaro. Known as one of the last great Pontiacs before GM shut down the brand in 2009, the G8 was essentially a rebadged VE Holden Commodore sedan imported straight from Australia, much like the Chevy SS that came a few years later.

While he knew the G8 would satisfy his need for classic V8 performance in a family-friendly sedan, Nathan wasn't going to stop with a factory-issue model. Instead, he wanted to use the already-rare Australian import as the basis for a one-of-a-kind build, and he teamed up with the team at Revolution Street Cars in Vegas to help realize his goal.

When looking for inspiration for the G8 project, it made sense to look toward the car's homeland where the Holden Commodore has a large and passionate fan base. More specifically, Nathan wanted his car to have the look of the hot Commodore HSV W427 model.

When it came to the cars exterior, Nathan went right to the source - converting the Pontiac into a Holden by doing full HSV W427 conversion in both the front and rear, as well as adding a Commodore hood fitted with a custom Camaro ZL1 hood scoop. He also added a trick front splitter to further build on the race car look.

Not content to just have the car look like a Holden on the outside, Nathan also gave the interior a big makeover, converting the steering wheel to Commodore-spec and also adding a pair of HSV GTS leather seats.

From the factory, the Pontiac G8 GT came equipped with a potent 6.0L V8, but you won't find the stock engine under the hood of Nathan's car. He's since upgraded to a fully built LSX 427 with upgraded internals, a Trick Flow cam and an 1.9 liter Eaton LSA style supercharger up top.

On an engine dyno the setup was good for 950 horsepower and 900 ft lbs of torque, which gives the Pontiac-turned-Holden more than enough thrust to back up its exotic looks. In fact, the idea of a 950 horsepower sedan with more-than-plenty of room for the family is just plain awesome.

To handle the additional power, the 6L80 transmission was built by Revolution Street Cars with a 3,800 RPM stall converter and an Earl's cooler, upgraded pan and the addition of custom paddle shifters inside.

To help keep all of that additional horsepower in check, the car has also been fitted with a set of Maverick Man adjustable coilovers, Spohn trailing arms and a set of Cadillac CTS-V Brembo brake calipers up front.

Rounding things out are a set of MRR M228 wheels styled after the ones that come on the Camaro Z/28. The wheels measure 20"x10 in the front and 20"x11 in the rear and have been fitted with a set of Nitto NT05 tires measuring 255/35R20 and 275/35R20, in the front and rear respectively.

When you combine a unique base car, an engine outputting nearly 1,000 horsepower and a whole lot of influence from The Land Down Under, it's not hard to see why Nathan's G8 was one of our favorite cars at the recent LS Fest West event. We're already looking forward to seeing what Nathan does next with his "ADM" beast.

Photos by Kyle Wells

SPECS

Check out more photos of the Holden Pontiac G8 in the gallery below.

When we heard that McLaren had come out with a kid's electric McLaren P1 version, we knew it called for something special. What better way to tie together kids and cars, than with our favorite guys on earth, our dads.

For many, our earliest car memories are of watching our dads, grandpas, or other father-figures wrench on garage projects. For fewer of us, we had the awesome opportunity of going racing with our pops as a kid–in go karting, dirt biking and other entry-level motorsports. Wouldn't it be cool if we could've had good old-fashioned heads-up races in super-powered mini BMW i8s and McLaren P1s?! If we could've, it would've looked a little something like this. Enjoy... and Happy Father's Day!

Behind the Scenes of #TODDLERDRIFT

Having 3- and 4-year-olds drive in a straight line and act on cue can be a challenge, so creating #TODDLERDRIFT took a little patience and a lot of creativity–but our kid stars Zoe and Devon were 100% fabulous! While we were impressed with the race-ready center lock wheels and dihedral doors of the kid-version McLaren P1, don't be fooled, because this version didn't sound quite like the adult P1.

Racing action was created using a combination of kid-driven, pushed and even a little adult-driven P1 fun. Watch #TODDLERDRIFT above to catch all of the larger-than-life action!

We challenge you to make a #TODDLERDRIFT of your own. Tag it so we can share!

This kid's car race is an entirely different proposition, you've got to see the Barbie Jeep race!

In a season that started with veteran driver Shannon Campbell winning an unprecedented 3^rd King of the Hammers, 2017 is showing itself to be the year of fantastic driver accomplishments including many long-time-coming and quite a few first-time wins. For the third consecutive 4400 race, the victory has gone to a never-placed-first driver. Wayland Campbell kicked it off coming in victorious at the Vaquero 212, followed by Clay Gilstrap winning the Clash at the Cross Bar in Davis, Oklahoma and now we see Levi Shirley, 2014 Ultra4 Europe Champion, taking home his first win on U.S. soil at MetalCloak Stampede.

The Course

After Mother Nature tried to impede the Triple Threat during the 2016 Stampede, and then the biblical floods of three weeks ago wrecking havoc at the 2017 Clash at the Cross Bar, racers and event staff alike were thrilled with the blue skies and perfect racecourse of Prairie City SVRA this past weekend. The third stop on the Ultra4 Racing circuit for 2017, the course of the Metalcloak Stampede is a favorite of drivers and fans alike. Tight racing action, combined with just enough rocks to mess you up and a long straight stretch to open it up, fans can see all the action as racers tear it up in this Northern California race park.

The format for this non-traditional Ultra4 short course is broken into three segments, slightly different from the norm to avoid over-crowding on course. Racers begin with Individual Qualifying for Heat placement, then compete in Qualifying Heats to win a spot in the Main. A different race was firing off for the fans every 45-minutes, resulting in some high-horsepowered fun in the sun.

One of the hallmarks of the Stampede is that Qualifying is often as dramatic as the Main­–keeping spectators, teams and racers on their toes at all times. The roar of engines and the smell of excitement hang in the air for two straight days.

Another hallmark of Ultra4 racing is safety. Despite having an Unlimited class where engines, engineering, tires, suspension, and design are only limited by imagination and physics… the safety rules for Ultra4 are strict and stringent. That strong commitment to driver and spectator safety may have saved a life this weekend.

The Crazy

Despite a slew of absolutely crazy events in qualifying–like both Loren Healy and Shannon Campbell forced into “rental” cars”–the wreck of JP Gomez was the most serious. JP cased the car on the wrong spot, seriously injuring his back. Medical and emergency staff members were on-site for immediate response, with JP being taken to the hospital for emergency care. Although he’ll be wearing a back brace with a long recovery, the good news is that he is up and walking and will be back in the car before you know it. More importantly, JP will be walking down the aisle for his upcoming wedding! Get well soon and best wishes on your recovery, JP.

While a bad accident it could have been much worse, if not for the strict adherence to safety protocol. While the safety rules may seem extensive, they serve a purpose and that was on display this weekend.

Writer’s Note: Please buckle up when you’re in your rig. We have all lost friends who weren’t harnessed up properly when wheeling – and that includes to and from the trailhead. Helmets too, folks.

MetalCloak 4400 Race Recap: Getting to the Main

Heat 1 started the day off with a surprise, as both Raul and JP Gomez failed to qualify. JP’s car was being piloted by Joe Thompson, the builder/designer of all Gomez Racing vehicles. They’d both have to compete in the Main B for a last chance of making into the big race. Surprisingly, the third Gomez Brothers’ car, piloted by Marcos Gomez, would also miss out and have to race the Main B.

