When we decided to chase the Baja 1000, we knew we needed an off-road capable vehicle that could haul our team and gear around safely and we found the perfect answer in the 2017 Toyota 4Runner TRD Pro. The terrain you'll find on the Baja peninsula requires a do-all vehicle—something that can handle the 1,130 miles of chasing the race, entailing traveling over dirt, rocks, silt and plenty of far-from-perfect highways.

During the course of our adventure, we discovered the 2017 4Runner TRD Pro is Toyota Racing Development’s ace-in-the-hole for off-road capable machines. While the 4Runner has been regarded as a formidable off-road vehicle for the last 33 years, this latest generation’s flagship model has set the bar high for off-road capable mid-size SUVs. The TRD Pro model comes equipped with a host of features that make driving on- and off-pavement easy, but we’d be lying if we said driving it wasn’t a whole lot of fun too.

On the outside, the TRD Pro version doesn’t look far removed from the 4Runner's base model, at least to the casual observer. TRD's engineers gave this 4Runner a 1" suspension lift via a specially tuned Bilstein high performance suspension system, complete with bigger diameter struts up front and reservoir shocks in the rear. Also unique to the TRD Pro is a more aggresive black accented tailgate and grill trim. Toyota topped it off with a TRD-stamped aluminum skid plate and black TRD Pro badges on both quarter panels.

The road conditions and unforgiving terrain in Baja are the ultimate torture test for any set of tires, so having the proper set of shoes for chasing the 1,130 mile race is crucial. The TRD Pro comes standard with a set of 17" black powder coated TRD aluminum alloy wheels, wrapped in Nitto Terra Grapplers. The all-terrain Terra Grapplers provide ample traction in the dirt, while staying quiet and smooth on paved surfaces. This dynamic tire falls in line with Toyota's goal of producing a luxurious and smooth SUV with the chops of a hardcore off-road rig.

The occasional off-roader will find a host of electronic systems in the TRD Pro 4Runner to aid in keeping them moving through even the toughest terrain. The "Crawl Control" function allows the driver to set a pace electronically while moving over rocks slowly in low range 4-wheel-drive—much like an off-road cruise-control, this function allows navigation over tough terrain without pressing the brake or throttle pedals. Additionally, a multi-terrain selector sets the optimum settings for a variety of terrains—from loose dirt to sand, rocks and more. Toyota’s proven electronic locking rear differential keeps both rear tires spinning at the same speed so that the SUV keeps moving through even the toughest trail conditions, including the infamous silt beds of Baja.

Inside, the TRD Pro 4 Runner almost looks like something you wouldn’t want to take off-road. Heated black leather Softex seats accented with red TRD stitching have additional side-bolstering to keep passengers snug through bumpy trails, while also being comfortable enough for 10 hours of driving each day. Audio interfaces can be hit-or-miss in new cars, but we were pleasantly impressed with the EnTune audio system in the 4Runner—especially so due to the conditions we encountered in Baja. As many parts of the Baja Peninsula lack cell phone data coverage, leaving us without Google Map apps and music streaming, we stayed covered with our in-car navigation system and integrated satellite radio which both worked flawlessly.

The folding rear seats allow for the luggage space to be increased without fear of scratching the leather, but we doubt you’ll need it. The trunk space was big enough for all our, suitcases, gear bags, camera equipment and tools. There was even enough space left to store our ARB 50-quart Fridge/Freezer, plugged into a cleverly placed 12-volt power outlet and 400-watt power inverter in the trunk. These amenities made the long days of driving through the desolate Baja peninsula much more comfortable.

Toyota and TRD hit the nail on the head with this 5th-generation 4Runner. The TRD Pro is tough, yet elegant. It boasts the stature of a luxury SUV that can easily be turned into an off-road rig with the flip of a few switches and levers—and it doesn’t come with the price-point of other brands claiming to do the same (yes, Land Rover… we’re talking about you guys.)

Most importantly, the TRD Pro 4Runner isn’t just a pavement princess with extra buttons on the dash. It wants to be driven, hard. Just when you think you might be abusing it, the 4Runner seems completely at home and asks for more fun. It impressed us with every mile along the 50th Baja 1000, setting a new standard for SUVs that are ready to play right off the assembly line. With features that can conquer practically any kind of terrain thrown at it, there remains only one question. Where will you take yours?

StanceNation Japan returns once again with their G Edition event at Odaiba, Tokyo. The variety of cars is as large as ever with most cars being new or reimagined—so while we didn't get surprised by builds such as the hotly debated Ferrari 348TS or Daihatsu Mira Gino of last year, we did still find plenty of quality builds. What follows are 5 of our favorites with a full gallery above.

StanceNation Japan G Edition is a collaboration event between StanceNation (USA) and Geibunsha, which publishes magazines in Japan such as Stance Magazine, VIP Car, Nostaligic Hero and Custom Car, to name a few. This brings close to 500 cars to the event, creating quite the backup due to the limited number of entrances—plus the fact that most of the cars in attendance have difficulty clearing anything over 1-inch high.

1. Fairlady with a VTEC Heart

On the outside, the Ze Create Fairlady looks aggressive with its overfenders and rear slicks while sitting on a set of HRE wheels. Pop the hood and it's clear why the rear tires are so meaty as an HKS supercharged F20C engine sits neatly in the engine bay.

2. Cima

This Y32 Cima was finished just in time for this year's event and features a modified E30 Rocket Bunny fender kit with a set of Work Seeker SXs. This Cima also has a bit of secret in the form of an RB26DET swapped in.

3. Candy NSX

Suguru Ishai brought his freshly painted NSX to the event. Previously a teal color, the new candy red features a metal etched flame base which had many people asking him how he did it. Having only finished putting it together the night before, it was a bit of scramble to get it finished, but he succeeded and is looking forward to getting it out on the track.

4. Violent

This Z33 is bound to catch your attention with its bright mustard color finish and flush-to-fender tire fitment. It is definitely a love or hate reaction and becomes a bit more so when you see that the interior is fitted with what looks like a full switch board and cool air duct for the driver.

5. GT300

A car you would normally expect to see at Fuji Speedway or Tsukuba Circuit, this RX7 with full RE Amemiya GT300 aero was a pleasant surprise. If you feel it looks a bit different than the RE Amemiya GT cars that run the same aero, you would be right. As the you compare the fender cutouts, you will notice this does not appear to have as big of a wheel and tire combination as the real GT cars.

6. Still Mad

The Mad Max-themed Odyssey that we spotted earlier this year at the Mooneyes Street Car Nationals returned with less barrels and bit more WTF. Barely recognizable as its former self, the owner must keep a stock of tetanus vaccine on hand in the event he or anyone else walking by gets an accidental poke.

Look through the gallery above to see all the variety on hand at this year's StanceNation Japan G Edition.

When Ford announced its updates to the Mustang for the 2018 model year, much of the talk was about the car's new front end and not so much about its mechanical upgrades. But it turns out the performance bump in the '18 Mustang GT has paid off in a very big way.

The good folks at Hot Rod Magazine recently got a hold of a fresh 2018 Mustang GT equipped with the performance package and the new 10-speed automatic transmission and took it to Orlando Speed World in Florida to see what kind of ETs the car could turn in bone stock form.

Along with the new automatic transmission (a six-speed stick is still available of course) the 5.0L Coyote V8 has been bumped up to 460hp for 2018 and the Mustang GT now includes "Drag Strip Mode" for those looking to lay down the best ET at the track.

As soon as the car hit the track, Hot Rod was able to get an 11.94 ET. After playing around a bit, they were able to set a best ET of 11.83 at 119 miles per hour—an astonishing figure for a bone-stock Mustang GT.

You can find out all the details in the full Hot Rod story, but this is big news for the Mustang faithful and anyone who appreciates an old fashioned horsepower war. Like so many other gearheads, we absolutely can't wait to see what the 2018 Mustang GT is capable of with a set of drag radials and some simple performance upgrades. Hats off to you, Ford!

It’s hard to imagine a guy you’d trust more with a car than Jay Leno, longtime collector and advocate of auto preservation and restoration. So when Jay launched a line of vehicle care products, we took note. Jay Leno’s Garage offers a full range of products to keep your road-going automobile in pristine condition, but out of all of them, a couple grabbed our attention.

