The Grand National Roadster Show is dubbed "The Grand Daddy of Them All," and they're not kidding. It's the longest running indoor car show in the world, celebrating it's 69th year in 2018. Originally the Oakland Roadster Show, this was the place to bring fresh car builds and show them during the formative years of car culture. It remains one of the most celebrated car shows in the hot rod and classic car scene—not only because of the prestigious America's Most Beautiful Roadster award given out, but because it gathers the best-of-the-best of all sorts of classic cars from across the country. Ranging from nostalgic to custom to restoration builds, you'll find a little bit of everything and always plenty of ideas for whatever project you've got going on in your own garage.

Browse through a full gallery above and see if you agree with these five reasons why GNRS is always on our car show calendar.

Suede Palace

Traditional hot rodders make this building their first stop. Don't be fooled by the name, you'll find shiny cars in the Suede Palace too—as well as barn finds, original paint and period-correct racers as well.

Every Color of the Rainbow

"No limits" has long been a driving force behind hot rodders ingenuity in the garage, whether that's on the race course or in the show car department. Just as true when it comes to exterior/interior color scheme as it is when applied to fabrication and engine components. You'll see everything in the rainbow on these show floors!

Rich in History

The car world has such a wealth of history and stories that can get buried over the years. GNRS dedicates an entire hall to a different theme each year to help in re-telling these stories and bringing them to the surface. In 2018, this hall was dedicated as the "American Muscle Car Gathering." While more modern than we usually see at GNRS, the rare top-notch muscle car examples were a fantastic addition.

Also featured this year was a Rolling Bones display with traditional land speed styled rods as have been gaining momentum through the past years with events such as The Race of Gentlemen and Hot Rod Hill Climb.

All the Shiny Things

Nobody does show cars like the classic car world does show cars. Securing decades-old rare custom parts, modifying bodies, draping everything in candy colors and chrome—these builds are labors of love. While we don't all have the time, money or desire to endeavor such epic projects it's amazing to have the opportunity to see them all in person.

AMBR Award

Last, but certainly not least, the America's Most Beautiful Roadster award is one of the highest sought-after show car awards around. The original vehicle platform to be widely modified by enthusiasts, the roadster is a perfect canvas to reflect the aesthetic of the time. Through the years, we've seen changing tastes in winners, but you're always guaranteed to find a dozen high-level builds with some unique details thrown in. See this year's AMBR winner and contenders here.

What's your favorite car show to go to and why? Let us know, we may show up!

What else is there to say about the 6.0L Power Stroke? You either love it or you hate it with a passion—there is no gray area. However, despite its reputation for smoking EGR coolers, popping head gaskets and eating injectors, the 4-valve, oil-fired Navistar-built 6.0L V8 can make very respectable power with the right parts in the mix. Case in point, for less than a grand you can have your 4-ton ’03-’07 Super Duty cranking out 430rwhp, 800 lb-ft of torque and running 14s. And, unlike earlier, 7.3L-powered trucks, the 5R110 TorqShift automatic transmission used behind the 6.0L isn’t of concern until you’re well into the 500rwhp range.

Even though the 6.0L is capable of making sound power right out of the box, that doesn’t mean it will last forever. No matter what, the factory torque-to-yield head bolts are still going to stretch and you’re going to have to “stud” the engine. This is precisely why—just like we did in our 7.3L budget series—the following horsepower recipes are geared toward providing you the best bang for the buck without sacrificing reliability. Whether you’ve got $1,000 or $7,500 to spend, the following parts combinations are designed to allow you to enjoy your 6.0L’s extra power for the long haul.

Don’t touch that dial, the easy-hp 6.4L Power Stroke is up next!

Things to Keep in Mind:

1. These trucks are getting older, so don’t expect everything to be in perfect condition (injectors, lift pump, turbo, up-pipes).
2. Without head studs, head gasket issues are inevitable once you add power to a 6.0L.
3. If/when you decide to pull the heads and install new head gaskets and head studs, make sure the heads are inspected prior to being resurfaced. A lot of folks skip this step, only to end up pulling the heads a second time.
4. It’s very common for 6.0L heads to crack around the valve seats, so don’t be surprised if your machine shop tells you that one or both heads need to be replaced ($1,500+ apiece).
5. Each budget assumes you’re starting new, with a bone-stock truck.
6. Most of these parts can be installed by a fairly knowledgeable wrencher, but if you’ve never worked on a diesel before it might be best to have a professional perform the work.
7. The labor to have these parts installed has purposely been excluded.

$1,000 Budget (400–430rwhp)

Custom-Tuned SCT X4 Powerflash With EGT Sensor Kit: $700

SCT devices have long been the go-to tuner for 6.0L Power Strokes due to their affordability, durability and ability to hold custom tunes. The X4 Powerflash shown here doubles as a monitor and starts at $399, but we would order one from a reputable tuner that’s already been uploaded with custom tuning. Both Gearhead Automotive Performance and Innovative Diesel custom tuning can be had at the price point above—two of the best calibrators in the 6.0L tuning segment. Note that the optional EGT sensor kit is a must-have item if you do any towing with your truck and is included in the price listed above (along with the $25 windshield mount required to effectively use the X4 as a gauge monitor).

4-inch Turbo-Back Exhaust System: $280

Both MBRP and Diamond Eye offer 4-inch diameter exhaust systems in this price range. They are aluminized, so they won’t last as long as the stainless steel versions, but those of you living in the rust belt can still expect to get 5-6 years of use out of them.

*Budget Buster: Custom-tuned SCT Livewire TS (color touchscreen display) with EGT Sensor Kit and windshield mount = $900

$2,500 Budget (430–450rwhp)

155cc Injectors: $1,450

Warren Diesel offers some of the most affordable, reputable injectors in the 6.0L segment. An entry level injector, the 155cc units flow 20cc more than stock (135cc), retain factory nozzles and are known to provide a small horsepower gain, a considerable torque increase and can even improve fuel economy. Warren’s Premium line of injectors means they come with all new solenoids, spool valves, plugs, plunger springs and poppet springs, which rules out the most common failure points within a 6.0L injector.

Ford Blue Spring Fuel Regulator Kit: $70

This mod is more of an insurance item than anything else. It entails replacing the stock fuel pressure regulator spring with a longer version, which allows more fuel pressure to be created at the regulator. This means more fuel pressure reaches your injectors—added protection for your $1,450 investment. On most trucks, an extra 15 to 20 psi worth of fuel supply pressure is discovered (65 psi vs. roughly 45 psi from the factory).

• Custom-Tuned (to match 155cc injectors) SCT X4 Powerflash with EGT Sensor Kit (Mentioned Above): $700
• 4-inch Turbo-Back Exhaust System (Mentioned Above): $280
• *Budget Buster: Custom-tuned SCT Livewire TS (color touchscreen display) with EGT Sensor Kit and windshield mount = $900
• *Weak link: head gaskets, due to stretching of factory torque-to-yield head bolts

$5,500 Budget (450–475rwhp)

Head Studs & New Head Gaskets: $820

At this point (if not sooner), it’s wise to replace the factory torque-to-yield head bolts with ARP head studs to avoid blowing a head gasket. Again, always have your heads properly inspected and resurfaced at a reputable machine shop (a cost that’s not factored in here). In addition, always run OEM Ford head gaskets when installing head studs.

