Following a few years of rumors about the track's demise, yesterday Irwindale Speedway officially announced that its final day of operation will be January 31, 2018. We've known for some time that the land the race track sits upon had been sold off with plans to build a shopping mall in its place, but the confirmation of the track closing is still quite sad.

Irwindale Speedway was opened in 1999 and in addition to its regular stock car events it quickly became known as the "House of Drift" after hosting some of the earliest drift events in America and becoming the regular site of the Formula Drift season finale and one of the series' most popular stops.

The track's eighth mile drag strip has also been a popular spot for SoCal racers and is the annual host of events like the Mooneyes X-Mas Party and weekly Thursday night drags.

Whether its drifting, drag racing or anything else, Irwindale Speedway is a place full of great memories and we can't express how disappointed we are to see it go. If you were on the fence about getting out to the track for the Formula Drift season closer in October, you'd better get tickets now if you want to be part of the House of Drift's last show.

It's sure to be one for the ages.
Additional photos courtesy of Formula Drift/Larry Chen

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So, you’ve bought your first diesel truck, and you’re thinking about hooking it to a sled. Be it at a county fair or a professionally sanctioned event, there is a lot to learn in a short amount of time if you want to make your first pull a success.

First and foremost, find out what the rules for your particular class are, because you’ll have to adhere to them in order to be allowed to compete. Typical guidelines for a stock-type diesel truck class dictate that the rear suspension can’t be blocked solid, and/or aftermarket turbochargers are illegal. You’ll also want to find out what the maximum allowable truck weight will be, and whether or not hanging weights or ballast are permitted.

Once you’ve taken a look at the rules, you can start prepping your truck accordingly. Then, you’ll need to find out which transmission gear you need to be in, whose hitch you’re going to borrow or buy, and even what tire pressure you should run. Quick Tip: To avoid the most common failure points such as driveshafts, U-joints and yokes, add a set of traction bars if you haven’t already.

While all of the above might not sound like much fun, addressing these items will pay off in the end. Trust us, this is how you can make your first pulling experience an enjoyable, worthwhile endeavor — and it might even land you in the winner’s circle.

RUN TRACTION BARS!

We can’t stress this enough. No matter if you have a mild-to-wild street truck, a puller, drag racer or legit grocery-getter, every type of diesel pickup benefits from having a quality set of traction bars on board. In addition to curbing axle wrap, traction bars control differential twist, driveshaft plunge and also lower the chances of U-joint, pinion yoke and drive shaft failure. Simply put, if you want to avoid the most common types of failures that occur during the course of a sled pull, you want traction bars on your truck.

Suspension Stops

When permitted, it’s always wise to limit your truck’s rear suspension travel (again, check into your specific class’s rules to find whether or not you’re allowed to). As the weight box on the sled transfers forward, it gradually places more and more tongue weight on the rear of your truck. When this happens, the rear suspension will sag, and the front suspension will unload as a result (reducing front end bite).

Blocking the rear suspension keeps this from happening, not to mention that it keeps your hitch height as high as possible. Because a lot of pulling trucks double as daily drivers, adjustable suspension stops like the home built ones shown above allow full travel, no travel and everything in between.

Prepping the GM AAM 9.25 Front End

Due to the popularity of the Duramax/GM platform in truck pulling, we would be remiss if we didn’t offer a few pointers for those looking to compete with the AAM 9.25 IFS (’01-present Chevy and GMC 2500 and 3500 HDs). Most importantly, don’t crank up the torsion bars. The suspension and steering system is at its strongest when the CV shafts and tie rods run parallel to each other.

As a general rule of thumb, the less the angle the CV shafts, ball joints and steering links are exposed to, the stronger the AAM 9.25 is. In addition, make sure you’re running aftermarket tie rod sleeves or larger diameter tie rods. Otherwise, you’ll likely experience the dreaded toe-in that late model GMs are known to experience in four-wheel drive.

Gear Selection(s)

One of the most important parts of pulling boils down to your truck’s final drive ratio (transmission gear ratio x transfer case gear ratio x axle ratio). But, before you start multiplying, it’s important to know that selecting four-wheel-drive low range is easiest on the transfer case, and running in direct (1:1) is easiest on the transmission.

However, it’s also worth noting that most diesels making less than 600 hp won’t be able to utilize direct. For first timers, we recommend locking the transfer case in four low and finding out which transmission gear allows your truck to run between 20 to 25 mph. If you don’t find what you’re looking for in four low, bump up to four-wheel-drive high range and select a lower gear in the transmission.

Controlling Converter Lockup

For trucks with automatic transmissions, a manual controller for torque converter lockup gives you full control over this vital function. During lockup, the converter clutch engages, essentially coupling the engine to the transmission’s input shaft. In lockup, slippage is minimized, and horsepower and torque being sent through the transmission are maximized.

As you can imagine, the ability to maximize the amount of power being sent to the ground is paramount during a pull, so a lot of drivers lock the converter as soon as their truck is up and moving. The biggest thing to remember with a manual lockup switch is to unlock the converter at the end of the track. Failure to do so will snuff the engine out.

Turbo Tech

With the turbocharger being the key item to inspect for legality in diesel classes, be prepared to pop the hood and let the tech official take a look before you’re allowed to hook. And don’t be surprised if you’re asked to remove the air intake assembly from the compressor housing inlet of the turbo. Some techs will perform a visual inspection of the compressor wheel, while others will check the wheel’s inducer size via plug or caliper.

Weighing In

It pays to be as heavy as possible in truck pulling, but in order to make sure no one has a weight advantage, the overall heft of your truck (with you in the driver seat) will be measured. Typically, this is carried out by having competitors roll across a portable scale in an assembly line fashion. Most pulling classes for street-driven diesel trucks dictate an 8,000 or 8,500-pound maximum, with some classes allowing a 50-pound grace for trucks that show up a tad overweight.

Adding Weight

If you happen to weigh in under the class maximum, it behooves you to add weight until you reach it. While the ability to position weight forward of the front axle is the best spot to add weight (which in turn helps keep the front end digging), it may not be an option for you. Most street-type, entry-level style pulling classes don’t allow hanging front weights, but instead permit the use of ballast.

Adhering to ballast rules usually looks like this: suitcase weights safely secured in the bed. To be sure, if you’re signed up to compete against trucks that are equipped with hanging front weights (especially enclosed weight boxes), you’ve got your work cut out for you. Classes that allow hanging front weights are usually comprised of high horsepower, purpose-only pulling trucks.

Tire Selection

While weight, gear reduction and a properly configured suspension all contribute to a truck’s ability to hook up, the tire at each corner has the final say in traction. In recent years, the Nitto Mud Grappler has found a home in truck pulling. Its aggressive tread pattern, with a high void ratio and added sidewall bite, makes it very effective on both loose and tightly packed pulling tracks. We’ve also seen the Nitto Terra Grappler and Exo Grappler used with great success. Our advice is to run an all-terrain tire with full tread, or a mud terrain with at least half of its tread life left.

Air Down Up Front

Dropping air pressure allows your front tires to cover more surface area, making it possible for them to take a bigger bite out of the track. The verdict is still out as to what the perfect air pressure is, but somewhere between 20 to 30 psi typically provides the type of footprint most pullers are after.

Due to the rear tires seeing the majority of the load from the sled, it’s best to run full air pressure out back. Leaving rear air pressure alone (or even adding some) will keep your hitch height as high as possible — which means less unloading of the front suspension, better bite at all four corners and ultimately a longer pulling distance.

How the Sled Works

One of the more interesting aspects of sled pulling is the sled itself. Key components include a weight box, weight blocks, pan, trip, push down system, kill switch and an iron hook and chain. The weight box starts at the rear of the sled and gradually progresses forward during the course of a pull. The weight box is driven (via a series of clutches and gears) by the sled’s front-drive axle, and its transfer speed is fully adjustable.

Roughly midway through a pull, the pan drops completely to the ground, which creates friction. Once the weight box has completed its travel from the rear of the sled to the front, an air activated (shown above) or hydraulically activated push down system allows for 100 percent of the sled’s weight to be applied to the pan (which physically lifts the rear wheels of the sled off the ground). A competent sled operator will know how to configure the sled to keep trucks as close to the 300-foot mark as possible; typical winning distances range from 290 to 310 feet at most events.

Full Pulls, Floating Finishes and Pull-Offs

The traditional standard for a pulling track is 300 feet. At some events, 300 feet is considered the full-pull mark, while the full-pull distance is set by the first truck to pass the 300-foot mark at other venues. Under floating finish rules, the truck that travels the farthest wins, but some events pit the top two or three trucks against each other in what’s known as a “pull-off.” Pull-offs typically serve as a tie-breaker or as a way to further entertain the crowd.

Leave With Boost

Provided you don’t pull toward the beginning of your class, observe how the trucks in front of you are reacting to the track, especially in the first 100 feet. If trucks seem to be leaving the line smoothly (i.e., no hopping), feel free to power brake your truck and leave the line with a little boost (8 to 15 psi). If the beginning of the track appears rough, it might be wise to leave the line easier and pour on the fuel once you’re through the rough spots. If the truck hops violently within the first 100 feet, let out (do not brake or the sled will rear end you!). As long as you can bring everything to a halt before the 100-foot mark, you get another crack at it.

No matter how you choose to pull, just remember that sled pulling is basically a drag race. The first one to 300 feet almost always wins.

With some of the best Nissans firmly in the 25-year importable range, the company's sporty coupes are experiencing a surge of popularity. Because many are used as drift cars, they get rode hard and put up wet — either prioritizing function over form, or taking on the more wild styling cues of the drifting community. That being said, there are still those that take the OEM+ route and allow us to appreciate them more closely to how they left the factory over 20 years ago.

