Cummins, Cummins, Cummins. It’s the engine the diesel aftermarket revolves around—and for good reason. The 5.9L inline-six mill’s factory rotating assembly from ’89 to ’02 is capable of handling 800 hp (1,400 to 1,600 lb-ft of torque) without breaking a sweat, and is often pushed into four-digit territory before aftermarket rods become a consideration. In fact, just a decade ago it wasn’t uncommon to find a set of factory '89-'02 rods inside most competition engines. Granted, 1,100 to 1,200 hp was a big number in diesel motorsports at that time and the engines all lived at higher rpm, thereby avoiding the kind of torque (i.e. cylinder pressure) that can pretzel rods and destroy blocks.

Even when Cummins changed to a different style connecting rod in its common-rail 5.9L engine (a rod that is generally perceived to be inferior in strength to the ’89 to ’02 units), 800 hp and 1,500 to 1,600 lb-ft of torque proved more than survivable. And as the years wore on, and ECU tuning improved, the aftermarket would be able to take things even further—eventually discovering that roughly 1,800 lb-ft (or 900 hp) was the limit for OEM rods.

If you’re looking to find out how much abuse the bottom end of your ’89 to present Cummins is good for, you’ve come to the right place.

Supporting 160 HP to 1,500 HP

The B-series 5.9L Cummins found in ’89 to ’02 Dodge Rams utilized the same basic connecting rod (in both 12-and-24-valve engines). These rods were made from steel forgings and featured a non-fractured rod cap on the big end (versus the fractured cap style employed in ’03-present engines). The forged-steel rods used in these early 5.9L engines can handle as much as 1,500 hp, provided they’re conditioned to do so (i.e. shot-peened, balanced, micro-polished and/or cryogenically treated) and also equipped with quality rod bolts. They are also known to bend rather than break when they fail.

Street Vs. Race: Different Thresholds for Pain

While countless motorsport applications made use of the factory ’89-’02 rods in engines turning out over 1,000 hp, it’s long been recommended that aftermarket rods be employed in street trucks attempting to make similar power. Reason being, a street application will spend a lot of its time at low rpm (1,500 to 3,000 rpm) whereas a competition engine will live at higher rpm (4,000-plus). In motorsport applications, the combination of low compression and high rpm, along with large turbochargers, leads to less torque being produced (lower peak cylinder pressure), which effectively keeps factory rods alive. The truck shown above made 1,400 hp on the engine dyno with a set of factory, shot-peened rods and survived more than 50 sled pulls before being torn down.

Heavy-Duty Rod Bolts

Although the stock ’89-’02 rods are good to 1,000 hp or more, a significant addition needs to be made before they’re pushed past the 800 hp mark. The factory rod bolts are known to back out with age, or fail under big power and elevated rpm. ARP’s heavy-duty Cummins rod bolts are a very common and fairly inexpensive insurance item to add to any factory 12-or-24-valve connecting rod (ARP PN: 247-6303). The ARP rod bolts are nearly 25-percent stronger than the stockers, fit all 5.9L rods built from ’89-‘07 and retail for $160 to $200.

Too Much Torque

When a set of factory-based rods comes anywhere close to seeing 2,500 lb-ft of torque, this can be the result. This particular ’89-’02 rod broke at the small end of the beam and exited the block during a sled pull where the engine had been dragged down below 3,500 rpm. When a diesel engine that’s been built to run at high rpm is allowed to drop down into its peak torque range (lower rpm), cylinder pressure becomes excessive and bad things can happen—especially to factory connecting rods. It’s imperative that a race-ready Cummins spinning OEM connecting rods be kept above 4,000 rpm when under load.

’89-’02 Threshold for Pain (Stock Rod Bolts): 800 hp

’89-’02 Threshold for Pain (Street Applications): 1,000 hp

’89-’02 Threshold for Pain (Race Applications): 1,400 to 1,500 hp

‘03+ Fractured Cap Rod

Beginning in 2003 with the introduction of the common-rail 5.9L, Cummins turned to fractured-cap, forged-steel connecting rods. The rod shown above is a fractured cap unit out of a 6.7L Cummins, but the version used in ’03-’07 5.9L mills is virtually identical. While the earlier rods tend to bend (’89-'02), the fractured-cap units are known to break clean off when they fail due to high horsepower and torque.

Mechanical Vs. Common-Rail Injection

Big boost and massive fueling at low rpm allowed this Cummins to make more than 1,800 lb-ft of torque, but it came at a catastrophic cost. Not only was the block windowed when a factory rod let go, but the camshaft was destroyed as well. Many theories exist as to why the newer rods fail sooner, but the common-rail injection system that’s utilized in ’03-to-present Cummins engines has a lot to do with it. Unlike mechanical injection, where injection timing is fixed, electronically controlled common-rail systems are capable of providing variable timing—and namely supplying immense fueling at low rpm. This means more cylinder pressure and torque is potentially available for the rods to deal with.

You Mess with the Bull…

This is what 250-percent larger injectors, a massive compound turbocharger arrangement and 110 psi of boost can do to a stock bottom end ’03-'07 5.9L… After clearing more than 1,200-rwhp with his ’06 Dodge Ram 2500 on the chassis dyno, Jim Rendant decided to improve on the 10.80-second quarter-mile he’d previously ran in the truck (and on a lower horsepower setup). Near the eighth-mile mark, the rod in cylinder number 5 let go. As far as recipes for disaster are concerned, Jim’s Cummins had it all: big boost, stock (high) compression and more than 2,000 lb-ft of torque on tap.

’03-Present Threshold for Pain: 900 hp, 1,800 lb-ft

More Cubes Yield More Stress

It’s believed that the 6.7L Cummins is more susceptible to killing rods than a 5.9L due to its larger displacement (bore and stroke) and tick-higher compression ratio yielding more torque production (cylinder pressure). Those extra cubic inches are constantly beating up on the connecting rods and it’s only amplified as you stack power on top of the factory bottom end. Luckily, many reputable engine builders recommend aftermarket connecting rods and a corresponding built engine once an enthusiast ventures into 800 hp territory and beyond.

Wondering what the Threshold for Pain of the other diesels are? We've got you covered, read more here.

General Motors always has a strong showing at the SEMA Show, but this year's collection of GMC and Chevy trucks spanned decades of the GM product line. The most notable new platform gaining aftermarket momentum was without question the Chevy Colorado. More specifically, the all-new Chevy Colorado ZR2, which is proving to be a real competitor in the midsized truck market. While SEMA tends to play host to more late-model pickups, this year's GM truck variety had a strong showing of classic C and K series trucks. We put together the video above of some of our favorites from the show. Let us know in the comments below, which was your favorite.

Want to see a Killer K30? Check out this Offroad Design build.