• *Having an independent shop handle the task of installing head studs and resurfacing the heads and block will cost you in the neighborhood of $3,500 to $4,000.

Regulated Return System: $670

For increased fuel flow throughout the heads and longer injector life, Driven Diesel’s comprehensive regulated return system gets our vote. This system eliminates fuel from dead-heading within the heads and ties each fuel rail together via a bypass (and adjustable) fuel pressure regulator. Driven Diesel’s kit also comes with replacement feed lines and high flow banjo bolts that do away with the restrictive factory check valves.

Upgraded Turbocharger: $1,175

The Garrett GT3788VA (also known as the PowerMax) is an OEM turbo upgrade straight from Garrett. Its 63.5mm compressor wheel provides more flow than the factory turbo, and it’s been proven to support roughly 500rwhp. Like the factory turbo, the PowerMax is of a variable geometry design and bolts directly in place of the stock unit.

S&B Cold Air Intake: $299

It never hurts to throw an aftermarket cold air intake on a slightly modified truck. At 10 to 20hp, performance gains can be negligible and won’t be easily noticed in the driver seat, but these systems ease serviceability, match or exceed the factory filtration standard and offer an oiled air filter option that’s reusable.

• Custom-Tuned (to match 155cc injectors) SCT X4 Powerflash with EGT Sensor Kit (Mentioned Above): $700
• 4-inch Turbo-Back Exhaust System (Mentioned Above): $280
• 155cc Injectors (Mentioned Above): $1,450
• Ford Blue Spring Fuel Regulator Kit (Mentioned Above): $70
• *Budget Buster: Custom-tuned SCT Livewire TS (color touchscreen display) with EGT Sensor Kit and windshield mount = $900

$7,500 Budget (500–550rwhp)

175cc Injectors: $1,950

Warren Diesel’s 175cc injectors outflow the factory units by 40cc and can be had with 30 percent over nozzles or 75 percent over nozzles. With a larger nozzle, the injector is able to empty much quicker, which means less timing and duration (pulse width) can be commanded to make the same power (i.e. less stress on the engine). As was the case with the aforementioned 155cc units, Warren’s “Premium” line of injectors features all new solenoids, spool valves, plugs, plunger springs and poppet springs, thereby ruling out the most common failure points within a 6.0L injector.

Upgraded Turbocharger: Bolt-On Elite PowerMax-SSX ($2,150) or Irate Diesel T4 Complete Kit With S364.5 SX-E ($1,874)

You make the choice here—neither option will disappoint. The PowerMax-SSX from Elite Diesel Engineering (pictured) is a direct bolt-on turbo based on the Garrett GT3788VA and retains the factory variable geometry functionality, while the Irate Diesel kit comes with everything you need to bolt a fixed geometry, BorgWarner S364.5 SX-E onto your 6.0L (including the turbo). Both options will support 550rwhp, no problem.

Fuel Supply System With 75 PSI Regulator Spring: $765

While the factory electric lift pump is stout on all 6.0L Power Strokes, it’s worth upgrading once 175cc or 190cc injectors are introduced. The 125 gph Titanium series FASS system shown is one of the most affordable ways to get a stronger lift pump onto your 6.0L Power Stroke—and it’s a great way to start with a completely fresh system from the tank to the engine. It’s important to note that this system should be fitted with a 75 psi regulator spring (a higher pressure spring than what comes standard in them), or else fuel supply pressure at the regulator will be too low for the 6.0L application.

• Head Studs & New Head Gaskets (Mentioned Above): $820
• Regulated Return System (Mentioned Above): $670
• Cold Air Intake (Mentioned Above): $299
• Custom-Tuned (to match 175cc injectors) SCT X4 Powerflash with EGT Sensor Kit (Mentioned Above): $700
• 4-inch Turbo-Back Exhaust System (Mentioned Above): $280
• *Budget Buster: Custom-tuned SCT Livewire TS (color touchscreen display) with EGT Sensor Kit and windshield mount = $900

What to make even more power with your 6.0L Ford? Check out how this '06 Super Duty is aiming for 1,000hp!

Driving Line would like to welcome Casey Currie to the Nitto racing family! Competing in several divisions of off-road racing, Casey was born into a motorsports family with over 50 years in business, building high performance axles for everything from NASCAR to trophy trucks. Fresh off his 1st place finish at the 50th SCORE Baja 1000 in his 4400 class Ultra4, Casey is looking forward to competing in King of the Hammers next week. We recently caught up with Casey and learned a bit more about what makes him such a dedicated competitor in the off-road racing world.

DL: When did you start your racing career, and how did it come about?
Casey: I started our racing JeepSpeed and raced for a couple years. I then moved onto Supermoto where I was ranked 5th in AMA Lites in 2015. I built a Nissan Frontier for Nissan, for a SEMA project, and from that build I met the Motorsport director where I gained the opportunity to race short course. Nitto Tire was actually my first-ever paying sponsor. They stepped up to become my title sponsor and that was the begining of my professional career.

DL: What is your favorite kind of racing (short course, fast desert, KOH)?
Casey: I love them all! I love the rush of short course and the sprints. I love desert racing for the strategy, high speeds, and being in the desert with all our friends and team. I love The Hammers for the ultimate challenge. I feel that it takes a lot to be successful in the rocks—and having great equipment and seat time is very important.

DL: How does Ultra4 racing compare to the other types of motorsports you compete in?
Casey: Ultra4 is a lot more relaxed and more for the family. King of the Hammers is one of my favorite events of the year with the pits, racing and the fans.

DL: About how many days a year do you spend behind the wheel of one of your race vehicles?
Casey: I would say I spend about 100 days a year driving.

DL: Other than your race cars, what kinds of vehicles do you drive every day?
Casey: I am big into Jeeps. I have a new JL on 40s, I have a Jeep truck that is fully dialed-in and a Jeep Willys.

DL: What is the one race you’ve always wanted to compete in that you haven’t yet?
Casey: Dakar. It's where I want to go.

DL: Do you have any other hobbies outside of racing itself?
Casey: I enjoy golf, moto, bicycles, overlanding and hanging with my family.

We’re very excited to have Casey join the Nitto racing team—we can’t wait to see him tear it up both in the desert and on the short course. Catch Casey and the rest of the Nitto team next week at the 2018 Nitto King of the Hammers in Johnson Valley.

Follow Casey @CaseyCurrie and subscribe to Driving Line for updates from The Hammers!