Not Your Old Clay Bar

Any car person will be familiar with a clay bar, but we’d never heard of a clay mitt. Doing the same work as a clay bar would—namely, removing embedded paint contaminants from the surface—a clay mitt uses synthetic rather than natural clay so it can be made into a handy, reusable, washable “mitt.” Why do we love this idea so much? Here are a couple reasons:

If you’ve ever clay-barred a car, you’ll likely remember the cramped, claw hand you were left with afterward. Holding that little piece of clay while you scour the entire surface of the car is a pain—literally! The JLG Synthetic Clay Mitt gives you much more to grab hold of in a comfortable mitt form.

Natural clay must be thrown away once it becomes too saturated with dirt and particles, or if it’s dropped on a dirty/dusty surface like the garage floor or driveway. Alternatively, synthetic clay can be rinsed to clear away embedded particles—meaning it can be used longer with the assurance that it hasn’t gotten too grimy during your detailing job.

Evaporate Drying Aid

After first being surprised by a clay mitt, we were really taken aback by something called a “drying aid.” While it seems counter-intuitive at first to spray liquid on the surface you’re working to dry, doing so brings with it some benefits.

Every time your car’s paint is touched, it’s an opportunity for scratches—and the drying process is no exception. Think of those scratchy, old towels many of you likely use for this last part of a car wash. The JLG Evaporate drying aid lubricates the drying process, leaving behind a durable-synthetic coating that ups the glossiness and helps to repel water and dust while also preventing small scratches and swirl marks the drying process can otherwise leave behind.

While we’d never heard of a clay mitt or drying aid, we’re excited to be using Jay Leno’s Garage Clay Mitt and Evaporate products for our car-washing routines.

Find out more or purchase at lenosgarage.com.

The wait is finally over! For Ford fans holding out for a fuel-efficient diesel F-150, the time has finally come. Having been in Ford’s global portfolio for well over a decade, the Duratorq/Lion 3.0L Power Stroke diesel isn’t necessarily a “new” powerplant. However, Ford states the U.S. version was designed and engineered by the same team responsible for the 6.7L Power Stroke you’ll find in 2011 and newer F-150s.

To give you better insight into just what you can expect from the 1/2-ton turbodiesel, we’ve broken down the 10 things you need to know.

(photos courtesy of Ford)

1. 30 MPG

You’re reading that correctly. Ford is stating that its new diesel offering is targeted to get an EPA-estimated 30 mpg on the highway. That figure best Ram’s EcoDiesel V6 by 3 mpg’s.

2. Best-in-Class Towing

Ford is aiming directly at the market who tows frequently. Thanks to 11,400 pounds of towing capacity, it now nabs the best-in-class towing capacity mark. This is something we’re sure Ram will be coming back after soon.  

3. 440 lb-ft of Torque

The turbocharged 3.0L V6 diesel is fit with a variable-geometry turbo to decrease turbo lag and improve responsiveness. Using the same compacted-graphite iron block construction and forged-steel crank found on the company’s 2.7L EcoBoost, the compact diesel is cranking out 250 horsepower and 440 lb-ft of torque. The peak torque figures coming in at 1,750 rpm.

4. Premium Models Only

As you might have guessed, getting into a diesel model will require you to look for a Lariat, King Ranch, or Platinum edition. The extra charge for the diesel engine will be $4,000 for Lariat trims, while the other two premier models will cost you an extra $3,000. There will be XL and XLT versions only for Fleet customers. 

5. No Exhaust Brake

Unlike its bigger brother, there will be no exhaust brake option on the 3.0L Power Stroke. Instead, Ford uses the 10-speed automatic transmission to help moderate speed effectively when you’re towing or hauling up to 2,020 pounds of payload.

6. Definitely DEF

As is the case virtually across the board with diesel trucks, the 3.0L diesel uses an advanced emissions system with diesel exhaust fluid to ensure a smoke-free powerplant. You’ll find a 5.4 gallon DEF holding tank which is estimated to last around 10,000 miles.

7. More Gauges

To ensure you can stay on top of things like DEF fluid levels, boost and oil pressure, the instrument cluster has few extra gauges for you to toggle through. You can even check on the status of your engine’s fuel filters (this engine gets two).

8. Common-Rail

If you’re familiar with our diesel engine builder series, then you’re probably familiar with the advantages of running a common-rail injection system. Ford’s high-pressure system is capable of producing 29,000 pounds per square inch. This could make for some interesting opportunities for those looking to tweak the power numbers with some aftermarket help.

9. Why the Wait?

If Ford seems a little late to the party with an engine they’ve clearly had for a while, one might wonder why. We’re guessing a combination of Federal emissions regulations combined with consumer demand largely played a major role. Given that the new F-150 is lighter thanks to an aluminum body, and it has a more versatile 10-speed transmission, Ford’s wait could prove to be a smart move.

10. Order Now-ish

Starting in mid-January, dealers will be taking orders for 4x4 and 4x2 models of the 2018 F-150 with the 3.0L Power Stroke diesel.

Learn more about the Power Stroke Diesel family of engines.

Most car guys have a dream car. For some, it’s that poster perfect supercar, while others prefer a more customized vehicle. For the Atlanta Braves catcher, Tyler Flowers, that dream machine was a fourth generation Toyota Supra. As is the case with many dream cars, Flowers’ love for the Mark IV Supra started with a simple attraction to the timeless styling.

Similar to many car enthusiasts of a particular decade, the Supra’s breakout role in the original Fast andFurious film would help fuel his want for the highly-sought-after Japanese muscle car. Moving his way up through the minor leagues, it wouldn’t be until be until 2009 when Flowers broke into the majors that he could finally secure his dream car. However, finding that perfect car proved to be a challenge. This is primarily due to the fact that the last year of the Supra in the U.S. was 1998.

Having only a five-year window to locate his ideal ’93-’98 Supra, he began the often painful used car search. He states there were a good assortment of modified turn-key Supras he found, but they were either out of his budget at the time or clearly driven hard and put up wet. This led him to adjust his search away from the more desirable twin-turbo-powered Supras, and focus on the naturally aspirated version. His thought at the time was an N/A car was less like to be abused or heavily modified, leaving him more opportunities to upgrade as he saw fit.

After an extensive search, he landed on a ’97 Toyota Supra N/A in Texas. Once securing the car, Flowers immediately went to work to transform it into the car he always wanted. We caught up with Flowers during the off season while visiting Shine Auto Salon in Alpharetta, Georgia. There, the car was in for a ceramic paint treatment, something that Shine specializes in. While you can learn more about the car from Flowers himself in the video above, we’re highlighting some of the standout features of the pro baller's car below.

Supra purists may scoff at the idea of an N/A Supra as the original 2JZ-GE version of the engine only put out a lowly 230hp compared to the more desirable 320hp base on the 2JZ-GTE. Thankfully, there’s plenty of aftermarket support for the N/A engine.

To give the car a serious horsepower boost, a Precision 6466 Gen 2 turbo was installed along with an ETS four-inch core intercooler, custom 4-inch turbo-back exhaust and HKS titanium muffler. To balance the air and fuel, a custom piggy-back tuner module was used, while a Mishimoto radiator helps keep the car running cool.

Flowers learned the hard (expensive) way that the N/A version of the car wasn’t equipped to handle the engine's newfound power. This led to a complete transmission swap to the more robust Getrag V160 six-speed manual. Along with this came an entirely new TRD rear differential and custom rear driveshaft.

Flowers was a fan of the wide-body conversions he’d seen for the Mark IV Supra, but not the hefty price tag they commanded. He came up with a creative solution to his wide-body thirst by having Shine Auto Project carbon fiber side skirts custom fit to his car. This labor-intensive conversion took an entire baseball season to complete. The conversion ended up making the car a bit wider than Flowers had originally planned, but the bonus width ended up working out perfectly for the tire and wheel combo he was aiming for.  

To increase the handling and stance of the car, TEIN coilovers were secured at all four corners. The carbon-fiber side-air diverters were sourced from Shine as well.

One of the first modifications to the car was the APR Performance GTC-300 carbon-fiber wing. As more carbon-fiber bits were added on, the car would end up with a Black Magic Pearl paint job to blend all of the mods more seamlessly.

Up front, more carbon fiber appointments were secured as a SEIBON hood works with a Shine splitter. Projector headlights with LED halos ensures Flowers excellent visibility when he’s heading home from night games.

