Can you imagine owning the vehicle you’re currently driving for 45 years? In our fast-paced “what’s next?” society, it’s hard to imagine people holding onto their rides for over four decades. Thankfully, there are those who have. Matt Hunt, owner of Matt Hunt’s Muscle Cars and Under Pressure Fabrication, was fortunate enough to have a friend looking to restore his father’s original 1972 Ford Bronco.

Wanting to create something truly unique, Hunt and his team completely revamped the Early Bronco from top to bottom. This would include replacing the stock engine with a stroked 347 ci V8 from a ’92 Ford Mustang. Behind the 480 hp engine, you’ll find an AOD automatic transmission and Atlas II transfer case. The gear-driven T-case propels a True Hi9 third member out back and Ford 9-inch up front. Attached at each end of the Camburg axlehousings are disc brakes, which get extra clamping force thanks to a hydro-boost conversion from Wilwood.

Of course, the custom suspension is what landed the Bronco in the King Shocks booth at the 2017 Nitto Tire Auto Enthusiast Day. Working with the custom radius arms and front coil springs are dual 2.0 King remote reservoir shocks with 4-inch-travel King bumpstops. Out back, the custom leaf springs are dampened via King’s 2.5 series remote-reservoir shocks, which were fit with compression adjusters to further dial in the ride. All of this works to cycle the 35-inch Nitto Trail Grappler tires.

As you can see from the video at the top, the build is still quite fresh and dirt-free. Hunt states that once its show duties are over, the Bronco is heading to the desert for some ‘wheeling fun. Hopefully, we can catch up with the Bronco on the trail as we would love to see this classic in action.

HARD FACTS

1972 Ford Bronco

Love the Bronco? Ford's bringing it back in 2020.

Among the 250 Jeeps at this year's KMC Jeep Bash in Long Beach, it was impossible to miss Kyle Pharis' orange TJ on Nitto Trail Grapplers. Named "Amphibian" for its ability to thrive in any environment, this is one brightly colored Jeep that's not afraid to stand out. It's tastefully modded, with colored accents throughout the build that fully commit to the Orange Crush scheme without looking hokey. Keep reading as we pick the brain of this enthusiastic Jeeper:

Kyle Pharis  |  @amphibian_jeep

2004 Jeep Wrangler TJ

1. What is the best mod to your vehicle?

Hands down the ARB lockers. The Jeep will climb over stuff I didn't think were possible when I had open diffs.

2. Who/what has been the biggest influence on or inspiration for the build?

We used to tow the Jeep when we went camping, and I always had so much fun out exploring with my family.

3. What is your biggest automotive pet peeve?

I hate when people build their car for something, then they don't do it. If you build a drift car, drift it; if you build a drag car, race it; if you build a Jeep, wheel it.

4. What is your favorite music to build or drive to?

I like to listen to classic rock or blues while driving — anything that's fun to sing along with.

5. What is your next automotive adventure?

Our next adventure is Moab, Utah, with the Jeep Jamboree this October. I have always wanted to go, and now it's just about here.

Want to be featured in our next Take 5? Shoot us an email: editor@drivingline.com.

One of the most intriguing aspects of the Scheid Diesel Extravaganza is that the truck pulls, drag races and dyno competitions are all held within a few hundred yards of each other. The close proximity of each event is part of the allure for diesel enthusiasts — and there is truly something for everyone. If you tire of the action going on in the dirt, you can go watch lightweight diesels blaze the eighth-mile. And, if you manage to get your fill of either of those two, you can stop by the chassis dyno to see which street-driven pickup lays down the biggest number.

Located on the north side of the Wabash Valley Fairgrounds, Crossroads Dragway would be flooded with the nation’s quickest diesel vehicles in 2017. Throughout the course of the weekend, everything from Scheid Diesel’s 6-second dragster to full weight, over-the-road semis would go down the track. Before the racing came to an end on Sunday afternoon, we were treated to a showdown between two diesel-powered Novas, Pro Street trucks running in the 5’s and some of the closest Index racing we’ve seen.

Read on for the full highlight reel — and make sure you stay tuned for our coverage of the dyno and show 'n shine competitions.

Wheels Up!

After fighting traction issues most of the weekend, Dustin Jackson’s triple-turbo, Cummins-powered ’94 Ford Lightning finally settled in and ran back-to-back 5.20’s at 134 mph. Its last pass of the day — a 5.27 at 134.92 mph — earned Dustin the Pro Street victory over Lavon Miller. Thanks to the win at Scheid’s, and the fact that only one event remains in the Outlaw Diesel Super Series season, Dustin now sits comfortably in the lead of the Pro Street points chase. On top of that, he has a commanding lead in the NHRDA Pro Street category. Whether it sees its first 7-second quarter-mile or not, it’s been a successful year for this 1,500+ horsepower first-gen Lightning.

No. 1 Qualifier

If Lavon Miller and the Firepunk Diesel crew weren’t the Pro Street favorite heading into the Scheid Diesel Extravaganza, they probably were once the scoreboard displayed the 5.17-second elapsed time they achieved (at 141 mph) during qualifying. Predictably, Lavon drove his way (consistently) into the final round, but unfortunately encountered traction issues once there. He would end up running a 5.50 at 135 mph to Dustin Jackson’s aforementioned 5.27 at 134 mph and had to settle for the Runner-Up spot.

Another Dragster Hits the Diesel Scene

In addition to RLC Motorsports bringing its Duramax-powered rail to compete in the Pro Dragster category, driver Jared Smith was working on obtaining his NHRA licensing at the Scheid event. The bright orange dragster — powered by a nitrous-assisted, single turbo Duramax with a billet-aluminum water-to-air intercooler from Wagler Competition Products— would click off a best pass of 5.29 at 126 mph before meeting the Scheid Diesel rail in the finals.

Battle of the Novas

It was a race everyone wanted to see: Ryan Milliken’s Cummins-powered ’66 Nova vs. John Fyffe’s twin-turbo, Duramax-powered ’63 Chevy II (driven by Jacob Richards). On Sunday, the two would meet for the final round of the Pro Mod class. At the light, Milliken would get the jump and sail to a 5.58-second, 128 mph win.

Vulgar Display of Power

One of the best parts of the Scheid Diesel Extravaganza is seeing Scheid’s own, 6-second dragster scream down the track (far lane). Even though the 2,000+ horsepower, compound turbo, billet-aluminum block, P-pumped 12-valve Cummins that powers it has to be turned down in order to maintain traction — it’s still lightning quick. If you blink, you’ll miss it. Thanks to a 4.52-second pass at 152 mph, driver Jared Jones handily took home the trophy in the Pro Dragster class.

’55 Ford, 6.0L Power Stroke

This unique creation caught our attention in the staging lanes and then proceeded to impress us when it finally hit the track. It’s based on a ’55 Ford F-100 and powered by a 6.0L Power Stroke. Thanks to the truck’s light curb weight, our estimation is that 500-rwhp was all that was needed to make good on the 7.70 dial-in on the windshield. In fact, it would be too fast. The owner broke out with a 7.56 early on in eliminations.

1,300-Horsepower Second-Gen

Manning Motorsports’ Jared Ring traveled all the way from central Texas to line up next to some of the baddest Pro Street trucks in the business. Even though Jared’s Viper Red second-gen sports a single turbo, 5.9L Cummins and spends most of its time competing in the NHRDA’s 6,000-pound Super Street category, the truck still held its own against the triple-turbo, 4,500-pound competition. While it wouldn’t be a record-setting weekend for any Pro Street driver, Jared’s best pass of 6.01 at 124 mph wasn’t far off the truck’s typical, 5.90-second pace.

Neck-and-Neck in 6.70

While Seth Higgins and Braxton Grose would battle it out in the 6.70 Index class final on Saturday, these two Rams made it to the last round on Sunday. Pictured above, Rick Fox’s common-rail Cummins powered second-gen Dodge (right) takes on Exergy Performance’s Ric Newbury in his ’04. In a race that came down to the wire, Newbury’s 6.90 would edge out Fox’s 6.94.

Hometown Hero

It was a great weekend for Joey Moore, who was competing on his hometown track with his Cummins-powered Ram. On both Saturday and Sunday, he would claim the First Place payout and trophy in the E.T. Bracket class. With the E.T. Bracket field oozing with close competition, earning back-to-back wins is almost unheard of.