It’s a topic that has been debated for years, both around campfires and amongst engineers. The consensus seems to always be that each have their benefits and pitfalls in different types of terrain. But are we now finally reaching a point where the solid axle vs IFS (independent front suspension) argument scale tips in favor of one over the other? Or will off-roaders everywhere be perpetually locked in a stalemate when it comes to front suspension? We’ve outlined five points that explain why independent front suspension might be the way of the future for off-roaders.

1. Wheel Travel

First and foremost, we can address something that historically seemed to always limit IFS rigs, and became a favorite arguing point for the solid axle crowd. Yes, we’re talking about wheel travel. Traditionally, IFS setups didn’t allow for much wheel travel, as the CV axle joints and rubber boots do not take well to extreme angles from the front differential. This was an inherent problem with most IFS vehicles looking to pull big travel numbers while retaining four-wheel-drive. But thanks to a boom in off-road suspension technology (partially due to the success of the Ultra4 series), aftermarket parts manufacturers and race-car companies such as Armada Engineering are now producing full IFS and IRS (independent rear suspension) Ultra4 vehicles boasting 24 inches of wheel travel front and rear—more than enough to conquer the rocks at King of the Hammers. And each year, as off-road innovation progresses, we see higher travel numbers becoming more accessible to the IFS crowd.

2. Protection of the Drivetrain and Steering Components

Conversely, one of the long-standing benefits of an IFS off-road rig is the protection of vital components of the drivetrain and steering. On a traditional solid-axle rig, the steering components are normally exposed and usually the first thing to take a hit from that rock you didn’t see right in front of you. Bent tie-rods are the norm for many ‘wheelers, and those who are running full hydraulic steering have to worry about protecting their steering ram from the rocks as well. IFS vehicles don’t have such nuances to worry about. The tie-rods and steering rams sit tucked up above the chassis, and move up independently of each other out of harm’s way. This increased ground clearance is especially valuable when navigating large boulders such as the trails you’ll find at The Hammers.

3. Fast Desert Driving

Especially true for race vehicles such as Ultra4s, fast desert driving can pose a challenge for solid-axle setups. At higher speeds over uneven terrain, vehicles with solid-axle front suspension setups tend to be less stable and more difficult to maneuver. IFS allows each wheel to take bumps and dips independently, keeping the chassis more stable and the steering easier to combat. But this phenomenon does not only affect race cars. Over the last few decades, most auto manufacturers have re-designed their four-wheel-drive trucks and SUVs to be easier to drive for the average consumer. One of the biggest shifts in engineering has been to ditch the solid-front-axle for an IFS setup with CV axle shafts. In fact, as of 2017, only two production SUVs in the United States are built with a solid-axle setup from the manufacturer, the Jeep Wrangler and the Mercedes Benz G-Class. With that being said, the G-Class is rumored to lose the solid-axle in lieu of an IFS system for 2018.

4. Weight

Another factor that most hobbyist off-roaders don’t take into account is the difference in unsprung weight between a solid-axle and IFS vehicle. Unsprung components consist of any part of a vehicle that is between the suspension and the ground. In this case, a solid front axle can weigh upwards of a few hundred pounds when loaded with a differential, axle shafts and links. An IFS setup weighs considerably less, due to the front differential being mounted to the chassis instead of on the axle itself. In addition, upper and lower control arms normally have a lower combined weight than a one-ton axle housing, which is a popular front end you’ll find on many rock crawlers.

5. Suspension

Having a lower unsprung weight makes tuning the suspension easier for both fast-desert driving and crawling in the rocks. Solid-axle rigs require aggressive compression valving in the shocks to combat the heavy forces taking the hits under the car. Shock rebound valving must also be slower to control the speed at which the heavier suspension unloads. IFS vehicles can be tuned with lighter compression and rebound valving, allowing them to be nimble and versatile in fast desert driving. While IFS vehicles traditionally do not articulate as easily as a solid-axle rig in the big rocks, chassis engineering and suspension technology is trending in a way to improve articulation in IFS rigs.

Is IFS four-wheel-drive the way of the future for off-roaders? Given the advancements that aftermarket manufacturers have made in the wake of the influx of off-road enthusiasts now sporting IFS-equipped 4x4s, the trend is definitely on the rise. And the racing world is taking notice as well. Many Ultra4 drivers who have exclusively ran solid axle vehicles for years are now making the switch to IFS race cars, as the iconic race courses they compete in now demand a much more versatile vehicle than a simple rock crawler. Longer wide-open desert sections and short courses with bigger jumps are becoming the norm, and the sport of Ultra4 racing is adapting as a result. The answer to the age-old question may not be the same for everyone, but one thing is clear—IFS vehicles are leaving their mark on stages that once belonged exclusively to the solid-axle crowd.

Find out if a solid axle or IFS driver wins the 2018 King of the Hammers by following our coverage all week!

Mark Parham’s ’61 Chevy Apache may look like a rusted relic, but this classic pickup is farm from junk. If the supercharged LS under the hood doesn’t tell the story, then the custom interior sure will. Built by MDS Motorsports out of Fairview, North Carolina, this patina pickup combines creativity and quality execution rarely found on a truck that started off as an $800 purchase. Don’t worry, the Ride of the Week video above is just the tip of the iceberg. We’ll have a full feature breakdown on this ride coming to you very soon.

 Specs: ’61 Chevy Apache

Check out another classic Chevy that’s powered by a Cummins!

These days there is more automotive media content available than ever, particularly when it comes to video—whether it’s the sea of YouTubers, the many automotive build shows on cable networks or the big budget productions like Top Gear or The Grand Tour with their ever-bombastic stunts and increasingly staged adventures.

But in my own opinion, when it comes to automotive-themed entertainment, it's hard to beat the classic Best Motoring videos produced in Japan from the ‘80s to the ‘00s. I've recently been browsing through the extensive archive of content on the official Best Motoring YouTube channel and found myself getting lost down a wormhole of JDM nostalgia.

More Than Just JDM Nostalgia

About 15 years ago when I first started watching Best Motoring video tapes brought over from Japan, I found them to be an incredible window into the world of the Japanese car industry and motorsport scene, and if you're a fan of Japanese car culture you may have grown up with these videos as well. Needless to say, rediscovering them on YouTube has brought back some great memories.

But the more I watched the more I realized that Best Motoring wasn't just the place to see iconic JDM machinery in action, it was one of the most enjoyable forms of automotive entertainment ever. Right up there with the glory days of Top Gear.

Controlled Chaos

Launched in 1987, Best Motoring's format was simple: Take the latest cars from both Japan and around the world and match them up with a group of motor journalists and racing drivers for impressions and comparison—both on the road and at the track. This alone wasn't especially unique, as many programs have featured driving impressions and compared performance data between different cars.

What set Best Motoring apart was the incredibly exciting way in which they compared the vehicles. They didn't just by gather acceleration data or compare lap times. Best Motoring settled things by gathering groups of five, six and sometimes more cars for short races, usually around Japan's iconic Tsukuba Circuit—each car with a professional racing driver behind the wheel.