NISSAN SKYLINE GTR

Third Generation / R32 (1989-1994)

Any serious discussion of Nissan performance has to mention Godzilla, the R32 GT-R.

This example has been mildly lowered on SSR SP3 wheels wrapped in Nitto Tire NT555s.

The interior looked well preserved, modified slightly with an aftermarket head unit and Personal steering well.

2.  NISSAN 240SX

First Generation / S13 (1989-1994)

The S13 240sx is easily one of the more diverse Japanese sports platforms. With three different body styles, multiple front ends as well as several turbo and non-turbo powertrains, owners have several OEM choices to make before they even look to the aftermarket.

This two-tone coupe has been fitted with a JDM Silvia front end and gold-faced BBS rims wrapped in Nitto Tire Neo Gens.

NISSAN 240SX

Second Generation / S14 (1994-1998)

The 240SX ended its run in the U.S. with the S14 chassis in 1998, and its final form was arguably the best looking of the bunch.

The owner of this white kouki model has mounted a set of Yoshihara Design D5Cs wrapped in Nitto Tire Neo Gens. Drifter Dai Yoshihara has long been associated with the 240SX, so its great to see a set of his wheels getting some love on this platform. 

To view even more shots of these classic Nissans, check out the gallery below.

Nestled deep in the foothills of the Sierra Nevadas lies a portal to every off roaders dream. An untouched trail, 12 miles long, with no permanent structures, a population of zero, and some of the most challenging obstacles of any trail in California. Synonymous with the phrase “the point of no return,” the Rubicon Trail has remained an item on most off-roaders bucket list. Being an avid off-roader myself, I was no exception to the attraction of the Rubicon Trail. And there’s no better time to go than during the event that started it all.

In 1953, the first organized group of Jeep owners pioneered the Rubicon from Georgetown to Lake Tahoe, stopping overnight at Rubicon Springs. The 55 Jeeps and 155 participants started a tradition, now called the Jeepers Jamboree, that would continue every year even to present day. This year marked the 65th Jeepers Jamboree from Georgetown to Lake Tahoe, and the event was quickly sold out with over 500 vehicles and over 1,500 people in attendance. 

I met up with the Stobaugh family in Placerville, near where our journey would begin in Georgetown, to get a firsthand experience of the Jeepers Jamboree event. Ron, Tracy, their son Austin and his girlfriend Courtney are veterans of the Rubicon, having attended this event several times before. The Stobaughs are the owners of Off Road Brands, a parent company of several off-road parts supplier companies such as Carbon Off Road, Rubicon Tested and Desert Race School. The vision behind Off Road Brands is to provide products and services directly from the source, rather than through a large distributor. Austin and Ron work full-time at their shop in Foothill Ranch, California. Although they are platinum sponsors for the event, the Stobaughs consider Jeepers Jamboree a week-long family vacation that they look forward to attending each year.

The streets of Georgetown were closed off for the vendor show. As the title sponsor for Jeepers Jamboree, Nitto Tire's truck and trailer were set up with a booth right out front, featuring Loren Healy's Jeep JK and two Ultra4 race cars, alongside dozens of other sponsors and vendors that lined the main street.

I hopped in with Austin in his 2009 Jeep JK for the duration of the trail. We first hit dirt and began airing down the tires at Loon Lake. Austin’s JK, nicknamed Brick, led the group through the first obstacle, known as the gatekeeper. I quickly realized that rigs with bigger tires would prevail on the Rubicon, due to its numerous rock gardens laced with large boulders. Brick is rolling on set of 40-inch Nitto Trail Grapplers, which made the majority of this much easier to navigate.

This was the maiden voyage for Courtney’s newly finished TJ build, nicknamed Roger. Roger got a brand new set of 37-inch Nitto Trail Grapplers, which gave her all the traction she needed to get through the never-ending obstacles of the Rubicon. Roger would go on to complete the Rubicon Trail effortlessly, with an arsenal of new modifications. The stretched TJ now rides on a new set of full-width Currie RockJock 60 axles, Fox coilovers and a custom long arm suspension system, just to name a few. Needless to say, flex was not an issue.

Growing up in Placerville, Ron has completed the Rubicon Trail countless times in the past. His Jeep JK is on a set of 37-inch Nitto Ridge Grapplers— a tire Ron has never used on the Rubicon before. Being a daily driver, Ron runs the Ridge Grapplers because of their comfort and tame street manners, but counts on them to perform just as well off the pavement. The Ridge Grapplers had plenty of grip along the entirety of the Rubicon, through boulders, water crossings, granite slabs and even the occasional fallen log. 

As we pushed on through the morning, the Rubicon trail led us to a series of granite slabs the size of the hills themselves. Faint black marks on the slabs line the trail where previous travelers trekked along the Rubicon. While the Rubicon is challenging, it is also equally as scenic. As we climbed in elevation, we passed over notable obstacles such as “Little Sluice” and the “Soup Bowl,” eventually leading us to Buck Island Lake. One of the many benefits of the Jeepers Jamboree event is the assistance from the “Rock Rollers,” a group of experienced rock crawlers who assist with spotting through obstacles. The Rock Rollers even had onsite mechanics at Buck Island Lake, ready to assist with mechanical issues along the trail. Thankfully, we only waved as we passed by their station.

After climbing over our last ridge of the day, we made our way down the last obstacle before getting to camp. Rubicon Springs is the oasis of the forest where the main event takes place. Over the next 24 hours, hundreds of vehicles would make their way down to the springs to join the other participants in a few days of fun and relaxation along the river. After the final water crossing heading into our now completely dark campsite, we turned on the LED light bars and quickly set up camp near a few other groups of Jeepers.

Over the next day, Rubicon Springs grew into a small city. Over 1,500 attendees and hundreds of rigs lined the granite banks of the Rubicon River, each with its own campsite (and sometimes garage). The springs had come alive. Large speakers played classic rock while participants lounged by the river and floated on rafts to keep cool through the 90-degree days. After chatting with several people at the springs, it became clear that for many, this was the only week-long vacation they take each year. And who could blame them?

Although packing for a four-day camping/wheeling trip is always a logistical nightmare, Jeepers Jamboree makes it a little easier by providing three meals each day at the springs. The volunteers from the American Legion Post 119 did an outstanding job at preparing, cooking and serving breakfast, lunch and dinner each day. Mind you, this was no cafeteria food. Breakfast consisted of pancakes, eggs, sausage and bacon with pastrami sandwiches and burgers for lunch.

The dinner line was a hundred yards long, with amazing meals such as spaghetti, salads and even a huge, juicy steak — truly an amazing feat considering everything was brought into Rubicon Springs in the back of a Jeep or by a supplies dropped from a helicopter. After dinner entertainment consisted of a fully operational bar, live band and a huge fire pit where participants gathered and swapped trail stories from this year and years past.

A few notable celebrities in the off-road world were among the attendees. Among them were Nitto-sponsored Ultra4 drivers Shannon Campbell and Loren Healy who brought their Jeep JKs on the trip, as well as King of The Hammers founder Dave Cole in a Bomber Race Car.

On our last night at Rubicon Springs, participants patiently gathered around the main event grounds, waiting for the famous Jeepers Jamboree raffle. Each person on the trail was given a wristband in Georgetown with a unique number on it, corresponding with a raffle ticket. Prizes ranged from t-shirts to Jeep parts to gift certificates, but many had their eye on one prize that made the 65th Jeepers Jamboree special. The event organizers gave one lucky winner a Willys Flat Fender Jeep, built specifically to be given away at this event.

On our final day of the trip, our camp packed up at 7 a.m. and left the springs, headed back onto the Rubicon Trail to complete the final leg of the journey to Lake Tahoe. One main obstacle stood in our way, called Cadillac Hill. Named many years ago after a Cadillac that mysteriously was found at the bottom of this steep hill, this obstacle was not one to be taken lightly. With the help of the Rock Rollers spotting the drivers along the hill, one by one we made it up the off-camber, unsettling ascent to the top of the ridge. Near the top was an observation point, which happened to be the perfect spot for a group photo opportunity.

After conquering Cadillac Hill, we stopped at for our last catered lunch at a designated spot with some shade to grab a bite before finishing the last stretch. Cadillac Hill took its toll on a TJ we found at our lunch stop. The lower control arm bracket on the front axle had sheared off the axle housing. Thanks to some bush-mechanic experience (don’t try this at home), the repair was made by some fellow Jeepers who connected two batteries together and arc-welded the bracket back onto the axle.

With just a few miles to go until we hit Lake Tahoe, I climbed into the passenger seat with Austin and belted up to complete the trail. A few more rock gardens stood in our way, but nothing these Jeeps couldn’t handle.

At last, we reached the staging area on the Lake Tahoe side of the trail. This spot gave everyone the opportunity to refill their tires, unload trash (pack it in, pack it out!) and use the restrooms before making the transition back to pavement. The Stobaugh's stable of Jeeps had made the whole trip without incident — a true testimony to how well the rigs are built for this type of terrain as well as daily driving. Before long, we had blacktop under the tires again and had successfully completed the Rubicon Trail.

As we crested one last hill, the deep, blue water of Lake Tahoe caught my eye, and I couldn’t help but wonder how the pioneers of the Rubicon felt the day they arrived at that very spot. This trail isn’t just an afternoon wheeling spot. Fully built rigs still faced challenges with some of the obstacles along the Rubicon, and it only made me think about the difficulties the first Jeepers Jamboree group had when crossing this epic trail back in 1955 in the old Willys Flat Fender Jeeps.

Off-road technology and innovation has come a long way since those days, but over all those years, but one thing has remained the same. The Jeep Wrangler has always been the favorite weapon of choice when tackling this challenging journey, and there is no better way to do it than alongside hundreds of other Jeeps and people who share a common passion for off-roading and the outdoors. The Jeepers Jamboree on the Rubicon is truly a once in a lifetime experience (that I’m happy to say is now crossed off my bucket list), and an event I hope to attend for many years to come.