Gary Ferravanti Sr. took the Heat 1 win, followed in Heat 2 by the venerable Jason Scherer taking the win with Loren Healy and Brian Caprara also advancing..Heat 3, however, read like an All-Star race and had the most cars finish on the lead lap of any of the three heats. Levi Shirley would take that Heat and the overall pole position for the Main. He was closely followed by madman Tom Wayes, then Wayland Campbell, and Bailey Campbell. Campbell racing patriarch, Shannon, also finished on the lead lap, but his ninth place position meant he’d missed the top seven cut off and would be relegated to Main B as well.

Taking Off For The Win

The Main race was stacked with talent as all three Gomez cars worked their way into the Main, Joe Thompson driving JP’s car just barely, he got in via LCQ. The National Anthem was sung and racers took a short parade lap before lining up for the green flag. 

Levi Shirley had the pole, right next to Gary Ferrevanti Sr.–but he also had Tom Wayes, Wayland Campbell, and Jason Scherer in his rear view mirror. As the flag dropped, 25 cars and 12,000 horses hammered down as the sound of engines and mayhem filled the air. Emerging from the first sweeping turn, Levi Shirley took the hole shot, entering the first rock section in the lead. 

By the time cars were coming through for Lap 2, a breakaway group of Shirley, Ferrevanti Sr., Scherer, Wayes and Wayland Campbell set the tone for the no-holds-barred action. Bumper-to-bumper, wheel-to-wheel, flying up rock gardens and drifting the sweepers– the top five showed the crowd what short course racing in Ultra4 is all about. Showing no fear, racers launched their cars off jumps and dive-bombed into corners, pushing themselves and their cars to the limit. Shirley established the early lead, but gave it up to 2016 Series Champion Jason Scherer with just 7 of the 12 laps remaining. Once Jason had the bit between his teeth, he started to run off with the race. With clean air, Scherer took the race to the next level.

Unknown to most of the fans, Scherer was running a new motor. Qualifying sparked issues in it that required repair, and a prayer, as a spot of J.B. Weld inside the headers was all that was fending off disaster. On Lap 9 of 12, Scherer suddenly lost oil pressure, forced to exit the course and save the engine. The door was opened for Shirley to retake the lead, and we never saw him look back.

Throttling Down Toward Checkers

Driving a very clean, very fast race, Levi showed his experience–eventually finishing with almost a half-lap lead on 2^nd place Campbell. On each of the final two laps, however, Levi had his Campbell Enterprises car up on two wheels riding the bicycle around the curve. Lead or no, Levi pushes himself and his car to the max. What could have been a dramatic lead change with one lap to go became just another reason for the fans to cheer on this dynamic driver.

Tom Wayes, whose first Ultra4 victory was on this very track, was closing the gap from third to first with startling speed once Scherer left the race. Known and loved for his come-from-the-back heroics, Wayes was the dark horse to win this event again. An audible groan came from the crowd as he exited the course for the hot pit and tire change. While it was a quick pit stop, there just wasn’t enough laps left in the race to make up for it. Tom would end his day on the podium, however, taking home third.

As they often do, the Campbell crew showed us what teamwork was all about. Wayland drove a strong, smooth race and had worked his way up to second place with two laps to go. He also suffered a flat tire, after taking rocks at speed, and had to enter the hot pits with the podium finish on the line. The Campbell pit crew, led by Shannon himself after not qualifing for the Main, changed the flat in less than a minut, putting Wayland back on course without losing track position. He would hold second place all the way to the checkers, adding another podium finish to his impressive and consistent 2017 season.

After all this insanity, Levi Shirley came across the finish line first, earning his first ever Ultra4 victory in the U.S. Levi has been a podium finisher and constant threat for years, including winning the Ultra4 Europe Championship and virtually living in the Top 5. Smart, consistent, and fast, Levi’s experience and determination finally paid off with a long coming date with the top spot. Congratulations to all the podium finishers!

Moving Onward

Ultra4 Racing is just fun, that’s all there is to it. If you haven’t gone to an event yet– go! Great venues, like the one in Prairie City this past weekend, bring fans up close and personal to the action. 

There is no rest for weary, however, as the Ultra4 crew and race teams pack it up and move onward to Indiana for the next East series race, just 2 weeks away. Isn’t racing life the best?!

Stay tuned for the “Underclassman” race recap coming soon.

(Spoiler alert: Bailey Cole continued his winning ways in the 4800 class after returning from a recent Ultra4 Europe King of France win.)

The Alabama Hills in the Eastern Sierra is one of my favorite places to visit. Located near Lone Pine, California, in the high desert region below the Sierra Nevada Range, the name has nothing to do with the state of Alabama. The area was given its name by gold prospectors who were Southern sympathizers during the Civil War. After learning that a Confederate ship named the Alabama had burned, sunk or captured more than 60 Federal ships, they began naming their mining claims after the ship. Soon the entire area became known as the Alabama Hills.

The area is best known as the location where hundreds of Western movies were filmed, including "The Lone Ranger," "Rawhide," "Gunga Din," "How the West Was Won" and many more. There are more than 300 natural rock arches in the area, but most people only see the popular and easily accessible ones. You have to get out and explore to find the rest.

Leaving the Crowds Behind

This time we followed the graded dirt Movie Road for several miles, going past the popular (and crowded) Movie Flats area and turning West down an unmarked spur trail. None of the dirt roads or trails in the Alabama Hills have names or numbers, except the main Movie Road.

In a few feet there was a small parking area on the side for hiking out to the Boot Arch. I often have to tell people that it's named for the shape of the hole, not the shape of the rock.

A bit further down we spotted another a small parking area. Most people never drive past this point because after that, the trail isn’t maintained, and it starts to get rougher.

When we spotted a secluded campsite with a fire ring tucked into the rocks, we decided to stake our claim and set up camp before heading out for more exploring. A large boulder blocked access to most vehicles, so it was perfect for us. We didn’t know if we would find a better spot further along the trail and didn’t want to take a chance on losing a beautiful spot. Plus, it was nice for a change to not have to worry about finding a suitable campsite after it’s already getting dark. Then we were back on the trail, heading west toward the beautiful Sierra Nevada Mountains and looking for more to explore.

After a few miles we spotted a small sign that said only “Trail” with an arrow. We thought that the steep descent was a hiking trail until we got out of the Jeep and verified that there were indeed tire tracks leading down into the wash.

Majestic Sierra Mountains

Beyond the wash, the trail began climbing higher as it winded its way to the base of the mountains. The sharp peak to the left of my Jeep (photo above) is Mount Whitney, the highest mountain in the contiguous United States at 14,505 feet.

The trail dead-ended at a high vantage point, where signs warned that only non-motorized traffic could continue.

Lone Pine Peak and Mount Whitney loomed so large that I felt as if I could reach out and touch them.

There was a campsite with fire ring on a flat spot here, and I found myself wishing we hadn’t set up camp earlier on the trail. It was a beautiful location, with a view of dramatic rock formations for miles, set against a backdrop of snow-covered mountains. We set up the drone and did some aerial photography before I set out on foot to explore.

Although it was late May, everything was in full bloom, including the cacti. The desert is always amazing when it is in bloom.

We spotted some cool rock formations, including a baby arch. It may not be as dramatic as the larger arches, but who knows after another thousand years of erosion?