All-Firepunk 7.70 Final

As has become commonplace at national diesel events, the Firepunk Diesel crew showed up with a truck capable of winning each class (from E.T. Bracket to Pro Street). When it came to the 7.70 Index finals, Firepunk’s Larson Miller (near lane) was pitted against Firepunk mechanic, Tristan Dunlap and his ’06 Dodge. In a race that was decided at the light, Larson’s ’07 Dodge ran a slower 7.79 at 75 mph to Tristan’s 7.74 at 90 mph, yet Larson took home the win.

What’s impressive about these trucks is that they utilize Exergy Performance injectors that are 400 and 500 percent larger than stock — which is enough fueling capability to produce (at least) 300 to 400 more horsepower than a typical 7.70 Index truck makes. In order to run consistently in the 7.70 Index class, they are dialed back via spot-on ECM tuning.

Duramax-Powered ’72 Ford

Other than the Scheid dragster, Eugene Ogle’s ’72 F-100 Ranger is one vehicle you can always count on seeing at the Extravaganza. The truck, which is powered by a 6.6L Duramax, has become a mainstay at the event over the years and is known for its consistency in the E.T. Bracket and 7.70 Index classes. In 2017, Eugene would make the quarter finals on both Saturday and Sunday.

Next, check out our Scheid Diesel Extravaganza coverage of the truck pulls.

When it comes to classic Chevys, the First-Generation Camaro is probably the most well-known among automotive enthusiasts and non-gearheads alike. An ever-popular design for restoration projects all the way up to major pro-touring builds, with distinct body lines and a class like no other, the 1960s Camaros continue to be some of the automotive industry's favorite car designs.

While just about any First-Gen Camaro will suffice for some, other enthusiasts aim to own the “heavy hitters” of the Camaro family, like this gorgeous 1968 Z/28 we recently spotted at the Goodguys Heartland Nationals show. A true piece of history, this gorgeous car offers owner Chris Martinez of Altoona, Iowa, more than just Chevy heritage, however.

Now, this is in fact a real 1968 Z/28 sporting a 302 ci engine and a 4-speed transmission. But it's not exactly factory fare under the hood. While the drivetrain is original to the car, the powerplant has been beefed up a bit using a 302 ci V8 with much higher compression that runs on 112 octane. According to the owner, this gives the car about 450 hp.

Sporting 18-inch, 5-spoke Foose wheels wrapped in 245/40ZR18 93W Nitto NT555s up front and 275/35ZR18 95Ws in the rear, this Z/28 is set up for plenty of pavement-pounding pleasure. While the car maintains most of its standard suspension system, beefier sway bars were added to the car for better cornering — an important feature considering Chris drives this car everywhere. 

Another awesome upgrade to the classic Z is its gorgeous Deep Cranberry Red Candy paint scheme, which pulls plenty of attention no matter where the car goes. The paint — a Martin Senour color — was laid by Chris himself and is a true candy. Though not a factory color, the paint scheme still pays tribute to its original factory aesthetics, featuring the famed double stripe down the hood and trunk lid.

Originally built by Chris for his friend Frank Miskimins, this real 1968 Z/28 4-speed car came to be owned by Chris after his friend tragically passed away in 2013. Keeping the car in tip-top shape and showing it at the Heartland Nationals three years in a row now, Chris told us it's about the best tribute to his friend he could think of. How's that for Chevy heritage like no other?

See more photos in the gallery below.

When it comes to tips for building a great four-wheel drive, one of the top things we recommend is to build the vehicle to best suit your needs. Sure, we all want gobs of power on tap, but are you willing to sacrifice fuel efficiency and reliability for it? It’s this balance of need over want that has taken Nathan Childs’ 2008 Toyota Tacoma to where it is today.

Purchased new, the double-cab second-gen Tacoma has seen many changes over the years. From hauling around his kids to off-road and mountain bike adventures, Childs built his Tacoma to best serve his and his family’s needs.

We recently caught up with Childs to checkout his latest upgrades and get the lowdown on the super-clean pickup. In the video above, you can hear the truck’s history directly from Childs. Below, we dive even more into the details of this incredible truck.

The builds most recent shift was to a larger set of 315/70R17 Nitto Trail Grapplers. Unhappy with his previous tire’s performance in the dirt, he was looking for a set that would clear out easily on the trail and still retain excellent highway manners. Mounted on 17-inch Toyota FJ Cruiser steel wheels, which he powder-coated white, Childs states he’s been extremely happy with the Trail Grapplers' performance on-road and off.

Gracious trimming of the fenderwells and the front cab mount had to be done to accommodate the larger treads. Along with the trimming, a high-clearance winch front bumper from Brute Force Fab also helps free up some room.

Allowing the truck to handle the trail with ease are set of King 2.5-inch remote reservoir coilovers. The shocks are paired with Light Racing upper control arms, along with Total Chaos knuckle braces.

Out back, an All-Pro Off-Road Expedition series leaf pack set works with an Archive Garage shackle flip to support the truck. Ensuring that each tire can fight for traction are a set of ARB Air Lockers that are matched with 4.88 differential gears.

There’s an assortment of very unique features to the Tacoma. Some of our favorite are the pole mounts on each side of the bumpers. These are used to secure a set of hammocks, so when Childs takes his family to the beach, there’s plenty of comfortable places to lounge. Other cool feature are the mud-flaps from a 1983 Toyota truck.

Aside from an Airflow snorkel to help filter in incoming air and a dedicated fuse block for his accessories, it’s mostly stock under the hood. Childs states that the 4.0L V6 does a good job of powering the Tacoma, but it’s by no means a quick truck.

HARD FACTS

2008 Toyota Tacoma

Want to see even more details? Check out the photo gallery below.

While today we consider the Datsun 240Z to be one of the most influential Japanese sports cars of all time, it's easy to forget that when the car first hit the market way in 1970, it had a lot to prove.

One of the ways Nissan helped show the Z could compete in America was by taking it racing; few 240Zs would become more famous than the ones campaigned by Pete Brock and the BRE team in SCCA racing.

Along with the 2000 Roadster and later the 510, BRE helped legitimize the Datsun brand in America and proved that the inexpensive Japanese imports could run with the world's best on the race track.

During our recent visit to the Rolex Monterey Motorsport Reunion, we caught up with the guys from Z Car Garage in San Jose, California, who brought out a very special machine for this year's event: a 1970 240Z owned by Randy Jaffe.

While the original #46 BRE chassis was lost to a crash, this car is easily the world's most accurate replica, and it uses many of the actual components from the original car.

As in the original, power comes from a naturally aspirated version of the legendary Datsun L-series engine fade by a trio of Solex Mikuni side draft carbs. How would it do running in the enormous Group 4A which includes everything from fat-tired Corvettes to flame-spitting Porsche 935s?

While the Z didn't have the raw horsepower to compete with the front-runners in the class, behind the wheel was none other than John Morton — legendary driver and original pilot of the car during the early '70s. Simply said, John put on a clinic as he hustled the Z around Laguna Seca.

Watching John slice and dice through the field was magical, and needless to say, the 240Z covered in the iconic red, white and blue BRE livery looked fantastic while doing so.

With lap times on par with much more powerful competition from Europe and the USA, the old Z turned out to be a bit of giant killer during the Rolex Reunion. We can't think of a more appropriate way to pay homage to one of the most iconic Datsuns of all time.

Next, check out a turbocharged 1972 Datsun 510 that deserves some applause.

"Roads? Where we're going, we don't need roads."

Doc Brown might have made that line famous, but if there's anyone close enough to make it true, it's Elon Musk. I can't think of anyone who talks more about the future like Tesla's co-founder, CEO and product architect, and still believes every word he says. Bringing the future to the present is something Tesla is known for, and with their recent new member, the present continues to look as bright as the future.

While you all were eyeing the clock to get your three-day Labor Day weekend started early, Tiffany Beers took to Instagram last Friday to say goodbye to the Swoosh, announcing that she's leaving her position as Nike's senior project engineer and senior innovator to join Telsa as their staff technical program manager.

"I am so very grateful for every opportunity the brand has given me," said Beers. "I will forever cherish my time at Nike. Sport and Nike have always been a big and important part of my life and will continue to be. This brand has impacted my life in ways i never thought possible. To everyone who helped me along the way, THANK YOU! ❤❤❤#grateful #treasured"

Beers has been credited as the brains behind Nike's most innovative shoes, such as the Nike MAG and the Nike HyperAdapt 1.0. If the Nike MAG from "Back to the Future II" is like a concept car, then the Nike HyperAdapt 1.0 is the production model. The only difference is that Nike actually produced a super limited-release of real-life, working Nike MAGs.