See more amazing photos from the 65th Jeepers Jamboree in our event gallery.

And just like that, Auto Enthusiast Day 2017 has come and gone. To the 23,000+ people who came out to Angel Stadium on Saturday and made it through the heat and the lines... thank you. This year was the biggest and best AED yet, and it's all because of you. We feel a little bit like kids after Christmas, but much fun was had, and now we have new t-shirts, tan lines and memories to show for it.

Relive #AED2017 in the photo gallery above.

(Photos: Kristin Cline, Matt Moghaddam, Mike Sabounchi)

Stay tuned for more event coverage this week!

For many, building a car from the ground up is no simple task. Between the countless late nights in the garage, scouring forum threads for a write-up on a part because the instructions are no help and spending 10 minutes looking for that wrench you just put right there a second ago, you’ll quickly find that patience is a big virtue. Along the way, you might change your mind about many aspects of the build. But before you even pick up the first tool, laying down the basic blueprints can help you stay on track the whole way through.

(Unmarked photos courtesy of Mike O'Brien)

1. Defining the Purpose

The first (and arguably the most important) question to ask yourself is: “What will this build be used for?” Show cars, drag cars, rally cars, daily drivers, weekend warriors, rockcrawlers, desert racers, overlanders — each is built with a specific purpose in mind. Staying focused on that purpose will help when it comes to selecting parts and designing the framework.

(Photo from "Reviving a Relic")

You may find that your build needs to serve a combination of two or more purposes, so keeping both in mind from the beginning is crucial. For instance, daily driving a car with a five-point harnesses can get annoying every time you get in and out. You might consider leaving the factory seat belts in the car along with the harnesses for those short trips around town.

2. Choosing Your Platform

Once you’ve defined the “why,” you can begin to define the “what.” Choosing the right platform can be either very easy or extremely difficult. For some, the platform has remained the same since day one. Perhaps it’s a ’65 Chevy C10 you’ve always wanted to take to the local Show-N-Shine since your high school days. Or maybe it’s that Nissan S13 sitting in your driveway that you thought about dropping a V8 in. If you’re dead set on a platform, you should find exactly what you’re looking for and avoid compromising for something close to it.

(Photo from "Trophy Rat")

For others, the year, make and model aren't as important as the physical specifications. A few aspects to consider when choosing a platform are the wheelbase, track width, curb weight, weight ratio, drivetrain layout, passenger capacity, fuel economy (yes, some of us still care about this), availability of aftermarket parts and features from the auto manufacturer you might want to keep.

(Photo from "Alex Heilbrunn's Monster BMW E46")

3. Choosing Your Drivetrain

Some would consider the engine to be the heart of the vehicle. And while choosing between a heart of four, six, eight or more cylinders is important to achieve your power goals, there are other reasons to consider carefully which engine goes into your build. Keeping it in the family may be important to particular die-hard fanboys, but that decision may be swayed due to lack of available replacement parts or reliability.

Other builds require more than the factory motor can put out, leading to an engine swap. It seems the most popular swap is the LS motor, but that didn’t happen by accident. What’s not to love about a reliable, lightweight V8 pushrod motor that’s relatively small by comparison to its predecessors and is backed by the strongest aftermarket parts support in the industry? The point is, you should carefully base your powerplant on more factors than just how much horsepower it produces at the crank.

(Photo from "Gas Monkey Garage's LS-Swapped Porsche 996")

A transmission that fits the bill is just as important. It doesn’t matter how much power you plan to make or how much weight you want to pull around, the right gearbox to handle the job will make all the difference. Once you’ve figured out whether you want a manual or automatic, do research and find a compatible transmission that will fit both the engine and the car’s physical dimensions. With many companies producing bellhousing adapters, the right transmission usually isn’t hard to find.

The rest of the drivetrain will depend on how your build will be set up. For example, drift cars are usually rear-wheel drive, rally cars are all-wheel drive, and rockcrawlers are four-wheel drive. Directing power to the correct wheels is imperative for the style of driving you’ll do with the build.

(Photo from "The Jeep That Leaves Supercars in Its Dust")

4. Delivering Power

The running gear will determine how efficiently all that power is transferred to the ground. A vehicle’s suspension is often overlooked when building certain types of cars. Choosing the correct suspension setup for your project means walking a fine line between function and form. 

Show cars may lean more toward a system that makes them look really good when parked. Alternatively, performance-based vehicles have their suspension systems tuned to fit their needs. For example, drag cars have stiffer rear suspension for launching at the strip, and rally cars have much more smooth and dynamic suspension for dirt roads, all the while retaining a low center of gravity.

There are important measurements to keep in mind when choosing the right wheel for your build. The width and diameter can serve both functional and cosmetic purposes. Backspacing and offset measurements can affect how much stress is placed on the hubs, bearings, suspension and steering components. These can also affect the track width of the vehicle, which can greatly affect how it drives. There are also many types of materials used to make wheels. Knowing what stresses they may be subject to will help you choose appropriately.

(Photo from "The Dodge Dakota of Your Dreams")

Last, but certainly not least, decide what kind of tire you’ll need. Proper speed rating, load range, tread pattern, seasonality, treadwear grade and compound are all crucial factors when choosing the right tire. It can make all the difference in the way you intend to use the car. For example, drag radials are not ideal for a car built for the autocross track, and a soft compound tire will wear much more quickly on a car that is driven daily. Many enthusiasts who use their cars multi-functionally may find that a hybrid tire is their best fit. Tires such as the Nitto Ridge Grappler for off-roading or the Nitto NT05 for drag performance were both specifically engineered for the street as well as sport.

(Photo from "Engineering Perfection")

5. Firing It Up!

Walking around your local car show or Saturday morning meet and greet can show you just how unique every vehicle can be when a gearhead gets their hands on it. Although each and every part contributes to the final form, a custom build is much more than the sum of its parts. The individuality and character come from the person who put the whole thing together. And no matter how crazy or wild your ideas might be, it can one day become a set of keys in your hand. All it takes is a little planning, careful research and lots of heart.

(Photo from "Garage Built")

What makes your project car or truck special to you? Maybe it’s the unique modifications you’ve made or the familial sentiment it carries. Whatever the case may be, we love seeing what our readers are building, so keep sharing @drivingline! Maybe it’ll inspire someone else’s next project.

This story originally appeared in Driving Line Magazine, Print Issue 12. To be featured in an upcoming issue of Driving Line’s Readers’ Rides, send a few high-resolution photos (min. 300 dpi) along with a brief bio and explanation of why your car’s special to you to: editor@drivingline.com.

Leo Barone - ’06 Ford Mustang

Nitto Tires: NT555 G2

A friend’s ’69 Mach 1 first turned my attention toward Mustangs back in the late-’70s. I’ve gone on to own three Mustangs of my own through the years, including this ’06 Ford Mustang GT. As my daily, I always look forward to getting in the driver seat; the performance and handling of the Mustang, along with its retro styling, keep me coming back.

See this Mustang and more on Leo's Instagram @theponyaddicts.

Lee Sanchez - '94 Ford F-350

Nitto Tires: Trail Grappler

Ever since my dad pulled into the driveway with his brand-new ’97 Ford F-350, I've always wanted my own. I love this classic body style, and last year I finally had the opportunity to start building my own. It’s come a long way from the old farm truck it once was, but I'm building my dream truck one part at a time.

See more of Lee's awesome F-350 on Instagram @project_texcellent.

Quenten Raines - ’07 Nissan 350Z

Nitto Tires: NT555R

My car is special to me because the Z has been in my family for a few generations. My family has owned the Datsun 280ZX and the 300ZX, so it was only right for me to continue that legacy, while adding my own personal feel to it. I have plenty more changes to come in the near future, which includes a motor swap.

See more of Quenten's Z on Instagram @qtip804.

Dillon Bonnet - ’15 Dodge Charger RT

Nitto Tires: Motivo

What makes my car unique is that it truly is different. You don't really see too many Dodge Charger RTs with a full aerodynamic kit. I took what I’ve seen from different cars and added my own little touches to make mine stand out from the rest.

See more of Dillon's Charger on Instagram @nikedupdillon.

While the Chevrolet Corvette and Camaro both had their iconic years in the racing scene, no classic Chevy is quite as unique to the vintage NASCAR circuit as the 1957 Chevrolet 150 Black Widow. Built to compete against Ford and Chrysler's successful racing teams of the time, this impressive and illusive beast has nearly disappeared over the last few decades — but with enthusiasts like Bob Ruby around, the Black Widow will never officially go extinct.

This beautiful '57 Chevy 150 “Black Widow” owned by Ruby is a modern take on the classic NASCAR icon.

Powering this arachnid is a beefy Pace Performance LS3 fueled by a new 25-gallon aluminum tank and cooled by a shiny Griffin aluminum radiator. Backing the LS is a Tremec five-speed matted to a Ram 10.5 hydraulic clutch. When all is said and done, this combination is good for 525 hp and 489 lb-ft of torque.

Giving the car its "Black Widow" air is a classic PPG Black and White Water paint scheme over new sheet metal, including new quarters, doors, fenders, hood and trunk lid. Inside, the car features new 150 Series upholstery, Dakota Digital gauges and custom Black Widow details.

This bad to the bone two-door is built atop an Art Morrison chassis featuring a Strange Engineering 9-inch positraction rearend with 3.70 gears and a four-link suspension system. Steering on the car is a Detroit Speed Engineering power rack and pinion, while the brakes are power discs on all four corners. Rolling attire for the car are 18-inch American Racing aluminum rally wheels wrapped in Nitto NT555s in 225/45/ZR18 and 275/40/ZR18.