Putting the power to the ground are a set of Nitto’s Ultra High Performance INVO tires at all four corners. Flower’s states the INVO tires were at the top of his list when looking for tires as the price, performance and quality of the treads made them a go-to.

A 13-inch-wide rear and 11-inch-wide front ADV1 TF5 custom forged wheel set fits nicely under the car. Stopping the 19-inch-wheels are massive Brembo rotors, pads and calipers.

Converting from what used to be a tan interior to a black one was just one of the many customized interior options. Along with an assortment of Pro Sport digital gauges and a cleverly placed push-to-start button, the classic Toyota buckets were pulled in favor of set of Recaro EVO 9 MR seats.

With only 50,000 miles on the clock, Flowers’ Supra is an amazing example of what you can do with a 20-year-old car. While the professional athlete stays busy during the season, he always makes sure to get behind the wheel of the Supra when he can. Future mods include swapping out the original N/A engine for the more powerful turbo’d 2JZ-GTE.

While the Supra was his dream car, it’s not the only eye-catching rig in Flowers’ car collection. For more practical needs, you can find him behind the wheel of his Duramax-powered ’15 GMC Denali. Of course, it too has been modified, courtesy of an 11-inch suspension lift and 38-inch-tall Nitto Trail Grapplers. When he’s looking to feel a little more domestic muscle, he opts for his ’17 ACR edition Viper. There’s also an M3 that gets a little love in there too.

Hard Facts: Tyler Flowers' '97 Toyota Supra

Be sure to check out more images of the car in the photo gallery below. 

We first saw this modified 2016 Lamborghini Huracán LP580-2 when #HuracánDrift dropped. Since then, owners Samuel and Stina Hübinette have continued driving the rubber off the Huracán. We thought it was about time to pair up with them for a follow-up, but first the Lambo needed a little boost. VF Engineering's VF 800 series supercharger provided an extra 200hp—which the Lamborghini would need when faced-off against an Ultra4 rig on the dragstrip for #HuracánDrag.

Specs: 2016 Lamborghini Huracán LP580-2

Take a closer look at this very special Bull in our Ride of the Week video above and catch the big race here.

2017 was a year filled with firsts and unexpected twists. As we await the action of the coming season, let’s look back on some of the heights we saw last year.

Race 1: Shannon Campbell

Nitto King of the Hammers Powered by Optima
Johnson Valley, CA

Becoming the first-ever three-time King, Shannon Campbell blazes through the finish just behind son Wayland, winning the race on elapsed time and grit.

2nd: Wayland Campbell
3rd: Jason Scherer

Read a full race-day recap of last year's KOH Main race here—RACE TO THE FINISH: KOH 2017 RECAP.

Race 2: Wayland Campbell

Vaquero 212
Sierra Blanca, TX

Teaming up with TORRA, ULTRA4 headed to West Texas for this inaugural event that saw 4400 racers compete in 200 miles of desert terrain, with Wayland taking his first-ever first place finish.

2nd: Loren Healy
3rd: Randy Slawson

Ultra4 hit Texas strong and this race was a close one, read the full story here—VAQUERO 212: WAYLAND CAMPBELL TAKES THE WIN AT ULTRA4 TEXAS.

Race 3: Clay Gilstrap

Holley EFI Clash at Cross Bar Ranch
Arbuckle Mountains, OK

Cross Bar Ranch threw every obstacle imaginable at racers for this one, including almost 10” of rain and two tornadoes. Attrition was high, but some strong ones prevailed.

2nd: Wayland Campbell
3rd: Josh Blyler

This race took a lot of perseverance and determination to finish, read the entire recap here—AGAINST ALL ODDS AT THE ULTRA4 CLASH AT THE CROSS BAR.

Race 4: Levi Shirley

MetalCloak Stampede
Rancho Cordova, CA

Bringing home his first-ever U.S. win, Levi Shirley shot through the obstacles that held so many back. Wayland was hot on his trail, solidifying the season-long battle these two young guns would have.

2nd: Wayland Campbell
3rd: Tom Wayes

Keeping the unprecedented driver accomplishments going, MetalCloak was no exception. Get the full story—ALL THRILLER, NO FILLER: 2017 METALCLOAK STAMPEDE RECAP.

Race 5: Levi Shirley

RCV Badlands Brawl
Attica, IN

Levi showed that his Stampede victory was no fluke, notching another ULTRA4 victory while Wayland charged from the back of the pack to secure a podium spot alongside him.

2nd: Wayland Campbell
3rd: Josh Blyler

This course is never an easy one to navigate, read how the full race went down in our recap & gallery—STAMPEDE REPEAT: 2017 ULTRA4 RCV BADLANDS BRAWL.

Race 6: Wayland Campbell

KMC Battle in BlueGrass
Bedford, KY

Borrowing dad Shannon’s car for the Main, Wayland Campbell hunted down Levi before overtaking him on the final leg. Erik Miller also showed incredible skill working up from the back of the pack to tie for third.

2nd: Levi Shirley
3rd: Tie between Erik Miller & Josh Blyler

The national points race surely heated up as this action-packed race played out. Read the full recap—TREES TAKE A TOLL AT THE ULTRA4 2017 KMC WHEELS BATTLE IN BLUEGRASS.

Race 7: Loren Healy

PCI Radios Fallon 250
Fallon, NV

Leading from flag-to-flag for 250 miles of desert, canyons and rocks, Loren tasted dominance once again as he struck a flawless win on a 7-minute lead.

2nd: Levi Shirley
3rd: Randy Slawson

The fastest and dustiest race to date, see how things heated up in our race recap—RED HOT: HIGH SPEEDS & 100 DEGREES AT 2017 ULTRA4 FALLON 250.

Race 8: Jason Scherer

4 Wheel Parts Nitto National Championship
Reno, NV

A huge field vetted out many with attrition, with less than half of the 4400 racers getting past qualifying. Jason took the lead from the line and never looked back for this 12-lap main, while Levi and Wayland battled it out to decide who would become 2017 National Champion.

2nd: Levi Shirley
3rd: Wayland Campbell

Sure, a national championship is on the line, but so are the spots on the podium for this crowd-favorite race. Get the full weekend's recap here—2017 ULTRA4 NATIONALS TAKES THE 4400 CLASS BATTLE BACK TO RENO.

2017 National Champion: Wayland Campbell

Edging out Levi for points, Wayland earns a hard-fought national championship. With this winning streak setting the stage, what’s in store at King of the Hammers 2018?

Hammers is coming! Have you subscribed to Driving Line to catch all the epic action? Sign up here.

Since the first Willys flatfender rolled off the assembly line in 1941 to the current day Wrangler, the thirst for more power under the hood has always been there. While modern V8 swaps tend to garner the biggest fanfare and power, they aren’t necessarily easy on the wallet. For those who are not afraid to spend a little time at the picking yard, there are some other engine options that could net you the performance you’re looking for at a more reasonable price.

Below, we’ve put together a list of five inexpensive engine options that could make for a worthy heart transplant for CJ and Wrangler platforms.

1. OM617 (AKA The Cummins Alternative)

We’ve spent some time giving you the pros and cons of the 4BT, so we thought we’d offer you up a cheap diesel swap option that wasn’t from the Cummins family. The Mercedes-Benz OM617 is an inline-five cylinder that showed up in 300 series during the 1970s and 1980s. The early versions were N/A, with the later renditions being fixed with a turbo. Both mills have been proven to last half-a-million miles, but we’d opt for the turbo version for the extra boost. Stock power numbers on the 3.0L turbocharged version are around 120hp and 180 lb-ft of torque. We know, we know, not impressive. However, like the Cummins 4BT, you can easily squeeze out more power thanks to a mechanical injection pump.

2. Magnum Power

From the early-1990s to 2002, Dodge and Jeep vehicles could be optioned with a fuel-injected 5.2L or 5.9L Magnum V8. Power numbers range from 220 to 245 ponies and 295 to 335 lb-ft of torque depending on the year and cubic inches. All of them are fit with a cast-iron block, but you’ll want to make sure you pick up one with a rear oil-sump pan. This computer-controlled V8 will require you to grab the ECM and harness from the donor rig as well, along with the emissions equipment. Merging your Jeep’s harness can be done at home or with the help of a few professional companies that offer that service. These engines were paired with both automatic and manual transmissions, offering options in that department.