We didn’t have any luck finding any of the larger arches here. There was so much to explore that we could’ve spent days camped right in this spot. But we needed to start working our way back toward our camp, so after a few hours we loaded up our gear and got back on the trail.

Back at Camp

Back at camp, I went on a scouting hike of the surrounding area to plan my night and sunrise photography.

I spotted a large arch off in the distance and decided to hike out to it. It turned out to be the Cyclops Double Arch.

We spent a beautiful night under the stars and didn’t regret staying at this camp site one bit.

Plan Your Visit

Alabama Hills is BLM land, accessible from Whitney Portal Road in Lone Pine, California. Dispersed camping is free, but there are no services or amenities: no water, no pit toilets, no trash, no pavement and usually no cell service. There is also very little signage. You can pick up a self-guided tour map of famous movie locations at the Lone Pine Chamber of Commerce, but to find most of the arches you’re going to need to do some research or just get out and explore.

Ever since Batman and Robin teamed up to fight crime in DC comics over 70 years ago, the term Dynamic Duo has been used to describe pairs of superheroes fighting crime side by side. During Wekfest Long Beach, the same nomenclature could be applied to some of the most popular cars at the show. Be it matching liveries, rare parts or different takes on the same model, the dynamic duos of Wekfest showed out this year.

Widebody Brethren

This pair of FR-S aired out in the park grass and drew the attention of every attendee at least once during the day. The StanceNation Aimgain kit (right) and Vlene kit (left) combined forces to widen the hips of the FR-S a total of 260 mm — over 10 inches! That width combined with the signature Release Series Yuzu Yellow paint made for a photo opportunity nobody could miss.

Smoke 'em If You Got 'em

Venturing further into the grassy half of the show, a few Marlboro men staked their claim as contenders for crowd favorites with their renditions of the famous Marlboro livery.

The livery, having graced the sheet metal of McLaren and Scuderia Ferrari’s F1 machines — among many others — in the past, found its way onto three vehicles at Wekfest. The original Red wrapped a Rocket Bunny 350Z and widebody Genesis Coupe, while the Green variety graced the bodywork of a Varis kitted E46 M3 at the AG Wheels booth.

Technically this is a trio, but rules were meant to be broken.

S2Killers

At first glance, one would be forgiven for thinking the two red Honda S2000 parked on the grass under the tall palms of the park were just that, standard stanced S2000s with overfenders.

However, upon closer inspection, the only real similarities are the paint code and chassis. The white BBS RS-equipped S2K sports an ITB velocity stack setup in a nearly empty engine bay, proving performance need not be messy.

A peek at the front of S2000 sporting Work VS-XXs will evoke strong emotions (whether they’re positive or not is up to the reader) as an LS swap between the wheel wells takes the place of the usual Honda powerplant.

Oh, and both machines are RHD — bonus points!

In addition to these killer pairings, there were obviously many, many more builds worth checking out. Fortunately the gallery below features tons of the best builds to be found at Wekfest, so make sure to give it a scroll, and we'll see you at the next stop on the Wekfest tour!

The excitement, the smell of rich leaded fuel burning, the wind rushing by, the deep rumble from the muffler below — for Mark Postula, there were few things more satisfying than going for a ride in the back of his dad’s pickup as a kid. Growing up in Prescott Valley, Arizona, Mark recalls his fondest childhood memories of his father’s 1976 Chevy C10. That truck had such an impact on him that he decided he needed to build his own version of it.

(Photos: Kyle Wells)

Mark’s interest in the automotive realm go as far back as his high school days, performing shade-tree mechanic work on local cars in his neighborhood. His grandfather assembled engines for Chrysler for 36 years, so Marks bloodline has been in the auto world for decades. Now retired as a decorated Sergeant, with a career spanning 20 years with the local police department, Mark has the time to indulge in his hobby of building vehicles.

We came across Mark and his 1966 Chevy C10 Stepside at LS Fest West in Las Vegas, Nevada, last month, and he gave us the low-down on how the build came to be. The idea of putting his on twist on a truck his father had once owned was enough for Mark to drive to Peoria, Arizona, to pick this truck up in the early stages of the project. Although it was in rough shape to begin with, Mark saw an opportunity to build a classic that would bring his childhood memories back to life.

The amount of time Mark has committed to this project would surprise you. It took Mark less than one month to complete the build to this stage, leaving only minor interior work to be done later. His 1,600-square-foot shop at home allowed him to do just about everything on the build on his own, with the exception of the exhaust work and window tint.

The truck actually drove out of the exhaust shop under power of its new LS heart just two weeks after Mark starting tearing the truck down. The original 292 V8 and Powerglide transmission were taken out of the ’66, and replaced with a modern 5.3L engine and 4L60E transmission from a 2004 Chevy Tahoe. The LS platform not only makes the swap easy, but it lends itself to many aftermarket parts on the market. Mark used the factory computer and wiring from the Tahoe, paired to a Dakota Digital HDX gauge cluster for a clean and functional finish.

The rest of the drivetrain consists of a four-wheel disc brake conversion, the factory 12-bolt rear axle and new axle shafts with a 5-lug pattern. An Old Air Products AC system keeps the cabin cool during the Arizona summer months. Mark used some Oak wood from Home Depot for the bed, with stain and finish to give it the final look.

Mark has a set of Nitto NT555s on the ’66 C10, but he runs Nittos on just about everything he builds.

“I like the tread design and the ride quality I get from them,” Mark explained. “They’re just a nice product.”

Beyond Mark’s 1966 C10, he currently has two other projects coming up. He’s working on a 1963 C10 short bed fleetside and a 1965 C10 short bed, both on the 5.3L and 4L60E platform. Like all of his builds, Mark does a ground-up, frame-off restoration. He does all the fabrication, bodywork, paint and finishing work himself.

Mark wanted the exterior to be a more modern version of the truck his father owned. With the same brown paint and body style, he aimed to bring a restomod look to the ’66.

“When my father came down to visit from Oregon, I took him for a ride in the tribute truck and it was all smiles from ear to ear,” he mentioned. When asked if he built the truck for his dad to own, Mark replied with a chuckle, “Ya know, I like my dad a lot, but I’m not giving him this truck!”

The tribute truck is one that Mark has already put over 15,000 miles on, and we look forward to seeing it at more shows in the future.

Catch more of Mark's work on his Instagram page.

Getting your call stolen is awful. And with modern technology, you’d think we were all a bit safer right? But sadly, thieves are now using technology to advance their game.

Last year, police discovered that thieves had been using laptops to break into Jeeps, starting them remotely and driving away before owners even know they were gone:

More recently, a pair of Chinese hackers released a $11 key fob hacking device that is cheaper and more effective than the laptop method. In fact, the hackers claim that their product can duplicate fobs from over 1,000 feet away.

Here’s the incredibly depressing video:

But listen up, people: All is not lost! Don’t be freaked out by this seemingly protection proof technology. Here are a few cheap, smart, low-fi ways to ensure that you’re not a victim of a high-tech car snatcher:

1. Don't drive something people want to steal.

This is a good start. Of course most assailants want to steal Jeeps and pickup trucks. Between the underground resale market and chop shops, it’s a slam dunk. But if you’re rocking an early model Prius or a well worn minivan, they’re not going to even try.

2. Put family stick figures on your ride.

If your car is cool, consider this even simpler solution. These hackers may be clever and sneaky, but they still have egos.  They sure as hell don’t want their homies thinking they like to play golf or have a wife that loves tennis more than stealing cars. Embarrassing? Yup. Effective? You betcha.