This beautiful '57 Chevy may not be “the real deal” when it comes to the iconic Black Widow race cars, but it is certainly a well-built (and probably fun) tribute, with some significant racing history to think back on.

Love vintage racing? Check out what we found at the Historic Sports Car Festival.

There are some real problems with racing. Yeah, everyone knows it’s expensive. And yeah, it’s dangerous too. But there’s an issue that you can’t appreciate until you’ve done it: Racing, real racing anyway, takes discipline and bravery. No, really, I’m not kidding. Racing is about winning, period. And winning is cut-throat. It means going to the ragged edge. And few people have it in them to take a machine there and feel good about it. I know I don’t because I’ve raced. It’s not the free-for-all that laypeople think it is. Plus, I have a high deductible. 

Really what most people want to do — at least what I want to do anymore — is goof off under the pretense of racing. And a group has found probably the most fun and affordable way to do it: Cyclekarts.

Sort of a descendent of the cyclecar — a car made from motorcycle parts popular a century ago — the cyclekart is a car made largely of go-kart parts. It’s a world-wide affair, but there’s a group around Seattle that is — and we hesitate to use the term — organized.

The group calls itself "Gittreville," the make-believe name of a make-believe French town that people pretend hosted auto races in a bygone time. With equal amounts of tongue planted firmly in cheek, Gittreville hosts several driving events in western Washington. But it’s one in a little farm town in the middle of the state that takes the cake.

Tieton is so small that some inhabitants of the city next to it don’t even know it exists. But that’s changing. At the heart of this transformation is Mighty Tieton, a consortium that pairs local resources (the town and its environment) with creative entrepreneurs (artists). It’s a means to reinvigorate the town by doing things that you usually can’t find in the city. Like big and unusual art projects. And cyclekarts, they’re like one big and unusual art project. A fast, noisy and kind of dangerous art project.

The Tieton Grand Prix is a two-and-a-half-day driving event. It has several competitions like autocross, drag racing and hill-climbing. A few, though, dominate the event. Like on Saturday, the city of Tieton formally shut down its main streets so a bunch of yahoos could zoom around in streets-closed Monaco-style tomfoolery (try that in California!).

That was followed by a concours where teams formed by the cars’ countries of inspiration compete for awards based on creativity, originality and faithfulness to the inspiration vehicle.

But Saturday’s best — at least the best this year — was the display award: The British group won it by erecting a full-on pub inside a pop-up tent and serving something you could call tea (in the sense that you could call Long Island Iced Tea a type of tea). Oh yeah, the cars get judged on creativity, originality and faithfulness to the cars that inspired them. But that’s largely to justify the celebration. A dinner fed by Fernando’s Restaurant and fueled by Bron Yr Aur Brewing Co. closed the evening’s festivities.

Then on Sunday morning, drivers head out again on public roads to a huge hilly loop. The Gordon Bennett (named for the very real publisher James Gordon Bennett Jr.) is a 3.5-mile all-out fracas on county roads. (Bennett was a nut job, and to drive the speeds that some of these crates and sleds can achieve, you’d have to be too.)

Later that day everyone trucks it — again, on public roads — to the Campbell Cup, named for the very real farmer Craig Campbell who grades a track and erects shade for would-be racers to hash it out in a big dirt field.

Gittreville prefers to refer to its rules as guidelines (who likes rules, anyway?). But there are a few steadfast ones. Karts must resemble a racecar or cyclecar produced before World War II (though post-war models sneak in). It’s largely a scale thing; cars from that early period have wheels that proportionally resemble affordable 17-inch motorcycle or moped wheels (another guideline that’s set in stone). Another one of those — ahem, rules — mandates power from the ubiquitous Honda GX200 utility engine and its Chinese clones.

Engine modifications are pretty lax: Basically remove the governor and replace the filter and muffler with freer-flowing pieces from the kart world. Modifications beyond that are more than frowned upon, they’re unnecessary (as a team with a stock engine proved in the Gordon Bennett by hitting 50-plus mph, a speed that might make Gordon Bennet himself cringe).

Guidelines also state a 39-inch maximum track width and a 275-pound maximum weight, although numerous cars run in violation. Beyond that, builders are left to their own skills and interests to create their cars. Since steel is abundant and inexpensive and because welding is an available commodity even among amateurs, most build their chassis from metal.

A few remain faithful to the “formula” outlined by the late Peter Stevenson, the godfather and patron saint of the cyclekart. And Stevenson built from plywood. Body construction follows the same basic rules: Build with what you know, be it wood, fiberglass or, if you have it in you, metal.

But it’s the one part that’s not of the car that needs the most governing: the nut behind the steering wheel. No amount of regulation can prevent people from spontaneously racing. And after driving at the event, I honestly think just horsing around may be damn near as dangerous as actual racing — these are undisciplined drivers after all. And it’s a real issue: Sunday festivities were cut short when a driver sustained a split eyebrow, the result of going off course.

Enough about that, though. If you’ve gotten this far, then chances are you have glassy eyed aspirations of building a kart and driving to this one-horse town and racing. I mean, who wouldn’t? But it’s not very likely that someone in south Florida is going to make that trek (although two guys brought karts from…New-Freakin’-Zealand!). Also the Tieton Grand Prix’ roster has achieved a kind of popularity that’s beyond the capacity of its coordinators. Reading between those lines suggests that would-be builders around the country — nay, the world — should build their own karts, even if by their own rules.

One kart is a powerful thing; build one and, as the saying goes, they will come. A friend or neighbor will inevitably follow, and a league will inevitably appear, even if only two cars. And thus a new event is born. And stupid fun will be had. Tons of it.

And that’s the key element of cycle karts: Fun. These aren’t historical masterpieces by craftsmen; they’re go-karts built by laypeople who develop skills as they go. This isn’t reenactment or cosplay, either; even the dress-up is purely camp — the pinnacle of style is a fez for Pete’s sake.

And it’s not really racing. Rather, it’s pure, goofy, blow-off-steam fun, the kind of fun that you forgot you knew how to have.

See more photos in the gallery below.

Picking favorites at a car show is never easy, but our editors took it upon themselves to make the hard decisions at this year's Auto Enthusiast Day. Chosen from a pool of a thousand vehicles, here are the three AED 2017 Driving Line Editors' Picks:

RANZ '72 MERCEDES-BENZ 250C

Kristin Cline's Pick

Sometimes you just know when something is right. And when this Mercedes rolled across my path at Auto Enthusiast Day, my heart knew it was right. My mind took a moment to catch up. Wasn’t the murdered look played out? Did the builder get too silly with stance?

By the time I’d gotten a good look at it, seemingly oozing out cool as it slowly drove past, my mind was made up — I loved this car. Start with a 1972 Mercedes-Benz 250C. Get the stance just right, not too low, and then keep it classy with a mirror-y black finish.

With Nitto Neo Gen tires in the front and NT555 G2s in the rear, finish things off by swapping in a 2JZ, ensuring it’ll gain you street cred no matter what kind of car show you roll into. The crowd loved it too; Ranz Motorsports won “Best Classic Car” of the day. Nicely played.

EVASIVE '10 TIME ATTACK R35 GT-R

Mike Sabounchi's Pick

My favorite pick for Auto Enthusiast Day has to be the one and only Evasive Time Attack R35 GT-R. I love everything about this specific build.

It’s not just built for some boring straight-line airstrip attacks like most fully built GT-Rs, and it doesn’t have some lame chrome wrap or ridiculous wheels. This GT-R is built for ultimate balance and time attack domination.

Rocking Nitto NT01s with Advan GT wheels and clad in Bensopra and Voltex aero bits, this GT-R is basically perfect. And at the end of the day, it ended up winning Nitto's Choice award.

FABTECH '17 FORD F-250 SUPER DUTY

Matt Moghaddam's Pick

Being an avid off-road guy who beats on his vehicles in the dirt on a monthly basis, it takes a really performance-heavy build to get my heart racing at shows and events. Fabtech Motorsports didn’t disappoint at Auto Enthusiast Day this year with their 2017 F-250 nicknamed "Shockzilla."

The front end sports Fabtech’s 4-inch-diameter Dirt Logic coilovers with matching bypass shocks. The rear end is equally as impressive, with dual 4-inch Dirt Logic bypass shocks in each corner. Shockzilla is also rolling on a set of 38x15.50R20 Nitto Trail Grapplers, adding to its stature.

This thing definitely sets a benchmark for tow rigs on the West Coast. My only complaint is that I didn’t get to drive it home.

In terms of the automotive history, the Infiniti brand name is relative newcomer having been established back in 1989 as Nissan's luxury division. But that hasn't stopped the brand from digging way back into the past for its latest concept car: the Prototype 9.

Set to debut at Monterey Car Week, the Prototype 9 draws inspiration from the 1940s to imagine what an Infiniti Grand Prix machine might have looked like during that era. Initially started as an after hours design project, the Prototype 9 evolved into a multi-team project that blends the modern and the retro into a rather stunning automobile.

Inspired by both the racing cars and the aircraft of the '40s, the Prototype 9's body panels were built by a hand by a team of Nissan Motor Corporation's master craftsmen in Japan. And while Infiniti's history isn't long, the project also found inspiration from Nissan's early race cars that dominated the Japanese motorsport scene.

While the styling is loaded with retro details, the powertrain is all modern. In fact, it doesn't even have an internal combustion engine at all. Instead, the Prototype 9 is powered by a 30 kWh battery with a prototype electric motor that makes 148 horsepower and would allow about 20 minutes of track time on a charge while driving flat out.

While this is clearly a design study rather than a preview of an actual production car, it's one of the coolest concept vehicles we've seen in a while, and we can't wait to see it later this week when we venture to Monterey to cover the Car Week festivities.