3. The Other LS

When you hear someone talking about a crazy powerful LS engine swap, it’s not likely they are referring to the 4.8L variant of the engine. As one of the often overlooked V8s in the LS realm, these small blocks can be had for cheap. Since the 4.8L and 5.3L share much of the same architecture (both have the same block, but different internals), the aftermarket potential for real power is there. You’ll be looking for ones under the hood of '99 to '13 GM trucks and SUVs. Stock horsepower figures range from 270 to 302hp, with torque digits nearing 305 lb-ft, depending on the year. Since it is a late-model, fuel-injected engine, you’ll need the computer and harness at the very least.

4. The Legendary 350

If you’re looking for a V8 with a great legacy, look no further than GM’s 5.7L 350ci V8. The fuel-injected push-rod versions you’ll want can be found in GM cars, trucks and SUVs spanning '87 to '96. Don’t let the 210hp and 300 lb-ft of torque figures scare you away, as aftermarket support can get you the power you desire. If you plan on going budget and retaining the throttle body injection system, be sure to grab the harness and assorted electronics.

5. 5.0L Ford Go

This one might be a little out of the norm, but the sheer availability and aftermarket support makes the high output 5.0L Ford V8 a great option. Most commonly found in Ford Mustangs spanning '86 to '92, the 302ci engine can be a sound swap, packing 225hp and 300 lb-ft of torque right out of the gate. An aftermarket rear-sump oil pan will be needed, along with an external fuel regulator and pump, but the cars stock harness and computer are easy to work with.

Learn more engine swap tips.

As the Ultra4 community grows rapidly and more competitors throw in their bid to compete, new challenges have to be born to keep racers on their toes. And while being crowned "King" of the Hammers used to be the highest honor in Ultra4 Racing, with simply finishing the race being an accomplishment in its own, 2018 launches the ultimate competition for only the top drivers. Ultra4 Racing has officially announced the Nitto Triple Crown of Off-Road. This is the first series of its kind for Ultra4, combining desert, short course and endurance racing all-in-one. But the Triple Crown is not open to just anyone—only participants who finish the 2018 King of the Hammers race, or finished in the top 20 of the 2017 King of the Hammers race will be invited to compete in the Triple Crown series. This new series will put the top Ultra4 drivers against each other in three different races, each presenting its own unique challenges.

King of the Hammers

The first, and arguably most grueling race of the Nitto Triple Crown of Off-Road is the 2018 King of the Hammers race in Johnson Valley, California. Dubbed “the toughest single day off-road race in the world,” finishing KOH is a qualifier for entering the Triple Crown competition. Only finishers of the 2018 KOH race, or the top 20 finishers of the 2017 KOH can continue on.

The Mint 400

The second race of the Nitto Triple Crown of Off-Road series is nicknamed “The Great American Off-Road Race.” The Mint 400 is an iconic desert race held in Las Vegas, Nevada each spring by Best in the Desert off-road racing organization—its approximate 400-mile course requires patience and strategy where endurance is key. While this will not be the first time Ultra4 vehicles compete in the Mint 400, it will certainly be a different race this year with the Triple Crown at stake.

Crandon International Speedway

The last stop of the Triple Crown is the 49th Annual World Championship Off-Road Races at Crandon International Speedway in Wisconsin. Known for featuring the widest and fastest short course tracks in the country, Crandon is a stark contrast from KOH and the Mint 400. This last race will be a true test to the Ultra4 drivers’ short course driving skill.

The diversity of these three races requires the most dynamic, well-prepared and strategic Ultra4 teams to push their limits and keep ahead of their competition. With such a stacked field full of past KOH Kings, top finishers and rising talent, the Nitto Triple Crown of Off-Road should be an exciting series to follow as we head into the 2018 Ultra4 Racing season.

2018 Nitto Triple Crown of Off-Road Races and Dates

Nitto King of The Hammers Powered by Optima Batteries | February 9th, 2018 - Johnson Valley, CA
BFGoodrich 50th Mint 400 | March 10th, 2018 - Las Vegas, NV
40th Annual World Championship Off-Road Race | August 31st & September 2nd, 2018 - Crandon, WI

Knowing these three races compose the Triple Crown, who's your pick to win? Let us know in the comments below. Subscribe to Driving Line to catch our coverage of each Ultra4 race this year.

Have you ever wondered where car parts come from? From raw material to finished product, there's a lot of steps involved—today we're looking at the life of a spring. At a quick-glance, a car's compression springs are just wound rods of steel. Below the surface, far more is going on.

In the video above, we follow the many processes involved in turning high-tensile strength wire into Eibach's performance springs—from engineering to tempering and on to vehicle application.

As people who use and enjoy these products every day, it's mind-boggling to imagine all of the engineering and manufacturing that go into what powers our passion in our cars. Watch to be amazed at the the life of a spring.

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When you think of the world's high profile collector car auctions, the first places that come to mind are the annual Monterey auctions, the Scottsdale offerings and the many exclusive car auctions held each year in Europe.

Despite its long-running love affair with exotic and historic cars, Japan has not traditionally been a big spot for high-end automobile auctions. But next weekend that’s going to change.

As part of the upcoming Tokyo Auto Salon festivities, Best Heritage Auctions will be holding its first-ever Auto Salon car auction—and there are some mouthwatering pieces of Japanese automotive history set to hit the block.

While there are just 16 lots scheduled to be auctioned off at Tokyo Auto Salon, the list includes showroom condition Japanese performance cars, race-winning competition machines, iconic JDM tuner cars, restored classics and more. We took a browse through the catalog and found these highlights.

“Brand New” R34 Skyline GT-R

R34 Skyline GT-R prices have been on the rise lately, and this example should set a new record. It’s a 2002 VSpec II Nur model with just 10 kilometers on the odometer. It's also never been registered, making it essentially a brand new car.

Not only is this the most desirable version of the R34, but being in showroom condition it should bring a pretty penny. BH estimates the car will sell for somewhere between $250,000 and $300,000 US.

1969 Hakosuka Skyline GT-R

No selection of Japanese collector cars would be complete without a Hakosuka Skyline—and this ‘69 PGC10 GT-R is one of just 832 four-door Hakosuka GT-Rs produced.

Like all C10-chassis GT-Rs, it’s powered by Nissan’s legendary S20 double-overhead cam straight-six. This particular example recently completed an 1,100 kilometer classic car rally in Hokkaido. It’s expected to sell for between $90,000 and $110,000 US.

Datsun 240Zs

Along with several classics from the Japanese home market, the auction also includes a pair of U.S. market LHD Datsun 240Zs that have found their way back across the Pacific.

Both of the cars are "Vintage Zs," meaning they were part of Nissan's shortlived program of factory restoring and reselling early 240Zs during the mid-'90s. There were less than 40 cars sold, and these two found their way to Japan over 20 years ago. As you can see in the photos, they've been sitting in storage ever since.

Needless to say, these painstakingly rebuilt "Vintage Zs" are hot commodities on either side of the Pacific, and each car is estimated to sell between $85,000 and $110,000.

JUN Bonneville 300ZX

Speaking of Zs, here's another that will be up for grabs. This one, however, is far from factory spec. It's a '91 300ZX built by the famous tuning shop JUN to run at the Bonneville Salt Flats where it hit an incredible 261 miles per hour.

The VG30DETT now displaces 3.1L and makes around 1,000hp. After running at Bonneville, the car returned to Japan where it was converted to street use and it can still be used on the road today.

It's hard to guess the value of a famous tuner car like this one, given that so few have been sold at public auction, but BH estimates the car should sell for between $80,000 and $110,000.

Top Secret V12 Supra

Here's a car that should be recognizable to anyone who has followed the Japanese tuning scene—the Top Secret V12 Supra, which debuted at Tokyo Auto Salon back in 2007.

Starting with a JZA80 Supra base, Kazuhiko "Smokey" Nagata and the team at Top Secret fitted a V12 from the Toyota Century, twin turbocharging it for an output of 943PS.

In 2008 Nagata took the car to Italy's Nardo Ring where he recorded a top speed of 358 kilometers per hour. How much can you expect to pay for this legendary creation? Between $80,000 and $120,00.