The SEMA Show is a great place to find yourself in constant awe. Many of the vehicles there took years to complete and the attention to detail is absolutely incredible. With that being said, there are plenty of "upgrades" that will leave you scratching your head. We put together the video above to highlight some of the most unique and well-executed rides at the show. Be sure to drop us a note in the comments section below on which you think was the best of the bunch.

Check out more odd and awesome rides! 

Along with revealing its groundbreaking electric Semi truck, Tesla dropped a bombshell on the auto industry with the surprise unveiling of the new Tesla Roadster—a follow up to the company's first production automobile. In typical Tesla fashion, the Roadster looks poised to rewrite the book on the capabilities of an all-electric car.

Tesla has never been short on ambition, and according to Elon Musk, the Roadster will be the world's quickest car when it goes on sale. The trip to 60 mph will take just 1.9 seconds. 100 mph? 4.2 seconds. It'll do 8.8 seconds in the quarter mile and perhaps even more amazing, Tesla claims the car has a top speed of over 250 miles per hour.

This mind-bending performance is achieved via a 200kwh battery pack, three motors and all-wheel drive. As with any EV, range is also a big consideration and the Roadster is equally impressive in that department with a claimed range of 620 miles. And despite being called a "Roadster" the removable top supercar also has seating for four people, although we imagine rear passenger space will be quite tight.

Reservations have begun now, and the Tesla Roadster will start out with a base price of $200,000 with a limited "Founder's Series" priced at $250,000, limited to 1,000 examples.

Those prices are certainly high for a Tesla, but compared to traditional supercars the Roadster feels like an outright bargain for the performance. If the Tesla Roadster follows through on all of its claims, it's hard to understate what a gamechanger this could be. Bring it on.

With tens of thousands of people attending from all over the globe, the annual SEMA Show is arguably the biggest car show in the world. No doubt, if you want to get eyes on your ride, the SEMA Show is the place to do it. While there were plenty of over-the-top show rigs setup throughout, only one rig was, well, extremely dirty. Coming off another podium finish at the Ultra4 Nationals, professional fun haver and drifter Vaugh Gittin Jr. parked his Jimmy's 4x4 Ford Bronco (AKA Brocky) in the Center Line Wheels booth covered in dirt.

In a sea of bling, it was nice to see an off-road rig that's actually been off-road! While we've broken down the quick specs on the 4500 series machine below, we've also highlighted the proven build in our video above. With King of the Hammers just a few months away, we're looking forward to what this drifter can do now that he's had some serious seat time in Brocky.

Quick Specs

Need more Early Bronco awesomeness in your like? This 1972 Classic Rehash will satisfy.

When it comes to motorsport, few cars are as versatile as the legendary Subaru WRX. The car's capability in rally racing is world famous, and on pavement it's become one of the most popular platforms for Time Attack and open track days. Some have built WRXs for drag racing and others have even converted them to rear wheel drive to go drifting. It's a true jack of all trades.

What you don't hear are a lot about are WRXs built for high speed racing, and that's exactly what makes PRE Racing's "Black Widow" '05 WRX out of Portland, Oregon so interesting. We caught the car at the recent Airstrip Attack California event and had to go in for a closer look.

From the full cage and stripped out interior, to the drag wing and parachute out back, this Subaru is as serious as they come. Under the hood sits a fully built EJ257 that spins past 9,000 rpm, cranks out 58 pounds of boost through its Super 99 turbocharger and can be dialed in to make 1,000 horsepower (although it's more routinely tuned to churn out around the 850 hp number).

Helping to keep the car planted are a set of Nitto NT55Rs at all four corners, mounted over 17" Enkei RPF1 wheels. A set of lightweight Wilwood brakes are there to slow the car down at the end of the runway.

The WRX has previously seen action as a drag car, but has since been converted over to half-mile spec. The goal for the PRE team in Coalinga last month was to hit 190 miles per hour. They ended up going well beyond that, with a best run of 197.4 miles per hour. An incredible figure given the car's humble origins.

Naturally, the goal for next time is to break the 200 mph mark—they certainly aren't far off from that. To think, this all started with a basic little four-door Subaru...

We'll definitely be keeping an eye on PRE's progress as they continue their adventures with one of the world's fastest Subarus. Hats off to them for thinking outside of the box and creating one of the most unique WRXs in the United States.

With the ability to vary the flow of exhaust gasses across the turbine wheel, variable geometry turbochargers (VGT’s) get us as close as possible to having the best of both worlds. At low rpm, restriction in the exhaust side (i.e. drive side) of the turbo is increased, effectively making the VGT act like a much smaller turbo. At high rpm, all restriction is removed and you get the impression that a much larger turbo is feeding the engine. Throughout the rpm band and no matter the vehicle’s speed, response is quick and crisp. Simply put, a VGT provides the ultimate in drivability—and it all but revolutionized the out-of-the-box performance of today’s diesel pickups.

VGT, Brought to the Masses

By no means did the diesel truck segment introduce the world to variable geometry turbo (VGT) technology, but when it debuted in 2003 aboard the best-selling Ford Super Duty, it was brought to the masses. Despite surrendering 1.3 liters of displacement to its predecessor, the 6.0L Power Stroke came with a responsiveness that was light-years ahead of the 7.3L. And when combined with the new, 32-valve cylinder heads and higher pressure HEUI injection system, the 6.0L also produced 35 more lb-ft of torque (560 lb-ft) than the highest rated version of the 7.3L ever did (525 lb-ft).

Everyone’s Doing It

Ford’s employment of the VGT was also a sign of things to come, as GM followed suit for the ’04.5 model year by introducing a variable geometry turbo on its LLY Duramax (the 6.6L V8 that succeeded the LB7). Then, with the unveiling of the 6.7L Cummins for the ’07.5 model year, Ram also made the switch to variable geometry technology. At this point, the general public’s view of diesels as being slow, laggy Neanderthals that perpetually clog up traffic was beginning to change.

The Dark Side of Progress

However, as with any whiz-bang technology, there are bound to be downsides—and variable geometry turbo’s have several of them. While instant throttle response, improved fuel efficiency and cleaner emissions are among a VGT’s strong suits, longevity, cost of replacement and all-out performance potential are not. As it turns out, many turbos are particularly failure prone due to their design not allowing them to survive the types of conditions that exist in the exit side of a diesel engine’s turbocharger. Read on as we explain the ins and outs of VGT failure, how you can avoid it, the best way to fix it and why fixed geometry turbochargers are making a comeback.