“Our boys are going to give me heart failure!” posted Levi Shirley’s mom Suzanne to Wayland Campbell’s mom Tammy, with minutes to go in the Ultra4 KMC Wheels Battle in the Bluegrass. Their two boys were neck-in-neck as the final stretch of the action-packed race played out. Not only that, but a lot was riding on the line: the Eastern Series Championship (which this was the final race for), the National points championship and of course, the race win.

(Photos: Doug Dienelt)

Both Wayland and Levi have grown up in racing families and around Ultra4. With 2017 bringing their first U.S. Ultra4 wins, they’re both riding an extremely strong season — Wayland finishing every single race in one of the top two spots, and Levi seeking to continue his two-win streak. Levi was in 1st and Wayland in 2nd, with four laps to go...

Back It Up: Ultra4 Kentucky Qualifying

The final race of the Ultra4 Racing Eastern Series was set for KMC Wheels Battle in the Bluegrass in Bedford, Kentucky, home of the Dirty Turtle Off Road park. The track offers an outstanding short course, complete with a 100-foot tabletop jump, along with a tricky and tightly wooded section full of turns, trees and creek crossings. The Unlimited class would push themselves to the edge once again, running 16 laps of the extensive course. 

A general rule of thumb when doing endurance racing is “take what the course gives you.” If you over-drive your car, you’re out. If you’re too conservative, you lose. Ultra4’s course layout team took this to heart when planning this year. The Dirty Turtle’s significant hill climb section was too much for a 16-lap race, so how to use it? Include it in Qualifying! So, in addition to a fast lap around the short course, drivers also had a second portion — a timed run up the hill climb.

Wayland Campbell knew what he had to do. He hammered down and took stage 1 of qualifying with a 1:23.79. Foreshadowing what was to come the next day, Levi Shirley laid down a 1:24.18 for 2nd place. Team Nitto driver Erik Miller was sitting 3rd going into the hill climb qualifier.

The hill climb was no joke, but resident mad man Tom Wayes scalded it with a run of 0:21.24, which, combined with his short course run, put him 2nd off the pole for the Main. Levi was a fraction of a second slower, at 0:21.77, winning the pole after combining both scores. Team Nitto driver Marcos Gomez rounded out the top three on the hill climb with a time of 0:22.53. After the dust settled, the top five order for the main was as follows: Levi Shirley, Tom Wayes, Derek West, Jeff Caudill and Marcos Gomez.

A Slight Change in Equipment

If you are a father with kids old enough to drive, you’ve undoubtably heard the phrase, “Can I borrow the car?” If you’re Shannon Campbell and that kid is Wayland Campbell, then what he’s really asking for is the keys to your race car — The Dragon Slayer. Coming out of Qualifying, Wayland had blown the engine in the #3AZ single-seater IFS buggy. Finishing 20th in the hill climb and falling six places behind Levi for the Main, Wayland was seeing his hope for winning the Eastern and National points championships spiral down the drain.

There is no way to recover from a DNS with zero points this late in the season. It is said that there is no love like that of a father for his son, and without blinking, Shannon turned over the keys. Wayland was back in business, and in the 800 hp, 2017 KOH-winning #5AZ car.

If you think Shannon is only a gracious man to his family, then you don’t know Shannon. Earlier this year, at the Badlands race, Casey Gilbert injured his back. Shannon stepped in and drove Casey’s Legends car so Casey could keep in the points hunt. Repeating that run, when the checkered flag dropped in the Legends race this Saturday, who was behind the wheel of Casey’s Miller Motorsports chassis race car? None other than Shannon Campbell. I doubt hashtags will ever make it into the dictionary, but if they do, look for Shannon’s photo next to #ClassAct.

Guts & Gusto in the 4400 Unlimited Race 

Saturday morning broke bright and clear. Ideal racing weather with a slight breeze and mostly dry conditions — a rarity for this year’s Eastern Series. The 16 laps of the 4400 Unlimited Class race began in the afternoon. An impressive grid of nearly 40 cars prepared to do Battle in the Bluegrass as the green flag dropped. This race would be scored on adjusted time, with cars leaving every 20 seconds to allow for spacing in the tight woods at the end of the short course. Levi Shirley, riding the momentum of back-to-back Ultra4 victories at the MetalCloak Stampede and the RCV Badlands Brawl, ripped a rooster tail of dirt as he rocketed off the start line.

Hot on his dust were a host of hungry drivers. Tom Wayes is scary fast and without a victory this year. Former National Champion and Team Nitto driver Derek West is also overdue. Clay Gilstrap, after notching his first win in that nasty mess at The Clash at the Cross Bar, has been a significant contender all year, and Levi’s biggest threat this season, current points leader Wayland Campbell, was all the way back in 7th with an unfamiliar car and a desperate mission.

The racing was fast and furious with attrition high in the first half of the race, yet Levi pulled away from the field, laying down lap after consistent lap. Tom Wayes and Disco Derek West battled back and forth, with Tom eventually pulling away and mounting a challenge on Levi. Clay Gilstrap broke out the Texas moxie (pew pew!) and drove like he had something to prove. Team Nitto driver Josh Blyler once again proved that his Top 10 KOH finish was no fluke.

Lost in the back of the pack after a DNF on the qualifying hill climb, and a bit of a mystery, was last year’s Battle in the Bluegrass winner and two-time King of the Hammers Erik Miller. Erik was fast, but if you’re ever watched him race, you could tell something was wrong and he was holding back. Even at reduced pace, Erik is a pro. Attrition and time kept moving him up in the pack, but nothing as dramatic as his last-to-1st miracle run at last year’s event.

By the midway point, the field had split into four groups: Levi running away with it, the chase pack, the survivors and the dead. Ultra4 attrition is legendary — six cars didn’t even survive the first lap. By the time the checkered flag was dropped, only half the field had completed eight of the 16 laps. The trees were actually keeping score of how many cars they knocked out of the race.

Blazing fast Clay Gilstrap was one of those victims. Past the halfway point, Clay was running in the top three and looked poised to challenge Levi. A hard hit on a rock took out steering and a turn in the woods trying to pass another car ended up breaking his steering completely and putting Clay into a tree.

Erik Miller, however, seemed to come to a mental decision to leave it all on the track, and boosted it to another level. Like night and day, Erik suddenly came alive and started ripping through the pack, picking off lap traffic and gaining on the lead. Through all of this, you could see Wayland getting comfortable in his rental and turning up the heat.

The Final Leg at Battle of Bluegrass

To pick up where our first paragraph left off... four laps to go, and Levi had the lead since the drop of the green flag. Wayland had worked his way up to 2nd and was charging hard, but still almost two minutes behind Levi. Tom Wayes, Derek West and Josh Blyler were mixing it up like crazy, and Erik Miller was driving another miracle race, coming back from 20th into the top six.

Then, the entire crowd gasped as one. Coming out of the woods and back in front of the grandstands, everyone heard track announcer Mile Hasselquist say, “Levi Shirley has a flat! Levi Shirley has a flat!” Every person knew this kicked the “game on” switch up even more. Levi and his experienced crew had a choice to make: Pull into the hot pits and change that massive 40-inch tire as fast as they possibly could, or try to run out the race on a flat, hoping they had enough of a lead.

With the trees taking their toll and a muddy creek crossing all through the course, the team made the smart choice and took to the pit to change the flat. You didn’t have to be on the Campbell’s race channel to see that Wayland got the message. Showing the traditional Campbell fearlessness, Wayland pinned it. Coming out of the woods on lap 3, Wayland Campbell was in the lead.

Once out front, Wayland drove like the current points leader he is: cool, calm and collected… with a little bit of that Campbell “crazy” mixed in. Levi chased hard, but the time lost in the pits was too great to overcome, especially since Levi had to not only pass Wayland, but get two minutes in front of him to catch him on corrected time. There just wasn’t enough race left.

In the middle of all of this, Erik Miller continued to lay down astonishing laps — which got him across the finish line second and put him in 2nd place on corrected time, less than a minute ahead of Levi Shirley. Levi raced an incredible race and dominated for 15 of the 16 laps, but the flat tire cost him the top spot. Levi did continue his podium streak however, taking 3rd.

Tom Wayes and Derek West rounded out the top five, still seeking a 2017 victory. Raul Gomez and Josh Blyler rounded out the group who finished on the lead lap. All said and done, Team Nitto drivers had the top two spots on the podium and five of the seven total lead lap spots.

Rounding out the Eastern Series for 2017, Battle in the Bluegrass was the deciding factor for the Eastern points championship. Wayland Campbell edged out Levi Shirley by 40 points. Following them, Erik Miller and Josh Blyler tied for 3rd, both racking up 2,875 points.

Congratulations to Wayland Campbell on his 2nd victory of the year and for winning the Eastern Series Championship! Just make sure Dad gets his car back (with a full tank of gas).

For a complete listing of the Battle in Bluegrass final results, visit ULTRA4Racing.com.

Next Up in Ultra4 

The Fallon 250 race on Labor Day weekend is the final race in the Western Series Championship, and only 20 points separate Wayland and Levi. From there, the Nitto National Championship in Reno, Nevada, will clinch the 2017 National Series up in October.

If you missed out on any of the action this year, be sure to tune into NBC Sports every Thursday night for “Journey to the Hammers.”

Stay tuned for more coverage from Ultra4 Kentucky.

Whether you’re a Jeeper, mall crawler, overlander, desert racer, diesel guy or just a fan of the classics, Auto Enthusiast Day 2017 had something for you. In case you missed them, we’ve compiled a list of our 10 favorite 4x4s and trucks from the show.