1990 Nissan R90CK

Of all the cars scheduled to go across the block in Tokyo, this one is estimated to have the highest value—and with good reason. It's a '90 Nissan R90CK Group C racer with an extensive race history, including 1990 24 Hours of Le Mans.

The R90CK is powered by a 3.5L twin-turbocharged V8 engine dubbed VRH35Z, and in qualifying trim it could be dialed-in to make around 1,200hp for those long blasts down the Mulsanne Straight.

Far from being a museum piece, the car is in full race-ready condition and most recently took second place in its class at the 2016 Le Mans Classic. If you want to add this piece of Nissan racing history to your collection, you can expect to part with between $1.5 and $2 million.

We'll certainly be watching to see what these machines end up selling for, and will also be curious to see if this leads to more Japanese tuner and race cars being put up for public auction. For more information on the auction or the vehicles being sold you can check out the BH website.

Walking out of the cold, sunny morning and into the 11 halls of displays and booths at Tokyo Auto Salon is slightly overwhelming, to put it lightly. Each hall stretches out as a sea teeming with paint, flashing lights and visitors below the entrance stairs, while the sounds of race videos and booth DJ’s sweep in on all sides. We're not at SEMA anymore, this is Tokyo Auto Salon—Japan's equivalent major industry car event.

Once down in the mix of things, one begins to notice how Tokyo Auto Salon is a land of extremes. Be it the freshly debuted Subaru Viziv STI Concept, a Jeep flexing on 40” Nitto Mud Grapplers, a Lamborghini drenched in crystals, or a Lotus kitted-out in dry carbon fiber from stem-to-stern, there’s full commitment everywhere.

The gallery above serves as just a taste test to whet the appetite, but rest assured there is much more (and more in-depth) coverage from Tokyo Auto Salon on the way!

View all of Driving Line's Tokyo Auto Salon coverage here.

Occasionally, we like to stir the automotive pot, and this one is sure to do it! It’s the age-old diesel vs. gas debate—and it’s guaranteed to get a few of you into a verbal throw down. While both forms of propulsion have their place, diesel tends to dominate when big jobs have to be tackled as efficiently and reliably as possible (hence its preferential use in the military, construction, transportation and railroad industries). On the racing scene, gasoline engines have long held the throne in most categories.

However, in recent years, diesel technology has advanced at a rapid pace, which has only promoted further versatility—namely in 3/4-ton and 1-ton trucks. No longer are these oil-burners limited to workday chores. It’s now common to spot an 8,000lb, diesel-powered Ford, GM or Ram tearing through the quarter-mile in 13, 12, 11 and even 10-second intervals. Diesels have also begun to draw large crowds at chassis dyno competitions and headline the biggest sled pulls in the country. Once upon a time, the Audi R10 TDI even infiltrated (and dominated) the esteemed Le Mans racing series.

So, with diesel excelling in so many key areas, is it the better engine choice? Judging by the title, it’s pretty clear which side yours truly plays for, but whose side are you on? Diesel or Gas?

1. High Compression = More Power & Better Efficiency

What do OEM manufacturers, aftermarket enthusiasts and all-out race teams do to increase power and efficiency in their gas engines? They up compression. Diesels range from roughly 16.5:1 to 19:1 vs. gasoline’s typical 9:1 to 10:1. This means higher cylinder pressures (hello torque), a cleaner in-cylinder burn and—being that diesels rely on compression ignition rather than spark—no worry of pre-ignition or detonation.

2. No Throttle Plate

Unlike a gasoline engine, a diesel doesn’t have a throttle plate (which should more appropriately be labeled a “restriction plate”). This means a diesel’s cylinders are packed completely full of air during every intake stroke, regardless of the driving or operating conditions. By contrast, the only time a gas engine breathes this well occurs under wide-open throttle instances. A lack of throttle (restriction) plate also means no pumping losses for the diesel engine. Did you know a gas engine expends as much as 40-percent of its total power output trying to overcome its own air (throttle) restriction?

3. Any-Purpose Engine

No other internal combustion engine is as versatile as a diesel. For instance, only a diesel-powered pickup can be used as an all-in-one work truck, tow rig, sled puller, drag racer and daily commuter and remain as reliable as it was the day it left the factory. There are thousands upon thousands of diesel trucks making 500hp (1,000 lb-ft) or more that serve all of the above functions, not to mention that four-wheel drive models offer year-round drivability and off-road capability. The allure of a diesel engine is its do-anything nature.

4. Better Ingredients

Because diesels feature high compression ratios, see high cylinder pressures and are typically turbocharged—they’re built with burlier parts to withstand all the stress. This means premium items like forged-steel connecting rods, four-bolt mains, six head bolts per cylinder, compacted graphite iron blocks... even bed plates make it into a lot of diesel engines. As well, nearly all heavy-duty diesel engines are gear-driven (no timing chains or belts).

5. Leaner Air-Fuel Ratio

When you run a gasoline engine too lean you kill its power potential, run the risk of overheating or worse, melting a piston. In an effort to cool down combustion, gas engines will dump extra fuel at wide-open throttle. The complete opposite is true of a diesel. Lean out the fuel and the engine runs cooler. Add fuel to the mix and combustion temps and exhaust gas temperature goes up. This is why diesels run a leaner air-fuel ratio than gas engines. In fact, some diesels utilize an air-fuel ratio as high as 90:1 or 100:1 at idle. Optimum gasoline air-fuel mixtures usually check in around 15:1, while most diesels operate at 18:1 or higher.

6. Better, Safer Fuel

Diesel fuel’s chemical makeup makes it at least 15-percent more energy dense than gasoline. On top of that, diesel fuel is oil-based, which essentially makes it a lubricant when introduced to cylinder walls. By contrast, gasoline is a solvent. Gasoline is also much more volatile than diesel (i.e. more explosive/flammable), which makes diesel much safer in the event of an accident.

7. They Aren’t Picky Eaters 

Being that diesel is an oil-based fuel, it shouldn’t come as a surprise that virtually any oil-based alternative can be burned. We’ve seen diesel engines running on vegetable oil, grease, used engine oil and even automatic transmission fluid. But the diesel engine has always been capable of operating on alternative fuel sources. Case in point, the original diesel engine was designed to run on coal dust, but Rudolf Diesel subsequently found that it would also run (much more safely) on peanut oil.

8. Most Powerful

The most powerful engine in the world is diesel. Measuring approximately 90-feet long, 44-feet high and weighing some 2,300 tons, the Wartsila-Sulzer RTA96-C cranks out 109,000hp. The Finnish-designed, 14-cylinder, low-speed two-stroke diesel behemoth spins a maximum of 102 rpm, but generates as much as 80,080 KW of power—enough to power a moderately sized suburban town. Fitting for the world’s largest engine, the Wartsila-Sulzer RTA96-C is used to propel the largest ocean-going vessels in the world, such as 1,300-foot long, 70,000-ton cargo ships.

9. Big Torque at Low RPM

Thanks in part to the extreme cylinder pressures they see, most diesel engine’s produce their peak torque figure at or below 2,000 rpm. This not only makes diesel the ideal means of getting heavy loads up and moving quickly, but makes it easier for them to maintain speed while out on the highway. An abundance of low-rpm torque is also why 8,000lb diesel trucks can cut 1.5 to 1.8-second 60-foot times at the drag strip. While most gas power plants are just beginning to come to life between 3,000 and 4,000 rpm, a diesel is ready for the next gear. Living life at a lower rpm also lends itself to a diesel engine’s long-term durability.

10. A Mechanical Diesel is the Ultimate Doomsday Engine

Older, mechanically injected diesel engines are stupid simple and require virtually zero electronics to run. Once started, all a fully mechanical diesel needs to stay running is a steady supply of fuel. There is no need to worry about air, as once you fuel the engine the air will follow. If things ever go dark, you’ll find us driving something with a 12-valve 5.9L Cummins under the hood.

11. Diesel Makes the World Go Round

Frankly, if diesel isn’t superior to gasoline, why do the construction, trucking, shipping, railroad, aviation and mining industries rely on it almost exclusively? And why does every branch of the military depend on it? It’s because diesel is more efficient, powerful, reliable and versatile. With the power of diesel, you can travel farther, get more work done and even use an alternative fuel source if you have to.

So, still think gas is best? Or is electric now the future? Join the conversation in comments below.