And to make things even more entertaining, the races used a reverse grid system which put the slower vehicles at the front of the pack. Of course, the setup made the short races that much more entertaining, as the lesser-powered cars worked to fend off the quicker ones coming from behind.

Despite the fact that the cars were usually brand new from the factory, the drivers would treat them like pure racing cars—driving them right up to, and occasionally beyond, the limits of their road-going tire and suspension setups.

From watching guys attempting to dive bomb each other, draft on the straights or pull e-brakes to rotate front-drive cars in tight corners, it was pure spectacle. In between it all, you also learned a lot about each car as you were being entertained.

Racing Every Kind of Car

Of course, even with a great format, it would be useless if the cars weren't interesting. It goes without saying that the '80s and '90s were an incredible time for Japanese performance cars—and Best Motoring will forever stand as a testament to this incredible era of the country's auto industry.

The vehicles most associated with Best Motoring might be your Skyline GT-Rs, RX-7s, WRXs and other iconic Japanese performance cars, but the guys could often be found battling it out in much more pedestrian machinery—from Honda Accords to compact kei wagons.

The Best of Best Motoring

And how about one of the most downright hilarious racing battles of all time—a group of professional race drivers going wheel-to-wheel in a group of identical Daihatsu Midget mini trucks. Something a lot us may have done in Gran Turismo.

Ever wanted to know if a Nissan Sunny could beat an Isuzu Gemini in a straight-up 400 meter drag race? They've got you covered.

Sometimes they'd do some downright crazy stuff, like this battle that includes everything from a front-drive Toyota Starlet to a Nissan Z32 Fairlady racing around a completely snow-covered Tsukuba Circuit.

While the majority of the cars featured were Japanese domestic cars, there were plenty of imports featured as well, including countless Porsches, Ferraris and even the occasional American machine.

You'd also see racing cars from time to time as well—including their amazing "Battle Royales" which matched up cars from different racing disciplines, again using the same reverse grid system to ensure entertainment.

Presentation Perfection

Speaking of entertainment, while the show was quite detailed in its impressions and technical info about the cars presented, it never took itself too seriously. Before, during and after each of the races the drivers would crack wise and jab at each other. Fortunately, lots of the Best Motoring videos on YouTube have optional English subtitles, but even without, it's not difficult to figure out what's going in.

Of course, you can't talk about Best Motoring without talking about Keiichi Tsuchiya—one of the series most recognized drivers and presenters. Naturally, Tsuchiya-san would regularly put his drifting skills to the test, and there's nothing better than watching him doing flick entries and massive slides in all sorts of showroom-spec machinery.

Unfortunately, with a changing media landscape, Best Motoring ended production back in 2011, while its tuner-focused counterpart Hot Version has continued with semi-regular releases. Even so, the wealth of archived content that's now on YouTube is incredible.

So whether you are like me and grew up watching these on imported VHS tapes or DVDs and want to relive it or you have yet to discover the magic that is vintage Best Motoring, I highly recommend giving some a watch.

The only thing that I ask is that you don’t blame me for all of the hours of productivity you may lose when you start digging into these, because once you start watching, you might be there for quite a while.

Like the article? Subscribe to our Youtube channel to see more content posted regularly.

If you're a fan of King of the Hammers, some of these might apply to you. 

1. Don't be that guy.

We all know one of these guys. He talks a big game but when it comes time, he's holding up the whole line. If you need a refresher on trail etiquette, we've got you covered. 

2. How long can you keep this up, Erik?

Talk about a holdout. Erik Miller and his solid axle Ultra4 are a force to be reckoned with, but this debate is far from over.

3. The one place this isn't frowned upon...

Even bartenders in Vegas might give you a funny look. But not here! 

4. We're big on sportsmanship around here.

That's what Ultra4 is all about. Peeps helping peeps with their overbuilt Jeeps. And recovery isn't just for The Hammers!

5. Let's not be irrational now...

Switching to IFS has proven to be a good move for many drivers. But independent rear suspension? You're a mad man...

6. Every. Single. Year.

Well maybe you should start putting shoes on before leaving the tent at 4:00 am to pee.

7. Yeah, being on the Wheaties box is cool and all, but...

Good and good for you! Come on down and get a wholesome serving of the Campbell's tearing it up on the lakebed this year. 

8. You don't need that kind of negativity in your life. 

If this sounds like any of your friends, we think you need to find some new friends. KOH is the perfect place to meet like-minded 'wheelers!

9. When somebody calls you out for having 37s.

It seems as if 37s are the new 33s. A.K.A. small. Why even bother showing up? 

10. Avoid this at all costs.

This one comes from (unfortunate) past experiences. Pro tip: Bravely venture into one to steal the tee-pee, hop in the rig and blaze your own trail to an unoccupied bush.

11. Improvise. Adapt. Overcome.

Now what's your excuse? 

12. They do have some comfy seating areas up there.

Either way, we've got the whole schedule, along with everything you need to know to be there for all the action!

13. Get it? GET IT!? 

Loren Healy is known for putting his foot down, so we have good reason to be worried he might just fly over all the rock sections this year. 

Excited for KOH? Follow us all week for articles and updates.

It’s been quite some time since I last published an update on my daily driver/project car 2017 Volkswagen Golf GTI. Since buying the car in April of last year I’ve put a little over 7,000 miles on it—most of them on road trips to photograph events or hauling the family around town and other stuff one might do with a hatchback.

As a daily driver, the GTI has so far delivered on its promise of being a true jack of all trades. It’s a nice place to be for road trips or errands around town, has had room for my son and the baby gear that goes along with him and can usually get around 35 miles to the gallon on a highway trip.

But you don’t just buy a Golf GTI because it’s practical. You buy it because it’s also a lot fun! For 2018 one of my resolutions was to start having some fun with my everyday car—and what better way to do that than at the local autocross. Last weekend, the Fresno chapter of the San Francisco Region SCCA held its first event of the year at the Fresno Fairgrounds, and I decided to join in on the action in my still bone-stock VW.

Not only would the event include a normal autocross event, there was also an “autocross school” the day before that helped show the ropes to newcomers. The last time I’d driven in autocross was over 10 years ago, so I figured the school would be the perfect place for a refresher.

After two full days of driving, I came away pretty hooked on autocross and have come up with five reasons why everyone should try autocrossing their daily driver at least once.

1. It’s cheap and accessible.

When it comes to jumping into motorsports, it doesn’t get much easier or more affordable than autocross. Yes, track days are great, but they also require a larger outlay in terms of money and time. In my case, the two days of driving cost just 80 dollars, and chances are your local autocross will be closer than the nearest track. And when you factor in the wear and tear and your vehicle, autocross is also quite affordable when compared to serious track days.

2. Horsepower and budget don’t really matter

While it’s true that some racers take the sport very seriously, building cars from the ground up to compete, autocross is also very suited to your daily driver, even if it's completely stock. Just because your car has a lot of horsepower or a ton of grip doesn’t mean you are going to dominate.

