Preparation, both mental and physical, couldn't be a more important facet to drivers during King of the Hammers. The Nitto Racing Team is no exception, with some of the best Ultra4 drivers in the sport taking every step they can towards victory on race day. Listen in on what a few Team Nitto drivers had to say before race day and find out how they plan to attack "the ultimate desert race" Friday morning.

Josh Blyler #41

DL: "How do feel after qualifying, and what is your strategy for success on race day?"

Josh Blyler:“I felt we qualified strong, and the plan for race day is to drive smart while making our way up the pack.”

Shannon Campbell #5

DL: "Defending your title of being the first Ultra4 driver to win the King of the Hammers race three times, how do you plan to hold off the competition this year?

Shannon Campbell:“The plan for race day is very simple. Drive really fast!”

Jason Blanton #966

DL:  "How is your new Ultra4 rig handling the terrain here in Johnson Valley? Do you think having a more powerful big block car will give you an edge this year?"

Jason Blanton:“The new car feels great so far. The extra power definitely helps out here and I’m looking forward to picking off the cars in front of me come Friday.”

Erik Miller #21

DL: "How has your race day strategy adapted to your starting position for this year's race?" 

Erik Miller:“I prefer starting a few cars back. It gives me the chance to take advantage of mistakes made by other drivers and race efficiently.”

Follow along with Friday's race by watching LIVE here, you don't want to miss this action!

After a grueling day of racing through the rocks and desert, Mitch Guthrie Jr. crossed the finish line victorious at the Can-Am KOH UTV Race by HCR. These UTVs are given the same terrain as the unlimited 4400 cars do, on 29" tires rather than 40", racing 2 laps rather than 3 as they do on Friday. At the finish it was a family affair for the second year in a row, with Mitch's father, Mitch Guthrie Sr. following along in third (2017 found father/son Shannon & Wayland Campbell placed on the podium.) Leading an extremely clean race, Mitch Guthrie Jr. came across the line more than 40 minutes ahead of his closest competitor.

Co-driving for his dad a number of years, Sr. has captured six total wins in the KOH UTV race. Last year saw Jr. take the wheel to lead his own battle. “I don’t know what to say" exclaimed Mitch Jr., "It’s been a long road getting here riding with my dad a lot and we had a few wins but I really wanted to do it by myself. I was nervous going in. It’s my first time really getting in the rocks. We made it through, and it was a clean race.”

Second across the line and on the podium was Branden Sims, who's claimed 2nd place three times at the Hammers. Narrowly missing the podium, Casey Currie finished in fourth, a little over a minute behind Mitch Guthrie Sr. 

With drivers consistently asking for a harder course, Ultra4 head Dave Cole delivered this year—with the result being that just 12 finishers out of the 118 UTVs that started the race Wednesday morning. An additional three drivers were able to complete the course, but did so after the offical end time—including Loren Healy, Bailey Campbell and Cody Currie. Hats off to those 10% who finished!

Check out the full results below and gallery above, and follow along with us at King of the Hammers!

When Jeremy Benson heard about a classic 1951 Dodge Power Wagon for sale near his home in Washington, he knew he had to have it. But what Jeremy didn't know at the time of purchasing such a relic was the desert racing, rock crawling phenomenon it would one day become. After bringing the truck home and digging into its bones, he soon realized that this build was beyond the point of a full restoration.

Having a mildly built 1st-gen Cummins 12-valve diesel engine and later model NV4500 manual transmission at his disposal, Jeremy soon gutted the factory drivetrain and other components to make room for the new heartbeat of his project. Not long after, the idea of turning this old truck into an Ultra4 style rig was finalized within Jeremy, and the plans were set to build something both unique, functional and fun to drive.

Jeremy grew up in classic truck culture, and honed his skills in 4x4 fabrication from a young age. Having built several Jeeps of his own, and subsequently attending the King of the Hammers race as a recovery volunteer in 2011, Jeremy knew that the build he was planning needed to be ready to take on the unforgiving terrain of Johnson Valley. As a result, the "RaceTractor" was built around an Ultra4 style tube chassis, with the cab being the only original part left from the '51 Power Wagon.

Jeremy is using a Ford kingpin style, high-pinion Dana 60 front axle, paired with a GM Corporate 14 rear axle. Plenty of strength for the torquey diesel engine and 40-inch tires. Noting his decision to put the RaceTractor on Nitto Trail Grapplers, Jeremy listed his desire for off-road performance and Nitto's years of success in the King of the Hammers.

Although Jeremy doesn't intend to race the Power Wagon in King of the Hammers, he has raced and completed the NORRA Mexican 1000 in the Ultra4 class, and even went home with a third-place finish. Jeremy plans to keep the truck as just a unique 4x4 vehicle, and continue driving it wherever he can, whether it's to pick his kids up from school, venture down a local Washington 'wheeling trail or turn heads around Hammertown in Johnson Valley. 

Stay tuned for a full feature and spec list of the RaceTractor right here on Driving Line! In the meantime, check out what else is going on in Hammertown!

It seems like at every event at King of the Hammers, something special happens—and the 2018 Smittybilt Every Man Challenge was no exception. For the first time, the G2 4800 Legends, Rubicon Express 4500 Modified and Pro Comp 4600 Stock classes all made it on the overall podium. In the Every Man Challenge, all three classes race together and compete both for their class and overall crowns. Typically, the more modified classes dominate the overall podiums, but not this time.

The field started out large, with 137 drivers, by the end only 12 (nine percent) crossed the finish line under time. The racers had asked Dave Cole to make the course harder, and he more than delivered. A hearty congratulations goes out to everyone who was able to finish!

Dan Fresh finished first both overall and in the Rubicon Express Modified 4500 class, beating all the 136 other competitors. “We came into this thinking if we can get a top 20 or a top 10 that would be just awesome," he said. "It was typical off-road Baja style. We just kept persevering. We didn’t know exactly where we were all day. We had an amazing, amazing team, though, the guys really now their stuff at Savvy."

Casey Gilbert finished second, winning the G2 4800 Legends class. A veteran of KOH, this is Casey's seventh year competing, having previously raced 4400 and stock classes. 

Jessi Combs finished third, winning the Pro Comp 4600 Stock class. Not only was this the first time that all three classes were on the overall podium, but the first time the 4600 class made the overall podium at all, making Jessi's victory all the more impressive.

Check out the full results below and gallery above, and follow along with us at King of the Hammers!

Obviously during King of the Hammers, the race cars get all the attention. But what about all the cool vehicles around Hammertown that aren't competing each year? Here's 10 rides you won't see on the race course, but deserve recognition too. 

1. Tow Rig Goals

This 3rd Gen Ram 3500 is a great combo of comfort and durability. 

2. Iconic JKU

Known for their impressive, bolt-on suspension systems, Icon never misses a chance to flex out their Jeep JKU.  

3. Dusted Luxury

Lexus is known for building Luxury cars and SUVs, but their bones are all Toyota. This GX470 is just as capable in the dirt as its Toyota Land Cruiser counterpart.

4. Bring Back the 90s

Our second favorite generation of Bronco, this Aeronose ('92-'96) was parked just inside Hammertown city limits. 

5. FJ with a View

Although normally found on Jeeps, tube doors can basically be bolted onto any vehicle. This FJ Cruiser looked like it has seen some tough trails in it's day. 

6. What's Left of a TJ

It's true that most Jeep owners don't leave them stock for long, but this TJ crawler beast was almost unrecognizable. 

7. Where's Waldocon?

Well...we found him! Definitely a unique twist on this JK, paying homage to the popular children's book featuring the world's best hide-and-seek player.

8. Goin' Commando!

There really isn't anything cooler than a 4-linked classic Jeepster Commando on big axles and 40-inch tires. This beast can easily take on the trails around The Hammers.

9. Tons of Scout

Not quite a Jeep, not quite a Bronco. The Scout stands alone, and this specimen happens to be on one-ton axles and some HUGE swampers. (Bonus points if you noticed the 50-inch light bar)

10. Monster Chevy

If you need a pick-me-up, this CST-lifted Silverado from Monster Energy has got you covered. 