Great on Paper…

VGT’s are great for instant throttle response at any engine speed. It has the ability to help meet stringent emissions standards and the capability of doubling as an exhaust brake, but they have several key weaknesses. Stuck vanes are one of the biggest problems experienced with VGT turbochargers. When soot, carbon, rust and other forms of corrosion build up in the turbine housing, it can cause the vanes that direct exhaust gasses across the turbine wheel to seize up. Depending on which position the vanes get stuck in, you’ll either have great response down low but no top-end power, or vice-versa. Light-throttle and easy, steady-state driving typically causes vanes to stick, but any higher mileage turbo (100,000-plus miles) is at risk of vane seizure. Believe it or not, some turbos can come out of it if driven hard, but more often than not the turbo either needs to be pulled and cleaned, or completely replaced.

Problem: Stuck vanes

Symptom: No response at low rpm or extreme response at low rpm (depending on what position the vanes become bound up in)

Reason: Lack of exercise (lack of WOT or spirited driving), steady-state driving and/or extensive idling (conducive to excessive soot/carbon buildup), rust and corrosion accumulation, or foreign debris damage

Fix: Clean exhaust side of turbo, replace turbo, or switch to a fixed geometry unit

Temperamental Turbo

This is one of the single most problematic VGT turbos you will ever encounter. It’s the GT3782VA Garrett VGT off of an ‘04 6.0L Power Stroke suffering from a very common problem: a failed unison ring. The unison ring controls the movement of the exhaust vanes (and remember, the vanes are what direct exhaust gasses across the turbine wheel).

The Infamous Unison Ring

With rust buildup and soot and carbon present, it causes the unison ring to bind, which in effect means the vanes can no longer route exhaust gasses appropriately. A bound up unison ring usually trips a P0299 under boost code on ’03-’07 Fords. Replacement of the unison ring and a thorough cleaning of the turbo is typically all that’s needed to rectify the situation, but in some instances turbo replacement is necessary. Better yet, a 6.0L turbo cleaning is fairly easy for a trained mechanic and usually takes no more than three hours’ time.

Mechanically Actuated, Electronically Controlled

While vacuum actuation is one method of variable geometry functionality, all turbochargers used in the pickup segment are electronically controlled, mechanically actuated units. This also means that both the electrical side and the mechanical side can fail. Mechanically, the actuator is susceptible to soot and carbon buildup hindering its performance and this type of issue is more common on engines equipped with exhaust gas recirculation (EGR). Although it isn’t common for the electronic side of an actuator to burn up on Power Stroke or Duramax-powered trucks, the VGT solenoids do fail occasionally—and, luckily, are a relatively cheap (and easy) fix. However, outright actuator failure is more common on the 6.7L Cummins (shown above).

Problem: Failed actuator/VGT controller

Symptom: Excessive smoke, high EGT, loss of power at low rpm, turbo or boost-related CEL (example: P2262 code on ’07.5+ Rams)

Reason: Excessive soot/carbon buildup

Fix: Cleaning or replacement of actuator (if possible) or replacement turbo

Actuator Failure

While stuck vane scenarios are more common on the turbos aboard Power Stroke and Duramax engines, the Holset HE351VE found on ’07.5-and newer 6.7L Cummins mills is notorious for actuator failure (the big, honkin’ attachment to the left of the compressor housing). We’re told Cummins no longer offers the actuator for individual sale, which means you’re stuck with replacing the entire turbo if the failure-prone actuator checks out. A brand new turbo can cost you upward of $2,500, although remanufactured versions exist.

Actuator Cleaning Intervals

Believe it or not, the ’07.5+ Cummins owner’s manual specifies a cleaning interval for the turbo’s actuator. Unfortunately, just like the EGR valve cleaning interval, it is usually ignored or unbeknownst to the truck’s owner. The accumulation of soot and carbon can drastically effect the actuator’s mechanical performance, especially when a leaking or sticking EGR valve contributes additional soot buildup into the actuator housing.

The Magical Side of the Holset HE351VE

The ability to vary the turbine housing A/R is what makes a variable geometry turbo so drivable. The Holset HE351VE shown above can act as small as a charger with a tight, 9cm turbine housing for bottom end response, or as big as a charger with a loose, 26cm turbine housing for great top-end flow. It all depends on throttle input.

Use Your Exhaust Brake

The best thing you can do to avoid soot, carbon and rust building up on the exhaust side of the turbo (especially on the 6.7L Cummins’ HE351VE) is to exercise the exhaust brake regularly. Activating the exhaust brake keeps the surface of the sliding nozzle ring clean.

It's In Their Nature

By nature, variable geometry turbos create more drive pressure (exhaust side) than a comparably sized fixed geometry unit. Instant drive pressure gets loads up and moving quickly, but the charger has to be driven harder. This means more drive pressure and (many times) more shaft speed is present throughout the rpm range. And once added fueling is introduced (by way of aftermarket programmers and/or injectors), considerably more stress is placed on the VGT—a component that’s already living near the edge of its capabilities.

Problem: Failed bearings in the center section (thrust bearings or ball bearings)

Symptom: Compressor wheel making contact with inducer bore, excessive in-and-out or side-to-side play in the shaft

Reason: Excessive shaft speed and/or drive pressure

Fix: Turbo rebuild (if possible) or full turbo replacement

Power Adders Can Kill Them

In the diesel truck segment, added fueling is both easy to come by and the simplest way to add considerable power. The only problem is that while an extra 100, 200, even 300-rwhp can be added without upgrading the factory turbocharger(s), it is often pushed way out of its map. The added fueling provides naturally aspirated gasoline-like responsiveness at low rpm, but thanks to extreme shaft speed and excessive drive pressure on the exhaust side a VGT can become a ticking time bomb.

High Drive Pressures Contribute to Blown Head Gaskets

While excessive boost levels are the primary contributor to head gasket failure, extreme drive pressure can play a supporting role. This is especially true in the 6.7L Cummins’ case. While the Holset HE351VE turbo may only be seeing 35 psi of boost on the intake side, more than twice that number can be present on the exhaust side (i.e. drive pressure). Not only is this obviously very hard on the turbo’s thrust bearing assembly, but it contributes to more cylinder pressure being present in the engine.

When Safety Provisions Fail…

Even though the Garrett GT32 SST found on the ’11-’14 6.7L Ford Power Stroke features an internal wastegate, the drive pressure created via aggressive tuning can overwhelm it (as the wastegate can’t bleed off the excess drive pressure quick enough). When the wastegate can’t rid itself of extreme drive pressure fast enough, that energy is used to spin the turbine wheel (and the corresponding shaft) even quicker. So even though the GT32 SST is equipped with a wastegate, it is often the victim of overspeed failure.