After 13 years at Nike, Beers' reputation of being a big thinker and envisioning the future today sounds right up Tesla's alley (assuming Musk still has us using those in the future). You know how the saying goes, "If the shoe fits..."

So, you’ve got $5,000 burning a hole in your pocket, and you want to start a build worthy of hitting a trail or two. Where do you start? Craigslist is the usual choice these days, but with so many options of what platform to start with, how do you really know if you’re spending your project money wisely?

While you can probably build a trail-worthy rig out of just about anything on four wheels, starting out with a good foundation can really help get you a head start. We’ve compiled a list of budget-friendly options to consider while you’re scouring the classified pages for your next money pit.

1. The Jeep Cherokee XJ

At the top of our list is the Jeep Cherokee, also known as the XJ. This versatile 4x4 comes with plenty of features right out of the gate to accelerate the build. The XJ comes with solid front and rear axles, leaf spring suspension and a proven 4.0 inline-six engine. The XJ has a strong aftermarket following, with plenty of parts widely available from many different manufacturers. This makes it easy to price shop and find exactly what you’re after. It also hasn’t changed much over the years, so most parts are interchangeable.

The XJ does have its pitfalls, but most can be addressed fairly easily. This Jeep actually doesn’t have frame, but rather is a unibody. While this has its advantages, it usually means there’s a lot of stress being put on the body itself while off-roading. The good news is that many companies offer frame stiffeners to address this issue. It comes with Dana 30 and 35 axles, so don’t expect to bolt on some 40 inch tires and go, but most XJs do very well on the trail even on 33s. You can usually find a wide selection of XJs on the market for under $5,000, but the key is to find one that hasn’t been modified yet.

Learn more about the XJ from our Cherokee Buyers Guide.

2. The 2WD Ford Ranger

Our next platform is for the desert runners out there. If your passion is going fast down bumpy desert roads, and riding around town in what looks like a mini trophy truck, the 2-wheel-drive Ford Ranger is for you. Much like the XJ, the Ranger hasn’t gone through too many changes over the years. The biggest change was in 1998 when Ford changed the I-beam front suspension to independent front suspension.

Shoot for a 4.0L SOHC (single over-head cam) with a manual transmission for the strongest and most problem-free powertrain. With almost infinite discussion online about building Rangers for the desert, you’ll never be in the dark. There are plenty of aftermarket parts for them as well, which makes things easier for the bolt-on crowd.

Check out this Long Travel Ranger build we featured a while back.

3. The 2nd Gen Toyota 4Runner

The 2nd generation 4Runner (1989-1995) is somewhat of an outcast when it comes to the Toyota truck family. They seem to be less desirable than their 1st gen predecessors, and therefore their resale value is at the bottom of the Toyota totem pole. This platform comes with the 4-cylinder 22RE motor as well as an available 3.0L V6 3VZE.

Take our word for it — if it comes down to which engine to choose, go with the mighty 4 cylinder. The 3VZE powerplant is notorious for being the worst V6 Toyota ever produced, with power in the 4-cylinder range and fuel mileage in V8 territory. Not to mention the horrendous head gasket recall that has plagued so many 3.0 4Runners and Pickup trucks over the years. But don’t let all that discourage you...

This truck is a formidable off-road machine. The 22RE engine and standard R150 transmission are as close as it gets to bulletproof, and a fully boxed frame with 8-inch rear axle and independent front suspension makes this rig versatile enough to handle most trails with a set of 35s and lockers. If you’re looking to do a motor swap for more power, you can find a 3.0 model with a blown head gasket for less than $1,000, leaving plenty of budget left over.

4. The Ford Bronco

On the surface, some would say the Bronco isn’t a budget-friendly platform to start with. But it really comes down to what year Bronco we’re talking about. Sure, the “OJ” style 1992-1997 model is in high demand, and prices for even a beat-up example are beyond our budget. But the key is to look back further, into the 1980s models.

Finding a “bull-nose” or “brick-nose” Bronco from the '80s for under $5,000 isn’t unheard of. This full size truck boasts the legendary 5.8L 351W engine, a powerplant that hasn’t really changed since it was first produced all the way to 1997 when it was discontinued. Parts are readily available at most auto parts stores, and there’s plenty of documentation online for repairs and upgrades.

The Bronco comes with the whole package. A stout 4-wheel-drive system, thanks to Ford’s revolutionary TTB (twin traction-beam) front suspension, provides plenty of off-road grip while also offering plenty of clearance. There’s lots of aftermarket support for full-size broncos, and many parts carry over to the F-series truck platform, so finding junkyard deals is no chore. It comfortably seats five, so you and all your friends can load up the cooler and hit the mountains for a weekend. And did we mention the roof comes off?

5. The VW Baja Bug

Last but certainly not least on our list is the legendary Baja Bug. When it comes to cheap, interchangeable parts and a simple platform with no extra frills, look no further. Most Baja Bugs you see on the road today began life as a humble Volkswagen Beetle, and eventually had the body, suspension, motor and interior modified to be more off-road-friendly.

This rear-engine, air cooled, desert toy has more aftermarket parts available than most trucks and Jeeps — with nearly endless configurations of motors and transmissions, you really can’t go wrong. The most basic conversion includes lightweight fiberglass front and rear fenders to allow for clearance of bigger tires, a fully exposed engine bay to keep the engine temperature cool, steel tube bumpers, some body panel trimming for clearance, and a gutted interior. Just add some better shocks, taller tires, your favorite race seats and harnesses, and head for Mexico.

We hope this list gives you some guidance on where to start looking for your next project. Stay tuned for our Craigslist Checklist to know what to look for.

Get more help in our Off-Road Basics article: Buy, Build, Wheel.

While we are of the opinion that Monterey Car Week is one of those events that every auto enthusiast needs to experience at least once in their lifetimes, there's no getting around the monetary cost of attending it.

For starters, accommodations can be quite pricey, with hotels filling up months in advance and the available rooms priced are always priced premium. I have, however, heard stories of people renting houses and splitting the costs to make things more affordable, while others choose the inexpensive camping option.

Then you have the events themselves. Most of the shows and auctions happening during Car Week have an admission fee, and many of those fees can be measured in the hundreds. The good news is that one need not buy a ticket to an exclusive event to have a great time at Monterey Car Week.

With so many classic, exotic and high performance cars gathering on the Monterey Peninsula each August, all one needs to do is simply be there. From the parking lots to the highways to the side streets, there's never a cool car far away.

This makes each walk down the street or drive to get lunch a mobile car show, as multi-million dollar exotics and incredibly rare classics fill the streets. In fact, it's one of the few occasions where sitting in traffic is actually kind of enjoyable.

One our recommended spots for car spotting during Monterey Car Week is the Baja Cantina in Carmel, which hosts an informal (and free-to-attend) cruise night on Thursday evening.

Not only do you get the chance to see the cars that have gathered in the Cantina's parking lot, but you can also just sit out front and watch the parade of machinery rolling up and down Carmel Valley Road.

And while you'll see plenty of Ferraris, McLarens and other high-end exotics out on the streets of Monterey, don't be surprised to see hot rods, muscle cars and Japanese imports as well. Car Week's appeal spans many different automotive subcultures.

Those working on small budgets should not be afraid to venture to Monterey Car Week, as there are plenty of ways to enjoy the festivities and the incredible cars without draining your wallet.

For just a little taste of the carspotting action one can enjoy during the Car Week festivities, be sure to check out the photo gallery at the top.

There’s something about the whine of a supercharged V8 engine that always makes us smile. Danny Postiff was never really a “Mustang guy,” but he’s always been a truck and car enthusiast. In fact, the 2015 Ford Mustang GT you see here was Postiff’s first Ford purchase. The father of two was originally looking at a twin-turbo Ford Taurus SHO when he decided to shoot his wife a text saying he had narrowed his car options between the Mustang and Taurus. Seeing the sleek lines of the Mustang, she pushed him towards the modern muscle car without hesitation.

Since the Postiff family already had a Jeep Wrangler Unlimited and Chevy Tahoe in the stable, the two-door pony car wasn’t a completely impractical decision. It didn’t take long before the Mustang went under the knife. Starting off with a complete suspension overhaul, then upgrading the engine with a supercharger from Kenne Bell. Getting the power to the ground is a set of Nitto 255/35R20 NT555 G2 tires mounted on 20-inch Fittipaldi FSF04 wheels.