1. Classic Bronco

This resto-mod ’72 Bronco brought the best of the today’s parts and old school Ford style together in a perfect way. Sporting a 347 Ford stroker, King Shocks and 35-inch Nitto Trail Grapplers, this iconic 4x4 built by Matt Hunt Muscle Cars and Under Pressure Fabrication was a real heart-throb at the King Shocks booth.

2. KMC 'Black Badger' JK

Who doesn’t love a V8-swapped Jeep? KMC Wheels brought the fire with their 6.4L Hemi JK riding on an EVO Manufacturing coilover kit, 37-inch Trail Grapplers and of course KMC’s own XD229 Machete Crawl beadlock wheels.

3. Stepside Dodge

If you were at the show, there’s no way you missed this truck. Built by Greg Yount, this in-your-face W-150 belonged to his mother before he got his hands on it in high school. With a drivetrain from a 2000 Ram 2500 Cummins and its custom-made suspension, it towers over most trucks with the help of Hostile Wheels wrapped in 40x15.50R22 Mud Grapplers. Talk about a head turner.

4. 'Lobster Wagon' Crew Cab

Continuing with the old Dodge picks, we found this Cummins in disguise at the Nitto Tire booth, and it will throw you for a loop. Beginning life as a 1990 12-valve Cummins truck, the cab has since been swapped to a crew cab body from 1984, but retains the guts of the later model. A Getrag five-speed transmission, Dana 60 and 70 axles, 20-inch KMCs and 37-inch Ridge Grapplers make this one-of-a-kind truck a dream for many to own…including us! Known as the "Lobster Wagon," we've covered this truck on Driving Line before!

5. The Red Dragon

Our list wouldn’t be complete without at least one Ultra4 car. And what better machine than two-time KOH champ Loren Healy’s Red Dragon racer? In a nutshell: It’s got one seat, independent front suspension, an LS7 stroker powerplant, a built Turbo 400 transmission, Atlas transfer cases, big boy King shocks, KMC Forged beadlock wheels and 40-inch Nitto Trail Grapplers. The wicked Red Dragon is a force to be reckoned with. And did we mention is does 4-wheel burnouts?

6. Dually F-450

What’s better than four Ridge Grapplers? Six Ridge Grapplers on American Force Wheels, obviously! When it comes to dually's, you can’t go wrong with the Octane Industries F-450. Showing off its white-on-chrome scheme, complete with matching camper shell and Monster tow hook, this looker of a Super Duty doesn’t even have to try to be cool. It just is.

7. Icon Taco

The old saying “Home is where you park it” couldn’t be more true if you’re driving Icon Vehicle Dynamics’ third-gen Tacoma. This overland Yota is the perfect blend of function and form. Go literally anywhere with Icon's full suspension upgrade, 285/70/17 Ridge Grapplers, Demello Off-Road armor and KC HiLites LEDs all over the place. And of course, the ARB roof top tent makes anyone driving this go-anywhere rig a happy camper.

8. The Ultimate Fun-Haver

One of these things is not like the other! Our buddy Vaughn Gittin Jr. brought his prized 2015 F-150 out to play. Drift car handling, gobs of suspension travel and instant power from a tuned twin-turbo EcoBoost make the UFH a five-seater rollercoaster ride on Terra Grappler G2s.

9. EVO Alumiduty

If you thought Mel Wade and the crew at Off Road Evolution built badass Jeeps, you should check out some of the trucks they put together. Front and center in the EVO booth was this 2017 Ford F-250, equipped with King coilovers up front, King shocks out back, Trail Ready HD20 beadlock wheels and 37x13.50x20 Ridge Grapplers. We can’t decide if it’s a tow rig or a trail rig.

10. Shockzilla

Aptly named for the eight ginormous shocks this truck has, Shockzilla was a SEMA build at the Fabtech Motorsports booth that left little to no room for improvement. This 2017 Super Duty had it all — from Fabtech's off-the-shelf suspension kit to Dirt Logic 4-inch coilovers and bypasses, to Deaver long travel leaf springs and its custom leather seats. Simply put, it’s a big truck that’s even bigger on performance.

Catch all the action from Auto Enthusiast Day 2017 in this gallery!

This must be the year of Wayland Campbell, because race after race, they just can't seem to keep him off the top two spots on the podium. And Ultra4's 2017 Kentucky event, the KMC Wheels Battle in Bluegrass, was no different, as the young Nitto driver claimed his second 1st-place finish of the season — and winning the Eastern Series Championship to boot. Sharing the podium with him in 2nd place was Nitto's Erik Miller, whose 20th-to-2nd-place comeback was impressive, to say the least.

For the best shots from the Battle in Bluegrass, view the photo gallery at the top.

So, what else happened?

Get the rest of the details in our Ultra4 Kentucky race recap!

Any time we write about the 12-valve 5.9L Cummins, we can always count on plenty of feedback from readers. The very mention of this legendary mill seems to reinvigorate the never-ending mechanical vs. common-rail debate, reminding us where diesel performance stemmed from or (it never fails) kick off a brand loyalty brawl. But, this isn’t another holy grail piece where we worship the almighty 12-valve. Instead, we’re highlighting the biggest reason for this engine’s celebrity: the Bosch P7100.

That’s right, the injection pump hanging off the side of the renowned and revered ’94-’98 5.9L Cummins is more important than the engine itself. The Bosch P7100 is arguably the single most recognizable symbol of diesel performance. It represents easy horsepower for those handy with a wrench, huge horsepower for anyone willing to spend some money and — like the Cummins engine it was bolted to — million-mile durability.

In this article we’ll explore all the components within the P7100 that can be modified to improve its performance. We’ll begin with the mods that won’t cost you a dime, but that can add more than 100 hp. Then we’ll explore the internal upgrades that can take this pump from mild to wild.

Your free P-pump tutorial starts here.

Bosch P7100

Back in the mid ‘90s, long before common-rail injection had debuted and horsepower wasn’t quite as easy to come by, this was the four-barrel carburetor of the diesel world. If you wanted your truck to make 500 horsepower (a big number back then), it wasn’t going to happen with what the competition was offering (the HEUI-fired 7.3L Power Stroke or GM’s indirect injection 6.5L, respectively).

Contrary to what some would have you believe, the P7100’s robustness, performance and reliability don't make it simple. This marvel of mechanical engineering is fairly complex. Think of the P-pump as a mini inline-six cylinder engine bolted to the side of your inline-six cylinder engine. There are many moving parts inside.

Air Fuel Control

At the back of the P7100, you’ll find the air fuel control (AFC) assembly. In addition to dictating when the governor arm hits the AFC arm, the AFC is in charge of controlling the pump’s fuel rate at low boost. By sliding the AFC housing forward (toward the front of the pump) and backing out the pre-boost screw (on the backside of the AFC housing), fueling can be brought in at a much lower rpm, the governor linkage is altered and the rack is adjusted forward. And when combined with a star wheel adjustment (located within the AFC housing), as much as 200 lb-ft of torque can be added, along with a peak horsepower increase of 50 to 60 horsepower.

Turning the Star Wheel

As for the aforementioned star wheel adjustment, turning it toward the passenger side of the truck opens the fuel rack more. The fuel rack controls the amount of fuel that’s allowed to enter the pump’s plungers and barrels. The star wheel is accessed via the top of the AFC housing, and adjustments should be made in very small increments. If you go too far, heavy smoke will result. Go too little, and you won’t see the power gains you’re after. It’s up to you to find the right balance here.

Increased Rack Travel

While adjusting the star wheel increases rack travel, the factory rack plug will only allow so much fuel into the plungers and barrels. The popular “Mack rack plug” shown above increases rack travel from 19 mm (stock) to 21 mm. While 2 mm might not sound like much, the Mack rack plug adds roughly 70 cc’s worth of fuel to the mix and can be good for anywhere between 10 to 35 additional horsepower depending on your pump’s overall combination (specific P7100 model, delivery valves, fuel plate setup and injectors).

While not a “free” mod, this one will only set you back $10 to $15. It’s important to note that the best way to install the Mack rack plug is with the pump off the engine. If the pump stays in place, some grinding of the timing cover will be in order. In addition, the Mack rack plug isn’t typically recommended for 215 hp pumps (the P7100 used on ’96-’98 trucks with five-speed manual transmissions).

Removing the Fuel Plate

The fuel plate controls the maximum fuel output of the P7100, and the stock unit is conservative to say the least. While there is no shortage of aftermarket fuel plate options (along with plenty of custom-made, one-off versions), removing the fuel plate completely will yield more rack travel and considerable power gains (typically 35 to 40 hp).

On a ’94-’98 Dodge sporting the factory injectors, a full-forward AFC housing, turned star wheel, no fuel plate and an untouched stock turbocharger, 85 to 100 hp can be gained. Disable the wastegate on the turbo (increasing boost production by 10-to-15 psi) and you could find another 10 to 20 hp. As far as performance investments go, picking up 100 to 120 hp for free is a no-brainer!

Delivery Valve Holders

Going beyond the freebie mods, the next logical step is to take a look at the pump’s delivery valves. The delivery valves are positioned inside delivery valve holders, both of which are positioned between the plunger and barrel assemblies and the injection lines that feed fuel to the injectors. Aftermarket delivery valve holders with a larger internal orifice (shown above) allow more fuel to travel through them.

Delivery Valves (DVs)

Delivery valves isolate the plunger and barrels from the injection lines (making sure reverse flow doesn’t occur) and also allow for a pressure drop in order to facilitate the precise closure of the injector nozzle during the injection event. Aftermarket delivery valves offer higher flow (up to 100 cc’s), with some being application specific (i.e., some are good for towing, some good for daily driving, while others are reserved solely for performance). Common delivery valves used in the P7100 are 181’s, 191’s, 024’s, 022’s and full cut units, with the full cuts typically being reserved for dedicated sled pull, drag race or dyno applications.