Fixed Geometry: Ol’ Reliable

On all Big Three applications (Cummins, Duramax and Power Stroke), enthusiasts and owners fed up with VGT failure often make the switch to a fixed geometry turbocharger. The fixed geometry platform is known for its longevity and in the modern era a fixed geometry turbo can be spec’d to achieve adequate all-around performance. Dozens of aftermarket variable-to-fixed geometry turbo conversion kits exist, as well as dozens of turbo sizing options. In the photo above, the popular BorgWarner S467.7 sits in place of a failed factory Holset HE351VE on a 6.7L Cummins. Adding the S400 frame BorgWarner turbo was a bolt-on process thanks to BD Diesel’s new Rumble B Turbo Kit, which comes with everything needed to perform the swap (exhaust manifold, downpipe, air intake and all hardware).

Growing up, vans were probably the last vehicle you'd ever categorize as cool. These days, van culture has transformed the way we look the people haulers. When it comes to building them for camping and off-road adventure, Ford seems to be the platform of choice. With the phasing out of the E-series chassis in 2014, we're now seeing the aftermarket ramp up for the very diverse Ford Transit. While you still can't get them from the factory in a four-wheel-drive configuration, that hasn't stopped the aftermarket from transforming the Transit into rugged multipurpose machines.

At this year's SEMA Show, Ford had an El Kapitan MX Conversionvan on display. As you can see in the video above, the Transit was crafted for serious moto enthusiasts. Built with a power lift gate that secures two bikes safely in the bed of the van and adorned with the latest off-road armor from Aluminess, it was one of the best built Transits we've ever come across. It even had a set of Nitto Trail Grapplers to ensure it had proper footing to make it to more remote riding destinations. This is definitely not your grandma's van and something we could see us driving from coast to coast. Now, we just need to get Ford on the ball to make a 4x4 version!

A 4x4 van you say? See how this E-350 owner went Plumb Crazy on his!

When it comes to trends in the off-road world, one that continues to carry momentum is overlanding. The camping/outdoor-centric genera has garnered tremendous aftermarket support, making it easier than ever to build your truck or SUV into a vehicle ready to venture off the grid. Starting with a capable platform with proper aftermarket support can make transforming your 4x4 much easier. Daniel Kruthanooch's 2017 Toyota Tacoma TRD Off-Road is an excellent example of just how easily you can transform your rig without completely zapping its everyday practicality.

Parked at the Rhino Rack booth at the 2017 SEMA Show, the Tacoma hosted not only an assortment of Rhino roof and bed racks, but other premium aftermarket upgrades. We were stoked to see such as well executed build at the show, and put together the video above to highlight some of the standout features.

Quick Specs

Digging this overland Tacoma? You don't want to miss this Adventure Ready pickup.

SoCal Vintage BMW meets bring out rare and odd BMW's you don't often get the chance to see out on the road. Catch 5 of our favorites from the recent 2017 SoCal Vintage BMW show, then keep scrolling for a larger gallery at the end.

1. BMW 2002 Touring

Of course, everyone is familiar with the BMW 2002, but much lesser seen is the Touring version of the 2002.

The hatchback version of the iconic E10 chassis, the Touring version was only available from '71-'74. Sharing many of the same body parts forward of the c-pillar, you may mistake it for a basic 2002 if you only see it from the front.

2. BMW Z1

Before the Z3, Z4 and Z8, there was the Z1. You may not have heard of it before, because it was never sold on U.S. shores. Only offered for two years in the early '90s, the Z1 shared many components from the E30.

A vertically sliding door that retracted into the door sill (like a window sliding down into the door), was a unique feature of the Z1.

3. BMW Isetta

You may remember this tiny, front-door opening mini car as Steve Urkel’s car from the '90s sitcom, Family Matters.

The front-door-only Isetta was powered by a rear mounted 298cc single cylinder motor and can be driven on public roads with a motorcycle license.

4. BMW E21 320 Truck

The E21 (320) never got the appreciation that its forefather, the E10 (2002) or its predecessor E30 (3-series) received. E21 specialists, Bavaria Auto Repair took a 320 and gutted everything behind the front seats. What they created was a 320 truck with a usable bed. I might even go as far as saying that it looks better than the standard 320 coupe.

5. Stanceworks E28 BMW M5

Fresh from SEMA, the Stanceworks E28 M5 was center stage at this years SoCal Vintage BMW meet.

Sporting a new Motul livery, the M5 looked like it was driven out of a time capsule from the '80s. The livery was complemented by BBS E55s wrapped in Nitto NT01 tires.

See more in the 2017 SoCal Vintage BMW Meet gallery below.

Luke Bryan understands the challenges of getting a crew full of children loaded up for a trip. So, when Chevrolet brought him out to its design studio to collaborate on a concept vehicle, he already had a great build in mind. Running with his recent tour theme of Huntin', Fishin', and Lovin' Every Day, Bryan and the Chevy design center crafted a 2018 Chevy Suburban to appeal to virtually every parent and outdoor enthusiast. As you can see in the video above, it's actually a nice blend of practicality and flare.

While the 6-inch suspension lift and 35-inch-tall Nitto Trail Grapplers give it a stance rarely seen on the fullsize SUV, the real magic is found out back. Dropping the glass in the rear most portion of the SUV, the third-row passengers are treated to a unique rear-facing open-air configuration. The cargo floor was even set in for added legroom and of course, there's a drop-down entertainment center to keep the kiddos happy on long drives. While Chevy still touts this as a concept, it's not too far from something you could replicate yourself. Collaborations are always interesting when it's between a musician and an auto manufacturer, but this one seems to be tuned just right.

Luke Bryan isn't the only country singer that's into off-road trucks. Check out Florida Georgia Lines F-150.

Rat Rods, Hot Rods, and custom one-off vehicle creations are all part of the SEMA Show landscape. These handcrafted machines all have countless hours of detailed labor throughout. One could write a small novel on each. While we didn't see anything quite like the Trophy Rat, we were still amazed at the builds on hand. We put together the video above to highlight six stand outs. Be sure to let us know which was your favorite in the comments section below.

Want to see the most off-road capable Rat Rod on the planet? Watch the Trophy Rat in action.

DJ Scruggs always longed for a pony car. He was originally lusting for a ‘03-04 Terminator SVT Cobra Mustang. Who wouldn’t? The factory supercharged 390 hp stallion is wild enough to get anyone’s heart pumping.  Alas, his dream was too rich for his own blood and he had no choice but to put his want on hold.

The Cobra’s strike was potent, and DJ is not one to give up on his dreams. Only a few years passed before he began scouring the Internet with serious intent until a low-mileage lovingly maintained ‘97Ford Mustang Cobra dressed in black made him take pause. It wasn’t a Terminator, but he couldn’t resist the desire any longer.

The itch to build a weekend track warrior began with a tickle, but after he experienced the car on a track, the intensity escalated to an exasperating level. The pony remained mostly stock during a three-year honeymoon period, when its main use was cruising the scenery along the winding Northern Michigan roads. Modifications were limited to wheel and tire upgrades, Morimoto HID headlights, and Saleen rocker panels. However, DJ’s desire to drive in anger grew while he spent his evenings polishing every nook and cranny to perfection. It was time to see what this thing could do.