As is the case with most project cars, this build is still ongoing. We chatted with Postiff at Auto Enthusiast Day 2017 where he gave us a great overview of the car in the video at the top.

To see even more details, check out the photo gallery below.

When it comes to Jeeps built for both the rocks and the highway, few stand as out as much as Courtney Schipper’s 2002 TJ. Although Courtney has daily driven and wheeled this Jeep for four years, she recently decided it was time to take her beloved daily driver to the next level. Using only the latest and greatest parts available, it’s easy to see why Courtney nicknamed her build “Go-N-Broke” after the upgrades were mad. A closer look will reveal just what took this Wrangler from its humble beginnings to becoming a force to be reckoned with on the trails.

Having been a Jeep girl for years, Courtney is no stranger to working on her own rig. Her boyfriend Austin Stobaugh owns and operates Off Road Brands, a company dedicated to providing top quality off-road parts and services directly to the consumer. The build would take place at his shop, making sure they had every tool and resource available to build this Jeep to the highest quality. While she didn't do all the work on it alone, Courtney was involved with the build every step of the way.

Before the recent upgrades, Courtney’s Jeep started out as a simple build — rolling on TJ Rubicon Dana 44 axles, a short-arm suspension system and Fox shocks all around. Although this setup was sufficient in the rocks and performed well on the street, Courtney had bigger and more difficult challenges in her sights. Soon, parts began showing up at the shop, and the blueprints were drawn up to transform this simple TJ into the ultimate daily-drivable trail rig.

Perhaps the most visible change is the width of the Jeep. The TJ now sits on Currie Enterprises RockJock 60 VXR axles, the latest and most extreme Dana 60 axles available. The stronger high pinion axles offer more durability, ground clearance and peace of mind from drivetrain issues like broken axle shafts and sheared gear sets common in smaller axles with big tires. The front end also features 35 spline axle shafts, a Detroit locker, Warn locking hubs and a JK disc brake system.

The rear axle is a full floater, meaning less wear and tear on the hubs and bearings, featuring an ARB air locker, 40 spline axle shafts and a matching disc brake kit. The Jeep was re-geared to a 5.13 ratio, allowing the stock 4.0 inline-six plenty of torque to get the Jeep moving.

The goodies don’t stop there. Courtney knew that in order to take advantage of the full width axles, her suspension setup needed to match in performance. The short-arm system was swapped for a full long-arm system from Rock Krawler, including a lengthened 3-link front end and triangulated 4-link stretched rear suspension. The long arm system offers much more articulation in the rocks, and the increased wheelbase improves the approach and departure angles while keeping the Jeep more stable on the highway.

Paired with the new long arm system is a Fox 2.5-inch coilover package on custom mounts, making ride height adjustments easy and allowing for easier tuning for a smooth ride. Currie Enterprises Anti-Rock sway bars were also added to control body roll on the road, and allow for maximum articulation in the rocks.

In order to make full use of all the new suspension and drivetrain upgrades, Courtney moved up to a set of 37-inch Nitto Trail Grapplers. This Jeep had to have the maximum grip in the rocks, but still behave itself on the streets. The Trail Grapplers fit the bill perfectly, and only complemented the overall tough physique of this build. The TJ is also now rolling on a set of black KMC Wheels XD128 Machetes.

Big tires, aired-down, with the lockers on make turning the steering wheel a workout, so the factory steering had to go. In its place is a PSC hydraulic steering assist system, mated to a custom tie rod.

After the build was finished, there was only one thing left to do — put it to the test in the rocks. And what better place to test a freshly built Jeep than the Rubicon Trail? The 65th Annual Jeepers Jamboree is an event Courtney has attended for several years, but this would be her first time driving the trail in a full width rig on coilovers and a long arm system. The Jeep performed perfectly as expected on the Rubicon, flexing over objects and driving up lines it never could before. Courtney said she couldn’t be happier with the results, and she believes the careful planning and thought that went into this build allowed the inaugural wheeling trip to go without a hitch.

“We didn’t have to adjust anything,” Courtney explained after completing five days on the Rubicon Trail. “The Jeep worked perfectly as it rolled out of the shop.”

While there’s no formula for building the perfect Jeep, you really can’t go wrong with big axles, big tires, big shocks and big control arms. However, there’s one element that Courtney has had all along to make “Go-N-Broke” the ultimate daily-driving rock crawler — and that’s big passion.

Check out the gallery below for more photos of "Go-N-Broke," and see it in action on the Rubicon Trail in our Jeepers Jamboree event coverage.

It was another busy year for the mobile chassis dyno owned by Dan’s Diesel Performance. As the only dyno on hand at the 2017 show, spectators and enthusiasts had the load cell Dynocom DC-1800X surrounded all weekend. Thanks to two full days of nonstop action, a whopping 133 trucks would grace DDP’s rollers — up 19 over last year’s total. Among those who had their horsepower measured were daily drivers, engine-swapped projects, weekend play toys and even tow rigs. By the time the rollers stopped spinning on Saturday night, eight trucks had topped the 1,000 hp mark, along with an incredible 60+ trucks laying down between 500 and 700 horsepower.

The entertainment on the dyno was enhanced by various ghetto foggings, coolant leaks and one wily Cummins owner who told us he planned to blow up his 12-valve while aboard the rollers. We spent the majority of our Saturday rounding up the content you’ll read about below. From a 1,200+ horsepower Duramax-powered shop truck and 1,050 hp single-turbo Cummins to a brand new Super Duty cranking out 642 hp, this year’s heavy-hitters were as impressive as they were diverse. Stay tuned for our comprehensive coverage of the Scheid event’s massive show ‘n shine competition, coming your way next!

Mike Maas:

1,244 hp and 2,193 lb-ft

Mike Maas made the 660-mile trip from Watkins, Minnesota, to see what his ’03 Silverado on Nitto 420S tires could lay down on the rollers — and it was well worth it. Both days the dyno was up and running (Friday and Saturday), Mike would take top fuel-only honors. After clearing 1,216 hp on Friday, he would dyno in the morning hours on Saturday where the cooler air likely contributed to the truck’s higher 1,244 hp figure.

Fire-breathing LB7 Duramax

The freshly-built LB7 Duramax under the hood of Mike’s Silverado makes use of Carrillo rods, Wagler Competition Products’ high-flow street-series cylinder heads, 150-percent over injectors and dual CP3 injection pumps (both of which are LBZ Duramax-based, stock displacement units). For air, a compound turbo kit from HSP Diesel allowed Mike to install a BorgWarner S369 SX-E in the valley and an S485 above the passenger side fender. All modifications are tied together via EFI Live tuning by Danville Performance.

Wyatt Boyd:

100 psi of boost with a 250K-mile bottom end

When we spotted Wyatt Boyd’s short bed ’94 Dodge waiting in line to dyno, we couldn’t help but notice his hood was open. After a fruitful conversation with Wyatt, we learned the 12-valve 5.9L between the framerails was sporting an S484/S369 SX-E compound turbo arrangement, a 13 mm P-pump, 5x20 injectors, and a 200 hp shot of nitrous — all on a stock, 250,000-mile bottom end. With the truck capable of making 100 psi of boost before bringing N2O into the mix, Wyatt knew the engine was on borrowed time — but he wanted to see what the “old 12-valve was made of.”

1,237 hp and 2,114 lb-ft

While we didn’t quite know what to expect during Wyatt’s nitrous-assisted dyno pulls, the tired Cummins held together. Unfortunately, a blown heater core hose would douse the engine and dyno in coolant at the conclusion of the truck’s 1,237 hp run. A healthy, 2,114 lb-ft of torque would also accompany the shorty Dodge’s 1,200+ hp number.

Keith Burwinkel:

1,058 hp and 1,489 lb-ft

Keith Burwinkel’s ’07 Dodge joined the 4-digit club with a 1,058 hp effort on Friday afternoon. His 5.9L common-rail Cummins utilizes an 85-percent over Industrial Injection CP3 combined with a stock displacement 6.7L Cummins CP3, 70 LPM Industrial Injection injectors and a BorgWarner S475. The 5.9L is tuned by Starlite Diesel, which entails full fueling to 4,300 rpm. The G56 six-speed manual transmission is also graced with a girdle to keep the case from flexing under load.