3. Buy a manual transmission.

Another proven way to dissuade car crooks, particularly the young ones. If they can’t drive it, they can’t steal it. And let’s face it, if they can’t drive a stick, they really don’t deserve to steal it. Plus, watching them try would be hilarious. Your clutch may take a beating, but in the long run, it’d be worth it for the laughs.

4. Leave something scary in your car.

Like a police badge or a tampon. In my experience, young people also tend to run at the sight of dirty dishes or laundry that needs folding. But if they think you’re either a fed or a woman with her monthly curse, they’ll likely run away fast too.

If all else fails:

5. Keep your car insured.

Yeah, it sucks to have your car stolen. But somehow you’ll probably feel much better when your insurance company writes you a big fat check and tell you to go car shopping. That will make you feel much better, quickly. So don’t be scared, fob hacking may be real but so is stealing cars with paper clips. If we give in, they win.

Like anyone that follows the drifting world, I knew about "Mad" Mike Whiddett; I saw him come onto the scene and explode once joining the Red Bull family. He conquered the international drifting scene from D1GP to Formula D and made a pit stop in the U.S. — all in the wildest rotary-powered builds ever seen. That is what made him a fan favorite, and it was the extent of my knowledge about Mad Mike... until now, that is.

You should all be familiar with RADBUL, the rotary-powered Mazda MX-5 that stole the hearts of U.S. drift fans the past two years. For Formula Drift Japan, Mad Mike pilots a rotary-powered Mazda RX-7 he calls HUMBUL, built and maintained by Total Car Produce (TCP) Magic. I have met the owner of TCP Magic, Kawato Taisuke, one a few occasions — each time trying to figure out when I could shoot HUMBUL.

As awesome as HUMBUL is, shooting it alone would feel pretty hollow without Mad Mike in the driver seat burning through tires. So it was agreed that we would meet up at Ebisu Circuit for Formula D Japan Round 2, the same round Mad Mike won at last season. And that day finally arrived.

I woke up early and caught the first train and bus to get to Ebisu Circuit as early as possible. Ebisu Circuit is made up of seven circuits; Formula D is run on the West Course. The West Course is a bit more forgiving than the Drift Stadium in that there is no wall waiting for the drivers. It also has a higher speed entry followed by a downhill into the final turn. The entry presents the greatest challenge because it is not a sweeper but more of a long straight that slightly bends leading into the first turn.

After checking in, I made my way through the paddock. There waiting, with a smile, was Mr. Kawato, who immediately introduced me to the "Mad" man himself. After we made our introductions, it felt as if I had been admitted into an exclusive club.

Mad Mike was very welcoming, as was everyone on his team — and it was a big team. There were four mechanics, including Mr. Kawato, six Red Bull media team members that pretty much travel with Mad Mike everywhere; then throw in the spotter, myself and all of the fans crowding around. It's easy to say that Mad Mike's stall was the most crowded place on the track.

UnstoppaBUL Practice

Hands were shaken, fists were bumped. It was finally time to take it to the track. Practice commenced fairly early, and it appeared everything was running smoothly for Mad Mike and HUMBUL. The modest (and I use that word lightly) four-rotor twin-turbo setup that powered HUMBUL was not only the loudest, but also the fastest. Mad Mike was able to make a reverse entry off the long straight look easy. Everyone on his team was confident.

UnpredictaBUL Qualifying

As Mad Mike was in line to qualify, the sky began to darken, and unfortunately it started raining. This meant that any oils on the track were just being brought to the surface and not yet washed away. The slick surface was too much, causing the HUMBUL to spin on the entry and resulting in a score of zero in Mad Mike's first run; thus putting all the pressure on his second run. Most of the drivers had either completed their first qualifying run in the dry or at least were better off in the wet, because eventually, there was enough rain to clear the oils that had surfaced.

After a brief intermission, the drivers returned to the track to improve their score only to find that the rain was still falling, now harder and with strong gusts of wind. Part of the track even saw standing water. It was definitely a challenge no one saw coming, but Mike knew he could overcome because he knew he could get a better grip this run compared to his earlier one.

Mad Mike was able to take the HUMBUL through the rain with no issues. The scores came in, and the relief was huge as he rose to the challenge to get into the Top 32. He was immediately greeted in his garage with numerous high-fives and big hug from the chief himself.

The weather and track did not leave the HUMBUL unscathed. External damage included both sides of the rear spoiler were destroyed, and the rear RE Amemiya rear bumper diffuser went missing. Fortunately, the engine and suspension had no issues, meaning the team just had to do a bit of cleanup in order to prepare for the next day.

Be HUMBUL, Version 2

With the competition portion of the day done for now, I was able to spend a little time looking at the HUMBUL, Version 2. The only major difference was that visuals with the matte black were being replaced with a navy camo and white sponsor theme designed by Mike's wife, Toni. This new version of HUMBUL was much brighter and more in line with Red Bull's traditional livery.

Mr. Kawato not only provides the four-rotor engine, the front knuckles and pillow mounts, but also the aggressive TCP Magic G-Face wide body kit. The kit includes carbon doors and rear hatch to reduce as much weight as possible with additional carbon pieces throughout, including the hood and rear RE Amemiya bumper diffuser.

A Rocket Bunny rear spoiler round off the aero enhancements that all help to keep the HUMBUL planted, which at 1,000 horsepower, can be challenging at times. TCP Magic DG-5 suspension along with Rays Graham Lights 57Xtremes wrapped in Nitto Tire NT05s round out the footwork.

IncrediBUL Top 32

The following day started out in dramatic contrast to the previous, with a sunny sky and warm temperatures. Although the weather was much better, it didn't mean that the day wouldn't throw more challenges at our guy once again.

Due to the poor weather during qualifying, Mad Mike qualified 17th and would face fellow Mazda RX-7 driver Junji Yamamoto in a rotary versus rotary battle — a great way to start the day. Mad Mike chased in the first run, staying close to Yamamoto throughout all the sections. While the run was smooth, it was at this point that news came that there was an issue of a broken throttle cable.

The team managed to rig up the cable enough to allow Mad Mike, with some creative driving, to continue the battle with Yamamoto. Now in the lead position, both rotaries were screaming around the course, but HUMBUL was louder than usual. The broken throttle cable meant the RX-7 was raging with the throttle stuck open and the car pegged on the rev limiter. Everyone could hear the loud shotgun-like sounds as Mad Mike regulated speed through his clutch work. The loudest battle of the day was followed with an eerie silence. Then came the announcement: "Mad Mike takes the win!"

UnbelievaBUL Top 16 Battle

Although Mad Mike made it through to the Top 16, his qualifying position meant he would be facing Andrew Gray next, the reigning Formula D Japan Champion. As the two warmed up, the signature sound of the four-rotor signaled the battle was about to start, but little did everyone know how intense of a battle it would turn out to be.

With Gray in the lead position, Mad Mike was very aggressive, pushing hard to stay on the rear quarter of Gray's JZX100. It was a great run for both drivers; any small mistake in the next run would be a costly one.

Swapping positions, Mad Mike entered at a blistering speed with Gray some distance behind. We were pretty confident that Mad Mike had done just enough to pull off the upset, but the judges took a long time to finally make their announcement: "One More Time!"

One More Time

It was not the announcement we were expecting, but it wasn't one to complain about, especially by the fans.