There's a whole lot more going on around Hammertown. To stay up to date on all things King of the Hammers, check out our KOH headquarters page!

A week of perfect weather set the stage for a fantastic race day as the sky broke clear and bright for the 2018 King of the Hammers. No one had any idea what was in store for the day. Hopes, dreams, money and time had all been spent preparing for this moment. A host of heavy hitters sat alongside former Kings and bright-eyed hopefuls as King of the Hammers was set to unfold. You may have watched the live feed, but here’s an opportunity to follow along as the action unfolds. Three two-time Kings were looking for a third, one triple King was hungry for his fourth, a solo wanted a double, and 90 other drivers just wanted a shot at the crown. The stage was set!

KOH 2018 4400 Race Recap

6:30 a.m.

The excitement is tangible as crew chiefs line up their cars and Hammertown comes to life with anticipation for the 2018 King of the Hammers. Cars go off the line at 8 a.m., 2 by 2, every 30 seconds.

KOH Lap 1= 60 miles, high speed desert designed to spread the cars out before the rock trails

8:00 a.m.

Paul Horschel and Jason Scherer are the first to leave the line with Paul on the pole. Leaving Hammertown, Paul hits the gas and takes a quick lead, surprising Jason who took the initial hole shot.

8:01 a.m.

Shannon Campbell takes a quick jump on Levi Shirley, who is driving a Campbell Enterprises car, as they both scream off into the desert for the high speed first lap.

8:22 a.m.

Paul Horschel is still commanding the field and pulling away from in the desert as he is the first to pass Remote Pit 1. He does not stop.

8:47 a.m.

Loren Healy is maintaining third just past RM 25 in the Red Dragon. After last year’s fire, fans are holding their breath to see if he clears the desert section this year.

8:55 a.m.

Marcos Gomez and JP Gomez are driving through Cougar Butte right next to each other in a battle for position, while not wanting to wreck teammate and family member’s cars.

8:59 a.m.

Bailey Cole winches/pulls Mike Slawson back upright in a classic display of sportsmanship. This is a hallmark of Ultra4 Racing and King of the Hammers. Only drivers can assist other drivers. This is a no chase and no outside assistance race. If any team accepts outside assistance, they are disqualified.

9:03 a.m.

Top 6 at RM 40: Horschel 19, Scherer 76, Healy 67, Randy Slawson 4448, Adler 210, Shannon Campbell 5.

9:18 a.m.

Horschel and Scherer have a 4-mile lead on the rest of the field at mile 54 and are starting to pull away from the pack heading into lap 2.

9:27 a.m.

Horschel at Backdoor, in the lead, and looking to blast out into lap 2 and tackle the rock trails.

9:28 a.m.

Scherer at Backdoor, a minute and a half behind Horschel and charging hard. Teams are discussing pit strategy at this point as well as track position.

9:30 a.m.

Scherer finishes first lap 1 20 seconds after Horschel at the line, but he has pitted while Horschel has chosen to not pit at the end of lap 1.

9:36 a.m.

Healy crosses the line in fourth. The Red Dragon lurks and is hungry to join the Triple King club.

9:40 a.m.

Top 5 across the line for lap 1: Horschel 1:29, Scherer 1:30, Randy Slawson 1:32, Healy 1:35, Adler 1:38. Shannon Campbell is hunting in sixth.

Lap 2: short desert section, then the longest lap of rock trails to truly test the cars

9:44 a.m.

After skipping pit 1 and a pit at main, Horschel is now into clearer air, a strategy that is working well for him as he keep putting distance on Jason Scherer.

9:52 a.m.

JP Gomes is in pits. The entire rear spare carrier broke off and was dangling for lap 1, and he will not have a spare for the second lap of the race. JP Gomez had a "small fire" in the pit, but fortunately, the crew got it out immediately. Marcos Gomez has lost his sway bar. Rough pit sequence for the Gomez family.

9:59 a.m.

Jason Scherer has made the pass with Horschel finally stopping at Pit 2. They are followed by Randy Slawson, and then Loren Healy on lap 2. This top 4 has a good jump on the rest of the pack and is beginning to separate themselves as in years past.

10:21 a.m.

Erik Miller and Levi Shirley are battling it out at Wrecking Ball in a classic dual of two talented drivers doing work. Eric is solid axle, Levi is IFS.

10:27 a.m.

Erik Miller started 10^th but is now sitting physically in fifth. He appears to be mounting one of his patented charges.

10:30 a.m.

Clay Gilstrap is having troubles in Wrecking Ball. This trail is one that everyone is concerned about becoming a road block as the race goes on.

10:31 a.m.

Two vehicles are broken on Backdoor, causing a course blockage. Gary Ferravanti Sr. has lost front wheel drive.

10:35 a.m.

Jason Scherer is in the physical lead, but we are checking on corrected time to see if he’s the leader. It’s close with Randy Slawson.

10:37 a.m.

Horschel in the #19 car is on his side and now out of his vehicle near RM 90 at Chocolate Thunder.

10:42 a.m.

Horschel's car is back on its wheels. Loren Healy has just overtaken him.

10:50 a.m.

Randy Slawson and Jason Scherer are nearly 100 miles into this race, yet only a few seconds separate them through Jackhammer. "We've got ourselves a good old fashioned shootout." Both cars are being aggressive with each other in the rocks.

10:51 a.m.

It looks like Shannon Campbell may have a flat tire near RM 90, and he's not carrying a spare. The closest pit for him to potentially swap tires is still 10 miles out at RM 101. This is not the first time Shannon has driven on a flat, however.

11:01 a.m.

We have confirmed that Casey Currie has had a timing chain failure at RM 56.

11:02 a.m.

Wayland Campbell has overtaken Levi Shirley at Jackhammer as a battle of the Rock Royalty squad breaks out. Wayland and Levi went neck and neck all season long in 2017.

11:08 a.m.

Clay Gilstrap rolled onto his side at Chocolate Thunder. The course workers are quick to get him right side up, and he's back off within seconds.

11:17 a.m.

Scherer has maintained the lead, followed by Randy Slawson. Erik Miller has taken over physical third and is very closely followed by Wayland in fourth. Levi Shirley is fifth. Raul Gomez has moved up to sixth. Josh Blyler is bringing up the rear of the "lead pack" in seventh. Healy is a distant eighth.

11:18 a.m.

Accounting for corrected time, Randy Slawson is in first place. Jason is still in physical first.

11:21 a.m.

JP Gomez is continuing to power through Chocolate Thunder, his car lacking the spare tire it had at the beginning of the race. Not far behind Raul, considering all three cars had to pit after lap 1.

Noon

Physical running order: 1. Jason Scherer 2. Randy Slawson 3. Erik Miller 4. Wayland Campbell 5. Levi Shirley. The rocks are doing their damage and the top 5 is starting to mix up.

12:07 a.m.

Scherer is stopped in Remote Pit 2b. Raul Gomez hits 107 mph as he makes his way toward Outer Limits

12:12 a.m.

Slawson has taken the adjusted time lead over Scherer again! The two battle back and forth.

12:20 a.m.

Slawson now takes over the physical lead as well, creating a larger gap for Scherer to overcome, since he has to take the physical lead as well as the gap in adjusted time.

12:35 a.m.

Slawson and Scherer neck-in-neck as they go down Backdoor. Side by side! Scherer hits Slawson's front tire and passes him in a possible payback from Randy driving over Jason earlier in the race. Both are racing clean, just hard. The will to win is strong in these two.

To Be Continued... follow along with all Driving Line's KOH Coverage here.

The battle raged on in the third lap. There were still quite a few surprises in store, including terrible heartbreak for one of the lead competitors. Follow along as our race recap continues, or start with Part 1 here.

Lap 3: same as lap 2, minus Outer Limits and Spooners. Rock trails with lapped traffic now in play.