With speeds being modest and lots of tight, technical corners to navigate, the gap between machinery is tightened up significantly. For example, my times in the stock Golf GTI were quicker than some of the powerful Mustangs and Camaros. But on the same note, I shouldn’t pat myself on the back because there were also "slower" naturally aspirated Civics and Sentras leaving my lap times in the dust.

3. It can be very competitive—but only if you want it to be

Depending on your motivations, autocross can either be about learning your car and bettering yourself as a driver—or it can be very competitive. With a huge variety of classes based on vehicle type and degree of modification, no matter what you are driving there will be a way you can compete. Think of it as a micro-sized version of time attack and you’ll realize how rewarding it can be.

4. The skill set is unique

After two days of driving and getting plenty of tips from the veteran instructors, I began to realize that in autocross memorization and visualization skills are just as important as raw driving ability. The fastest people aren't necessarily the ones with the most driving talent; they are the ones that can walk a course and figure out exactly where they want to place their car for each corner or section.

Unlike traditional road racing where you are constantly trying to go faster around an constant race circuit, autocross courses change for every event. And with a limited number of "laps" to put down a good time, getting the course memorized and picking up the rhythm is the most important thing you can do.

On Saturday's course, my first lap was in the 59 second range. Early on, I would misjudge or forget where certain apex or slalom locations were, braking when I didn't need to or turning in too early. A couple runs later I got the course down without any big mistakes and dropped my time to a much-improved 49 seconds. On my last couple of runs I could focus on trying to get through even quicker, eventually putting in a low 47 second time.

On the second day the course had been changed up, but I had a much better idea of what to look for out of the gate. Each driver was given four runs, and I began with a 48.9 second time that got progressively quicker on the next runs, finishing with a best of 46.8. The key is quickly getting the course layout down so you can start working on getting quicker. And don’t forget that hitting cones will add precious seconds to your time, or even worse, blowing a corner will give you a DNF for that lap.

5. You’ll learn a whole lot about your car

Even if you aren’t planning on competing seriously, a day at the autocross will help you learn a lot about your car. In my case, I quickly learned that my GTI’s stock all-season tires were not really up to task. Whether it was braking into a corner or trying to get the power down coming out, it was quickly apparent that the tires were one of the biggest limiting factors, and a wheel and tire upgrade is high on my to-do list.

And while the GTI Sport’s VAQ limited slip differential is a massive help when it comes to traction coming out of corners, it was also very easy to see how a larger rear sway bar would help quell the understeer that so often comes with front-drive performance cars. It's something other Mk7 owners swear by, and I can definitely see why.

Fortunately that is something will be addressed when I install the first round of upgrades on the GTI in the coming weeks. Not only will I be fitting a set of ST sway bars, I’ll also be adding a set of ST XTA coilovers to help tighten up the handling and improve the stance all while keeping the car daily driver friendly.

I’m very much looking forward to moving along with the project and documenting my findings, but in the meantime I absolutely recommend that everyone get out and have some fun at their local autocross—regardless of what you drive.

Not only will you learn a ton about your car and your driving skills as I did, I can also guarantee you’ll have a great big grin on your face while doing so.

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Motorsports has always been a major catalyst for creating new products that are able to meet the strenuous demands of automotive racing. In the off-road world, the Baja 1000 was long thought of as the benchmark race to showcase the latest cutting-edge off-road racing technology. However, over the past ten years, Ultra4 Racing’s flagship King of the Hammers race has proven to be just as saturated with new technology. This biggest difference between the Baja 1000 and those participating in Ultra4 Racing is that all of the vehicles racing in Ultra4 are four-wheel drive.

While that might not seem like a significant fact, the reality is, to get a modern 4x4 system to be competent and reliable in the desert and over rocky terrain is no small feat. Though you might not be ready to build your own Ultra4 machine, you’ve likely benefited from the technology in these cars without realizing it. From tires and suspension to steering and safety features, the technology in the modern Ultra4 car has made a lasting impact on the components you can now purchase to upgrade your daily driven 4x4.

Here, we look at seven areas that the Ultra4 car has helped to improve the four-wheel drive upgrades across the board.

1. Steering

The class that you are racing in will largely depend on what steering system your vehicle can be outfitted with. At the premier 4400 Unlimited level, you’ll typically find a trophy-truck style rack-and-pinion system or some sort of fully-hydraulic variant. While both steering types had been around for years before Ultra4 Racing, the mix of low and high-speed racing required steering companies to create systems that could be more adaptable. Taking what they’ve learned in the racing arena, we’re now seeing improvements in steering pumps, gear boxes and steering cylinders. This has created improved steering systems for those looking to upgrade to hydraulic assist and fully hydraulic steering systems.  

2. Lockers

When you’re battling through some of the hardest rockcrawling trails in America, you need every tire fighting for traction. This means your differentials must be up to the task. Companies such as ARB have used Ultra4 Racing as a test bed to create more robust locking differentials. This has translated into being able to purchase Competition Edition air lockers, which you can find under the three-time King of the Hammers Shannon Campbell’s Dragon Slayer 4400 car.

3. Tires

The right set of rubber can make or break your race. With some podium finishes coming down to mere seconds, having a flat tire can mean the difference between winning or losing. One company that has spent countless hours engineering a proven tire is Nitto. Its Trail Grappleris one of (if not the) most durable mud-terrain radial on the market. This is largely thanks to its incredibly strong 3-ply sidewall and seriously stout tread. From recreational ‘wheelers to tow rigs, the strength and uniformity Nitto has developed with the Trail Grappler has translated to a tire everyone can benefit from.

4. Suspension

King of the Hammers mixes two extreme off-road disciplines—rockcrawling and desert racing. Both require well-designed and durable suspension systems. A failure here can signal the end of your race in a hurry. From internal-bypass shock technology to more durable suspension endlinks, the suspension bits proven in the off-road race setting are now packaged in bolt-on suspension kits you can purchase for your truck or SUV. These hardcore racing-inspired systems can be found from companies such as EVO Manufacturing and ICON Vehicle Dynamics. Though many will rarely push their vehicles to the extremes of Ultra4 Racing, it’s nice to know the components can handle it.

5. IFS

A major shift in Ultra4 Racing has been the move to an independent front suspension. While going IFS was once a radical notion, it’s proven that it can be made reliable. In fact, we’re now seeing fully independent Ultra4 cars move onto the scene. Why is this important for your everyday ‘wheeler? With the majority of 4x4s sold in the U.S. being fit with IFS, we’re now learning what it takes to make these systems survive off-road. Aftermarket axle companies such as RCV Performance even offer complete axle kits for those running IFS, making that transition to a durable frontend more attainable.