DJ has always maintained his own vehicles and tinkered on dirt bikes and a Ducati Buell XB12Ss motorcycle in the past, so he was ready for a bigger challenge. When his vision of pounding pavement became a goal, the track prep began. To give the Ford 4.6-liter DOHC power plant a proper rumble, he installed a BBK cold air intake and a Flowmaster exhaust, including an H-pipe. The ease of banging gears was improved with a Pro-5.0 shifter. For optimum use of the 4.6 Modular engine’s power band, 3.73 rear gears were installed.

Weld-in sub frame connectors and strut tower braces were added, which stiffened the chassis to handle the higher stress rates brought on by track driving. DJ also addressed the ride height for improved abuse tolerance, and Fab9 Tuning delivered the goods: a set of BR Racing adjustable coilovers designed specially for the Mustang. Total apex domination was achieved with the installation of Bilstein quad shocks, Steeda X2 ball joints, and a bump steer kit for proper suspension geometry.

A set of ultra-high performance Nitto Invo tires (295/30/18 rear, 275/30/18 up front) provides infallible traction that keeps the power to ground. The sticky treads are mounted to American FR500 racing wheels  (18x10 in the rear, 18x9 front). DJ admittedly rolled the fenders to fit the massive tire package inside the stock fender wells. He then had an alignment done, adding a few extra degrees of corner-hugging camber.

To spruce up the interior, a sporty rear seat delete lightened the load. DJ also installed Sparco R100 race bucket seats to meet safety specs with a luxurious flare.

The Cobra has given DJ an opportunity to expand his horizons and take on once-daunting projects. With encouragement from friends and help from a plethora of handy YouTube videos, his novice colt became an all-out steed.

According to DJ, the next step is to address the brakes. The current setup is perfect for cruising, but a big brake kit will give him an advantage: the faster a car stops, the quicker it’ll be. A harness bar and four-point harnesses are also in the near future. Once he gets more seat time and really starts to fly, he may even consider adding aero.

Specs: 1997 Ford Mustang Cobra

Earlier this year Mazda took a big step when it announced it was beginning a factory restoration program for the first generation Eunos Roadster in Japan—and the next to jump on board to the movement is Nissan. Beginning December 1st, the NISMO Heritage Program will launch in Japan as a way for owners of classic models to refresh their cars using new factory parts.

The first car that the program will tackle is the R32 Skyline GT-R built between 1989 and 1995. Known as one of Japan's most iconic performance cars, and one that's nearing 30 years old, the R32 GT-R is a fitting car to start with.

Initially there will be about 80 different parts released under the program, many of which are crucial to the strict inspections that all cars in Japan are subject to. Among the first parts to be released are power steering hoses, pulleys, emblems and more.

As the program continues, NISMO says it will consider adding additional parts for the R32, as well as components for the R33 and R34 models. As cars like the R32 GT-R continue to age and rise in value, there should only be more demand for these types of programs—we look forward to seeing which brand jumps into the restoration game next. Toyota AE86 perhaps? The first generation NSX maybe? We'll be waiting!

Jeep enthusiasts are a particular bunch. This is especially true for diehard Wrangler owners. Unlike other 4x4 vehicles that often just look the part, Wrangler owners have grown to expect the out-of-the-box capability unlike any other SUV on the market. Jeep understands that its customers are some of the most passionate and outspoken, as such, the company knew the bar would be set high coming off of the extremely successful 2007 to present Jeep Wrangler JK.

Today, Jeep finally unveiled the 2018 JL. Putting scary rumors to rest, the latest generation Wrangler still had all of the earmarks of the legacy machine. This includes removable doors and top, a fold down windshield, solid front and rear axles, and of course, the option of a manual transmission. While the JL Wrangler may appear similar to the JK, there’s extensive changes from front to back. Here, we’re looking at 10 of the most important.

1: New Engines!

There are now three engine options. A 2.0L turbocharged inline-4 cylinder, 3.6L Pentastar V6, and a 3.0L EcoDiesel V6, which we won’t see until 2019. The engine specs are as follows:

2.0L: 270hp / 295 lb-ft of torque

3.6L: 285hp / 260 lb-ft of torque

3.0L: 260hp / 442 lb-ft of torque

2: Aluminum Bits

The JL continues body-on-frame construction, but for the first time, the doors, hood and tailgate will all be made from aluminum. The doors are actually 30-percent lighter than the JK, which is music to the ears of anyone who’s ever pulled one off. Thanks to the lighter materials and revised frame design, the JL was able to shave nearly 200 pounds over its predecessor.

3: New Axles

The JK was known for its problematic front axle which was notorious for bending under hard use when paired with oversized tires. The good news is the axles have been completely revised with thicker-wall axletubes and new C-knuckles that are now paired with aluminum steering knuckles. The ring-and-pinions are slightly smaller however (8.27-in front and 8.66-in rear) compared to the outgoing 8.8 Dana 44s. Another bummer is the return of the central-axle disconnect on the front axle. This was a fuel economy play, and thankfully, is at least electronically actuated, unlike the problematic vacuum systems of old. Time will tell if this will be a problem. The five-link coil-sprung suspension is still used to secure the axles in place. However, the rear shocks have been moved outboard and track bar positions raised to create an improved roll center.

4: Fresh Face

A familiar seven-slot grille can be found on the JL, but there’s now a noticeable kink at the top of the grille and the turn indicators have been moved to the fenders. The slightly larger (and optional) LED headlights shown are now integrated, making swapping headlights a bit more challenging. Another great upgrade is the new style hood latches, which is said to remove all of the hood flutter common on the JK platform.

5: Two Transmission Options

An all-new 850RE TorqueFlite 8-speed automatic transmission will be the only option for those looking for an automatic. It’s fit with a 4.71:1 first gear ratio, which should make for excellent crawl control and take-off power. If you’re looking to row your own gears, you’ll be happy to find a fresh D478 Aisin-built six-speed manual transmission. While it’s only available behind the Pentastar V6, you will have an impressive 5.13:1 First gear ratio to easily crawl the trail.

6: The Rubicon Still Rules

The most capable off-road SUV package just got a little better. For those opting for a Rubicon model, you’ll get a few new features. This includes a set of high-line fender flares, which are said to create enough room for 35-inch-tall tires sans a lift. Standard tire size for the Rubicon jumps to a 33-inch-tall all-terrain-tire. A 4:1 gear ratio is still standard in the transfer case, as are the selectable front and rear lockers, and electronic disconnect sway bar.