The '80s and '90s was a time far different from today as far as automotive regulations and trends. As designs and technology advanced, automakers rushed to be ahead of the time. See if you remember any of these sometimes forgotten automotive design trends. Which ones do you want to see come back?

Gated Shifter

Possibly the most beautiful way to present a manual transmission is the gated shifter. Each shift throw, finished with a satisfying click. If there's one thing from these decades that will be missed, it will be the gated shifter. Not to mention the manual transmission itself, as that seems to be sunsetting now as well.

Landau Tops & Wood Paneling

Nothing says the '80s like tacked-on body decorations from the factory. Though originally a design feature from the car's early times, landau tops and wood side panels still had popularity in the '80s. Not seen on new cars since the '90s, we're not sure this trend will ever make a comeback.

With modern design direction, it would be difficult to make wood trim and landau tops without them looking tacky… probably a good thing for us.

Rear Window Louvers

We've never been sure what these were actually for, but man they looked like the coolest things when we were kids. Privacy and helping to keep the interior of a car with a huge rear window cool? Window tint accomplishes both of these tasks far better now, but we still see some modern cars (Mustangs and GT86s, we're talking about you) rocking aftermarket window louvres for the cool factor.

Interior Colors

In the '80s, car interiors drowned in browns, maroons and blue materials—top to bottom. The above 1st-gen CRX is a perfect example of this—with blue interior as far as the eye could see. Period correct touches like the tape deck holder, short-lived Domino's Pizza mascot "The Noid" and other touches, complement this interior. 

These days, interior choices are much more muted—generally we're limited to black, beige, grey and some red if you're lucky. Good?

2-Door SUV & Utility Coupe

Long gone are the days of the 2-door SUV. As consumers demanded more space (while also having smaller families,) every 2-door SUV, like this Dodge Raider/Mitsubishi Montero, was eventually phased out by 4-door variants. Even "coupes" such as the BMW X6 and Mercedes Benz GLC are 4-door SUVs.

America's love for big trucks has also deemed the utility coupe extinct in North America. Cars with pickup beds, like the Chevy El Camino and Ford Ranchero, have disappeared from the American market since the mid-'80s. If you want a car-based truck, they're still popular on other continents such as South America and Australia (where they call it an Ute).

Impact Bumper

Government requirements demand certain safety features on cars sold in America, one of those active in the '90s had to do with bumpers. Foreign automakers met this requirement by adding thicker bumpers to meet U.S. safety regulations. What resulted were ugly, tugboat-like bumpers that stuck out like an under-bite to the front and rear of imported cars sold in America. While European and Japanese market cars got skinny metal bumpers like those on the W126 S-Class below.

Thankfully, modern engineering and the use of plastic have done away with the impact bumper.

Pop-Up Headlights

In the quest to create more aerodynamic designs, cars evolved from the traditional 3-box layout to more wedge-shaped designs. Unfortunately, lighting design and packaging didn’t evolve quite as fast. One way around this hangup was the pop-up headlight. When the lights were off, they would tuck away and fold down to maximize aerodynamics. When the headlights were needed, they would pop up—similar to frog eyes.

With modern technology, lights can be designed around almost any design while still providing ample lighting in the dark.

Fog Lights

Back when halogen lights ruled, fog lights were designed to provide additional light, especially in inclement conditions. For many, they were an easy first-mod due to cost, ease of installation and sporty look that they added to the exterior.

Due to HID and LED lighting technology, most sports cars no longer use fog lights. LED light bars have replaced big fog lights in the off-road world, but that’s a topic for another time…

As fashion trends go, what goes around comes around.

What automotive trend would you like to see make a come back?

Tokyo Auto Salon can be overwhelming to process with so many out-there JDM builds, so we've compiled our pick of the 11 top wildest builds from TAS 2018. Our selection ranges from the exotic to the what-the-heck—without further ado, let's get to it.

1. Aimgain NSX

While last year's show was dominated by the recently released Toyota C-HR, 2018 was dominated by the new Honda NSX. From GT versions to lightly modified street versions, there was plenty of variety on hand. The NSX that caught our eye though was from Aimgain.

Standing apart from other NSX kits, the Aimgain NSX kit stays close to the original factory lines of the car. Providing an alternative to the riveted look so many widebody kits have caught our attention.

Also causing it to stand out from the pack at TAS, Aimgain's carbon fiber front bumper upgrades the styling while retaining a factory feel and cooling performance. In addition, the extended lower front spoiler strikes the right balance—modified but not overly worked.

2. Aplerna

Coming from our favorite final-year student-builders from Shizuoka Technical College, "The Aplerna" may look like a Porsche, but don't be fooled. The Aplerna is built on a Daihatsu Copen platform and, as the students put it, "is everyone's dream and desire."

No doubt it could be mistaken for a Porsche, so the students succeeded on that point. As all the Porsche-looking bits were made from scratch, they also succeeded in impressive body work!

Fitted with 15-inch Work Meister S1s and painted a bright orange, it definitely caught everyone's attention.

3. Jimny

N's Stage Jimny made our list simply because it was the only car sporting a track system. Featuring a quad-track conversion from Westfield, it's fun imagining driving it in the snow, desert, or just to the local grocery store.

4. Mean Green 1JZ Machine

An RX8 rocking a 1JZ-GTE is enough to make any rotary purist shake their head. The color and new Rocket Bunny aero is sure to reinforce those same purists that whoever did this should never be allowed to touch a rotary powered car again. Sounds like the builder did things just right.

With a JP turbo and HPI outlet, the engine is rated to 450hp. Additionally, the RX8 features a few RE Amemiya goodies including a Super DolphinTail muffler and LSD. We didn't make that name up. 

5. Cresta

If you're not careful walking around this Toyota Cresta, you may trip and fall. Built in line with the "zokusha" style, this is the only example we found at TAS this year.

Built by our friends at L-Tide, this Cresta may not be as extreme as some other builds, but has been expertly crafted—everything from the extended front bumper to the tailpipes was flawless. Normally these cars tend to be rough on the inside, but thanks to L-Tide, who specializes is interior work, it was spectacular.

6. Lamborghini Miura Jota

Making us all feel like slackers, Kato-san, the owner of Liberty Walk, revealed not one, not two, but three cars at Tokyo Auto Salon—the star being his interpretation of the legendary Lamborghini Jota.

Seeking to recreate the famed Lamborghini Miura Jota, built for racing, Kato-san based his off a Ford GT40. While the interior is all Ford, the body is all Jota. The team at Liberty Walk didn't miss a detail, even the b-pillars replicate the Jota's perfectly.

Like any good designer, Kato-san did not just change the car to perfectly replicate a Jota—he used plenty of visual cues from the GT40, such as the rear arches and spoiler.

7. WiLL VS

Blasting "Danger Zone," this Toyota "WiLL VS" built by students at Saitama Automotive University centered on the Top Gun theme.

The Top Gun theme was loud and clear with its rear gull-wing doors and jet engine-looking subwoofer enclosure. Details were many, including machine guns hiding the side mirror cameras—the only thing missing was a joystick in place of a steering wheel.

8. Pandem Cayman S

Like Mike Tyson in a white tuxedo, this Pandem Porsche Cayman S matched beefy aggressiveness with refined sophistication. Brought to TAS by the Lowress team, it sported the full Pandem treatment including the classic Pandem white finish.

The Pandem goodies continued to the interior, which featured Pandem seats and racing harness. The roll cage and Simoni steering wheel help reinforce the Porsche's racing pedigree. Stuffed beneath those massive Pandem wide fenders, are a set of 6666 wheels (18x9, front; 18x11, rear) with an impressive -40 offset.

9. LeMans Z4

Taking inspiration from '60s LeMans, Desima built this car based on a BMW Z4. Design cues bring memories of Shelby's LeMans-winning Daytona coupe.

Riding on air suspension from Ideal Super Maximum, the body sits perfectly on deep dish wheels. It must be much more comfortable than the LeMans cars of the '60s.

10. Got Boost

This quad-turbo S14 was first seen doing drift demos at last year's FIA Drift Cup, and we can still remember the jet-like sound its four turbines provided.

The first two turbos on the 2JZ engine are TD06-17Cs, which begin providing boost at 3,800 rpm while the second two turbos are larger T88-34Ds that kick in at 5,800 rpm. Together with the NOS kit, the engine is putting out an impressive 810hp.