6. Axles

For a serious ‘wheeler, upgrading your axle assemblies is par for the course. In an off-road race environment where the ‘housings are often bashed at high and low speeds, strength is everything. Companies such as Spidertrax were among the first to develop an axlehousing suited for the extreme demands of Ultra4 Racing. Using chromoly axletubes and offering steering knuckles capable of 50 degrees, Spidertrax has created ways for the axles to be lighter and stronger, all while offering increased maneuverability. The best part is that these are not race-exclusive parts. Every Spidertrax part you see under an Ultra4 race car, you can purchase for your 4x4.

7. Aluminum

In most forms of racing, weight is a critical element. Ultra4 Racing is no different. While there is a fine balance between becoming too light in the desert, in the rocks, the less your vehicle weighs, the easier it will be to propel over the obstacles. A big push from many competitors has been the strategic use of aluminum. You can see the widespread adaptation of aluminum steering and control arm links in the Jeep aftermarket, all of which have been proven durable in the Ultra4 setting. Aluminum is also used in many of the Unlimited series cars, such as two-time King Erik Miller's Miller Motorsports chassis, to sleeve high impact sections of the chassis.

Check out a detailed breakdown of the Ultra4 car with the most wins—Loren Healy’s Red Dragon.

Need the 4-1-1 on attending King of the Hammers? We’ve got you covered on everything from directions to schedules and essential items you’ll need on the lakebed.

Getting There

King of the Hammers is located at Means Dry Lake, in Johnson Valley, California. Depending on what direction you are traveling along Highway 247, you will be turning off the pavement at Boone Road. Heading North on Boone Road, which is a maintained dirt road, you will wind back and forth until you reach the entry gate. Hammertown is just a straight shot after you pass through the gate.

Navigating Hammertown

We suggest downloading this map image ahead of time for quick reference while you’re out there. Remember, there is no cell phone coverage in Johnson Valley, and WiFi hotspots are not 100% reliable. You can pick up a free copy of our latest issue of Driving Line at the Nitto and Monster Energy booths!

Course Map

Here is a link to instructions on how to obtain a course map. Follow the instructions on the page to download the app and purchase the course maps. Doing this ahead of time allows you to use the maps without cell phone reception. 

What To Bring

We’ve compiled a short list of both essential things you’ll need to survive King of the Hammers, as well as a list of optional items you might consider bringing for your time in Johnson Valley.

Must Haves

• A good flashlight or headlamp
• Camera
• Comfortable shoes/boots that can take a beating
• Sunglasses
• Layers of clothing to take off and put on
• Hat/Beanie
• Sunscreen
• Chapstick
• Hydro-flask or large water bottle
• Toilet paper
• Small backpack

Optional Items To Consider

• Cooler
• Bandana
• Camp chair
• Moisturizing lotion (it’s very dry and dusty in the desert)
• Baby wipes
• Firewood
• Space heater
• HotHands hand warmers
• Cash for good deals at the vendor booths
• Pitbike or bicycle for getting around Hammertown easily

Event Schedule

Here is a comprehensive schedule of events throughout KOH week.

Friday February 2, 2018—Opening Day

• 9 a.m.-4 p.m. Registration Opens—Big Tent
• 9 a.m. Pre-Running Opens
• 9 a.m. Tech Opens at Factor 55 Tech Tent. All new 4400-4800 must tech by Tech close on Monday.

Saturday February 3, 2018—4600 & UTV Qualifying—Schampa King of The Motos Part 1

• 9 a.m.-4 p.m. Continue Registration and Pre-Running
• 10 a.m. Qualifying Driver Meeting for Pro-Comp 4600/4900-UTV—Big Tent
• 11 a.m.-4 p.m. 4600 & UTV Qualifying—Jeep Proving Grounds Short Course
• 3 p.m. KOM Spectator Maps at Schampa
• 4 p.m. Mandatory Schampa King of the Motos Riders Meeting—Big Tent
• 6 p.m. Schampa King of the Motos Part 1

Sunday February 4, 2018—Schampa King of the Motos Parts 2 and 3—KOH Kick Off Party

• 9 a.m. Schampa King of the Motos Part 2
• 10:30 a.m. Schampa King of The Motos Part 3
• 6 p.m. Currie Event Kickoff/Party—Currie Booth
• 6 p.m. KOM Awards Ceremony—Jumbotron

Monday February 5, 2018—4500 & 4800 Qualifying—Holley EFI Shootout Presented by KMC, King & Action Sports Canopies

• Pre-Running Day
• 9 a.m. Mandatory 4500 & 4800 Drivers Meeting for Qualifying—Big Tent
• 10 a.m.-4 p.m. 4500 & 4800 Qualifying—Jeep Proving Grounds Short Course
• Noon-8 p.m. Vendor Hours in Hammertown
• 4:30 p.m. 4400 Mandatory Drivers Meeting for Qualifying—Big Tent 
• 5 p.m. Mandatory Drivers Meeting for Shootout—Big Tent 
• 6 p.m. Holley EFI Shootout Presented by KMC, King & Action Sports Canopies

Tuesday February 6, 2018—4400 Qualifying

• Noon-6 p.m. UTV Tech and Contingency EMC May Tech As Well—Hammertown 
• Noon-8 p.m. Vendor Hours in Hammertown
• 3:45 p.m. Awards Ceremony for Shootout Participants Before Power Hour
• 4 p.m. Axial R/C practice in Hammertown—Axial Booth
• 5 p.m. Close of Qualifying
• 6 p.m. Mandatory Drivers Meeting for All KOH UTV Racers
• 6:30 p.m. Axial R/C races in Hammertown—Axial Booth

Wednesday February 7, 2018—Can-Am KOH UTV Race Presented by HCR

• 8 a.m.–4 p.m. Can-Am KOH UTV Race Presented by HCR
• Noon-6 p.m. EMC Tech and Contingency—Hammertown
• Noon-8 p.m. Vendor Hours in Hammertown
• 4 p.m. Axial R/C Practice in Hammertown—Axial Booth
• 6 p.m. KMC Belly Flop Contest—KMC Booth
• 6 p.m. Mandatory Drivers Meeting for Smittybilt Every Man Challenge Race—Big Tent 
• 6:30 p.m. Axial R/C Races in Hammertown—Axial Booth
• 8 p.m. King Shocks Party—King Shocks Booth

Thursday February 8, 2018—Smittybilt Every Man Challenge

• 8 a.m.–6 p.m. Smittybilt Every Man Challenge Race
• Noon-7 p.m. KOH Tech and Contingency in Hammertown
• Noon–8 p.m. Vendor Hours in Hammertown 
• 4 p.m. Axial R/C Practice in Hammertown—Axial Booth
• 6 p.m. Monster Energy Volunteer Dinner 
• 6:30 p.m. Axial R/C Races in Hammertown—Axial Booth
• 7 p.m. Mandatory Drivers Meeting for KOH—Big Tent 
• 7 p.m. Rigid We Own the Night Poker Run—See Rigid Booth
• 8 p.m. Volunteer Staffing Meeting 

Friday February 9, 2018—Nitto King of The Hammers Powered by Optima Batteries

• 6 a.m. Driver Line Up 2018 Nitto King of the Hammers Powered by Optima
• Noon–8 p.m. Vendor Hours in Hammertown
• 8 a.m.–10 p.m. 2018 Nitto King of the Hammers Powered by Optima Batteries

Saturday February 10, 2018—Closing Ceremonies—Genright KOH Experience—Axial Altra 5K

• 9 a.m. Awards Ceremony UTV—KOH—EMC—Big Tent
• 10:30 a.m. KOH The Experience With Genright—Hammertown 
• 11 a.m. Axial ALTRA 5K and Adventure R/C Crawl 

2018 KOH Coverage and Galleries

You won’t want to miss this! Check out Driving Line's KOH page for all the coverage you need. But why wait until after it's over? We've got plenty of cool stuff to check out from last year's KOH.