12:38 p.m.

Scherer crosses the line for lap 2, quickly heading out for lap 3.

12:40 p.m.

Both Scherer and Slawson head out from their pit stops, nearly identical on adjusted time, setting up a battle in the rocks for the crown.

12:51 p.m.

Erik Miller enters the pits in physical third. Quick refuel, checked the lug nuts and he's out in less than a minute, chasing down his third crown.

12:54 p.m.

Charging into lap 3 without a pit stop, Wayland Campbell seeks to better his fourth place standing.

12:58 p.m.

Josh Blyler is in to pit before the last lap apparently with power steering issues. They are attempting to cool everything off in order to switch out the pump. They have their work cut out for them to swap that pump. "It wasn't a lot of fun" driving without any steering. "We're thankful that it happened here, but would have preferred it not happened at all," said Josh in a quick interview.

Top 4 Lap 2 Finishers

• Randy Slawson 4:37:30
• Jason Scherer 4:38:34
• Erik Miller 4:50:57
• Wayland Campbell 4:51:30

1:08 p.m.

Loren Healy is the fifth car physically through Hammertown, 5:07:40. Loren has lost 4 high, so he will be working only with 2 high and 4 low as he seeks to hold his position.

1:08 p.m.

Levi Shirley rolled coming down into the pit area. He is attempting to self-recover.

1:14 p.m.

Shirley has arrived in the pits under "two-foot power" from his wife and teammates. His team needs to do massive repairs to get Levi going again as the front differential is shot and the entire unit has to be replaced.

1:16 p.m.

Josh Blyler is back in the game with a new power steering pump, through the start/finish and now on to lap 3.  He is across the line at 5:13:04.

1:34 p.m.

Scherer has built up a small lead on Miller and Slawson, with quite a few stopped cars in between them.With lapped traffic becoming an issue, 2nd and 3rd places have a lot of work to do if they hope to overtake 1st.

1:44 p.m.

Scherer is in Chocolate Thunder while Slawson is in Sledgehammer.

1:52 p.m.

Miller is hitting lapped traffic with Wayland right behind him.

1:55 p.m.

Clay Gilstrap is 10th to start his second lap: 5:52:54 and trying to catch the breakaway pack.

2:02 p.m.

Baily Campbell is in for a quick driver change. Terry Madden is at the wheel, despite having back surgery just a few months ago.

2:07 p.m.

Miller has been overtaken by Wayland in Jack North, but they're still right next to each other and pushing hard. Solid axle vs IFS in the rocks again. It’s going to be a great battle for the rest of lap 3.

2:21 p.m.

Jason Scherer is maintaining a commanding lead out front and also is the only one-time King in play. It's clear that he's hungry for that second title and wants to join the “two-time” club.

2:25 p.m.

Randy Slawson needs to make up about six minutes on corrected time to steal first from Jason Scherer.

2:37 p.m.

Outer Limits is absolutely littered with broken and stopped cars. Prior to the race, Dave Cole decided to cut OL and Spooners from lap 3 and that foresight is paying off.

2:42 p.m.

Randy Slawson has up made ground on Scherer. Can he steal the win? Miller has passed Wayland for third as the usual suspects work their way to the front.

2:56 p.m.

Scherer has made it to the desert and is headed toward Hammertown with the gas pedal pinned to the floor and a trail of dust a mile long behind him. He can smell victory, especially after being so close last year. Corrected time with Randy will be a factor. All eyes are on the clock.

3:09 p.m.

KOH first overall finisher! Jason Scherer comes through the line with a total ET of 7:08:25. He started 90 seconds ahead of Randy Slawson. Will Slawson make it through the line with time on his side?

3:11 p.m.

Randy Slawson appears to be stopped two miles outside of Hammertown at the end of the desert!

3:15 p.m.

"What a race," exclaims Jason. "I used to think you could just survive and not have any problems and you'd win the race—but that's not the case any more. We were battling out there!" After the past two years of podium places at KOH, it appears that Scherer has finally fully dialed-in his car, The Gavel.

3:18 p.m.

Erik Miller has overtaken Slawson just before Backdoor.

3:22 p.m.

Erik Miller comes through the line, second overall with an ET of 7:20:12.

3:24 p.m.

Wayland Campbell crosses third, 7:21:55.

3:27 p.m.

It is very close on unofficial time for second between Wayland and Miller. Still waiting for Ultra4 to crunch the numbers.

3:28 p.m.

Miller was a minute faster than Wayland for second!

3:32 p.m.

"I pushed it for everything we had. I left it all out there. We had some pretty good battles with Wayland," said Miller.

3:35 p.m.

"I'm just wondering what's taking my dad so long," laughs Wayland. No one will soon forget the neck-in-neck battle they had at last year's KOH.

3:39 p.m.

Word comes in that Slawson lost his transmission. Tough break right at the end.

3:41 p.m.

Josh Blyler is headed for fourth and recorded at an insane 132 mph on the lakebed.

3:52 p.m.

Lapped traffic drivers are still working their way through Outer Limits on their second lap.

3:59 p.m.

Josh Blyler finishes fourth with a time of 7:55:45.

4:16 p.m.

Raul Gomez crosses the line in fifth place with a time of 8:12:08.

4:20 p.m.

The Red Dragon finally finishes KOH! Crossing sixth, seventh on ET with 8:20:16. The past two years have eluded Healy, although overall the Red Dragon remains the most winningest 4400 car in Ultra4.

4:22 p.m.

Shannon Campbell crosses the line seventh, just after Healy, with an ET of 8:20:02.

4:28 p.m.

Healy on Outer Limits: "I didn't get out a winch all day. I'm not going to say it was easy, but the car worked well all day."

4:31 p.m.

Only 14 seconds separates Healy and Campbell—with Campbell taking the edge on corrected time.

4:33 p.m.

John Caprara rolls it on the short course! He went turtle with his wheels up right before the finish line! Just another reminder that it isn't over until it's over. They flipped him upright, though, and he crosses the line eighth with 8:30:26.

4:43 p.m.

Shannon confirms that his radio was broken, which led to the non-pit on lap 2.

5:00 p.m.

Derek West and JP Gomez are still working hard in Chocolate Thunder.

5:03 p.m.

Levi Shirley and Clay Gilstrap cut across the desert, headed for home.

5:08 p.m.

The sun is going down. The whole lakebed is in shadow now and the dust continues to play a significant factor in speeds and safety for the drivers.

5:10 p.m.

Levi comes flying down backdoor, charging for a top 10 finish.

5:13 p.m.

Levi finishes ninth. 9:12:51

5:19 p.m.

Clay Gilstrap finishes, rounding out our top 10. 9:18:00

5:29 p.m.

Bailey Campbell/Terry Madden finish 11th.

5:36 p.m.

"She was hurting after the second lap, so I got in the car," said Terry about Bailey.

5:40 p.m.

The sun is fully down now. Lights are on.

5:45 p.m.

Rusty Blyler finishes in 12th, eight spots behind his son, Josh. 9:21:59

5:52 p.m.

Paul Horschel finishes 13th, after taking the pole and leading the first lap. 9:53:08

6:05 p.m.

Randy Slawson comes on stage for an interview after being unable to get his car across the finish.

6:15 p.m.

Bailey Cole finishes 14th with a time of 10:07:01 and celebrates with family and friends.

6:29 p.m.

Mike Bergman finishes 15th. Had one flat while out there. 10:24:34.

6:39 p.m.

JP Gomez finishes 16th. 10:32:30.

6:50 p.m.

Dustin Isenhour finishes 17th. 10:39:14.

7:03 p.m.

Derek West finishes 18th. 10:53:16.

7:04 p.m.

Greg Adler finishes 19th. 11:04:00.

7:16 p.m.

Jordan Townsend finishes 20th. 11:03:05.

7:19 p.m.

Kenneth Goodall finishes 21st across the line, 19th on corrected time. 11:03:00.

7:30 p.m.