Again, Gray took the lead position, and again Mad Mike stuck the HUMBUL directly on Gray's tail. This time, however, Gray kept the gap between them much shorter and improved on the first follow run. What would the judges decide this time?

"One More Time!"

One More Time x2

Two "One More Times" are rare but not unheard of, and we can agree that the second set of runs were much closer than the first. Besides, the crowd was loving it.

There must have been a glitch in the Matrix, because the second "One More Time" was almost identical to the previous — so identical that the judges came to the same conclusion, announcing yet another "One More Time!"

One More Time x3

Three one more times. I could not think of any other instance where there were so many.

Now it had become a battle of nerves to see who would blink first. Both drivers charged hard into the sweeper with Mad Mike again showing his aggressive style hot on Gray's heal through the down-hill section. It was at this turn that Mad Mike got a little too close and made door-to-door contact.

Not knowing how the judges would interpret to contact, everyone was hoping for the best as Mad Mike took the lead position for the next pass. Like the runs before, HUMBUL seemed to outpace the JZX100, and now it was just waiting to hear if their would be another one more time.

There was not, and the judges declared Andrew Gray the winner.

ForeseeaBUL Future

After such a hard fought battle, it would be understandable for anyone to be disappointed, even upset. Despite the result on the scoreboard, everyone knew Mad Mike and the team had given it their all. All the applause for the fan favorite spoke for itself: This was clearly the battle of the day. The judges gave a consolatory explanation for their decision, and not dwelling on the negatives, Mad Mike quickly moved on to focus on Round 3 at Fuji Speedway.

Before this event, I only knew of Mad Mike through the media's eye. Although his builds are "Mad," and many would consider him pretty crazy, he came off modest and humble the entire time. He welcomed me into his life and allowed me to stick a camera in his face and follow him around for two days.

There were plenty of fans that came just to meet Mad Mike. One standout fan is Sato Yoshimi, who has made an RC replica of every "BUL" Mike has ever driven in competition. If you didn't know, Mad Mike loves RC just as much as he loves rotary engines.

A special thanks to Mr. Kawato for being patient as we worked out where and when to meet and his crew: Ryo, Tsushi and Okuno. Also, a special thanks to "Mad" Mike's media team and Red Bull New Zealand for allowing me to shoot along with you.

After a tough weekend of competition, how do you think Mike relaxes? He heads to the mountains.

Check out more Formula Drift Japan action in the gallery below.

Thanks to having the freshest face, the most torque, an aluminum body, a fully-boxed frame, a larger rear axle, higher payload and tow ratings, and debuting a host of never-before-seen gadgetry in the heavy-duty pickup segment, it’s no wonder the ’17 Ford Super Duty is the hottest product leaving Detroit right now.

The 2017 model year marks the most extensive changes made to the Super Duty platform in its 19-year production run — and consumers are chomping at the bit to drive them. Believe it or not, during the early stages of production many buyers didn’t receive their trucks until two or three months after ordering them. While the ’17 Super Dutys were never officially on “back order,” you certainly had to wait your turn to get one.

For the better part of four months, we’ve had the pleasure of climbing aboard a ’17 long bed, crew cab F-350 Platinum — Ford’s top-of-the-line, highly sought after trim level — for testing purposes. From the smooth, 6.7L Power Stroke (now packing 925 lb-ft of twist) to its super-sized running gear, and the F-150 influence to its newfound technological marvels, this bumper-to-bumper coverage spells out everything we like about the ’17 Super Dutys.

Read on to find out what life is like behind the wheel of the most capable one-ton to ever hit the truck market.

F-150 Styling, Super Duty Where It Counts

Following the aluminum-constructed body Ford pioneered on its F-150, the ’17 Super Duty rocks aluminum sheetmetal now, too — and the cab even shares the same basic architecture as its half-ton brother. However, the Super Duty cab is noticeably deeper, which is most apparent once you discover all the available leg room inside.

As for the bed, its aluminum makeup is 14 percent thicker than what you’ll find on F-150 models. Our test mule is fitted with the factory Tough Bed spray-in bed liner for ultimate protection (a $495 option from Ford). We’ll also note that ’17 trucks sit higher than the previous generation as well (’11-‘16), making the power-deployable running boards, a standard option on all Platinum models, all the more warranted on our F-350.

Adaptive Steering!

This is what life looks like behind the wheel of a $79,000 Super Duty. We have the luxury of heated (rear heat, too), cooled and massaging leather-trimmed seats on our Platinum model, along with a voice-activated navigation system that’s part of the included SYNC 3 system. However, our favorite interior feature is something that only comes standard on Platinum models: adaptive steering.

Made up of an electric motor, a small computer and a gear unit, all of which are contained in the steering wheel itself, this variable ratio steering feature reduces the amount of rotations required to turn the front wheels. Ford’s adaptive steering is speed-sensitive, and its variability is based on driver input. In the real world, this means our 21-foot long behemoth is a cinch to park. We’ll note that while adaptive steering is exclusively standard on Platinum’s, it can be added to XLT and higher trim levels for $685.

Tow Like a Pro

It’s obvious Ford knows that more than 90 percent of Super Duty customers use their trucks to tow, hence the employment of its Trailer Reverse Guidance system. When using the system, the navigation screen automatically shifts your viewing perspective (by utilizing the two side-view cameras) depending on which way the trailer is being turned.

Trailer Reverse Guidance also provides coaching by recommending the required steering wheel input(s) needed to back up to your trailer (via a dynamic steering wheel icon that’s viewable on the navigation screen). You simply follow the on-screen prompts, and you can’t miss. In addition, a color-coded, bird's-eye diagram of the truck also alerts the driver of jackknife conditions. This type of technology is extremely helpful when trying to back small trailers, which by nature are hard to keep track of behind a large truck.

Tow-Friendly Features

Up to seven cameras can be had on a ’17 Super Duty, and the third brake light unit is extremely useful when attempting to hook onto a gooseneck or fifth-wheel hitch. The navigation screen itself is 8 inches wide, and its touchscreen design is as easy to use as the one on your smartphone.

Another tow-friendly feature we’re quite fond of is the exhaust brake function (top left button, above the navigation screen), which has three different positions on ’17 models: Normal (off), Auto and Full (on). Auto mode allows the truck to adjust its exhaust braking power according to your load requirements. Again, more adaptive technology from Ford, which will literally make each Super Duty drive slightly different.

700+ Mile Range

Gone are the individual gauge pods for turbo boost, coolant temp, transmission temp and fuel; for 2017, all of these vitals reside digitally on the same LCD screen. As for the fuel gauge, our needle moves very slowly considering the Platinum’s long bed configuration allowed us to option the available 48-gallon tank (the largest fuel cell offered from any of the Big Three). Essentially, this means we can travel roughly 700 miles between fill-ups, provided the truck is void of any considerable payload and not hooked to a trailer.

925 LB-FT Power Stroke

Believe it or not, other than the fact that it now packs 925 lb-ft of twist, the 6.7L Power Stroke V8 essentially underwent fewer changes than anything else on the truck for the ’17 model year. Thanks to what likely boils down to a few tweaks in the PCM calibration, Ford squeezed an extra 65 lb-ft out of the 6.7L engine, although peak torque checks in at 1,800 rpm versus the 860 lb-ft available at 1,600 rpm on ’16 models. We suspect that Ford created more torque at a slightly higher engine speed in an effort to reduce the amount of stress placed on the rotating assembly (namely the connecting rods). Horsepower checks in at the same 440 figure and is available at 2,800 rpm.