Austin Beck:

998 hp and 1,688 lb-ft

Austin Beck’s ’07 Dodge Ram 2500 wasted no time laying down some serious numbers — 998 hp and 1,688 lb-ft of torque to be exact. The four-door, 5.9L Cummins-powered Ram benefits from an S475 charger and 100 percent over injectors.

A Larger Crowd Than Normal

While a considerable crowd always loiters near the chassis dyno(s) at the Scheid Diesel Extravaganza, 2017 seemed to yield a larger spectator turnout than usual. With only one mobile dyno on hand this year, it meant all eyes were on the Dan’s Diesel Performance dyno from sun-up to sundown on both Friday and Saturday.

Derrick Barney:

706 hp and 1,365 lb-ft

As with most diesel dyno events, Cummins-equipped Rams accounted for half of all trucks that were dyno’d throughout the weekend. One of the cleaner rides we came across was Derrick Barney’s ’11 ¾-ton Ram. His 6.7L Cummins was spinning a pair of CP3’s, concealing 100 percent over injectors and being fed air courtesy of a 72 mm BorgWarner S400 turbo. Derrick’s Ram would end up making 706 hp and 1,365 lb-ft.

Aaron Roth:

655 hp and 1,175 lb-ft

This ’99 half-ton diesel-swap project belongs to Aaron Roth of Millersville, Missouri. The 1500 series Ram sports an old-school Holset HX35 over Holset HT3B compound arrangement, a manual transmission and sends a very respectable 655 hp to the pavement.

Jordan Kucharyski:

648 hp and 1,126 lb-ft

With more than 200,000 miles on his ’02 Silverado 2500 HD, Jordan Kucharyski’s HD Chevy has the appearance of a used (and slightly abused) work truck. However, the 648 hp and 1,126 lb-ft of torque this LB7-powered Bow Tie generates all but qualifies it for sleeper status. The Silverado packs an extra 400 hp over factory thanks to a 10 mm (stroker) CP3, 60 percent over injectors, 63 mm Cheetah turbo and a built Allison automatic.

Jake Sowders:

592 hp and 1,114 lb-ft

VP44 Dodge owners don’t always get a lot of time in the spotlight, but it’s important to remember the ’98.5-’02 trucks can also make respectable power with the right combination of parts. In Jake Sowders’ case, a set of 300 hp injectors, Scheid Diesel Hot Rod VP44, FASS fuel system, BorgWarner S467 with a T4 exhaust manifold and an Edge Attitude coupled with Smarty tuning nearly netted him 600 horsepower at the wheels.

Morgan Primm:

642 hp and 1,214 lb-ft

Thanks to improved aftermarket tuning for the ’17 Ford 6.7L Power Stroke recently becoming available, several new Super Duty’s dyno’d in the mid-to-upper 500’s at the Scheid event. However, none of them had added a second turbo under the hood. With what might be the first compound turbo’d ’17 Power Stroke in the nation (courtesy of Midwest Diesel & Auto), Morgan Primm’s F-250 tow rig put down a smoke-free 642 hp and 1,214 lb-ft.

Brady Prows:

599 hp and 1,071 lb-ft

To find out exactly how much horsepower they could squeeze out of a stock turbo, Brady Prows put his ’06 Dodge 2500 on display for all to see. With a set of 100 percent over injectors, dual CP3’s and the factory (58 mm) HE351CW Holset on board, his Ram made a smoky 599 hp and 1,071 lb-ft of torque. To be fair, a lot of truck owners that compete in “stock turbo” sled pulling classes have no other choice but to go the big fuel, small turbo route. And to be even fairer, we saw Brady browsing vendor row in search of a turbo upgrade during the weekend’s festivities.

Ryan O’Toole:

350 hp and 518 lb-ft

It’s official: Ghetto-fogging a 3.0L EcoDiesel-equipped Ram 1500 adds 50 hp at the wheels. After Ryan O’Toole’s ’15 Ram half-ton cleared 300 hp, he opted for a direct, bottle-to-intake shot of nitrous, which bumped things up half a hundo, along with a sizable boost in torque.

For full dyno results, visit ScheidDiesel.com.

Whether it was the original Cooper S of the '60s or the modern iterations of the same car, MINI has always had a strong enthusiast appeal to go along with its small size and timeless design. And this week, ahead of the Frankfurt Motor Show, the brand showed off a car that might be the wildest MINI yet: the John Cooper Works GP Concept.

After releasing limited run Cooper Works GPs in 2006 and 2012, this concept hints that the next GP may be going in an even more hardcore direction, bred purely for the race track and sporting one of the most aggressive exteriors ever seen on a MINI.

The body is adorned with carbon fiber components, and most visually striking are the pumped out wide body fenders filled with 19-inch wheels. There are also aero-focused front and rear fascias as well as a large rear spoiler and roof scoop.

The cabin of the John Cooper Works GP Concept is equally race-ready, with a full roll cage, bucket seats and five-point safety harnesses. Luxury items like a rear seat or headliner and carpet? Nowhere to be found on this track-day special.

MINI did not release any information about a possible powertrain for the car, but we would imagine a production version would have plenty of turbocharged power to back up its competition pedigree.

Time will tell how much of the concept's edgy attitude will make its way to a production variant, but like the previous examples of the Cooper Works GP, we expect this one take a place as one of the hottest and most desirable MINIs ever.

When the Evolution IX came out in 2006, John Roxas knew instantly that this was the car of his dreams. So when the opportunity to buy one finally arrived years later, he took it. He had a vague idea of what he wanted the finished product to look like, but the rest was up in the air. John just wanted to make sure the build was uniquely his.

And therein lies the fun part about project cars. You may have a vision, but who knows what might change along the way! Sources of inspiration are everywhere, good deals can come out of nowhere, and original priorities can end up elsewhere down the line. How will John's Evo continue to ~evolve~ in the days to come? Follow him on Instagram to find out.

John Roxas  |  @jay_rxs

2006 Mitsubishi Lancer Evolution IX SE

1. What is the best mod to your vehicle?

Tomei Expreme Ti Catback Exhaust

2. Who/what has been the biggest influence on or inspiration for the build?

I originally imagined my Evo looking something like the Voltex wide body. Now, my inspiration is simply to build it the way I'd be happy with it.

3. What is your biggest automotive pet peeve?

When people tell you how to build your car, as if they're paying for it.

4. What is your favorite music to build or drive to?

I listen to anything upbeat to enjoy both when I'm working on it and when I'm driving.

5. What is your next automotive adventure?

Next adventure is Spocom SF, then looking forward to taking it to Willow Springs on November 25.

(Photos: @renz.jpg, @berwhintoo)

Want to be featured in our next Take 5? Shoot us an email: editor@drivingline.com.

Ultra4 racers took on the Nevadan desert in the fast-paced PCI Radios Fallon 250 last weekend. At the end of the day, it was two-time King of The Hammers champion Loren Healy of Team Nitto at the top of the podium. Healy's victory was a long time coming; he has led the pack during several other races this season, only to suffer heartbreaking car malfunctions that robbed him of probable wins.

For the best highlights from Ultra4 Fallon 250, check out the photo gallery above.

Stay tuned for our full Fallon 250 race recap, coming soon!

There's nothing quite as rewarding as building something with your own hands. Whether it's a single component for a build or a full project car, having something come together that you've dedicated time and effort to may be one of the biggest payoffs in life — especially when it means finally having the car of your dreams.

This beautiful 1967 Camaro is exactly that. Owned by Jerry Peterson of Fort Dodge, Iowa, this gorgeous Orange and Charcoal First-Gen is the result of countless hours put in by Jerry himself to create his ultimate muscle car.

We found the beautiful 1967 while perusing the Camaro Corral at the 2017 Goodguys Heartland Nationals and were instantly attracted to the car thanks to its unusual color combination, paired with a potent powerhouse under the hood. You could say this car is the whole package.

A mighty fine example of classic styling meets modern amenities, the Camaro features a 350 ci V8 under the hood, tied to a TH400 automatic transmission for easy cruising. Putting the engine's power to the pavement are 17-inch B&G Works wheels wrapped in Nitto NT555s. The brakes have been upgraded to discs on all four corners.