Jeff Brown finishes 22nd across the line. 11:14:33.

7:34 p.m.

George Pronesti finishes 23rd. 11:21:21.

8:10 p.m.

Ben Swain finishes 24th. 12:02:51.

8:14 p.m.

BLM confirms 5 year permit for KOH!

8:17 p.m.

Darren Henke finishes 25th. 12:14:01

8:35 p.m.

Jordan Pellegrino finishes 26th. 12:27:23

8:54 p.m.

Jason Blanton finishes 27th. 12:48:26

9:05 p.m.

Jon Cagliero finishes 28th. 12:29:15

9:49 p.m.

Eston Simms finishes 29th. 13:34:14

9:57 p.m.

Chad Hundt made a wrong turn, going back down Outer Limits a second time, but he may be able to make it in.

10:09 p.m.

The number of drivers out on course is down to a handful, as the course has closed but a few are technically still in on time. It seems, though, like none of them will be able to make it back in time.

10:11 p.m.

Chad Hundt is only a few miles out, but he still has to traverse Backdoor in the dark in four minutes. No easy feat.

10:15 p.m.

Chad Hundt times out. His official day is done, but he still needs to come in. 

10:19 p.m.

Hundt comes home, after over 14 hours of racing.

Congratulations to Jason Scherer for winning his second crown, he joins two-time Kings Loren Healy, Randy Slawson and Erik Miller and three-time King Shannon Campbell. This makes back-to-back victories for Jason, as he also won the final race of the 2017 season in Reno—is this the start of a longer streak? 2018 promises to be another exciting year of racing in Ultra4!

Look for continued King of the Hammers coverage and more in-depth race stories right here on Driving Line. Official Ultra4 results below:

When it comes to off-road racing, few events are harder on equipment than Ultra4’s King of the Hammers. Sending participants through the legendary Hammer rockcrawling trails and unforgiving Southern California desert, the race combines two extreme off-road disciplines into one epic race. While the King of the Hammers crown has changed a few hands over the past ten years, the Nitto Trail Grappler continues to be a podium staple in the premier 4400 class.

Nitto’s Trail Grappler tire excels in this environment and has given racers the edge they need to finish and win. From its unique construction to incredibly durable tread blocks, the Trail Grappler was engineered from the ground up to survive brutal off-road conditions. Here, we’re looking at the characteristics that have made the tire so successful and what the top off-road drivers have to say about one of the most dominant tires in Ultra4 Racing.

Tread That Counts

At its core, the Trail Grappler is a mud-terrain radial that combines tread characteristics for on-road comfort. The proven deep and strategically staggered lugs are engineered to provide consistent grip, while allowing unwanted debris to easily eject from between the treads. In Johnson Valley’s brutal Hammer trails, the tire’s aggressive leading edges have proven to be tough enough to grip, moving both race and recreational off-road 4x4s without issue.

“This is one of the most demanding environments that we encounter in Ultra4 Racing. We’ve got small rocks, big rocks, and nasty rocks, but the Nitto tires do extremely well.” —Josh Blyler

A Sidewall Second to None

Nitto engineers’ have studied the effects and abuse of off-road driving on tires extensively. This real-world R&D has allowed the Trail Grappler to have a sidewall capable of withstanding repeated punishment, even at lower off-road racing air pressures. The 3-ply radial-banded sidewall includes additional sidewall lugs to allow for extra grip in rock crawling situations where traction is scarce.

“Sidewall strength is extremely important in this race. When driving fast through the desert, clipping rocks and bushes can leave you stranded without a strong sidewall. In the rocks, the tires will flex much more, and without a strong sidewall, that flexing will destroy a tire and take you out of the race.” —Jason Blanton

Driven By Details

While the Trail Grappler’s tread design may appear straight forward, there are brilliant cues built in to make it excel in the dirt. One of the most effective being the mud evacuation components that rest between the outer lugs on the tire. Designed to eject any type of mud or debris that gets lodged between the tire’s tread—this feature is primarily intended for mud, but the design has proven effective for breaking free the desert terrain found at the Hammers as well.

“One of the big advantages of the Trail Grappler is the large voids between the tread pattern. As an East Coast competitor, I see a lot of value in that. The bigger voids with square tread blocks provide more lateral stability while easily exiting mud and dirt with just a quick blip of the throttle. The sidewall tread blocks also give me an advantage with traction when racing in the mud.” —Erik Miller, 2-time King

True Uniformity

The Trail Grappler’s unique construction equates to a consistent and uniformed tire. This means it’s easier to balance no matter the size. This not only translates to a smoother ride, but less component wear on the vehicle. Even in the popular 40x13.50R17 sizing that’s a staple in the 4400 class, the uniformed tire causes less fatigue for drivers tackling the toughest terrain.

“It’s important when we are racing in the desert to be able to go fast. It’s even more important to have a strong uniform tire that can take hits from rocks and other foreign objects, and still be able to drive at speed smoothly stay well balanced.” —Shannon Campbell, 3-time King

Trying to decide which Grappler is right for you? We've got you covered, find out here.

To the average person, Mark Parham’s ’61 Chevy Apache 10 looks like a weathered farm truck long overdue for a paint job. But, to a keen-eyed truck enthusiast, it’s an absolute work of art. It’s a blend of history, hot rod and an excellent case study in classic truck preservation. Found sitting in a field in Southern Georgia with a homemade lift kit and nearly perfect blend of patina and rust, the Apache you see here is the result of over two years of painstaking labor.

Drawn to the uniqueness of the trucks from the '50s and '60s, Parham wanted the classic look, but with more modern refinements. Handling the lion’s share of the build would be MDS Motorsports out of Fairview, North Carolina. There, shop owner Stephen Moore worked closely with Parham to ensure his dream pickup became a functional reality. We sat down with Parham to talk about the journey and challenges of preserving such a weathered truck, which you can watch in the video above.

To give you a closer look at the hard parts that make this one-off ride roll, we’re breaking down the details in the feature below.

LS Power

Under the hood, you’ll find an LQ4 LS series 6.0L engine. The 370 cubic inch engine was bored .30 over, fit with Wiseco 4.03 pistons and a Stage 3 camshaft from B&R. The stock heads were ported and fit with larger valves, B&R dual valve springs and a Trunion kit. A Speartech harness controls the fuel-injected engine, while MSD wires and coil packs keep things firing smoothly. Tucked neatly in the tidy engine bay are Doug Thorley headers.

Helping to achieve the 550 rwhp is a MP112 supercharger from Magnuson. Parham states that he’s likely going to swap that unit out for one of Magnuson’s TVS2300 models very soon. Helping to deliver 565 lb-ft of torque is a 4L80E transmission that’s been upgraded with billet internals and a Circle D torque converter.

Interior Overhaul 

While the patina finish is what drew Parham to this particular truck, there were some areas that the rust had completely rotted out. The worst areas were along the cab’s rocker panels and the bottom of the doors. Incredibly, MDS Motorsports sourced replacement sheetmetal and used only what they needed to fix the damaged areas. To create a seamless look, the new metal was purposely weathered and painted to blend. Parham estimates the truck to have approximately 85 percent of the original sheetmetal.

Modern comforts were a must as the North Carolina Mountains can be bitterly cold in the winter and summers hot and humid. To merge the luxury that is air conditioning into the build, vents were added inside of cab. The center one, shown here, is comprised of leftover sheetmetal from the Apache’s replacement panels. Another cool feature—the original climate levers control the aftermarket A/C system.

A quick open of the door and the Relicate leather will help take your mind away from the rusted exterior and into a cabin that could battle the nicest luxury cars. Handcrafted by Sam’s Trim Shop in Canton, North Carolina, what started off with two seats from a 1965 Pontiac convertible transformed into this masterpiece of comfort. It’s also worth noting that the hand-built power driver seat offers more room than most, as the original interior fuel tank and metal protrusion were removed from inside of the cab. This helps free up some additional leg room for the 6-foot-4 owner.