Find out how King of the Hammers was created and how it's changed over the years.

First timer? We've got your crash course right here.

Want to know what it takes to prepare for the toughest one-day race on earth? We asked some of the top racers in Ultra4 how they do it:

• Loren Healy
• Shannon Campbell
• Mel Wade
• Erik Miller

The 2018 King of the Hammers is sure to be one for the books, with young racers giving everything they've got to claim the throne, and veteran Kings charging hard for another chance at glory. With three laps and hundreds of miles over the roughest terrain in North America, find out what goes into the anatomy of a KOH-winning tire.

Like the article? Subscribe to our newsletter to get the best articles from KOH sent to your inbox!

As you saw in my last post, I recently took my Volkswagen Golf GTI daily driver to the local autocross for a weekend of fun. In between my sessions behind the wheel or out on the course chasing cones, I brought my camera out to capture some of the other cars taking part in the action.

I wasn’t quite sure what to expect in terms of cars, but I was pleasantly surprised by both the variety and the quality of the cars that came out to run. You might expect autocross to be dominated by popular sports cars like Miatas and late model Corvettes, but there was a lot more to it than that.

This particular event included everything from a brand new Camaro ZL1 and a couple Mustang GT350s to an SR20DET-swapped first-gen Toyota Celica. There were also a handful of pro-touring muscle cars competing as well.

If that wasn’t enough, there were a couple other truly unique machines that had been purpose-built for SCCA Solo competition, including a European Mk.1 Ford Escort and a heavily-modified widebody Chevy Corvair that looked more like a BMW than the funky Chevy that Ralph Nader loved to hate. But don’t take my word for it. Check out the gallery above!

Still not sold on autocross? Check out five reasons why you should do it at least once. 

Can't get enough of KOH? You'll want to bookmark this page, as we'll be streaming the races all week long. Not sure when your favorite event is? Check out our KOH survival guide.

This is far from all we'll be bringing you from King of the Hammers. Check out our KOH page every day for interviews, results, galleries and much more. 

In the world of extreme off-road racing, there are only two types of 4-wheel drive vehicles that can competitively traverse trails that you couldn’t even hike up. The first is known as an Ultra4 car, engineered to compete in both long distance desert races that require intense rock crawling skills, like King of the Hammers, as well as short course races and everything in between. The other is known simply as a Rock Bouncer, and its main purpose is to make it to the top of steep, loose and rocky hills as fast as possible. At first glance, you might have a hard time telling the two apart, but they are quite different in as many ways as they are the same.

Driving Style

Perhaps the biggest difference between Ultra4 cars and Rock Bouncers is how they are driven. Ultra4s require a degree of finesse; racers must choose their lines carefully to navigate boulder-ridden trails with ease and keep their pace up. They are piloted by some of the best drivers in the world, who take calculated steps that lead to a desired outcome. Much like the game of chess, Ultra4 driving requires thinking 10 steps ahead to succeed. On the other hand, driving a Rock Bouncer is more like playing checkers. Rock Bouncers don’t care about finesse. It seems the best way to drive one is point the nose at the top of the hill and put the hammer down to wide-open. While Rock Bouncers have to be skillful in knowing exactly what is happening with their rig at any given moment and making small corrections to keep the rig moving uphill, they put a lot of trust in their equipment to both take incredible abuse and keep them safe when things don’t go as planned.

Here is a Rock Bouncer, bouncing its way up a competition hill. 

Here is Erik Miller in his Ultra4 car, taking a slightly more calculated, but fast approach. 

Chassis

When it comes to physical differences between Ultra4s and Rock Bouncers, the most striking can be the shape and look of the vehicles themselves. Ultra4 cars tend to have engineered chassis that resemble most competition off-road vehicles. On the other hand, Rock Bouncers usually have intricately designed chassis, with brightly powder-coated metalwork. Many Rock Bouncers have an artistic feel to them and sometimes resemble an alien exoskeleton or something you would find in a Mad Max film. Ultra4 cars tend to have a shorter wheelbase than their Rock Bouncer counterparts, and much of the chassis is paneled in with sheet metal, unlike the Rock Bouncer’s exposed cage.

Drivetrain

You may be surprised to find out that Ultra4 cars and Rock Bouncers commonly share many drivetrain components. They both normally have front-mounted engines, automatic transmissions with manual valve-bodies, abuse-ready gear-driven transfer cases and 1-ton or larger axles. The most common engine and transmission combinations you will find in both cars is the small block Chevy mated to a Turbo 400 transmission, although we have seen variations of powertrains in both divisions that are capable of producing in excess of 1000hp.

Suspension

Although much of the drivetrain between the two remains the same, their suspension setups differ greatly. Rock Bouncers are not built to take the hard hits of fast desert driving, nor do they rely as much as Ultra4s on articulation. They seem to just “bounce” over the rocks (obvious of the name). Rock Bouncers normally have tubular upper and lower control arms, often in a 4-link pattern, with a single 2.5-inch coilover bolted from the chassis to the axle itself in each corner. More common in the rear of Ultra4 cars is the 4-link suspension system with trailing arms. This means the shocks and coilovers are mounted to the control arm itself (normally the lower control arm, however, Loren Healy’s new 4400 car has them mounted to the upper control arm). This provides for better shock tuning and versatility for fast-paced desert driving. As we’ve recently covered, many Ultra4 cars are moving to an independent front suspension, where Rock Bouncers are almost unanimously in favor of solid-axles.

While many Ultra4 cars call The Hammers their homeland, the Rock Bouncers make their home in East of the Mississippi. The National Rock Racing Association is divided into three divisions, Central, Northern and Southern. Each year many of the top competitors in those divisions head west to Johnson Valley to compete head-to-head against some of Ultra4’s best competitors in an event held each year at the Nitto King of the Hammers, called “The Shootout.” Although not built for the jagged rocks and boulders of the Mojave Desert, the Rock Bouncers can definitely hold their own in this arena. And while both kinds of racers are purpose-built to perform in different environments, these extreme 4x4s always draw a huge crowd no matter where they are.

Stay tuned to Driving Line for live coverage of “The Shootout”, and catch all the rest of the happenings at the 2018 Nitto King of the Hammers right here!