Unchanged Yet Proven TorqShift

The same basic 6R140 TorqShift automatic remains the sole transmission option on diesel-equipped Super Dutys. We’re 100 percent OK with this, as the six-speed TorqShift has a proven track record, and we’ve even seen it hold up to 700 hp and 1,400 lb-ft of torque in the aftermarket. To keep the 6.7L Power Stroke’s 925 lb-ft of torque from shredding the rear tires, considerable torque management is present in First through Third gear.

Fully-Boxed Frame

This image showcases what is perhaps the biggest news regarding the ’17 trucks’ chassis: a fully-boxed frame. The boxed framerails and high-strength steel provide a 24 percent stiffness improvement over ’16 models, not to mention it’s part of the increased towing and payload capacity equation. To us, the ’17 truck’s lack of frame flex results in a more stable ride when traveling over rough roads at highway speed. Previous generation trucks seemed to become unsettled much easier than our F-350 does.

Dana M275

More capability in the towing and payload categories means burlier supporting components, hence Ford’s use of the Dana M275 rear axle. The 14-bolt unit replaces the 10.5 Sterling for all intents and purposes, although the 10.5 is still available on gas F-250s and F-250 diesel models void of the HD tow package. The M275 features a 10.8-inch ring gear, 4-inch diameter axletubes (vs. 3.5-inch on the 10.5), 36-spline axle shafts (vs. 35 on the 10.5) and can even be equipped with an electronic locker (so long as the 3.55 ring and pinion ratio is selected). Ring and pinion options are limited to 3.31 or 3.55s on F-250 and F-350 models.

The Same, Adequate Brakes

Making use of hydraulic assist brakes, the rotor diameter on our ’17 test mule measures the same as what you’ll find on a ’16 F-350: 14.29-inches, front and rear. While F-250 and F-350 models share the same rotors, the F-450 comes with 15.39-inch units up front and massive, 15.74-inch units out back.

Redesigned Mirrors

Other than all the F-150 styling that’s infiltrated the ‘17 Super Duty (cab, 170-degree swing-out rear doors, horizontal door handles, etc.), we find that the sideview mirrors help set the ’17 models apart from the ’11-’16 trucks tremendously. Love it or hate it, the far, top corners are no longer round. The units on our ’17 F-350 Platinum were power-folding, heated and came with both LED security approach lamps and spotlights.

Enhanced Curb Appeal

What? You expected us to leave a ’17 Super Duty bone-stock? With no aftermarket power-adders to speak of at the present time, we decided to upgrade the looks of our F-350 instead. Over the course of a few short hours, a 3.5-inch lift made its way onto the Platinum, courtesy of ReadyLift Suspension.

It’s crazy how much just one month can change things. It was that long ago when we were commenting on Top Drift’s season-opening round at Willow Springs’ Balcony track, the volume of cars that turned out and the level of competition presented by some key drivers who we might’ve picked at the time to end up on the podium at the end of the season. Well, as of the champagne toast at Top Drift Round 2 competition at Willow Springs’ Horse Thief Mile track, it seems we may have been a bit quick to judge.

Round 1: The Sequel

First-round SoCal Pro-Am drift competitions (Top Drift, Southwest Drift, Golden Gate Drift, etc.) are notoriously popular, with many drifters traveling to each others’ turf and competing in multiple series to hedge their bets for a good season in whichever series they finish highest. After the dust settles, it’s usually just the top 10 finishers and a handful of locals who come back for each round in a given series.

A full 13 competitors who made it out to Round 1 failed to return for Round 2. Many who did come back are names that are very familiar among Top Drift followers. But true to unpredictable Pro-Am form, some new challengers introduced themselves as real competition threats before the round was out, and there were plenty of upsets to be had.

The Plot Thickens

Horse Thief Mile (HTM) isn’t an easy track to master, unlike the Balcony skidpad where Top Drift’s first round is held. HTM is a true track, with some tight turns and substantial elevation changes. You’ve got to be good with drifting uphill, downhill and initiating left and right to make it here. Traditionally, most Top Drift competitors exercise (or at least err on the side of) caution.

But not this year. We saw more “offs” this round than any other in memory. Maybe it was the big power increases we noted in competing cars at Round 1 this year versus previous years, or maybe it was just a snowball effect of dirt building up on track from all the other offs. Whatever the case, vets and ams alike bit the dust many, many times throughout practice, qualifying and competition, and seemed a little unsure of themselves. A couple even suffered damage from rocks and trackside drop-offs that ended their weekend far too soon.

Round 2: FIGHT!

Shaun Doom has been in the SoCal Pro-Am drifting game for several years now, and steadily progressing all the while. When he advanced all the way to the Top 4 in first-round competition this year, ultimately getting ousted by second-place finisher Dominic Martinez, we began thinking this could be a breakout year for him.

Looking good in practice, and qualifying easily for Top 16 competition, we were excited to see what Round 2 held for him. Maybe it was sheer bad luck, or maybe Doom still needs some seat time before he can start gunning down wins, but when he paired up against Luke Pakula in Top 16 and exited competition earlier than usual, we were surprised. Still, ranked Fifth for the season, Doom’s well within striking distance for a season podium finish.

Pakula, on the other hand, went on to have a hell of a round. Maybe that first-round bout against Doom set the pace for him early on, but after his Top 16 win, he survived a One More Time round against Kyle Cameron...

...and even survived against wild-card Brian Nimmo in his tough-to-drive-against Toyota Tacoma X-Runner, to ultimately take third in the competition and third in championship points now halfway through the season. Unexpected? Maybe. Impressive? Absolutely!

Emerging Champion?

Another Top Drifter we’re eyeing for championship contention in 2017 is Alex Grimm. Like Doom, he seems to get faster and more precise every time out, and lately appears to be equipped with the toughest ingredient to nail — his confidence — in just the right place.

His Round 2 journey began with a win against Noah Nelson in a retired FD FD (get it?) and nearly ended with his fight against Round 1 winner and series leader Sean Adriano.

At least in our mind, this was the match-up of the event — an early-on fight between two of the strongest competitors in the series. Adriano blasted a strong lead run in their first bout, and Grimm held very close proximity and seemed to match him for angle, style and smoke.

Looking forward to another good battle, Grimm led and both initiated strongly. But then something happened no one likes to see. Adriano hit a Go-Pro and vector mount that had fallen off a car in a previous round and somehow made its way onto the track, and suffered irreconcilable damage to his run, forfeiting the advance to Grimm. Both were bummed not to have enjoyed a clean run, but Grimm’s performance was on-point and earned him the win despite Adriano’s misfortune.

Grimm then ousted Pakula, met Tim Cobb in the finals, and ultimately finished the round in second place after a very close match and One More Time battle.

Hard Fought Victory

So — SPOILER ALERT — Tim Cobb won. This deserves an article of its own, because he failed to qualify for Round 1 last year, had a decent Round 2, never made it to Rounds 3 or 4 competition and had a lackluster Round 1 this year. In simple terms: He basically came out of left field for this round.

But regardless of where he came from, he came out swinging. Some might chalk up his advances in the round to encountering comparatively underpowered or more novice competitors, but in tandem competition, that can take just as much talent as battling an advanced driver in a dialed-in machine.