Mini-Tubbed

Finding the right wood for the bed was a no small feat. The maple planks you see here are the result of hours of sanding, dying and buffing. While the interior wheelwells may look factory, they are not. In fact, the mini-tub conversion was an exercise in skill and metal blending.

The tubbing was done to make room for a set of 305/35R20 Nitto 555R rear tires. The DOT-compliant drag radials were a must to get the 3,850-pound truck to keep traction when the skinny pedal is pushed to the max.

Up front, you’ll find a slightly narrower 275/35R20 Nitto 555 G2 to ensure grip wouldn’t be an issue when powering through the twisty mountain roads. These cutting-edge tires were wrapped around a set of Detroit Steel 20-inch wheels. Since Parham didn’t like the look of new wheels on the patina truck, he rusted the fresh set to create the finish you see here.

In The Clear

To preserve the mix of new and old patina metal, Parham had the body and wheels, along with the sheetmetal inside of the cab, clear coated. This clear-coating formula is specifically designed to encapsulate rusted metal, so the truck will retain its classic finish for years to come.

To pair some old tech with new, the stock front torsion bar suspension was left in place and paired with a double-adjustable Viking shock. A custom heavy-rate sway bar was also added to ensure body roll wouldn’t be an issue.

Out back, the stock trailing arms were retained, but now hold a Moser 12-bolt rear axle. To get the width correct for the truck, MDS narrowed the axlehousing, then paired it with a set of Wilwood rotors and calipers to finish out the complete disc-brake conversion.

Supporting the back of the truck are adjustable coilovers from Viking. These work in conjunction with a custom rear sway bar and track bar to ensure balanced handling.

Most people will never get to see the intricate way the exhaust is routed through the modified frame, but they will enjoy the incredible tone thanks to two Kooks Race Series Bullets and two Kooks oval mufflers.

We could write a small novel on all of the work that went into transforming this classic pickup. The blend of modern touches such as the Dakota Digital gauge cluster and compete LED head- and taillight conversion bring this truck up to date, without taking away from the historic design. We’ve included some extra photos in the gallery below to offer even more insight into the build. And, if you think it needs a paint job, you’re missing the point.

Specs: ’61 Chevy Apache 10

Fords more your style? Here's an old survivor F-350 you need to see.

Plastic models—for so many of us these miniatures which we assembled on our parents' kitchen tables were the stepping stones to the full-size cars and trucks that we enjoy so much today. If you talk to different auto enthusiasts, you'll find that they look back on model building with fond memories.

But for many people, scale model vehicles are more than just a gateway hobby to real cars. Scale models can be a way of life unto themselves, with a passion that can easily rival that of the "real" automotive hobby.

Whether it’s building or just collecting, the world is filled with model car fanatics and occasionally they get together at events like the NNL Western National Convention, which was held in Santa Clara, California earlier this month.

“NNL West” has been going on since 1985 and is traditionally held on the Saturday before the Super Bowl. Wanting to get glimpse into the current state of the model car world, we took a trip to the San Francisco Bay Area to check it out.

While other hobby shows often include scale military equipment, space ships and aircraft, NNL West is exclusively for cars. And that makes the whole thing feel pretty special.

While the one-day show takes up just one hall at the Santa Clara Convention Center, it packs in a lot to see. Not knowing where to start, we began by checking out the swap meet area, which was an absolute paradise for model builders and collectors.

Whether you were looking for something budget-friendly to get started with, an ultra rare vintage kit or bespoke custom parts for your next build, the NNL West Swap Meet was a dangerous place for one's pocketbook.

Some of the sellers ran full-time businesses dealing both new and old models and parts, while other sellers were simple hobbyists looking to part with old kits they had gathered over the years.

Nostalgia is a big part of the model car building experience, and the sellers' tables were filled with some model car kits dating as far back as the 1950s and preserved in brand new condition.

It doesn’t really matter what era you grew up in, chances are you’d find some models you remember from your childhood. I found myself particularly interested in the kits from my youth in the late ‘80s and early ‘90s.

Of course, if you wanted a particularly rare kit, you had to be prepared to pay. Some of the ultra hard to find and highly desirable vintage kits had asking prices of a few hundred dollars each.

But no need to worry if you weren't a big spender. There were also plenty of much more affordable kits, with some selling for as little as five or ten bucks each. Perfect for youngsters looking to get started in the hobby.

Naturally the model car world is just as diverse as the real car world, and you could find something for any sort of taste—whether you were looking for a vintage American hot rod, a lowrider, a tuner car kit from Japan or European racing cars.

But the buying and selling area wasn’t even the main draw of the show. More than half of the building was dedicated to a model car exhibition featuring highly talented builders who gathered from places across the western United States.

There were hundreds of professionally built model cars on display, some right out of the box and others highly customized with scratch-built parts and details you’d need a magnifying glass to truly appreciate. It was incredible.

In fact, the display was so impressive that there was just no way to fit it all into one post. So we’ll be back soon with a whole gallery dedicated just to the amazing scale creations displayed this year. Keep an eye out for that soon.

And in the meantime if you ever have the chance to get out to model car convention like this one, we absolutely recommend it. You might just relight a childhood passion or maybe you’ll discover an entirely new hobby. Either way, you can count on having a great time.

Like the article? Subscribe to our newsletter to have more like it sent straight to your inbox!

Now that we've set the scene that was the 2018 NNL West Model Car Convention in Santa Clara, California, it's time to dig in for a deeper look at the incredible model vehicles on display from builders all over the western United States.

There aren't too many other car shows where you'll find 1980s Formula 1 cars, lowrider show cars and smashed up demolition derby racers all occupying the same exhibition space—but that's exactly what makes the model car hobby so fun.

As someone who has never had the extremely steady hands and other skills needed to create these scale pieces of art, I can't but feel incredible admiration for these model builders and their talents. The miniature show cars with their stunning paint jobs and graphics and ultra realistic diorama scenes left my jaw constantly on the floor.

But instead of trying to explain it all with words, I'll just let the photos do the talking. Take a look through the gallery above to be amazed by the talent and creativity of these professional model car builders.

Like the gallery? Check out our article on NNL West to read our thoughts on these impressive model cars.  

From speeds of over 130 mph to crawling rocks the size of a bus, the unlimited 4400 class Ultra4 car is the ultimate performance machine when it comes to four-wheel drive racing. Each year, tens of thousands of off-road racing fans flock to Johnson Valley to witness the spectacle of King of the Hammers, particularly the 4400 class main race. King of the Hammers lived up to its name as the toughest single-day race on Earth, as only 28 of the 102 vehicles that started the race made it to the finish line. The nearly 200 mile course is so grueling that spectators can only see the racers rush by in a handful of areas, but we had our cameras aimed and ready in places nobody can get to, bringing you exclusive Ultra4 racing action in its purest form. Flip through the gallery above and see the raw power of King of the Hammers.

Missed the race? Driving Line has got you covered with a detailed and time-stamped race recap, from the moment the first car left the start line to the 10:00 p.m. cut-off time. Read both part one and part two the 4400 class race recap right here! 

And if that's still not enough Ultra4 action for you, check out our King of the Hammers HQ page for everything you missed during KOH week.

When it comes to modifying your 4x4, some upgrades can tip the scale from want to need. Take for example our 2008 Toyota Tacoma. Far from stock, the truck has been outfitted with a slew of upgrades to make it a better ‘wheeler and adventure rig. Out back, you’ll find a swing-out tire carrier that holds our 285/75R17 Nitto Trail Grappler along with our license plate.

While the carrier functions perfectly fine, it’s lacking one small feature that is a must-have in many states — rear plate illumination. In the grand scheme of things, it’s a minor infraction. However, given the long distance travels we like to do with the truck, we thought it best to come up with a proper fix. A quick Google search will reveal there’s an assortment of tag light options. Some clearly nicer than others.  