We are proud to announce that Driving Line print Issue 14 has been released. If you're spending the week at King of the Hammers with us, pick up a copy for free! If you couldn't make it out to the lakebed, don't worry. If you're already a subscriber, you can read it at the newsstand. If not, you can subscribe to the digital version of the magazine for free. Once you're subscribed, you get access to both this issue and our back catalogue.

Regardless of how you get your hands on a copy, here's a taste of what you can look forward to.

Commanding respect both off-road and on is Rtech Fabrications’ built Cummins-powered K50 built for a king. With well thought details everywhere—engine bay, suspension, body and interior—you’re going to want a closer look at this one. Whether getting ready for King of The Hammers, chasing the Baja 1000 or embarking on a 3,500-mile test drive, this issue is full of adventure. There’s also a barrier breaking C10 that’s headed toward Pikes Peak Hill Climb and tech that will keep you moving in the right direction.

Excited for KOH? Follow along with us all week for updates, articles and live video of the events.

You last saw him drag racing a Lamborghini Huracán (and almost win), but since then, Nitto team driver Jason Blanton has been busy putting the final touches on his #966 Ultra4 rig. Sporting a new custom-made fiberglass hood and fenders, the big block powered, 900hp rock buggy is ready to take on King of the Hammers with full force. We caught up with Jason at The Hammers to get some more details on his race car and his strategy for taking on the toughest single-day race on earth.

For all things KOH, be sure to visit Driving Line's King of the Hammers headquarters page!

KOH week is well underway with anticipation building for Friday's main 4400 King of the Hammers race. Dubbed the "toughest one-day off-road race on earth," each year gets harder to bet on who might win come race day. With over 100 registered racers and 199 grueling miles between the start and finish line, including some of the hardest rock trails in the world, it is a race of attrition, skill, machine and a little bit of luck. To get you prepared for the big race, we've compiled a short list of who to watch for at the 2018 Nitto King of the Hammers Presented by Optima Batteries.

Tune in to Ultra4's livestream from 8AM to 5PM on Tuesday, February 6th to see these racers qualify live!

8 Racers to Watch During 2018 KOH

1. Shannon Campbell #5

Coming off winning last year's race, making Shannon the first-ever 3-time King, we're all anxious to see if he can bag a 4th King title. Plus... his throttle-heavy foot is always so much fun to watch.

2. Jason Blanton #966

Perhaps the underdog on this list, Jason Blanton has plenty of KOH experience under his belt. Showing up with a brand new car that looks extremely promising, Jason could be a surprise contender this year.

3. Loren Healy #67

While we were all excited to see Red Dragon 2.0 get unleashed, Loren has made the decision to give it a go one last time in the original Red Dragon. A car just itching for redemption—Red Dragon is the most winningest car in Ultra4 but has yet to conquer the Hammers.

4. Derek West #20

He's quite possibly the man with the most top 10 finishes at KOH, Derek is driven and knows how to prepare for a race. Gaining podiums yearly in Ultra4, this Missouri-based racer shows good skill in both the woods and open desert.

5. Bailey Campbell #35

Earning a 5th place finish at 2016's KOH, Bailey has continued showing strong improvements in driving since then. Although issues kept her in 26th last year, we can't wait to see where she comes in on Friday.

6. Erik Miller #4421

Nearly nabbing a podium spot last year to follow up his 2016 KOH win, Erik Miller is a strong contender to follow Shannon Campbell into the renowned 3-time King's circle. Consistent and driven, Erik is a force to be reckoned with.

7. Wayland Campbell #3

Coming off a 2017 national champion title, Wayland Campbell's ready to pounce on the opportunity to win his first-ever King title. If his performance at last year's KOH is any indication, missing a win to his dad by seconds, this might be his year.

8. Josh Blyler #41

Driving in his first-ever KOH race in 2017, Josh Blyer surprised everbody by finishing 6th. He continued a solid performance through the eastern Ultra4 series and has returned to give this year's race his best.

Keep tabs on all things KOH by following Driving Line's King of the Hammers headquarters page!

Congratulations to Cody Webb, champion of the 2018 Schampa King of the Motos! This year's race was one of the most difficult, with simply finishing being a major accomplishment. The racers competed over three race segments, one Sunday night and two Saturday afternoon. Check out the action in the gallery above and view the full results for both the PRO and Amateur race below.

This marks Cody Webb's fourth KOM title, winning also in 2013, 2014 and 2016.

2018 Schampa King of the Motos PRO Full Results

2018 Schampa King of the Motos Amateur Full Results

Can't get enough of KOH? Follow our coverage from Hammertown all week!

It's that time of year again, time for the toughest cars in the world to slam down the pedal and send rocks careening down the hill behind them: the Holley EFI Shootout Presented by KMC, King & Action Sports Canopies. This year was especially exciting, as the racers tried to make it up not one, but two hills.

First, they raced up a smaller hill, unofficially called Frontdoor, for $7,500. Ryan Webb finished with the fastest time of 16.48 seconds and took home the prize. Second and third were Bobby Tanner and Jason Gray, with times of 16.73 and 17.39 seconds, respectively. Special mention needs to be given to Cash Lecroy, who at only 10 years old and in a modified RZR finished in eighth place with a time of 20.07.

Then, Dave Cole had a surprise for everyone. The drivers would compete to see who could make it up the Yukon Mountain Bounty Hill, the first one to the top claiming a $10,000 reward. Only two drivers made it to the top, with Jeff McKinlay making it up first and claiming the bounty. Cody Waggoner came in second. Interestingly, while it was two Rock Bouncers who were first and second up Frontdoor, Ultra4s were the only ones up the bounty hill.

Check out the full 2018 Holley EFi Shootout results below and the gallery above.

Can't get enough of KOH? Follow our coverage from Hammertown all week long!

It's almost as if Casey Currie was born in the driver's seat. Being raised in a family that has been involved in motorsports for generations, Casey found himself hooked on Ultra4 racing when the sport itself was in its infancy. Since those days, Casey has competed in numerous off-road competitions in his unlimited 4-wheel drive race cars, all leading up to this year's King of the Hammers 4400 class main event. We caught up with Casey at his race pit to get the rundown on his solid-axle Ultra4 rig, and to hear some of his strategy going into the epic race on Friday. 

To watch more videos and see all the other happenings around Hammertown, head over to Driving Line's KOH headquarters.

There are quite a few famous families in Ultra4: the Campbells, the Curries, and among them, the Gomez Brothers. JP Gomez comes into this year's King of the Hammers looking to bring his family their first KOH victory. After four failed attempts, JP finally finished his first King of the Hammers in 2017—coming away with an impressive fifth place finish. With a taste of victory making him hungrier, JP is gunning for the top spot in 2018.

We caught up with JP to talk about his rig, his history at The Hammers, and his strategy for 2018 KOH. 

To get all the coverage you need from Hammers, head over to Driving Line's KOH headquarters.