And when Cobb ultimately met Grimm in the finals, an advanced driver in a dialed-in machine was exactly who he battled. And he prevailed.

So, halfway through a very tumultuous season, 2017 Top Drift competition is still anyone’s game. While we may have our suspicions who will ultimately emerge in the podium after Round 4 at the end of August, it’s becoming more and more clear just how hard they’ll have to fight to get there.

Browse through our gallery below for more from Round 2, and be sure to stay with us for the rest of what we still believe might be Top Drift’s most exciting season yet.

We love tools that make life easier. Our garage is full of specialty tools and equipment we’ve collected over the years. Some items we buy for a single job then never use again, while others become frequent members of our trail tool kit. If you’re a regular "Driving Line" reader, you may know that we spend a fair amount of time playing in the dirt at Old River Farms in Burgaw, North Carolina.

With over 400 acres of land to keep up, the Lanier family farm is constantly servicing equipment and maintaining the grounds. Occasionally, they have to rescue some of their equipment that falters in the field. So, they’ve become accustomed to hauling around an assortment of tools. Given that there isn’t always a second set of hands close by to wrap up a job, they are often looking for helpful tools to make working solo more efficient and easy.

Recently, they picked up a new tool from Warn. It’s called the Warn Drill Winch. Yes, it’s made from the same Warn known for premium self-recovery vehicle winches and bumpers. As the name implies, it’s powered by any standard portable drill and is capable of pulling 500 pounds. 

The winch is fit with 30 feet of wire rope and has a built-in fairlead. To use, simply attach a drill and go. There’s a built-in brake, so if the drill quits (battery dies) mid-pull, the load won’t roll free. How powerful the drill is will largely dictate the speed of the winch. The Laniers have a few 24-volt Kobalt drills that have served them well around the farm for years.

Similar to a standard vehicle recovery winch, the Drill Winch has a free spool and “engaged” setting.

The owner of the Farm Jeep we’ve shown you in past, Michael Lanier, was dragging a riding mower onto a trailer when we stopped by the farm. While we wouldn’t consider it lightning fast (partly due to the drill), we were impressed with how easily it dragged the mower on the deck. Since it comes with rigging hook at both ends, there’s not a lot of extra gear needed to pull most equipment they need moved.

Given it's small and light enough to toss in a tool box, the Drill Winch has become a pretty handy tool all-around. We’re told it’s also helpful in the garage and makes for a nice portable winch for moving a small Jon boat around. We thought it was a pretty neat tool, and hopefully some of you might find it useful as well.

Think this is cool? Be sure to check out some of the latest new products from the 2017 Easter Jeep Safari.

The #GRIDLIFE Motorsports Festival rumbled into the Gingerman Raceway for its fourth year and has quickly become the hottest grassroots motorsport event in North America. Over the weekend, skills were tested, race cars broken (and many re-built), speed records made and new friendships sparked.

The growth of this event is evident: Thousands of hardcore enthusiasts joined together to make 2017 the best season yet. The entire three-day event included upwards of 300 registered drivers, enough vendors to fill a football field, live concerts throughout the day and night, motorsport celebrities, a car show and more — yes, really. What’s even more incredible is that it all went off without so much as a hiccup. These event organizers deserve a standing ovation. 

Vibrant Performance techie Aaron Weir returned to the grid for his second year and agreed that the event appeared to have doubled in size since 2016.

“The vibe at #GRIDLIFE is one you would find in a community that is all working toward a common goal: to have a good time,” he said. “It is difficult to accurately convey just how special going to a #GRIDLIFE event is, but the best advice I can give is to get there. Once you go, you will always want to go back.” 

It goes without saying that when racing is involved, things can get heated, but at the grid, competitors wanted to see fellow racers compete at their highest level. For example, when the transmission gave up on the Vibrant Performance/PZ Tuning time-attack Honda Civic, racers peeled parts from their own race cars to keep it on the track. This year, Weir brought as many Vibrant parts and other randoms that he could.

“I wanted to help anyone who might come by our vendor spot in search of help," he explained. For Weir and many others, #GRIDLIFE and goodwill go hand in hand. The atmosphere is filled with positive energy, so even when cars break down, everyone still has a smile on their face.

With annual events comes dedication from diehards, and John Connor with Crude Engineering is a prime example. Connor’s turbocharged Echotech Datsun 510 was in pieces just weeks before the event, but despite it all, the ravaged race car ran its fastest time yet — and flawlessly.

“Talk about a great weekend!” Connor beamed. “The Datsun turned some amazingly fast lap times right out of the box. I ran a 1:39.1, which ended up being 4.1 seconds faster than my fastest time last year.” As a side note of excellence, all of this was accomplished while running the smallest tire in the class (205/50r15) and lowest horsepower (290 whp).

#GRIDLIFE’s good vibes attracted the largest pro drifter lineup yet. Familiar Formula Drift names like Vaughn Gittin Jr., Ryan Tuerck and Chris Forsberg appeared in the list of 11 that graced the track’s presence. Among the 11 pro drivers, around 40 intermediate to advanced drifters were working on their pro status.

Gittin Jr. had a blast wailing around the course in his Ford Mustang RTR. This powerhouse is an absolute monster, and having the honor of sitting in the belly of the beast while JR worked his magic equated to one incredible, goose bump-inducing ride.

California native and Formula Drift pro Ryan Litteral kept his Nissan 240SX drifting sideways, even down the straightaways. He is always a crowd favorite, and his tenacity and consistency never disappoints.

It was a real treat to see Dirk Stratton of Stratton Racing keeping fans on their toes and rubber in the air with his 500-hp Z06 widebody. It isn’t often that you get to hear the harmonic hum of a Lingenfelter 427-powered Corvette, let alone see one set up for drifting and dominating the pavement in a lateral fashion. 

The #GRIDLIFE Trackbattle kept senses tingling and fans cheering despite sweat dripping in awkward places and hot, sunburned faces for Round 2 of 5 in the 2017 season’s multi-event time-attack series.

DMN Racing’s Michael Puglisi ran in the Track Modified class for Time-Attack with his Mitsubishi Evo, with a best run of 1:36.561 on Nitto NT01 tires. For Pugsli, this year entailed a bit more of a struggle than the typical event preparations. His 100 hours of work finalizing the new aero was completed just in time for loading the car onto the trailer on Thursday for #GRIDLIFE.

“Friday morning was my initial shakedown of the car’s new aero setup, and it was a night and day difference right out of the gates,” he said. “I was within three-tenths of a second of my fastest previous lap time during my first session, and the cornering was unbelievable.”  

Throughout the weekend there was a close battle in the Track Mod AWD class between Puglisi, Max Race and Cody Miles. Puglisi finished third in class and 12th overall out of 137 competitors.

“I can’t wait to see what the rest of the season has to bring!” he exclaimed.

James Houghton set the bar with a best time overall (1:27.846) in his K-Tuned Integra in the Unlimited class, which also set the bar exceptionally high as the new track record at Gingerman Raceway.

Cody Loveland of Lovefab, Inc. arrived at the track on Saturday, following some Pikes Peak International Hill Climb test runs just a week prior (no big deal or anything). The deviant Enviate Hypercar roared around the track until the Lovefab team discovered minor issues that needed fixing, then headed home to get to work. The official Pikes Peak race is coming up quickly, with tech inspections starting just 10 days after #GRIDLIFE. 