The one that stood out the most to us was from Baja Designs. It’s called the RTL-M and it’s a bit more than a basic tag light. It’s a compact 6-inch-long led light bar that, in addition to offering tag illumination, has a brake, running and cargo light. While we highlight the unique light in the video above, we’re breaking into the details of the RTL-M in the article below.

Our RTL-M setup shipped with the light, bracket and necessary mounting hardware. You will need to provide your own post-light wiring as it’s meant as a universal lighting solution. Weighing in at just 1.1 pounds, the lightweight RTL-M has an IP69K rating, meaning it's waterproof up to nine feet and pressure washable.

There are four wires extending from the tail of the light. We used the old trick of clamping our wires in a drill to have a long and tidy wiring bundle. Once we had the correct length, we loomed and attached the assortment to the tire carrier.

We tapped into the Tacoma’s stock wiring harness, which we accessed behind the passenger-side taillight. Given the low watt demand (listed below), we were able to do this without any issues from the stock harness.

Taillight: 0.75w

License Plate Light: 2w

Brake Light: 5.5w

Cargo Light: 8.5w

The RTL-M license plate mount kit allows you to attach the light bar using the bolt-hole locations on any conventional U.S. license plate. For those looking to use the RTL-M on a Jeep Wrangler JK tire carrier, there’s a specific bracket (SKU: 107003) that allows you to attach it via the two lugs nuts on the 5-on-5 wheel bolt pattern.

In terms of brightness, the brake and taillight LED’s nearly outshine the truck’s stock tail lamps. The plate light is also more than enough to make our tag readable at night, thus solving our little infraction issue.

We wired the cargo light feature to come on when our truck was placed in reverse. At 312 lumens, we now have a much more usable light spread to keep up from bumping into things at night.

Want to learn more about LED lighting? Be sure to read up on the science of lighting.

Picking out the perfect JDM vehicle to import can be a daunting task at first. Chris Almon works as a stunt driver and set mechanic in the bustling Atlanta movie industry. Previously working out of a Dodge Ram 5500, he found the truck too large to effectively work on set, having to park it too far away due to its immense size. When reviewing other options, he decided that a kei van would be the perfect size to move around on set, able to hide from the view of the camera and provide a workable cargo area to keep his tools dry and organized. Only one problem, kei vans are not normally sold in the U.S.

Find a Guy

Getting a hold of an imported Japanese vehicle has never been easier than it is now. While there are many popular dealerships that are bringing over dozens of cars a month for the easiest possible transaction, some buyers may want a more customized experience. Almon got in contact with a local licensed importer that also rents military vehicles for movies. Although he was originally looking for the Subaru Sambar kei van, this turbocharged AWD Suzuki Every caught his attention with its period-correct graphics and nifty interior. The importer has a contact in Japan that is constantly looking for the desired cars, looking them over pre-auction to ensure that the grading they received is accurate, finally bidding on them and arranging shipping for the purchased vehicles. 

Sit and Wait

Shipping a car from Japan can take anywhere from a couple weeks to a few months, with much of that process depending on customs. One thing Almon's importer noted to him was that if there is any dirt in or under the vehicle, they can require that you hire a company to clean it and dispose of the waste before it can leave the port. They also hold it to verify the documentation and all of the paperwork. This part of the process is where it is extremely important that you have selected an importer that is familiar with the ins and outs of the process. Choosing someone fresh to the system may seem like a good way to save a few dollars up front, but if you cannot get access to your vehicle because of a misplaced form or error in preparation, it could delay you getting to drive your car for months. This is a big purchase, so don't rush in without doing your due diligence.

Dot Your I's and Cross Your T's

When it comes to titling your car, most importers will handle that process upon delivery and provide the buyer with a U.S. state title from their location. While any imported car that is at least 25 years old is federally legal, it is important to check to see if your state has any other stipulations on vehicles that can be registered and driven on public roads. 

For more shots of Chris' incredibly versatile Suzuki Every, check out the gallery below!

In this age of around the clock media and Internet that’s always there with the latest automotive scoop, most people are quite aware that Toyota has been developing a reborn Supra, partnering up with BMW to develop the new sports car, which will share its platform and powertrain with the upcoming BMW Z4 (concept version pictured below).

For months enthusiasts have been waiting for official information on the new Supra, hoping it would pop-up at one of the big auto shows—and finally, Toyota has officially announced a concept car which will be shown at the Geneva Motor Show on March 6.

The press release doesn’t mention the Supra by name, but it does describe “a modern racing concept (that) signals Toyota’s commitment to bring back to the market its most iconic sports car,”—leaving little doubt that we are finally going to see the new Supra. The legendary fourth generation Supra was last sold in the U.S. in 1997, so a new version has been a long time coming.

To go along with the announcement, Toyota also released a teaser image which shows a bit of the car’s roofline and a large competition style rear wing, which is in line with a racing-themed concept. Although it's a few years old now, many are hoping the car to have at least some resemblance to Toyota's well received FT-1 Concept from 2014, and the teaser seems to imply some shared lines.

While the development of the new Supra has been oft spied in recent months, there’s still a ton we don’t know about the car, and it looks like we’ll finally have some answers in a couple weeks. Stay tuned for more.

Stay up to date with news on the new Supra and more by subscribing to our newsletter!

When Ford announced its plan to produce its own Power Stroke, a 6.7L V8, in-house beginning with ’11 model year Super Dutys, the stakes were extremely high. After having sourced its diesel mills from Navistar since 1983, many believed FoMoCo was leaping out into the great unknown. The engine would have to be excellent. “Good enough” wouldn’t cut it. After being released with a compacted graphite iron (CGI) deep-skirt block, six-bolt mains, reverse-flow aluminum cylinder heads making use of four valves, four rocker arms, four pushrods and six head bolts per cylinder, it was clear Ford had done its homework. On top of that, the wild-appearing, dual compressor wheel turbocharger and 30,000 psi, third-generation Bosch common-rail injection system looked great on paper.

As for enthusiasts, they were chomping at the bit to know whether or not the Ford-built Power Stroke could match what the outgoing 6.4L was capable of, in terms of both performance and durability at higher horsepower. Could a tuned 6.7L-powered Ford crank out 580rwhp like the 6.4L trucks had been able to? The short answer to that—at least as far as the ’11-’14 trucks were concerned—was no. Thanks to the aforementioned dual compressor wheel turbo being extremely restrictive and the newfangled injection system flowing much less than what was employed on the 6.4L, the early 6.7L power plants hit a horsepower wall before ever cresting the 500rwhp mark. However, once these areas are addressed, power can be made to match what the 6.4L powered (’08-‘10) trucks could produce.

By the time the second-generation of the 6.7L Power Stroke debuted, virtually all of the ’11-’14 engine’s shortcomings had been addressed. The biggest improvements came in the form of the ’15 models being graced with a traditional style, single compressor turbo and a higher-flowing injection pump. With just a tune, aftermarket calibrators can boost the power of the ’15-newer trucks into the 540 to 580rwhp range. Almost immediately, retrofitting a ’15 or newer style turbo and injection pump onto the ’11-’14 trucks became big business.

For all the details on how to bring your 6.7L Power Stroke to life on a budget, check out the power recipes below.

Things to Keep in Mind:

1. Note that ’15-newer engines came with a higher-flowing (more reliable) turbocharger and a higher-volume injection pump, so more horsepower can be realized right out of the box with custom tuning.
2. Because of the ladder, two lists of budgets are shown below: one set for ’11-’14 Power Strokes ($1,400 to $9,400) and a second for ’15-‘16 engines ($1,400 to $8,100).
3. Due to changes Ford made to the ’17 model year powertrain, many of the aftermarket components that make the ’15-’16 trucks run so well aren’t yet available. Therefore, as these same components aren’t yet proven on ’17 models, ’17 models are left out of the final two budgets.
4. In the long run, the ’15-’16 trucks can get to the 650rwhp mark cheaper—but all ’11-’16 trucks can get to that point with stock injectors.
5. Even better than the 5R110 TorqShift used on the ’08-’10 trucks, the 6R140 automatic found in the ’11-present Fords can handle 650rwhp in stock form. If you drive sensibly, there is no need to build the transmission.
6. Each budget assumes you’re starting with a healthy, bone-stock truck.
7. The labor to have these parts installed has purposely been excluded.