While the beautiful Orange and Charcoal Gray paint scheme is certainly an attention getter on the outside, the custom interior done by Phil's Upholstery inside is just as nice. Tan tuck and roll upholstered seats make for a comfortable place to sit while enjoying a cruise while matching carpet, door panels and dash make for a simple and classic aesthetic.

While the First-Gen Camaro speaks for itself, it's even cooler once you find out it was home-built by Jerry. How many people can say they're responsible for completely building their ultimate ride?!

The Red Dragon is breathing fire once again! After an unsettling amount of time off the top spot, perennial powerhouse and Team Nitto driver Loren Healy leaned back into his dominance and led the Ultra4 PCI Radios Fallon 250 from flag to flag. Fallon gave us a few more treats, such as fellow Team Nitto driver Nick Nelson showing up in his 4WD trophy truck to run the Unlimited class, a new West Series champion in Levi Shirley and a tightening of the National points — sure to be an epic battle in the season finale in Reno.

Ultra4 Racing once again teamed with VORRA to host a wide range of vehicles in the fast and dusty desert 75 miles southeast of Reno, Nevada. The “Burners” only 125 north, in Black Rock City, weren’t the only ones setting the desert on fire this past weekend. Cars get faster, drivers get more experienced, and this year’s Fallon 250 was the fastest and dustiest to date. The course was the same as last year’s event, but Dave Cole threw the drivers a twist and ran the course counter-clockwise, allowing horsepower to run wild down canyons and through washes as they sped out to the open desert. A mix of ruts, tight turns and long dusty stretches, the Fallon 250 is the only “true desert race” in the season mix, with no rock climbs, but 250 miles of grueling abuse, scorching heat and whoops.

A big part of what makes Ultra4 unique is that the cars (and drivers) have to be ready to conquer anything and everything. In Oklahoma this year, it was the mud. At the Badlands and Kentucky, it was trees and creeks. Texas had a tough little rock section and an awesome sheriff, while the Stampede brought the short course action.

The Fallon 250 provided the high-speed desert and ever-present dust with high temps endurance desert racing element. The big daddy of them all, the King of The Hammers, brings it all together. The same cars and same racers, but with radically different terrain and setup. Putting this endurance race at the end of a long and grinding season that has crisscrossed the U.S., it was almost mean. Easily 10 to 15 degrees hotter than previous years, the 100-degree temps took their toll on drivers, cars and the media alike.

Qualifying 

Qualifying consisted of a 1-mile sprint through a small canyon and desert 2 track. Every second mattered. A stumble with the gas, and you dropped from 5th to 17th before you knew it. In a long race with poor visibility, clean air is king. The 4400 Unlimited class would run by themselves in the afternoon race, while all the other classes (except 4600 Stock class, who would start their day at 6 a.m. Saturday) would be racing their own class, but starting in a blended fashion based on whoever was the fastest, regardless of class. You might only be two positions behind your class rival, but there could be 25 cars between you and those in the morning race.

The 4400 Unlimited class qualifying read like a high school reunion of Ultra4 Kings. A pair of two-time Kings, Loren Healy and Randy Slawson, took the top two spots. The “Next Gen Elite” — Wayland Campbell and Levi Shirley — were 3rd and 4th, with former Ultra4 points champ Nick Nelson making a rare appearance and qualifying 5th with his 4WD trophy truck. Less than one second separated the top three spots, and the top 11 spots were all within four seconds of each other.

The Underclassmen would be led by white-hot Bailey Cole, followed by Cade Rodd and the always competitive Jordan Pellegrino. It’s always a debate about who is faster — the 4800 Legend or the 4500 Modified class — and the top 10 was evenly split with five each, although the top two spots went to Legends.

Find out who wins in our Underclassmen race recap.

The 4400 Unlimited Class Main 

The morning race was 250 miles, as was the afternoon’s main event, the 4400 Unlimited class. The course was well burned in after 68 cars raced six laps each in the morning. Rutted and gutted with no wind, visibility was almost non-existent that first lap due to dust. Trusting your GPS, your co-driver and your instincts are the only way to survive the first 100 miles. Loren Healy blasted off the line and never looked back. Clear air, a fast car and an experienced driver on a mission meant that the race was never really in doubt.

As the race wore on, six laps total, tensions rose. Loren had been leading early at this year's KOH when his car caught fire on the first lap. Snake bit. He also had a strong lead in Texas, only to have a steering issue issues within 10 miles of the checkered flag. Snake bit. Would Loren get another snake bite in the desert? No way. Not this time. Not Loren.

Loren and his Nitto Tires and Jimmy’s 4x4 machine got faster as the day wore on and delivered a long overdue victory, his first of the year, winning by almost seven minutes after adjusted time and displaying the dominance one associates with Loren Healy. Checkered flags and champagne couldn’t hide the smile — or relief — on Loren’s face.

Meanwhile, another member of Team Nitto, Nick Nelson, showed why he’s such a phenomenal driver, throwing his truck through the desert and showcasing the incredible build. Nick will be rejoining Ultra4 for the 2018 season, and this was his chance to secure a King of The Hammers qualifying spot for next year.

Randy Slawson, who has run the full West Series this year after typically only participating in KOH, continued to show why his skills and Bomber chassis are so competitive — even outside of Johnson Valley. While these two veterans demonstrated how they have built such a legacy of winning, most eyes were on the battle between Levi and Wayland. Neck and neck, these two have battled back and forth all year — Wayland with two wins, and Levi with two wins. With the edge in national points, Wayland had just locked up the East Championship in Kentucky. Could he take the West and possibly win three of the four major trophies this year? The Fallon 250 was the final race in the West.

Levi drove like a man possessed and a man who knew he was a single pit stop removed from being the East champion. In another example of Ultra4 sportsmanship, Levi needed a coil after damaging one in pre-running. After he sent an S.O.S. out via social media, the Offroad Community pulled together and brought him the right size to the race course. He made the most of it and pulled away from the pack fairly early. Wayland, on the other hand, had his first bad day of the season. Troubles on lap 1 and 2 finally culminated in him calling it a day on lap 3 with more mechanical issues. If Levi knew Wayland was out, he didn’t show it, as he pushed his car and almost took the victory, coming in 2nd place and earning the West Championship.

With 11 miles left to go in this 250-mile marathon, Randy Slawson was still in 2nd place. For 240 miles, he had held off Levi and defended 2nd place while chasing Loren. With only 10 miles to go, a pulley gave up the ghost and left Randy on the side of the course — hot, dirty and frustrated. Outside assistance will get you disqualified, but racers can help racers. That goes back to the origins of Ultra4, with trail wheelers and the “leave no man behind” mindset. Lap traffic came upon Randy, and in a show of sportsmanship, towed him close to the finish, where Randy got out and pushed the car across the line to finish and stay on the podium in 3rd place.

Nick Nelson took home 4th, earning his KOH spot in the process, with fellow Team Nitto driver Bailey Campbell rounding out the top five.

Congratulations to Loren Healy for getting back on the top spot and to Levi Shirley for locking up the West Series Championship! Nationals in Reno will once again determine the National Points champion; every heat race matters, as Erik Miller and Jason Scherer can tell you from last year. You don’t want to miss that event.

See more photos in our Ultra4 Fallon 250 recap gallery.

(Photos: Kyle Wells)

The sun was barely waking up when the sound of 4600 Stock class engines broke the calm of the desert morning for the Ultra4 Fallon 250. Starting off at 6 a.m., 11 Stock class competitors lined up to battle it out over the same six laps as the big boys in the 4400 Unlimited class would later in the day. Starting an hour behind them to allow the Stock class to get some separation from the pack, the Ultra4 Legends and Modified class — mixed in with VORRA class featuring a pair of Class 10 trucks and a host of Group T cars and the 4900 UTV class — would begin to fill the air with sound and fury… and more than a little dust. Five of the 10 Stock class drivers completed all six laps in time, with all 10 completing at least one lap.

4600 Class

Michael Lee continues to show that talent and a well built, well prepped cars are always a danger, bringing the Savvy #4688 car across the line in first place. Veteran 4600 class driver and 2017 EMC class winner Ben Varozza brought home 2nd and locked up the West Championship. Nathan Creer powered it through for 3rd-place finish, rounding out the podium.

4800 Class

Back to back to back race winner Bailey Cole had the pole and was looking to make it four in a row. Already qualified for KOH in the 4400 class and already in possession of the 4800 Legends East Championship trophy, Bailey was looking to add a West Championship to his growing trophy collection. Anticipation was high. Unfortunately, Lady Luck was not as high on Bailey. After an incredibly strong year, his luck took the day off and after only two laps, Bailey was out. This left the door wide open for Jason Bunch to take the wild West.