Governor Spring Kits

Because the factory P7100 on ’94-’98 Dodge trucks governs the engine to a grandpa-like 2,700 rpm (with the factory governor actually starting to defuel around 2,400 rpm), an aftermarket governor spring kit should be one of the first items you add. Popular kits from Dynomite Diesel Performance, PacBrake, BD Diesel and Industrial Injection provide full fueling up to 4,000 rpm, with even higher governor springs being available for competition-ready pumps that have been properly set up on a test stand.

The ability to fuel at high rpm is what opens the door to all kinds of horsepower potential with the 12-valve engine. It’s important to note, however, that stiffer valve springs need to be installed in the head if you plan to spin the engine beyond 3,500 rpm or run big boost. For all-out competition pumps, companies like Scheid Diesel and Columbus Diesel Supply offer governor springs that provide full fueling up to 7,000 rpm!

Larger Plungers and Barrels

Just as an engine can have its cylinders bored to add displacement, the P7100 can be bored to accept larger plungers and barrels — and that’s exactly what happens in the extreme segment of the diesel aftermarket. Increasing the diameter of the plungers and barrels from stock (12 mm) to 13 mm adds immense fueling potential.

For example, a 12 mm pump is capable of flowing a maximum of 550 cc’s of fuel (possibly 600 cc’s on a good day or a friendly test bench), while a properly setup 13 mm unit can flow 850 cc’s or more. Shops like Scheid Diesel, Columbus Diesel Supply, Northeast Diesel Service and Hart’s Diesel are highly reputable in the 13 mm (or larger) P-pump world.

Radical Camshafts

Also similar to a miniature engine, the P7100 utilizes a camshaft. The cam features one profile for each individual plunger and as the cam rotates the plungers are driven up and down within their respective barrels. In extreme horsepower applications, the cam inside the P7100 is swapped out in favor of a unit with a more radical profile. With a more aggressive cam, more fuel is injected — and it’s done at a quicker rate. The camshaft pictured above comes from Hamilton Cams; when it’s used in a 13 mm P7100, it can inject 11 percent more fuel volume than a stock cam. It’s also good for as much as 80 additional horsepower.

Timing Is Everything

To be sure, injection pump timing has a lot to do with overall power output. A P7100 set at the factory timing mark will only mildly benefit from the modifications explained above. However, a pump that’s set at 18 to 20 degrees of timing advancement will see impressive gains. The 18 to 20-degree mark is the unofficial sweet spot for timing on a P-pumped Cummins in that it allows for good all-around power, drivability and cold-start performance. While considerably more power might be made with 25 or 26 degrees of timing, drivability will trend downward — not to mention that getting the engine to fire up in cold weather can become a chore.

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Don’t forget that the automatic transmissions offered by Dodge during the ’94-‘98 era were easily overmatched by the Cummins in front of them. And while the five-speed NV4500 is very strong, the clutch in front of it will waste no time slipping once it’s tasked with harnessing even more low-end torque. If you plan to tinker with your P-pumped Cummins, know that you will likely be performing some type of upgrade to the transmission in order to enjoy the added horsepower and torque.

The Ultra4 KMC Wheels Battle in the Bluegrass was set for high drama in every class, not just the 4400. Both the 4800 Legends class and 4500 Modified class had their own scores to settle heading into the final race of the Eastern Series. Team Nitto driver Bailey Cole was also riding a back-to-back win streak with a slim 10-point lead on Casey Gilbert for the Eastern Championship points. Duane Garretson and Matt Howell only had 25 points between them for the championship in the 4500 class. Someone was going home happy, and someone was just going home.

(Photos: Doug Dienelt)

The Underclassmen were not exempt from the hill climb in Qualifying by any means. If you have a race car, you climb the hill.

After the short course and hill climb segments were combined, Matt Howell had the pole in the 4500 class, and Kent Fults had the pole in the 4800 class.

Both classes would be running 11 laps or two hours max on race day. Bailey Cole finished 2nd on the short course, but 4th in the hill climb and would be starting 3rd off the line in the Legends class. Bailey had three big goals for this event: 1) win the race and win the Eastern Series Championship, 2) race in the 4400 class car and try to qualify for the 2018 King of The Hammers, and 3) grow his slim lead in the National points.

The green flag dropped, and the teams ripped into the course. In the 4500 class, lap 2 took out Duane Garretson and ended his quest for the East, and Matt Howell drove it like the defending champion he is. Leading from flag to flag, Matt defended his 2016 4500 class Eastern Series Championship, as well as winning the 4500 class at the Dirty Turtle. Cody St. Clair also finished on the lead lap for 2nd place, with Rob Matzell rounding out the podium.

The 4800 class was a competitive grouping, with Bailey Cole taking an early lead and never giving it up. Since he had to race the car in the 4400 race later in the day, once he had the lead, he set it on cruise control and saved the car... that is, until his spotters radioed that Cade Rodd was charging hard. Bailey kicked it into overdrive and laid on it, pulling away and ending the race with a 2-minute lead over Cade. Brad Lovell took 3rd, with Cade’s brother Chace Rodd taking 4th.

Team Nitto driver Bailey had won his third race in a row and the Eastern Series Championship! You would think this would be cause for celebration, but Bailey’s day was not done. While he was on the podium accepting his trophy, his team was checking the car and prepping for the 4400 race, which was about to begin.

After 11 crushing laps of the 4800 Legends race, Bailey was about to hop back in the car for 18 more in his quest for KOH qualification. Splashing the car with gas and doing a bolt check, Bailey lined up and powered out into the big pond with the big boys for the 4400 race.

The car performed well, but Bailey’s body was feeling the toll with bouts of numbness hitting his hands and arms. Running a strong race (still on 37-inch DOT tires from the Legends class), Bailey crossed the line in 11th place overall and was the top KOH qualifier at this event. Triple threat accomplished! Back-to-back-to-back victories, KOH-qualified and the Eastern Series champion. Congratulations, Bailey, on an outstanding season to date.

DRIVER SPOTLIGHT: BAILEY COLE

Giving praise where praise is due...

Bailey heads to Fallon, Nevada, for the final event of the Western Series in two weeks. On top of winning three races in a row, winning the King of France event in Ultra4 Europe earlier this year, and wrapping up the Eastern Series Championship, Bailey also found time to show what Ultra4 and its drivers are all about.

While helping clean the course after the race, Bailey ran into a young boy, Levi, and his father out wheeling. They were excited to meet one of Levi’s favorite drivers, and the boy asked Bailey to sign his shirt. Remembering his own heroes and having grown up in Ultra4 as well, after signing the young fan's t-shirt, Bailey then pulled out his trophy and asked Levi to "take care of it" for him, whose face completely lit up as one of his race heroes bestowed on him an amazing gift.

We might have to make room next to Shannon's photo in the dictionary under #ClassAct. Well done, sir. You've made an Ultra4 Racing and Bailey Cole fan for life.

SRRS vs. ULTRA4 SHOOTOUT

Rock bouncer bonus!

You can’t have a hill climb without rock bouncers in the South. In an awesome cross series display of horsepower and sportsmanship, the SRRS rock bouncers joined the Ultra4 crew after the race for a hill climb bounty! With Holley Performance putting up a $10K purse ($7,500 for fastest climb and $2,500 to the fastest car from the opposite series), fans and drivers alike were in for a treat.

Similar to the Back Door Shootout at KOH, teams registered, lined up and pinned it! SRRS driver Jake Burkey took home the big check with a run of 21:542 and barely edged out Ultra4 driver Jeff Coudill, who scorched it at 21.966, taking home the little check. KOH Shootout fan favorite, “The Maine Maniac” Joe Piece, was 3rd, giving SRRS two of the top three spots. Darrell Gray was the next highest Ultra4 driver in 8th place.

A great time was had by all — the perfect way to end a perfect day of racing. 

NEXT UP IN ULTRA4

With only two races left in the season, don’t miss a minute of action. If you can’t make the event in person, tune in online with live streaming the King of the Hammers Facebook page. The next race is Labor Day weekend in Fallon, Nevada, as the Western Series wraps up. Final event of the year is the Nitto National Championship in Reno, Nevada, October 20 at the Wild West Motorsports Park. If you missed out on any of the action this year, be sure to tune into NBC Sports every Thursday night for the “Journey to the Hammers.” The TV series is wrapping up KOH week, so you haven’t missed any East or West Series action…yet! 

1. Pontiac G8

We wouldn’t have recognized this Holden-converted Pontiac G8 as one of our Issue 12 feature cars unless we looked twice. Recently wrapped, the red interior, brake and engine parts are now accents, offset against the matte gunmetal exterior. The G8 started off as rare, and with this one’s slew of hard-to-source Australian parts it’s now pushing unicorn status.

2. Y33 Cima / Infiniti Q45

This one takes the win for just how much has been done to it. 2JZ swap, custom metal wide body fenders, cage, and the meanest stance we’ve ever seen. Not only does this Y33 have the looks, it’s got the moves too! You can spot it at any Top Drift event in So Cal.

3. Ford Mustang

Loud, mean and low, this s550 Mustang stands out with Airlift Performance, Trufiber components and Concept One wheels.

4. Subaru STI

2016 STI's are slowly coming down in price and are quickly becoming more and more modifiable. This particular one was rocking some key components. TE37's, upgraded top mount intercooler, Ohlins suspension, and an APR lip kit all around put's this STI at the top of our list.

5. '63 Mercury Comet

There’s a reason why crowds were flocked around the engine bay of this old Comet — fully drag equipped, this one-time grocery-getter is living a second life.

6. R32 GT-R 

The R32 GT-R in the Titan 7 wheels booth is subtle, yet beastly. No crazy aero, no crazy swaps, just a good stance, an awesome set of brakes, and a beautiful set of wheels. It’s the daily driver every tuner fanboy or girl dreams about.