 $1,400 Budget (450–500 rwhp, ’11-’14)

Custom Tuning: $789

Unlike the high-volume K16 injection pump found on the 6.4L Power Stroke that was 20-percent stronger than a CP3, the CP4.2 employed on the ’11-’14 6.7L Power Stroke flows less than a CP3. As you can imagine, this lack of fueling—along with the very restrictive turbocharger aboard’11-’14 engines—limits the amount of power than can be unlocked with just a tune. Still, a respectable 450 to 500rwhp can be made with ’11-’14 trucks.

Competition Exhaust: $330

While basic, an aluminized, 4-inch diameter, downpipe-back exhaust system such as this is the most affordable path to opening up flow on a 6.7L Power Stroke. And although aluminized exhaust systems don’t hold up as long as their stainless steel counterparts, those living in the rust belt can still expect to get a solid 5-6 years out of them.

H&S Motorsports Intercooler Pipe Upgrade Kit: $279

With custom tuning introducing more boost into the equation, the plastic factory cold side pipe is known to blow apart. To permanently solve this problem, H&S Motorsports offers a bead-rolled, stainless steel replacement cold side pipe, along with a CNC-machined aluminum replacement air intake valve that accommodates a traditional, proven T-bolt clamp.

$4,000 Budget (480–525 rwhp, ’11-‘14)

Midwest Diesel & Auto Budget Retrofit Turbo Kit: $2,549

This one blows up the budget in a hurry, but it’s the first step in making more power with any ’11-’14 Super Duty. The factory turbocharger on these trucks is simply too restrictive to leave in place. Just as the name implies, Midwest’s kit allows you to retrofit a higher-flowing, ’15-’17 style turbo (and downpipe) onto your ’11-’14. When kits like this are added to the early 6.7L Power Strokes, 30 to 40hp gains are seen, along with a much broader power band (the engine can make power beyond 3,000 rpm). Owners of ‘15-‘17 trucks, you’re already at this power point (if not past it) with a $1,400 budget (see below).

• Custom Tuning (Mentioned Above): $789
• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279

$5,000 Budget (540–550 rwhp, ’11-‘14)

High Output (‘15+) CP4.2 Pump: $1,050

If you’re looking to get a maximum of 600rwhp out of your ’11-’14 Ford, the ’15-newer style Bosch CP4.2, often referred to as an H.O. or high output pump, will get you there. This later style high-pressure fuel pump flows 9 percent more volume than the early units and is a direct, bolt-in replacement. Elite Diesel Engineering offers the H.O. pump for the $1,050 price shown above.

• Midwest Diesel & Auto Budget Retrofit Turbo Kit (Mentioned Above): $2,549
• Custom Tuning (Mentioned Above): $789
• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279

$9,400 Budget (650 rwhp, ’11-‘14)

Elite Diesel Engineering 2CPX Twin High-Pressure Fuel Pump System: $2,425

If you want to go beyond 600rwhp and push the stock injectors to their limit, you’ll want to add a second high-pressure fuel pump in order to maintain adequate rail pressure for the injectors to use. Elite Diesel’s system combines a proven, belt-driven CP3 off of an LBZ Duramax application with the factory CP4.2 in the valley. We’ll note that, if you’re looking to save a few bucks or can only run a single pump for competition purposes, River City Diesel offers a stroker version of the factory CP4.2 for $1,899.

H&S Motorsports Low-Pressure Fuel System: $1,299

With dual high-pressure fuel pumps on the engine, a stronger lift pump is a mandatory upgrade. The H&S Motorsports low-pressure fuel system is the most comprehensive fuel supply system in the aftermarket. It bolts directly in place of the factory lift pump assembly, requires minimal wiring and features a 200 gph pump that’s more than capable of maintaining fuel supply for the CP4.2 and CP3 combination to use.

Midwest Diesel & Auto Budget Premium Retrofit Turbo Kit w/StreetMax X: $3,899

This upgraded version of Midwest Diesel & Auto’s retrofit kit adds 3-inch diameter intercooler piping, Vibrant Performance boots and clamps and (most importantly) a larger, 66mm turbo. Called its StreetMax X, the turbo retains its variable geometry turbine functionality but utilizes a billet compressor wheel, 360-degree thrust bearing assembly and supports up to 700rwhp.

No Limit Fabrication Cold Air Intake: $359

With larger drop-in turbo options capable of outflowing most cold air intakes on the market, it pays to add a cold air intake that’s suited for supporting higher flowing turbochargers. No Limit’s intake for the ’11-’16 6.7L Power Stroke comes with a 5-inch diameter intake tube and a 5.5x9-inch air filter that can be had in oiled or dry form.

• Custom Tuning (Mentioned Above): $789
• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279

2015 to 2016 Models 

$1,400 Budget (540–580 rwhp)

 Custom Tuning: $789

When Ford bumped up the factory power rating on its 6.7L Power Stroke for the ’15 model year to 440hp, a higher capacity CP4.2 high-pressure fuel pump was one of the key ingredients in making it happen. Thanks to the updated CP4.2 (which again moves 9 percent more volume than a ’11-’14 pump) and in conjunction with a higher-flowing, Garrett GT37 turbocharger, the ’15-newer Super Dutys can lay down as much as 580rwhp with custom tuning.

• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279

$4,500 Budget (600 rwhp, ’15-’16)

 Midwest Diesel & Auto StreetMax X Turbo: $2,599

On the ’15 and ’16 model 6.7L Power Stroke, Midwest Diesel’s aforementioned 66mm StreetMax X turbo can boost power to 600rwhp simply by bolting it in place of the stocker. However, 600rwhp is about as far as you can push the factory high-pressure fuel pump, injectors and low-pressure fuel system.

• Custom Tuning (Mentioned Above): $789
• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279
• No Limit Fabrication Cold Air Intake (Mentioned Above): $359

 $8,100 Budget (650 rwhp, ’15-’16)

• Elite Diesel Engineering 2CPX Twin High-Pressure Fuel Pump System (Mentioned Above): $2,425
• H&S Motorsport Low-Pressure Fuel System (Mentioned Above): $1,299
• Midwest Diesel & Auto StreetMax X Turbo (Mentioned Above): $2,599
• Custom Tuning (Mentioned Above): $789
• Competition Exhaust (Mentioned Above): $330
• H&S Motorsports Intercooler Pipe Upgrade Kit (Mentioned Above): $279
• No Limit Fabrication Cold Air Intake (Mentioned Above): $359

How fast can your Power Stroke go? Check out some of the fastest diesel-powered Fords on the planet. 

In the world of off-road capable SUVs, the Toyota 4Runner has quite the legacy. While the evolution of the 4Runner has it far removed from the simplistic and rugged solid axle first generation models, the midsized SUV hasn’t forgotten its roots. As one of the few body-on-frame SUVs still offered in North America, the fifth-generation 4Runner sports a solid rear axle and independent front suspension that it shares with the Toyota Tacoma. Aside from the Jeep Wrangler Unlimited, there are few more affordable and capable mid-sized SUVs on the market.

Maybe the only thing the 4Runner is lacking out of the box is a dynamic suspension system. Sure, you could opt for the TRD Pro if you were looking to buy new. But, that’s going to set you back a cool 6,000 dollars more than a base SR5. You can buy a lot of upgrades for that kind of coin. For our 2015 Toyota 4Runner, we enjoy the comforts of the daily driven SUV, but have always felt the stock suspension falls a little short. This is partly due to the IFS/solid axle rear configuration that reacts very differently to absorbing obstacles.