7: Electronic Steering

Most OEs are moving to an electronic steering configuration to increase fuel efficiency and reduce engine drag. The Wrangler is now officially part of the electronic steering fold. While a conventional steering gear box is frame mounted, it’s comprised of aluminum. This could be the first major weak link we see on the JL. We’ve talked with the steering geniuses at PSC Motorsports who are already working on a steering upgrade for the JL.

8: Interior Refresh

A full interior refresh has given the JL a fresh feel and look. All of the touch points as well as materials used have been greatly improved. Grab handles are now securely mounted to the A and B pillars, making getting in the Wrangler much easier. A new dash cluster, along with a massive 8.4-inch head unit also adds to the familiar, but updated interior space. Increased storage options and along with a sport bar that is now body colored and adored with plastic panels (good bye fabric covers!) also found its way in.

9: Longer

Both the two-door and four-door Unlimited model got a wheelbase push (1.4 inches on the two-door and 2.4 inches for the Unlimited). This makes a bigger difference on the Unlimited as it adds a bit more leg room for the back seat passengers.

10: Better Body

There are many small touches that make the body of the JL superior to the JK. One of our favorites is the move to a flat and more swooped front windshield. Jeep even went a step further and made it where dropping the front windshield down is no longer a royal pain. In fact, they say it can be done in less than five minutes and the hinges have been improved so the paint doesn’t chip. Other small cues such as lowering the spare tire mount to increase rear visibility, moving the license plate to the bumper, and a new hard top with longer drip rails and lighter panels, all show that Jeep was listening to the consumer when designing the JL.

Obviously, there’s still more that we haven’t covered. We hope to get behind the wheel of the JL soon to give you the full recap along with driving impression to the all-new Wrangler!

Ultra4 Racing’sKing of the Hammers is known as the toughest one day off-road race on the planet. While KOH may be the toughest, it’s not the only Ultra4 event to crown a king. Just over the pond in Europe, you’ll find an eager assortment of some extremely competitive off-road racers looking to take the coveted title of King of Britain. This year, an American driver by the name of Bailey Cole would go on to nab first place. Fresh off of his win, we caught up with Cole to find out about his race, along with what the future holds for the very busy race car driver.

DL: First off, congrats on taking home the win! For those Ultra4 fans in the states not familiar with King of Britain, can you talk a little about it and how it compares to King of the Hammers?

BC: King of Britain is a European Ultra4 event. I would say the race it was the most similar to this year was the Indiana East Coast regional. It is a wet race that had multiple laps consisting of woods and a rock quarry. This leads to a lot of action all over the track. This was also the first race in Europe that was a rolling start, so there was thousands of horsepower leaving the start line at once. It was a blast to be racing with the best from across the pond.

DL:How were the crowds and other competitors?

BC: The crowds were pretty good. We were a few miles outside a small town and it seemed like most of the town showed up. There were definitely people in the spectator areas like the Rock Section. It was fun to pass cars in there and hear the crowd go crazy. The competitors are starting to get really fast over there. There are some cars there that would be competitive over here in the states. It seems like the Euro Fighters are dominating over there right now. Rob Butler and Axle Burman just built IFS cars that are true works of art and extremely fast. It was a lot of fun battling with them at the event.

DL:Ultra4 Racing continues to evolve as a sport. How do you feel about the idea of it continuing to expand internationally? 

BC: I think it is really good for Ultra 4 to expand overseas. It allows the following to expand all over the world. Innovation and evolution are sure to follow. One thing that I know has expanded since we crossed the pond is our winches. Before Ultra4 went to Europe, they mostly had winching competitions. They designed winches that can pull a car up to 15 mph. Now, I know quite a few cars that have those winches on the car. We brought speed over there while they brought some finesse back to the states. It is cool to be able to see how, both nationally and internationally, the races have changed in the past few years.

DL:You left your normal race machine back in the U.S. How was it jumping into a different rig? What was similar and drastically different? 

BC: It was actually my old Spec racecar from the states. It is a good car, however, it is vastly different from my current car. The Spec cars were built to be a good all-purpose car that could be rented out to people that wanted the Hammers experience. They are way overbuilt in every way for their motors. My current car is a Trent Fab Top Shelf car and is a true race car. It is low, high horsepower, and has all the strong parts that kept the Spec car driving. They are both very good cars, but it is definitely a different experience driving both of them.

DL:It looked like there was plenty of mud on the course. Can you talk a little about your race day and how the terrain and weather impacted your race?

BC: It was very difficult conditions. The mud and water were hard on us, our teams and parts on the cars. The mud there was like clay—so it was thick, heavy and there were a few parts of the course where we were splashing through 3-foot deep mud puddles. I tend to not like mud that much. It’s cold, hard on parts and I tend to run with my visor up half way through the race because you can't clean it off fast enough. That means by the end of every heat, I had to get my eyes flushed with all the mud and dirt that flew into them. The weather was definitely a difficult part of the event, but we all had to deal with it and in the end it was still a blast to race it.

DL:With the 2018 King of the Hammers approaching quickly, what are you doing to prepare? Any new chassis, tactics, or superstitions?

BC: (For the 2018) King of the Hammers, I am doing something that is a little crazy. I am partnering with Robby Gordon and racing his race Arctic Cat UTV. Then, I am racing my current Legends Trent Fab Car. To top it all off, I am stealing my dad's 4400 Trent Fab Top Shelf Car that just finished 2nd in the 4400 class at the Baja 1000. I'll be racing three days in a row—and hopefully, will be competitive all three days. Since the off-season for racing began, I've been getting my cardio in in the morning and every other day a few friends and I go rock climbing at a gym. Hopefully, getting me in good enough shape to keep me going through the three days of abuse.

DL:Aside from Driving Line (shameless plug), how can Ultra4 fans keep up with you and your race team?

BC: I am on both Facebook (BaileyColeRacing) and Instagram (@Bailey_Cole_Racing). On these pages, you can see the most recent changes to the car and my race program. And, of course, to get the best race recaps, go to DrivingLine.com!

DL:One last question. What's the best advice you can give to someone interested in getting into Ultra4 Racing?

BC: Just do it. It doesn't matter what class you race. From UTV, stock class to Ultra4, you will have a blast and meet good people. The best part of Ultra4 for me is most of the guys racing are my really good friends. Everyone wants to help one another and it's just a great environment. So, if you are interested just try it.

See more Ultra4 Racing highlights! 

Test driving is one of life’s greatest pleasures. The keys to someone else’s ride, that new car smell, the looming feeling that this could be it... your next vehicle. It’s almost too exciting. But many of us get caught up in what our friends and the media think we should be driving. So let’s take a minute to honor those that don’t necessarily get the love that they deserve. These cars are worthy of a second look and are a blast behind the wheel:

Ha! You thought I was going to put something as obvious as the M4 GTS? Nice try. What's next? MX-5? No, this is about to get real.  How about this little baby?