7. ‘83 Toyota Celica Coupe

The 1983 Celica is one of the last rear wheel drive greats from Toyota. Add some fender flares, remove a bumper, and you got yourself style points for days.

8. Camaro SS 1LE

Chrome wraps may not be for everyone, but this track-package 1LE Camaro had us daydreaming of endless Hot Wheels drifts and childhood shenanigans.

9. Nissan 350Z

While a 350Z may not be at the top of lists these days, what’s not to like?! Crazy styling, deep dish wheels and... it’s all the same color.

Need more from #AED2017? We got you... car show awards and full gallery here.

Pontiac, Michigan’s Woodward Avenue recently felt the heat of barely legal streetcars for the second consecutive year. Roadkill Nights powered by Dodge headed a full day of entertainment at the M1 Concourse, which included joy rides in Dodge Challenger SRT Hellcats and Vipers, a Show N' Shine, a Dodge Viper round-up, dyno runs and driving simulators. (Oh, my!)

You know you’ve reached Roadkill Nights when you hear a train horn blaring, and then minutes later witness barely legal streetcars do side-by-side burnouts while 5,500 tons of solid metal rolls across the train tracks. #BecauseRoadkill

The track was hot at 10 a.m. and scheduled to run through 11 p.m. In between races, Leah Pritchett made an appearance to jet down the strip with an 11,000-hp NHRA Top Fuel dragster, and Matt Hagan ripped down Woodward in a NHRA Nitro Funny Car. Then David Freiburger, Mike Finnegan, Lucky Costa, Leah Pritchett, Mike Musto, Tony Angelo, Chris Jacobs and Matt Hagan went head-to-head in a celebrity showdown with Dodge Challenger SRT Hellcats.

Despite the spotty rain conditions, cars were able to race down the Avenue until 8:30 p.m., when the rolling clouds opened abruptly and rained on the parade for a solid 30 minutes. Mother Nature sure can be a party pooper...

Despite the downpour, the dedicated trackside team worked until 11 p.m. to dry the pavement. After calling out all the stops, including sending a flame-throwing Cadillac as a final attempt at sizzling the moisture away, the event was forced to throw in the towel.

But just because the event was cut short doesn’t mean we have nothing to show for it...

There’s plenty of action to be seen in the gallery at the top!

Having a low vehicle is a simple styling choice for some people. For others, it goes far beyond that. Building low vehicles is both an art and a science for Jacob Stone, and the guys at Stone Custom Fab in Fresno, California.

Recently, on a typically hot summer afternoon in the San Joaquin Valley, I got a text from Jacob telling me he was holding a small open house and BBQ at the shop to welcome some friends who were making a road trip from LA to the Pacific Northwest for a car show.

Shortly after, I found myself rolling up to the Stone Fab HQ with the smell of carne asada in the air and the sight of slammed pickup trucks filling the shop's parking lot.

There is always something cool going on inside the shop at Stone Fab, and today was no different. There were several projects in various states of completion, from near-finished builds to bare chassis that were showing off the guys' fabrication talents.

The shop's specialty is pickups, and that includes everything from specially fabricated, CAD-designed suspension and chassis components to ground-up custom builds for SEMA and other big events.

But while trucks — particularly of the GM variety — are the specialty, there were plenty of other vehicles in the shop besides pickups, including a couple of big-finned Caddy projects in the works.

In another corner of the shop sat this wicked '61 Chevy Bubble Top with a very mean looking stance.

To match the big brakes, custom chassis parts and other modern equipment, the old Chevy has also has an LS swap to bring its performance up to 21st century standards.

Or, if that wasn't different enough, how about this wicked cool Volkswagen Bus? This one has already appeared at the SEMA Show and is currently in the midst of a refresh.

Out in the parking lot there was even more cool stuff to see, including a few builds showing Stone Fab's impressive talent in tucking gigantic wheel and tire setups into body-dropped pickups.

You know you're dealing with a talented builder when the chassis and suspension fabrication is just as pleasing to look at as the bodies themselves.

We also caught this tough looking square body GMC build. It still has a long way to go but is already shaping up to be quite impressive once it's finished.

Not all the trucks were about being low and slow. Joining the party was this mild looking, tastefully done Silverado with a pretty big surprise beneath the hood.

That's a fully built LS setup with a Whipple supercharger that's good for over 550 horsepower to the rear wheels. It also makes the truck capable of some absolutely gnarly burnouts. Or so I've heard...

We also caught a glimpse of one the latest additions to the Stone Fab fleet — the new work truck awaiting some "work."

A few years back Jacob used this bagged and body-dropped Silverado as the shop's work truck, complete with steel wheels and a rack that was used to haul chassis parts all over town.

The old work truck was beloved by all who saw it and was one the vehicles that helped put Jacob and his shop on the map. We have no doubt the Work Truck 2.0 will be just as cool and are looking forward to seeing more in the future.

With plenty of miles still to go for the long distance caravan, things wrapped up after sundown with everyone's belly's full of BBQ meat and lots of inspiration from seeing all of the shop's toys.

Stone Fab might be known for world class show-winning builds, but this day wasn't about winning awards; it was about relaxing, having fun and welcoming visitors from out of town with some old fashioned hospitality.

No matter your vehicular tastes, the simple satisfaction of hanging out and talking shop on a hot summer day is universal. And this small, but enjoyable gathering was the perfect way to spend an evening here in the heart of California.

Atlanta, Michigan's Summer Sno*Drift stage rally in early August was the most action-packed oxymoron of the year. Instead of snot-sicles hanging from our noses during the previous winter Sno*Drift event, sunshine kept everyone’s spirits high — despite the obstacles that the lack of snow presented, such as rocks the size boulders and crater-like dips. A few days worth of rain left the dirt roads soft in some spots and washed out in others, and by the end of each stage, the hard-driven rally cars were digging ruts halfway to Australia. 

The entire event represented grassroots rally at its finest, and a wide variety of platforms were selected to battle the terrain. Here are eight standouts:

1. '14 Mitsubishi Mirage R

Take this 2014 Mitsubishi Mirage R5, for instance. Beneath its stout body is a 280-hp Mitsubishi Evo X drivetrain backed by a five-speed sequential gearbox. The AWD system breaks through tough turf like a tiny speed racing bulldozer.

2. '86 Mazda RX-7 

Team Minimal Effort Motorsports’ 1986 Mazda RX-7 earned its nickname, the "Franken Wankel," from its array of budget rally modifications. The high-revving rotary made its presence known before it was within our sight range. Being a lightweight RWD, it swept around the disrupted course, nose pointed determinedly upwards during heavy acceleration. Sometimes the cars seem to be having just as much fun as the people who pilot them.

3. '03 Pontiac Vibe

The words “reliable” and “rally car” are rarely paired together in the same sentence, but after running 18 events on the original drivetrain (and counting), this 2003 Pontiac Vibe is an exception. Purchased as a salvage vehicle with 1,600 miles, Doug Gekiere made the necessary repairs and built a competitive steadfast all-terrain machine. It kept up the good vibrations during Summer Sno*Drift 2017 and took 2nd in class with Doug behind the wheel and Matthew Hoffman navigating the terrain. 

4. '94 Subaru Legacy

The “Redux” 1994 Subaru Legacy is a familiar sight to the regional Rally America series. Whenever it rounds a corner, adults and children alike exclaim, “It’s the duct tape car!” Grassroots rally is all about having fun and driving hard on a budget, and this little Subie lets the good times roll. Redux has seen its fair share of crashes and rebuilds over the years, but it was nothing that a little duct tape couldn’t fix. 

5. '97 Ford Aspire

On first glance, you wouldn’t guess that this 1997 Ford Aspire was rolled by its previous owners. Spencer Sherman spent a year repairing the cosmetic damage, otherwise the vehicle was rally-ready. Instead of the OEM 1.3-liter engine, it is equipped with a Ford Escort BP18 1.8-liter. Ksport rally dampers lighten the blows from brutal terrain. The team’s mechanic, Kyle Von Bergen, raved about how easy the car is to work on. Summer Sno*Drift fulfilled a dream for Spencer and his friend and co-driver Drew Peterson. This was their first time in a competition, and they placed in the top five of their class.

6. '07 Subaru STI

Dirtfish Rally driving school instructor Brenten Kelly is another familiar face at the Rally America Championship Series. He raced his 2007 Subaru STI with co-driver Anthony Vohs. Brenton learned to rally with this platform and knows every piece like the back of his hand. He’s had this particular setup for three years, winning numerous competitions.

The modification that has made the biggest difference is the dogbox transmission and pedal box setup, which makes the car more comfortable and provides better pedal feel. During this year’s Summer Sno*Drift competition, the team dominated the first three stages. A couple miles into the fourth stage, the car spun out in a pit of sand, and the battery was fried. Disappointed but mostly unfazed, Brenten exclaimed, “That’s rally!”

7. '02 Subaru WRX Wagon

The Sneak Attack Rally Team’s car is a case of daily driver gone rally. After three years of ownership, Nathan Usher decided that the 2002 Subaru WRX Wagon’s AWD platform was perfect for dominating the stages. The better the chances of finishing, the more a win is within reach, so Nathan put extra effort into the Bugeye’s reliability, including stripping unnecessary circuits and adding new ones. The Sneak Attack Rally team took 1st place overall for Summer Sno*Drift.

8. '74 Ford Capri

This 1974 Ford Capri turns heads while parked, especially when the hood is up. The sun shined its light down on the Coswoth engine, which is equipped with individual throttle bodies. A peek underneath reveals a Ford 9-inch solid rear axle. There’s a lot more tricks in the build, but we are saving the fine details for a later article. (What a tease!)

Not enough dirt in your face? Browse through the gallery for more rally action.