11. Gazoo Racing Super Sport Concept

If race cars are impressive, concept race cars are the stuff of dreams. Take the Gazoo Racing Super Sport Concept—we couldn't stop looking at it.

The GR Super Sport Concept is a 2,400cc hybrid engine producing an amazing 1,000hp.

With stunning aerodynamics which appear to have direct design lineage from the Toyota FT-1 Concept—it provides clues that it's also a hybrid, with one side displaying an "F" while the other side is displays an "E." We'll be waiting to see this in action in the near future.

See more from Tokyo Auto Salon, here.

50 years ago Steve McQueen's "Frank Bullitt" character ripped up the streets of San Francisco in car chase scene that would become one of the most iconic of all time. His vehicle of choice was a '68 Mustang GT Fastback in Highland Green—a car that would become as beloved as the film itself.

Beginning in 2001, Ford introduced a special edition Mustang GT inspired by the film. It was available in either Highland Green or black and featured special wheels, badging, interior trim and unique suspension and engine upgrades. They followed that up with another Bullitt Mustang in '08 using a similar formula. This weekend at the North American International Auto Show, Ford debuted the 2019 Mustang Bullitt.

Once again, the theme is stylish and understated—with a return of Highland Green or black body colors, unique trim and wheels inspired by the original's five-spoke Torq Thrusts. This time, there's also a modest performance bump when compared to the standard issue Mustang GT.

The final power figures haven't been confirmed yet, but Ford says the Bullitt's 5.0L V8 will make over 475hp, which further closes the gap between the GT and the GT350. The car's active exhaust system should also give it a tone not unlike McQueen's '68.

Pricing hasn't been announced , but we'd expect the Bullitt's MSRP to split the difference between a well-equipped GT and a base GT350 when it goes on sale later this summer.

While they never were the fastest, or most hardcore variants of the Mustang, Bullitt cars have always been some of the coolest–just like the film that inspired them. We have no doubt that will be the case with the latest one.

Ultra4 Racing has evolved greatly since its inception. From expanding overseas to adding more long-distance races, the field of competitors and vehicles continues to adjust to the hardcore off-road racing circuit. At the top of Ultra4 Racing, you’ll find the most competitive and extremely built 4x4s in the premier 4400 class. It is here that you’ll see the biggest advancements in racing technology and find a dedicated field of professional drivers who run a national circuit. 

As one of the most accomplished drivers in all of Ultra4 Racing, Loren Healy is constantly looking for a competitive advantage. For the past few years, Healy’s famed Red Dragon car has given the two-time King of the Hammers champion incredible success. In fact, as of writing this, the Red Dragon is the 4400 car with the most wins in Ultra4 history. However, to stay competitive with the progression of the sport, Healy is building an all-new car for the 2018 season.

Teaming up, once again, with the incredibly talented fabricators at Jimmy’s 4x4 in Cortez, Colorado, Healy is going back to a two seat, mid-engine car that’s bigger, more powerful and extremely different from the Red Dragon of old. We caught up with Healy as the build was just wrapping up. Here, we learn the what, why and how of the next-generation car.

DL: With so much success out of the Red Dragon, what spurred the want for a new race car?

LH: A couple of things. The sport has evolved a little, making a single seat car a bit of a disadvantage. With tire balls going away, having someone to help change tires is huge. Also, our regional races are going to less short course and more long distance desert style races. This makes a co-driver a huge help. The Dragon is still very competitive though, so it’s still possible you will see me race it again.

DL: How fundamentally different is the new car from the old one?

LH: The biggest thing is the new car is mid-engine versus front engine. For a two-seat IFS Ultra4 car, it just makes for better packaging to put the motor in the back. It helps keep the center of gravity low, visibility high and heat behind the driver.

DL: There are a few out-of-the-box build approaches on this rig, such as the upper-mounted trailing arms. Can you talk a little about build strategy on this rig?

LH: The upper trailing arms aren’t new to the team at Jimmy’s 4x4. My old two-seat IFS car was designed that way back in 2013. Jimmy’s probably has at least 10 Ultra4 cars running upper trailing arms—this one is just a little more refined. The cool new thing to us on this car is moving the seats forward 12 inches and putting the fuel in the cab with us, allowing the weight to be lower and centered better.  

DL: Moving to a two-seat, mid-engine chassis likely added a bit of weight; did you up the horsepower or make powertrain adjustments to offset the change?

LH: It did add about 500 pounds, so JGRE racing out of California built a new tall-deck, 454ci LS motor that should be right around 800hp at the crank. The old car was closer to 720hp.

DL: Obviously, KOH is brutal on equipment, with tires taking the lion’s share of abuse. What combo are you running on the new car?

LH: We will be running the same wheel and tire combo that we have had since 2012, which is forged 17-inch KMC beadlock wheel and 40x13.50R17 Nitto Trail Grappler. Nitto did a bunch of testing at the end of the 2017 season to help strengthen the sidewall of its already amazing tire, which should give me a great advantage over everyone else.

DL: What kind of testing are you hoping to get in before KOH? 

LH: I’ll go spend a few days in Barstow [California] with King Shocks dialing in the suspension and making sure the car is ready for KOH. I’ll probably also run out to the Hammers trails for some seat time there as well.

DL: Since you now have a spot for a co-pilot, have you picked who that’s going to be?

LH: Casey Trujillo, who was my co-driver in 2014 before I went to a single-seat car, will be jumping back in with me.

DL: We know you broke out of the Ultra4 series and raced the Baja 1000 last year. Do you have any race aspirations for 2018 outside of the normal U4 race circuit? 

LH: I’m hooked on Baja! I have three bucket-list races planned for 2018: the Mint 400, Crandon, and the Baja 1000—all in my new Ultra4 car.

DL: What’s the best way for fans to follow along on your racing adventures? 

LH: I’m on Facebook as Loren Healy and Instagram as loren_healy.

The Original Red Dragon

Few 4400 Ultra4 cars have seen as many checkered-flag finishes as the single-seat car No. 67, aka the Red Dragon. Built in 2013 at Jimmy's 4x4, the inspiration for the design came from the Pro 4 trucks used in the Lucas Off Road Racing Series. With so many of the Ultra4 races at the time sharing the same short-course challenges that the Pro 4 trucks faced, it was a bold but calculated move.

The idea on the Red Dragon was to achieve an extremely low center of gravity, which is partly accomplished by moving the powertrain quite literally next to the driver in the cockpit. This made for a great weight balance overall, but eliminated the possibility of a co-driver.

Both the new and old Dragon retain an independent front suspension. The old car netted 18 inches of vertical wheel travel, making it ideal on high-speed and short-course tracks. Though it may require a different driving approach in the rocks, Healy feels the benefits of the long-travel system far outweighs the slight rockcrawling disadvantage. 

Out back, the new car will retain a solid rear axle, but will have upper trailing arms securing the King coilover and bypass shock. This trailing-arm setup still accounts for a tremendous amount of wheel travel and uses triangulated lowers to negate the need for a rear track bar.

Before the first piece of tubing was cut, the new chassis was rendered on the computer. You may notice there are limited pieces of bent tubing on the car. This results in an incredibly strong chassis that can be more easily repaired if a section was to get damaged. 

The new car will also have a more recognizable shape. Going with a fiberglass grille and hood that’s very Jeep Wrangler-esque in appearance, the new car will more easily stand out in the more function-over-form 4400 class. There is also an assortment of aluminum panels that will finish out the look.  

We’ll have an in-depth feature on the new #67 car coming soon along with full King of the Hammers 2018 coverage. Until then, be sure to check out our full breakdown on the original Red Dragon.

The little Jetta that could returns this month with a batch of new parts onboard. After driving our parts-runner around—tuner-only—for several months, we decided it was time to put some more pep in the ’03 TDI’s step. Knowing that our next move would entail a set of larger injectors, our list of demands was short yet imperative. First, despite the added fueling the larger injectors would provide, we would still need the car to run as clean as a whistle. Second, the 49 mpg we were regularly seeing couldn’t be compromised. To see if we could have our cake and eat it, too, we contacted the folks at Kerma TDI.