1. Nissan 370Z

Yes, that is exactly what you think it is—the 370Z. Nissan’s tried-and-true sports car that is nearly a decade old without a real refresh. Yawn, right? Well, not exactly. This here is the Heritage Edition, which is essentially the modern homage to the Z car's roots. And it is so technologically devoid that you may just wonder which decade you’re in. At the same time, it is such a joy to drive (thanks in part to a new EXEDY clutch kit) that you’ll forget all about technology and get reminded right quick why you love cars. I dare you not to fall for it.

2. Kia Niro

Or perhaps you're chomping at the bit to test drive the new Kia Stinger (aren't we all)? But guess what else Kia has that's cool? This adorable little hybrid hatch will have you wondering if you’re driving a Kia hybrid or a VW Golf. It’s swift, tight and handles like a dream. I literally had to walk around the Niro a few times to make sure I wasn’t being punk’d. This ride is super fun!

3. Volvo V90 Cross Country

No, you’re not seeing things. That’s a Volvo wagon, people. No kids or soccer gear required. The V90 Cross Country is beautiful luxury car wrapped in a rugged and practical wagon, with so many technological and safety advances (go ahead, let that pilot assist take the wheel) that you’ll wonder why you never had a wagon before. It’s totally ok to love it.

4. Alfa Romeo 4C

If you know the Alfa 4C, you probably already love it. Or, if you’re like me, you didn’t believe the hype and was off-put by the styling. But then I was forced to drive it. I’ve never been so close to an identity change and a race to the border in my life. Sitting in that carbon fiber shell, with all of those Italian ponies screaming, it is irresistible. Don’t hold it back, bribe the sales dude if you must because this adrenaline rush is really worth the risk of jail time. 

5. Chrysler Pacifica Hybrid

Finally, minivan. And a hybrid minivan at that! Go ahead, roll your eyes, nod your head and dismiss it. But you’d be wrong. First of all, the Chrysler Pacifica Hybrid is the world’s first plug-in hybrid minivan, which doesn’t sound important. But it is. Show me another luxe van that seats 7 comfortably and at the same has a fuel gauge that won’t budge. It’s remarkable. Oh, and it also comes with those tasty government rebates too, which when combined with some state incentives, can even make it cheaper than its gas counterpart! It almost makes you want to have kids. Or just make more friends.

So before you grab your helmet and head to the dealership, I hope you reconsider the usual suspect and explore a few of these automotive outliers. Or tell me in the comments which ones you think I forgot!

In 2016, Super D held their Matsuri event at Grange Motor Circuit in California which brought over Naoki Nakamura and Miki Takagi, along with the Naoki's car, to show off their aggressive driving styles which have made them legends and highly ranked drifters in Japan and abroad. 

The event was marked as a huge success, bringing over drivers to judge as well as actually tandem drifting with those participating. It was dubbed the "Revival of the Golden Age of Drifting" in the U.S. and has reignited the trend of sending the best and most exciting drivers from Japan to various locations around the world.

Sending drivers along with their cars from Japan is not cheap, with likely little to no returns on those costs. That did not stop the minds behind Super D to continue. Soon after the Super D Matsuri excitement settled down a bit, the team behind it started to think of ways to match or even better it. What they came up with was something unexpected, but very interesting.

Instead of bringing another big-name driver to the states, drift team Animal Style would bring their cars to Naoki's home circuit, the legendary Meihan Sportsland C Course. Meihan is known for its unforgiving layout that includes a wall along the main straight followed by a wall that likes to introduce itself to at least a few cars during every event. 

Arriving a bit after the start, the wall had already claimed a JZX100 and later in the day would claim two more cars along with forcing several others to make repairs. For those experienced in driving at Meihan, it is an acceptable risk and as it was, it was the experienced drivers that experienced the most crashes. 

For Animal Style members Ryan, Jason and Julian, it was their first time in Japan and their impressions were all-around positive. They were all undeterred when facing the intimidating Meihan walls along with legendary drivers who are well known for competing in various professional drift series including D1, Formula D and King of Nations. They definitely held their own with Julian breaking into the top-16 tandem tournament. 

The biggest question was—how would the locals react to a foreign event coming to Japan? The answer was enthusiastically. Similar to Final Bout, most drifters in Japan have heard about Super D thanks to all of the media coverage Super D Matsuri received. This also means that many in attendance came to specifically see how the American style compared to Japanese style, in terms of both cars and driving. Everyone was impressed with both.

The event felt like a big deal, similar to Kansai All Stars—it had plenty of spectators, top-level drivers and of course, several vendors. For the Animal Style members, they are all now looking at ways to have cars in Japan and make regular trips to experience the variety of tracks. For Jason, he is looking forward to drifting at Nikko and Ebisu Circuits in the near future. We are definitely looking forward to their next visit over. 

Everyone would like to extend a heartfelt thank you to Wolfreign Motors who organized things stateside and Stacked who organized things in Japan. Also, a special thanks to Meihan Sportsland, Origin Labo and B-West Co. for running the event and their continued support of both Super D and Animal Style. 

Check out the gallery to see all the action from Super D Japan.

These days the market for high end, high performance cars is more competitive than ever—with new choices popping up regularly. Next up to join the fray is the long-awaited version of Aston Martin's iconic Vantage which was revealed this week.

Set to be delivered during the second quarter of 2018, the new Vantage features a design that's incredibly modern while also keeping the classic, elegant lines that the brand is known for.

Under the hood sits an AMG-sourced 4.0 liter V8 with twin turbochargers rated at 503 horsepower mated to a rear-mid ZF 8-speed transmission. A state of the art electronic differential puts it all to the ground.

While 503 horsepower is not a massive figure by current Supercar standards, Aston Martin claims the Vantage will get to 60 miles per hour in just 3.5 second and hit a top speed of 195 miles per hour.

Naturally, the car had all of the requisite high performance technology—like multiple driving modes and adaptive suspension. While the body has been honed in the name of aerodynamics, it refrains from looking too much like a space ship and still keeps that iconic Aston Martin coupe profile.

At the same time, Aston Martin also debuted the new Vantage GTE race car which will do battle in the WEC beginning next season. The race car was developed directly beside the road car and Aston Martin logged over 13,000 kilometers of track testing during the process.

Whether on the streets or the race track, the new Vantage should be another hit from one of the world's most respected performance and luxury car brands. When does the next James Bond movie come out anyway?