Jason charged hard in the desert all day long, laying down fast laps and moved from his 13th position starting spot, all the way up to a final finishing position of 4th. Will it be enough to win the West? As of this writing… we don’t know! Points from Fallon have not been posted yet on www.ultra4racing.com, so it’s too close to call.

That being said, only 29 points separated Jason and Bailey heading into this event. Jason finished all six laps and came home 4th, while Bailey finished two laps and came in 14th. While nothing is posted as of yet, we’re going to give some unofficial congratulations to Jason for (potentially) winning the West Series in the Legends class. (Writer’s note: If I’m wrong, I’ll owe Bailey a dinner as I don’t think he’s old enough to drink yet…)

The Legends class saw a new face on the top spot this event with Eric Brinker bringing home the victory in 4800s. James Hubbard finished 2nd, with hard battling brothers Kyle and Jade Wickham tuning up for Nationals and delivering a hard fought 3rd-place finish, only three minutes behind James. As to the question of which of the Underclassmen classes is fastest? On this day, it was the warriors in the 4500 Modified class.

4500 Class

Killer driver and all-around great guy Jordan Pellegrino sent another warning shot to the field that he’s due for an EMC victory in February by taking 1st place in the 4500 class. Jordan won the class by over 26 minutes and beat the Legends class winner by 10 minutes. Dustyn Friesen and Shawn Rants mixed it up hard, coming in 2nd and 3rd, respectively, and separated by only two and a half minutes after 250 miles of racing. With the strong podium finish, West Series points leader Shawn Rants locked up the West Championship and will add more hardware to his collection at the awards banquet in Reno. 

There's a whole lot more where that came from... See more Underclassmen in action in the photo gallery at the top!

The Fallon 250 was a dusty, hot and long day that ended in smiles, high fives and tired bodies that can’t wait for Nationals. Up next is the last race of the season, the Nitto National Championship Series Finale in Reno, Nevada, at the Wild West Motorsports Park. An incredibly spectator friendly venue close to Reno, the Ultra4 Nationals never disappoint. If you haven’t attended an Ultra4 event, this is a great place to start. It’ll get you hooked for the 2018 King of The Hammers. Promise.

If you missed any of the Ultra4 season series action, be sure to tune into NBC Sports Network on Thursday nights for the “Journey to the Hammers” series.

So you think it may be time for a new project. Maybe you just finished one, and it’s at a point where you’re comfortable simply driving it around and enjoying it for what it is and need something new to feed the addiction. Or maybe you’re tired of staring at your boring daily driver and want some new excitement in your life. If you’re anything like me, maybe a smokin’ deal comes your way, and although you’re already drowning in several money pits (and are now eating ramen noodles five days a week to afford them), you just can’t let somebody else buy it away from you.

Whatever your situation may be, you’re probably on the lookout for the next bright idea for your friends and family to shake their head at. Over the last two years, I’ve bought and sold around a dozen trucks and off-road vehicles, so I put together a list of the not-so-obvious things to check for when you’re scoping out your next dirt-destined project.

1. Joints and Linkages

Trucks and Jeeps consist of lots of moving parts, and thanks to ball joints, u-joints, links and pivots, they can move freely in their path of travel. But regardless of how low the mileage might be, these joints are indeed wear-and-tear items that need to regularly be changed. It’s usually an oversight when looking at a vehicle, but loose or worn out joints that need to be replaced can really add up quickly to an expensive repair (driveline shops aren’t cheap, trust me).

Do yourself a favor and bring a flashlight and a buddy with you to check out the truck. Have your friend wiggle the steering wheel back and forth while you check all the steering and ball joints in the front end for play. Excessive play means it needs to be replaced. When checking the drive-shaft for u-joint play, place the vehicle on a flat surface, in neutral, with the e-brake disengaged. Climb under, grab the driveshaft around the u-joints, and shake up and down or left and right. Some rotational movement is considered normal, but what you’re really looking for is play in the joint itself (x-shaped piece usually with a grease fitting on it).

2. Shocking Discoveries

It’s easy to be blinded by big name shocks and think the truck has money invested into it for serious off-road capability; but unfortunately, this couldn’t be further from the truth. While a top tier shock will perform better than a budget-friendly shock when compared in the correct size and location, many projects I come across on Craigslist have the wrong size shocks for the lift on the vehicle, or the upper and lower mounts have been incorrectly moved to accommodate the wrong size shock.

Ideally, the shocks should have ample up-and-down travel as the suspension cycles. A little research ahead of time can tell you what length shock the vehicle should have for its lift height; all it takes is a tape measure to make sure it’s right once you’re in front of the truck. Another oversight is any kind of leaking oil around the shocks themselves, or below them. This usually indicates the seals are work and the shock needs to be serviced or replaced. Depending on what kind of shock it is, it can be potentially expensive to replace or difficult to rebuild, so keep that in mind.

3. Always Check the Rubber

The tire condition can tell you a lot about how the previous owner drove the vehicle and how they cared for it. Camber wear indicates a few things such as poor alignment, worn ball joints and possibly even a bent front axle (if on a solid axle vehicle). Cupped tires are another indicator of other problems to address such as bad shocks. If you run your hand down the tread of the tires, and it feels like the surface is wavy, or has peaks and valleys, the tires are cupped. This can result in poor ride quality, excessive tire noise, and it can even cause extra wear and tear on other components such as wheel bearings. Carefully inspect the sidewalls and for any plugs or patches, as these should only be used on the tread portion of the tire, and should never be used on the shoulder or sidewall.

One more thing to check for is the DOT date of the tire, normally printed on the sidewall. This date represents the date the tire was manufactured. Tires that are more than five years old should not be used, due to the change of properties in the rubber over time. Off-road tires can add up to a significant expense if you need to replace them all right away, so knowing what to look for can help you make a smarter choice.

4. Spaghetti Belongs on Your Plate, Not Your Truck

Off-road vehicles tend to have lots of accessories wired into them such as lights, compressors and radios. While these accessories are often useful selling points, they can come with plenty of headaches if not installed properly. I’ve come across my fair share of modified vehicles that have plenty of accessories I would want, but I have walked away due to an incorrect (and sometimes scary) wiring mess.

It’s always good practice to look under the hood and under the dashboard for loose wires, or hokey installations using non-insulated connectors, vampire-bite style taps and even household wire nuts. A good wiring job consists of fused links, relays, shrink wrap, soldering, wire loom, solid ground connections and zip-ties holding everything up and out of the way. A bad wiring job can be very dangerous, and not a fun job to re-do after the fact.

5. Take It Off-Roading

OK, not really... but always, always, always try out the four-wheel drive! It’s worth your time to get the truck onto a patch of dirt or gravel (or any loose surface) and engage the four-wheel-drive system. It’s unfortunate that some sellers bank on the possibility that the new buyer won't check for this when they know there’s an issue with the drivetrain. A transfer case, front driveshaft or front gear set will set you back quite a bit, so it’s definitely worth the extra attention before handing over your cash.

On vehicles with manual locking hubs, make sure you lock both left and right hubs, engage the transfer case in both high and low range, and listen for any unusual clunks, ticks or other noises. Vehicles with automatic transfer cases will often have a switch on the control panel that activates four-wheel drive. These systems can be finicky, but they will usually engage while inching the vehicle forward or backwards. Depending on the vehicle, these actuators can be costly and difficult to replace if need-be, so keep that in mind when setting your budget.

6. Say No to Hot Cats

Obviously when looking at any vehicle, it’s important to get a feel for how the engine has been maintained over the years. A good way to gauge a few factors is to look at the catalytic converters, if the truck has them. Luckily, most trucks and SUVs are tall enough to crawl under and take a look.

Many states mandate catalytic converters per their emissions laws, and they must be in working order to pass smog tests. A good indicator of a vehicle with fuel-related issues such as leaking injectors, bad spark plugs, misfiring, ECU-related problems, bad O2 sensors, or even oil and other contaminants in the combustion chamber is the color of the catalytic converter.

By nature, these parts will heat up and discolor to a golden-yellow color. Any purple, blue or ash coloration usually indicates an overheated converter. This can mean several issues are or were present in the vehicle's engine. If you see discoloration, but are still interested in the truck, it’s worth taking to a mechanic you trust to have it looked over.