Although the factory clutch might’ve lived with more power on tap, it might’ve failed, too. Not opting to chance it, we reached out to South Bend Clutch for a street-friendly replacement with a higher torque rating. Then to dial everything in, we re-tuned the car via our Q-Loader programmer and scheduled another appointment on the local chassis dyno. Thanks to the latest round of mods, the car runs stronger, smoke-free, and still knocks down 49 mpg. It’s proof that a bump in power can coincide with better fuel economy—and that that power can be clean.

Kerma TDI Stage 1 Injectors

With the factory injectors effectively maxed out as far as horsepower capability (by way of the Q-Loader programmer), this was the key to taking the next step: higher flowing injectors. After discussing several options with Kerma TDI, we settled on its Stage 1 injectors equipped with Bosio DLC 520 nozzles. They were flow-tested and balanced as a complete set (i.e. pop-off pressures all set the same) before being shipped to us. If you’ve got the right turbo and tuning to match them, the Stage 5 variant of these injectors can support as much as 160hp (for reference, the factory ALH 1.9L in the ’99-‘03 Jetta’s came with 90hp).

Bosio DLC 520 Nozzles

The Bosio DLC 520 nozzles are the same units used in the 110hp, European versions of the ALH engine, albeit with a Diamond Like Carbon (DLC) coating to increase longevity as much as 50 percent. Their optimized spray pattern improves injection efficiency (less smoke), provides cleaner start ups and can improve fuel economy. And thanks to providing a 61 percent improvement in flow over the factory nozzles, the Bosio DLC 520s can support as much as a 20hp and 40 lb-ft gain at the tire.

Injector Number 3

On ALH code Volkswagen TDI engines, the ECU keeps an eye on injection timing through the number three injector. This injector possesses a needle lift sensor and a square-shaped or D-shaped plug (depending on model) that connects to the injection pump. As you might’ve guessed, the number three injector carries a premium (yet necessary) price tag.

South Bend’s Stage 2 Daily Clutch

Thanks to its 325 lb-ft torque rating (which we’re told is an underrated figure), South Bend’s Stage 2 Daily clutch is a great addition to any moderately modified and daily driven Jetta. Of a VR6 clutch design, it makes use of South Bend Clutch’s organic friction material, a heavy-duty pressure plate and comes with a single mass flywheel. South Bend supplies new flywheel bolts and a clutch alignment tool with every Stage 2 Daily clutch kit it sells.

Tipping the Engine

In order to install the new clutch, the 02J five-speed transmission had to be pulled. To simplify the process, an engine hoist was used. The ability to tip the driver side of the engine downward makes a huge difference when dropping (as well as installing) the transmission out of an MK4 Jetta.

Axleshaft Once-Over

While it’s obvious that the transmission has to be pulled to install a new clutch, on the ’99-’03 Jettas it’s also a requirement to pull both front axleshafts. Once removed, it pays to take a look at the overall condition of the axleshafts. The CV boots are known to crack and tear, hence why CV joint and boot kits are available specifically for this reason.

Single Mass Flywheel

Despite its use of a single mass flywheel (vs. the factory dual mass unit), the South Bend Stage 2 Daily clutch’s operation is completely silent. In the days of old, you could deduce whether or not a diesel Jetta had been modified based on the audible rattle the aftermarket clutch emitted. That’s no longer the case. South Bend’s 22.5-pound cast-iron flywheel can only be installed one way, and during our install each 10mm bolt was hit with Loctite prior to being torqued to 65 lb-ft.

Fresh Motor Mounts

With the transmission removed for the clutch install, it was an opportune time to replace the worn factory motor mounts with 034 Motorsports' Street Density units. The Street Density line of motor mounts are approximately 25 percent stiffer than stock, which helps improve drivetrain dampening while maintaining a smooth, quiet ride.

Revised ECU Tuning

In order to get the most out of the Bosio 520 DLC nozzles, a revised tuning calibration from Kerma TDI had to be uploaded to the car’s ECU. While Kerma TDI keeps a tight seal on its tuning techniques, we can assume the new nozzles’ larger holes allow a shorter pulse width to be commanded (pulse width is also known as duration or injector on-time). As a general rule of thumb, anytime you add higher flowing injectors to a diesel less pulse width is required to make the same amount of power. In addition, in-cylinder heat (exhaust gas temperature or EGT) is almost always reduced.

Validating Our Gains

When all was said and done on the chassis dyno, the Jetta picked up another 15hp over its previous best (105hp). With 120hp and some 250 lb-ft of torque now making it to the front wheels (vs. a measly 72hp from the factory), the car is extremely fun to drive. The icing on the cake is that the little sedan still gets 49 mpg and runs just as clean as it did stock.

Mileage Log

Thinking about a TDI VW of your own? Here's what you need to know!

Unique crawler builds can manifest from all kinds of stock trucks and SUVs, but it’s rare to find one that has been in the same family for over 30 years. When Matt Kime was handed the keys to his dad’s 1974 Chevy half-ton truck, he knew he had to carry on its legacy as a trusty desert 4x4. Previously, this rig was a work truck for his father’s garage door business, and later became the official Scout Master vehicle for the High Desert’s first Boy Scout troop. Matt lives in Yucca Valley, just a few miles down the road from Johnson Valley, so naturally the Chevy was right at home in the rocks at The Hammers. Over the years, the mods piled on as trails became more difficult and new trails were discovered, and his father’s truck transformed into a rig to be reckoned with.

Although Matt kept the classic square body appearance, many components on this truck have been upgraded to modern rock crawler standards. Under the hood, the heart of this Chevy was swapped for a modern and powerful LS-based 6.0L LQ9 iron block, mildly tuned for pump gas. The LQ9 is mated to a tried and true TH400 transmission, modified with a manual valve body. The transmission allows for engine braking, which is useful when descending steep trails. Matt topped the tranny off with a reverse shift pattern Art Carr Sidewinder shifter. For ultimate low gear action, Matt uses an Off-Road Designs Magnum Box transfer case paired to an NP205 transfer case with twin sticks. The dual cases compound the gear ratios to provide the an extremely low gear ratio, maximizing traction and power when crawling over huge boulders.

Back in 1974, this Cheyenne was built with leaf spring front and rear suspension. The truck has come a long way since those days, now sporting a custom front and rear 4-link suspension system, utilizing 2.5-inch King coilover shocks and hydraulic bump stops. Further down the drivetrain, Matt swapped the original front end for a Chevy Dana 60 with an ARB air locker and 4.88 Nitro gears. The steering was also upgraded with Artec Industries high-steer arms and Reid Racing knuckles. Matt also installed a PSC Motorsports full hydraulic steering system, making it a breeze to navigate the various lines on the Hammers trails. The rear axle is a GM Corporate 14-Bolt with a Nitro spool and 4.88 gears. Matt also added an Artec truss for added rigidity and upgraded the brakes from the original drums to a Blue Torch Fab disc brake conversion.

The heavy duty axles and related components allow Matt to run 40x13.50R17 Nitto Trail Grapplers with ease and peace of mind. For years, the Trail Grapplers have proven their effectiveness at King of the Hammers, with multiple wins and countless strong finishes, so it’s no wonder Matt’s truck is right at home in The Hammers. The 40-inch Trail Grapplers come with sidewall lugs that provide even more traction when skimming along rock walls. Of course, no crawler is complete without a set of strong wheels, so Matt opted for a set of 17-inch Raceline Monster beadlocks.

In order to get the most from this truck in the extreme rock trails at The Hammers, Matt had to gain as much clearance as he could while keeping the center of gravity low. He accomplished this by building a whole new chassis from the ground up, custom tailored to allow for a full-length flat-bottom skid plate, yielding 23 inches of belly clearance. Matt also lowered the body to keep a low center of gravity when things get on the tippy side in the rocks. In addition, the engine and transmission was pushed back 6 inches into the cab of the truck, which allows for equal length front and rear driveshafts and better weight distribution.

The time and effort Matt has put into his crawler over the years is a combination of years of experience off-roading and trial and error on the trails themselves. Although this rig still resembles its past life as just a regular square-body Chevy, every inch of it has been optimized to effortlessly climb over some of the toughest terrain in North America. It’s one thing to spend years transforming a truck like this into a capable crawler, but make no mistake—this is not a garage queen. In fact, next time you’re out at The Hammers, keep your eyes peeled. There’s a good chance you’ll spot this blue monster stretching its legs on the trails.

Specs: '74 Chevy Cheyenne

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