Upon disclosing each Power Stroke diesel’s breaking point in our Threshold for Pain series, we realized we’d better clue you in as to what each brand’s transmissions are capable of handling, too. After all, most transmissions fail before you’re ever able to realize the full potential of the engine mounted in front of it. As for the Ford camp, its automatic transmission offerings have only gotten better over the years. For example, back in the day an E4OD subjected to 300-rwhp and 600 lb-ft of torque on a regular basis could lunch itself rather quickly. Fast-forward to the present and the current 6R140 TorqShift has no problem harnessing 600-rwhp and 1,200 lb-ft for tens of thousands of miles.

Without going any further, however, we have to address the simple fact that these power thresholds aren’t set in stone. Case in point: the weekend warrior’s transmission might hold up 10 years at the 500-rwhp mark, while Joe “heavy foot” Blow’s bone-stock, yet highly-abused truck could blow through three slushboxes a year. It’s all in the operator as to how long your transmission copes with added power and/or abuse.

After you digest what Ford’s E4OD, 4R100, 5R110 and 6R140 automatics are capable of, stay tuned for our installment on the Allison, the transmission that brought medium-duty robustness to GM’s HD truck line.

1. E4OD (’94.5-’97)

To say the E4OD is the weakest automatic transmission to have ever been mated to a Power Stroke would be true, but you have to remember that it was based off of the C6—a design that was 30 years old (and originally intended solely for gas engines) when the 7.3L Power Stroke came along in the middle of 1994. With the addition of steel planetaries (in most, but not all units) and a different torque converter with a higher torque holding capacity, Ford readied the heaviest duty automatic in its arsenal for the 7.3L Power Stroke. As long as the 7.3L Power Stroke goes unmodified, the factory E4OD will generally live a while. Although, it can still be killed at the stock 210 hp and 425 lb-ft level with heavy abuse.

Looking at things from a performance perspective, all transmissions will need to be rebuilt or reinforced at some point—and the E4OD’s and 4R100’s are arguably the cheapest to build up. Tow-anything transmission builds can be had for as little as $3,000, with all-out competition-ready units going for anywhere from $6,000 to $7,500. Most E4OD’s in good overall health can be fitted with a quality triple disc converter, an upgraded valve body and live in the 350 to 400-rwhp range under the right foot of a sensible driver. However, there are still many Achilles Heel-type weakness lurking inside an E4OD’s case that can surface at any time (more on that below).

Boiling Point: 250 to 350-rwhp

2. 4R100 (’99-’03)

While it’s best to think of the E4OD as an overgrown C6, the 4R100 can be viewed as the new-and-improved version of what is essentially a 1960’s era transmission. Beginning with the 4R100 (which coincided with the debut of the Ford Super Duty), a PTO option, two additional speed sensors and all-steel planetaries were added, as well as a stronger torque converter with a different lockup method. However, it too suffers from many of the same internal weaknesses as the E4OD (namely failed coast clutch drum and Overdrive drum snap rings, center section bolts that are known to back out and a reverse hub that’s notorious for blowing out).

If you’re getting away with hot-rodding around with a 140 hp chip installed on your 7.3L Super Duty (especially a late ’99 and newer version), we wouldn’t throw a set of bigger injectors in the engine and expect all to be well with the stock 4R100. While it can handle 350 to 400-rwhp a little better than the E4OD, it won’t tolerate it forever. At this point, it’s either build it or lay off! As far as failing due to increased horsepower and torque, the converter is usually the first item to go, if not the direct or overdrive clutches (which, aside from the converter are subjected to maximum torque production with the engine under full load). Also like the E4OD, the 4R100 is still relatively plentiful and can be built fairly affordably.

Boiling Point: 350 to 400-rwhp

3. 5R110 TorqShift (’03-’07)

Night and day difference from the four speed automatics Ford offered from ’94.5-’03, the 5R110 TorqShift behind the 6.0L Power Stroke isn’t based on a previous design. Technically a six-speed, but advertised as a five (the extra gear is only used for cold weather warmup), the 5R110 features adaptive control, which monitors and adjusts shift points in real time—to ensure consistent shifting and also to account for wear. In stock form, it can withstand considerable abuse. How does 500-rwhp for extended periods and 550 to 600-rwhp for racing purposes sound? It's torque converter is light-years ahead of what was offered in the E4OD and 4R100’s in terms of holding capacity and even when the early 5R110’s do fail, it’s rarely the converter’s fault. When the TorqShift behind a 6.0L bites the dust it’s usually due to the direct or overdrive clutches failing.

Boiling Point: 550-rwhp

4. 5R110 TorqShift (’08-’10)

Stronger yet was the ’08-’10 version of the 5R110 found behind the compound turbo’d 6.4L Power Stroke. It’s fitted with a different stall, 8-bolt torque converter (vs the 6-bolt employed in the ’03-’07 unit), higher pinion count planetaries and a deeper pan. Unlike the 6.0L version, this second generation TorqShift isn’t on the edge of what it can handle at 550-rwhp (and 1,100 lb-ft of torque). Rather, it can live there for years with sensible driving.

In competition environments, or when the owner only runs his or her truck hard on occasion, the stock ’08-’10 TorqShift can withstand 700-rwhp and more than 1,300 lb-ft of torque. We’ve seen several tune-only 6.4L-powered Super Duty’s roll around all week at 550 to 580-rwhp and then clear 700-rwhp with a whiff of nitrous at the track and live to tell the tale for a few years. No other transmission in the diesel truck segment has proven capable of doing this—except for the newest TorqShift on the market (keep reading).

Boiling Point: 600-rwhp (but will survive an occasional blast of 700 to 800-rwhp)

5. 6R140 TorqShift (’11-Present)

The definition of rugged, the six-speed 6R140 TorqShift that debuted behind the 6.7L Power Stroke in 2011 has proven even stronger than the second generation 5R110. By the way, the “140” in 6R140 is said to be code for “1,400 lb-ft,” the unit’s factory torque capacity. So even though Ford Super Duty’s are now leaving the assembly line packing 925 lb-ft, there is quite a bit of room for error built into the heavy-duty slushbox underneath them.

It’s no secret that Ford’s primary competition in the diesel-specific transmission segment is the Allison 1000. And as such, its 6R140 TorqShift rivals the reknowned, commercial-duty A1000 in many ways. Its input shaft measures 1.18 inches (vs. 1.26 inches on the Allison). It’s output shaft measures 1.61 inches (vs. 1.75 inches on the Allison). Even its overall dry weight mimics the iconic A1000 (325 pounds vs. 330 pounds for the Allison). A one-piece bell housing certainly won’t lend itself to any sort of flex, either. It’s no wonder these transmissions are living, trouble-free, in countless late-model Super Duty’s clearing 650 to 700 hp at the wheels.

Boiling Point: 650 to 700-rwhp

6R140: A Severe Duty Transmission

You’ll also find the 6R140 in Ford’s medium-duty segment. In fact, it’s the only transmission option available for F-650 and F-750 trucks. How’s that for confidence in its six-speed automatic?