The track was extra hot for the HPDE classes. Mikko Kataja was seen testing his Toyota Starlet’s limits. As always, the car was heard before it was seen. The loud, distinctive “braaaaap” had us running to the trackside.

Matt Farah of The Smoking Tire was a guest announcer for the event, where he was called out on saying “drifting is easy,” but we also spotted him having fun racing around the course. All that was missing was the drift car. 

The action didn’t just roll around the track. The hustle and bustle of the paddock could distract you for hours if you let it. The camaraderie between teams boomed louder than the music, and the vibe was light and inviting. 

Walking through each row revealed glorious things, such as this Porsche GT4, which was gingerly backed out of the trailer in preparation for its hot laps around the raceway. Oh, my... (Enough said.)

After a full day of drifting, this Roush-sponsored Ford Mustang was proudly displaying its plethora of suspension and steering components. Modified hubs and a custom high angle steering kit allowed for seamless drifting around the course.   

The #GRIDLIFE Car Show takes place just outside the main action, arranged on lush, green grass around a pond that is more for looks than for swimming (although tempting on such a hot day). Awards are given for the best of the best in several categories, including (but not limited to): VIP, Euro, Japanese, Domestic Performance, Supercars, Classics, Rat Rods and Motorcycles.

#GRIDLIFE was an event to experience amazing cars and meet equally amazing people. Everyone was open, accommodating and friendly, and the vendors that line the outskirts of the track were just as welcoming. And yes, the food was great, too. 

It was as much of a celebration of cars as it was a celebration of music. Beats bumped throughout the day and continued into the night — the exhaustion from the hot day temporarily melting as the nightlife scene brought on new fun to be had.

Horsepower transferred to energy, and the energy rumbling through the grounds during the day kept the party going, or — in some cases — kept the wrenches turning.

On the way back to our campsite, we couldn’t help but stop and admire the vehicles. This was the prime time to see light effects, and the paddock lighting provided a peaceful glow against the inviting four-wheeled shadowy figures. 

While nestled into our tent for the final night at #GRIDLIFE, the sounds of race cars accelerating, the echoing beats from the stage and the excited voices of partygoers made for a perfect end to the weekend. 

To see more memorable moments from #GRIDLIFE Midwest, check out our photo gallery.

Let’s face it, if you give heavy-duty truck buyer’s an inch, they’ll take a mile. Offer them a truck that can tow 30,000 pounds and they’ll put it to the test — and then some. But just because your pickup is rated to tow an absurd amount of weight on paper doesn’t mean it will enjoy doing it out in the real world. Improper load positioning, excessive tongue weight and an un-level payload can lead to a truck that squats, rides rough and steers, brakes and handles poorly with 15 tons behind it. Luckily, as the Big Three continue to push towing and payload ratings higher and higher, aftermarket support is keeping pace.

For over five decades, Air Lift has been making products that allow truck’s to live up to their full towing and payload potential — and the company recently released an air spring system that matches the mountain-moving capability of today’s heavy-duty pickups. The Load Lifter 7500XL system was designed to support the largest loads on the road and offers up to 7,500 pounds worth of load-leveling capacity. Ready to make your late-model heavy-duty Ford, GM or Ram even more capable? Check out all the details on Air Lift’s industry-leading system below.

Ideal for Max GCWR

If you own a late model heavy-duty pickup and you’re going to be towing at its maximum gross combined weight rating or (cringe) going beyond it, you are in definite need of air springs. The leveling ability that these systems provide makes the entire towing experience safer, more comfortable and much easier on your truck’s suspension. Let us not forget that a leveled tow vehicle experiences less tire wear and also rules out the kind of headlight aim that blinds oncoming traffic.

Load Lifter 7500XL vs. Load Lifter 5000

At the heart of Air Lift’s new Load Lifter 7500XL are massive, 7-inch diameter air springs. Their construction is similar to that of a tire, with multiple layers of rubber and cords being utilized to control growth. The commercial grade, dual convolute bellows offer 20-percent more air volume than the air springs used in Air Lift’s best-selling Load Lifter 5000 series systems. In addition, the 7-inch diameter springs provide for greater leveling strength at lower pressures.

Corrosion Resistant

The end caps of the air springs supplied in the Load Lifter 7500XL system are worth taking a closer look at. Made from a high-strength nylon composite, Air Lift claims them to be corrosion proof (no rust!). They’re also said to be just as strong as steel, while weighing considerably less.

All-Inclusive, No Drilling Required

With no drilling or cutting required, Air Lift’s Load Lifter 7500XL is a 100-percent bolt-on system that comes with all brackets, braces, clamp bars and hardware required for the install. At the present time, the Load Lifter 7500XL system is available for the following truck models: 2017 Ford Super Duty, 2011-2016 Ford Super Duty, 2011-2017 Chevy/GMC HD, 2003-2013 Ram 2500 and 2003-2017 Ram 3500.

Larger Roll Plates

Utilizing a larger, 7-inch diameter air spring calls for the use of larger roll plates (what the air springs sit in). In addition to increasing load capacity by as much as 10 percent, the roll plates offer the air springs protection from potential abrasion, as well as the elements.

The Little Things

While installing a Load Lifter 7500XL on a ’17 Ford Super Duty, we noticed the threads of the included swivel elbow fittings for the air lines came pre-wrapped with Teflon tape. As you can imagine, air leaks are extremely inconvenient for folks that depend on these systems to work day-in and day-out, so seeing Air Lift go the extra mile here is a nice touch.

Bolting the Air Spring Assemblies Together

This is what the air spring assemblies look like after everything has been bolted together. Each assembly consists of an air spring with a top and bottom roll plate, an upper air spring bracket, lower air spring main plate, lower air spring bracket cup (where the air spring assembly rides on the factory bump stop perch) and two 10-inch long, 3/8-inch carriage bolts. The next step would be installing these on the truck.

Bigger Air Springs = Tighter Exhaust Clearance

In an age when aftermarket exhaust systems seem to be found on just about every other truck, it’s worth mentioning that larger diameter exhausts may not work in conjunction with the Load Lifter 7500XL. As is evident here, a 5-inch aftermarket exhaust system doesn’t clear the larger diameter roll plates used in the 7500XL system (which again, are used to accommodate the larger, 7-inch diameter air springs).

Frame-to-Air Spring Reinforcement

Adding stability to the top of the passenger side air spring assembly, this heavy-duty upper frame brace is included in the kits intended for the ’17 Super Duty. The sturdy piece ties the upper air spring bracket to the frame and 5/8-inch Grade 8 bolts are used to anchor it in place. An upper frame brace is also included for the driver side assembly.

Wireless Air

For ultimate simplicity, Air Lift offers separate wireless control systems that come complete with a compact, easy-to-mount compressor for truck owners who like to hook up and go, or make air pressure adjustments on-the-fly. Called Wireless Air, this system’s dual-path control allows you to inflate or deflate the air springs individually. And best of all, no wires need to be snaked into the cab.

Total Control

A universal product, the Wireless Air system can be used on any brand truck (and even on competitor’s systems). The Wireless Air controller itself features an LCD display screen, allows incremental air pressure adjustments to be made from the comfort of the driver seat or outside the vehicle (in 1 psi or 10 psi increments) and two programmable settings can be pre-set for the trailers you tow most often. The controller also alerts you in the event of a leak detection or compressor malfunction.

Check out more diesel truck upgrades.