7. Not All Roll Cages Are Built Equally

The ad says the truck has a roll cage — awesome! Well, not always. Simply cutting some random tubing and flux-core welding them together does not constitute safety and can even become more dangerous than a vehicle without a cage in the event of a rollover. A good cage is built from the right materials and fabricated in a professional manner.

For most applications, proper cage materials should be .120 wall thickness 1.5-inch 1020 or 1026 DOM (drawn over mandrel) steel at the minimum. The larger and heavier the vehicle is, the thicker and better the steel tubing should be. 4130 chromoly steel is a stronger grade and therefore a better material for cages, but it isn’t a requirement for most off-road racing class safety inspections. Proper installation is also key. Roll cages should have multiple points of contact to the chassis, and should be MIG or TIG welded with the correct settings for proper heat penetration. Taking a flashlight to inspect the welds and knowing what kind of material was used in the cage is a big determining factor every time I look at a vehicle with a cage installed.

8. Toasty Gearboxes

Most larger trucks and those with larger tires on them see transmission abuse that normal cars don’t see. Typically, in automatic transmissions, excessive heat causes the oil to break down and diminish its lubrication properties, causing more heat and eventually damaging the internal parts of the transmission.

If the vehicle is equipped with an automatic transmission, one easy way to tell if it has been serviced correctly is to pull the transmission dipstick (sometimes colored red and towards the firewall under the hood), and give it a good sniff. Anything that smells burnt, looks black or has any dark sediment in it is not a good sign. Automatic transmission fluid is normally a translucent red color, and shouldn’t smell toasty.

While servicing a transmission and changing the oil isn’t usually an expensive job, a transmission that has already been damaged due to excessive heat will need to be rebuilt sooner or later. That job can cost a few thousand dollars, so knowing the condition of the transmission ahead of time can help you either bargain the price down or convince you to walk away.

I hope these tips are useful for the next time you go take a look at a potential new project. Of course, check the CarFax, push every button and switch on the dash, and go for a long test-drive. In addition to the normal things to look for when buying any used car, keeping these points in mind will help you save money and time down the road. Happy hunting!

With 184 trucks entered in the 2017 Scheid Diesel Extravaganza Show-N-Shine competition, officials of the Purdue Diesel Club— the student-run organization that coordinates the Show-N-Shine contest — had their work cut out for them in declaring the winners. Of the near 200-truck turnout, only eight were allowed to take home trophies (in the form of best Ford, Dodge, Chevy and Custom vehicle on both Friday and Saturday).

As for us at Driving Line, we had our work cut out for us, too. Sifting through the vast sea of trucks that had overtaken the Wabash Valley Fairgrounds’ outdoor pavilion, we got started by documenting the most eye-catching examples we came across. Big horsepower, bigger wheels, under hood bling, stunning paint jobs and truly wild engine combinations were all part of the two-day Show-N-Shine bliss.

Below, you’ll find everything from a homegrown monster truck build to a 2,000 hp blown Duramax. And, making a return visit this year was the infamous twin Cummins-powered ’70 Dodge Sweptline — which is now in road-ready condition. With so much awesomeness (and the aforementioned 184 entries) to cover, we had to split our Show-N-Shine coverage into a two-part series this year. Make sure to keep an eye out for our “Best of the Rest” piece, up next!

1. THE TRIUMPHANT RETURN

In a world where a lot of out-of-the-box projects are never finished, it was refreshing to see Jody Mollet’s ’70 Dodge Sweptline on hand at the Show-N-Shine — and in an obvious near-complete state. If you remember last year’s coverage of the Scheid event (or if you’ve spent any amount of time following the Plowboy Diesel project), you know the Mollets have been the buzz of the diesel swap community with their twin-engine Cummins concoction.

The Art of ‘Twinning’

Thanks to notable plumbing changes, an AirDog fuel supply system, multiple auxiliary coolers (mounted in the bed) and the Modern Machine & Tool multi-engine gearbox working in conjunction with a built, 47RH four-speed automatic, the Mollet’s ’70 Dodge now moves under its own power. Months before the show, each 12-valve 5.9L Cummins was pulled from the engine bay and fine-tuned individually. Each mill produces approximately 650–750 horsepower. Jody tells us the truck will be on display at the ’17 SEMA Show in Las Vegas. So, if you’re out west come November, make sure you get a look at this one-of-a-kind creation.

2. MONSTER BRONCO

By trade, Greg Adams builds monster truck chassis. So why not build one for personal use? This massive masterpiece combines parts from a ’79 Bronco and a Ford F-600, along with a whole host of one-off components Greg fabricated himself. The four-door body rests on a tube chassis frame, planetary axles from AxleTech with front and rear steer and 54x31-inch tires.

Cummins-Power/Allison-Shifted

Through the myriad of tubing employed in the chassis, you can catch a glimpse of the Cummins/Allison combo that propels Greg’s monster Bronco. The 5.9L Cummins was yanked out of a school bus and is backed by a medium-duty, four-speed Allison AT545 automatic. An AxleTech transfer case sends power to both the front and rear axle.

3. DOES THIS LOOK LIKE 1,200 HP?

Although the matte black XD series wheels suggest the truck might be modified, no one would suspect that Chaz Giles’ ’02 Dodge is packing 1,200 hp. The 12-valve Cummins under the hood was put together by Bluegrass Diesel Performance and makes use of 14 mm main studs, billet connecting rods, a custom grind camshaft, billet lifters and a ported and polished cylinder head.

Ready to Party

Big air and torrents of fuel come in the form of a pair of S400-based BorgWarner turbochargers (S472 SX-E over S488 SX-E), a 13 mm P7100, dual-feed 5x0.025-inch injectors and a Waterman Racing fuel pump. On the driver side of the billet, one-piece valve cover sits an individual runner intake manifold from Tater Built Turbochargers & Machining. By the way, the 1,216-rwhp the truck made on the dyno was on fuel alone. Only time will tell what the nitrous system adds to the equation.

4. BEST-IN-SHOW

The masterful paint job on Ed Williams’ Ford F-450 didn’t go unnoticed by Show-N-Shine judges, as the patriotic-themed Super Duty would be voted best custom truck on Friday afternoon. Later that day, just prior to the start of the evening truck pulls, the flag-waving dually was invited out onto the track in front of the grand stand for all to see.

Cat in the Dash

While the Scheid Show-N-Shine is the cat’s backside for humans, pets don’t seem to be nearly as excited about it. Until all the votes were tallied, a long, leisurely day was in store for both feline and canine companions. In case you’re concerned, temps were in the 70s, and the truck’s windows were down!

5. SLED-READY

Even though Wagler Competition Products’ “shop truck” wasn’t signed up in the Show-N-Shine, it was positioned adjacent to the other entrants, and as such turned plenty of heads. The company’s split personality Silverado was built to excel in both truck pulling and drag racing, although it was dressed for the sled while parked outside the Wagler booth. It would make exhibition hooks on both Friday and Saturday night.

Blown, Nitrous-Fed Duramax

Gone is the twin-turbo configuration that graced the truck at the Ultimate Callout Challenge. Instead of being both turbocharged and supercharged, the DX500 Duramax mill’s only source of forced induction is the massive blower you see here — although it receives plenty of additional oxygen in the form of nitrous oxide. We’re told 45–50 psi of boost and 2,000 hp is on tap, before the nitrous is activated.

6. QUINTESSENTIAL SHOW TRUCK

If we could pick one truck to collectively represent the 2017 Scheid Diesel Extravaganza, it would be Cameron Guernsey’s ’17 Ram MegaCab. It had a little bit of everything to offer: 12 inches of lift courtesy of Full Throttle Suspension, 26x16 American Force FP8 wheels, 6.7L Cummins power and a G56 manual transmission. Oh, and enough fuel and air to make 745 hp at the wheels!

Rolling Mass Calls for Big Power

What did it take to get Cameron’s behemoth to clear just shy of 750 hp and 1,500 lb-ft of torque? A set of 80 percent over injectors, a Fleece Performance Engineering PowerFlo 750 CP3 and a Fleece S362 SX-E over S475 compact compound turbocharger arrangement. To keep the head gasket alive under big boost, the head is anchored to the block via ARP studs.

For a full list of Show-N-Shine competition winners, visit the Scheid Diesel Extravaganza results page.

(Photos: Mike McGlothlin, Tim Sutton)