Couple this with slightly undervalued factory shocks and you have the recipe for a bucking SUV in the dirt and an extra bouncy one on the road. The fix? For us it was as simple as replacing the front and rear shocks. Since we were happy with the ride height of the 4Runner, but not the ride quality, we wanted something that would improve the suspension performance, without creating the complications sometimes associated with lifting the vehicle. With an assortment of options available from the aftermarket, we chose King’s OEM Performance Series for the value, quality track record and bolt-on system built specifically for the fifth generation 4Runner.

While you watch the crew at Low Range 4x4 knock out our install in the video above, we’re diving more into the details of the suspension in the article below.

Changing the Ride

Up front, King replaces the stock coil-over-strut, with a 2.5-inch remote reservoir coilover. These come fully assembled and paired with a 14-inch, 550 pound coil spring. Heavier spring rates are offered for those running aftermarket accessories such as a winch bumper or additional body armor.

Adjusting the shock’s valving to match your driving style and vehicle needs used to require tearing down the shock and replacing the valve packs inside. These days, King has made it much easier by offering optional compression adjuster knobs on its remote-reservoir shocks. These knobs offer 16 levels of compression (upwards shock travel) adjustment. These range from soft (smooth street driving) to very firm (off-road desert assassin).  

The 4Runner-specific system is engineered as a completely bolt-on upgrade. No drilling or cutting is required. There are even reservoir mounts that attach via the sway bar mounting points, which tuck them neatly out of the way.

Speaking of sway bars, the reservoir mounts move the bar slightly forward and down. To ensure that it doesn’t contact the skidplate braces upfront, King provides drop spacers and longer hardware to prevent the components from making contact.

Out back, King provides 2.5-inch smooth-body remote-reservoir shocks. These lightweight units are fit with hard anodized 6063 aluminum alloy fluid reservoirs and hardened chrome shafts. This allows the nitrogen-charged absorber to be corrosion resistant and dissipate heat quickly to reduce shock fatigue.

As is the case with the front, the rear shocks mount in the stock location. The reservoir mount ties into the stock bumpstop mounting location to keep the cylinder out of harm’s way. These shocks are designed to work with coil springs up to two inches over stock. We’re keeping our factory coils in for now as the lighter factory coil rate combined with the more aggressive King valving is an excellent recipe for a smooth ride.

Boots on the Ground

Another critical equation to increase the performance of the 4Runner was fitting it with a better set of treads. We opted to go with Nitto Ridge Grapplers in a 265/70R17. This is the recommended stock sizing for the 4Runner, which meant we could easily have a fullsize spare onboard and didn’t have to worry about rubbing issues since we were retaining the stock 4Runner wheels.

Seat Time

Since we had our coilovers set with the pre-load adjuster at its highest setting, we only gained roughly 1-inch of lift. This took the 4Runner closer to level, which was a welcomed change. Out of the gate, we immediately noticed how much smoother the 4Runner rode. The large shocks combined with the increased valving properties made a huge difference with how the 4Runner handled. On-road, this equates to a speed bump slayer that’s more stable in the corners and laughs up imperfections in the road. Off-road, it means you won’t bounce all over the dirt when the trail gets rough. The faster you want to push the vehicle, the higher you’ll want to dial up the adjuster knobs. We found the lightest setting to work best on-road for the front coilovers, with a few clicks to the firmer position out back. Much of this will depend on ride preferences and optional equipment.

Overall, it’s pretty impressive at how quickly a better suspension system and tire can alter the 4Runner in such a positive way. We’re continuing to roll on the miles on our Ridge Grapplers and are amazed at how quiet they are, despite the more aggressive tread design. We’ll have long-term updates on our 4Runner build, so be sure to check back for the latest updates.

Thinking of tearing into your King shocks? Here's what you need to know.

Rally hangover is a real ailment that should be recorded in medical books. Symptoms include boredom, ghost rally car sounds echoing through eardrums, exceedingly low adrenaline levels, constant reminiscing about the prior competition and a deep, soul-gripping longing for the next race. Today, we have an acute case of rally hangover.

Rally America’s Championship series begins each year with Sno*Drift, but no year is exactly the same. This year was exceptionally challenging. Where there are typically large snowbanks to offer teams protection from sliding off into the trees, the unusually warm 45-degree weather caused massive meltdowns, which left behind ice-slated roads bordered by dense woodland.

The Challenge of Sno*Drift

Not knowing what challenges the unwonted conditions might bring, the teams came prepared for anything. Most brought mud and snow tires, and some used tractionized tires in hopes of better gripping the ice. To further prove driver and vehicle capabilities (and to prevent road damage), no studded tires are allowed at Rally America events. Everyone shared a similar goal: to finish the race with minimal to no damage incurred on their car. Alas, eight vehicles out of 30 were forced to drop out of the race.  

Driver Nathan Usher of the Sneak Attack Rally team reached speeds of 90 mph and beat Ford pro-driver Piotr Fetela’s time on the first two stages by 3.6 and 4.9 seconds before his Rally Blue Subaru wagon lost traction and rolled over into submission. The Fetela Rally Team, piloting a 2017 Ford Fiesta FRT Prototype, flew off the course and into a bank on the fifth stage. Due to suspension damages, the team was unable to complete the 16 stage rally, but will be back for Rally America’s 100 Acre Wood in Salem, Missouri.

Understeer R&D’s team was one of many that fell victim to the treacherous conditions. On day one, the handsome black Subaru Impreza RS was high-centered after catching a ride on a sheet of ice. The second and third stages were canceled due to an unrelated incident, and then on stage four, a tire popped after hitting a rock-filled snow bank. A small oil fire ended their day at stage six, but the team worked overnight and had the car ready to roll for the second day. Unfortunately, day two ended early for the team when the slick road forced the Impreza into a tree, which resulted in frame and engine damage.

Several teams pulled all-nighters for repairs after the first race day. Fervor Rally Sport was no exception. Their ’97 Subaru Impreza wagon first suffered a bent left rear strut, then the front right tire was jammed under the fender well after sliding into a dirt bank. Driver Steven Stewart and co-driver Derek VandenBroek still managed to limp the car to the finish, but that wasn’t the end of the battle.

The Spirit of Rally

The Subaru was still on jack stands Saturday morning after team mechanics Jacob Bryant and Jonah Rosselot spent the entire night repairing suspension damage. Meanwhile, three heroic friends took a 7-hour round trip to Grand Rapids to fetch a strut and a knuckle off of another car. The clock was ticking, and the trio arrived with the parts 30 minutes before the team was scheduled to leave. Steve and Derek strapped themselves into the car while the mechanics expelled every last ounce of energy to finish bolting it back together.

“Thanks to the immense efforts of our team, we ended up finishing the event 15th overall and sixth in class,” Steven said. “Surprisingly, it’s not the results that matter to me. Despite the hardship endured, we pulled together and finished the rally as a team, and that is really remarkable.”

Despite the outs and damages, retired teams kept their spirits up and joined spectators on the sidelines to cheer for the remaining competitors, and there was much to celebrate. Adam VanDamme and Jacob Carlson took first place in the 2WD class in their trusty 1981 Volkswagen Rabbit. Mike Erickson and Jacob Good landed second place in a 2002 Mitsubishi Lancer, and third place went to Keanna Erickson-Chang and Preston Osborn with their 2016 Ford Fiesta. Finishing with power to only two wheels in such challenging conditions is a testament to each team’s determination and skill.

Congratulations to 2018 Sno*Drift Winners

For the naturally-aspirated Open Light class, Dave and Michael Brown took first place in a 2001 Subaru Impreza 2.5 RS, followed by second place winners Chris Barribeau and Scott Rhudy in their 2001 Impreza and third place winners Jimmy Pelizzari and Kate Stevens in their freshly-built 2000 Impreza.

Keanna Erickson-Chang and Preston Osborn earned first place in the B-Spec class, followed by second place winners Colin Robinson and Alex Schum in a 2015 Honda Fit, and Doug Gekiere and Matthew Hoffman slid their 2012 Chevy Sonic in at third. The Super Production winners were Timothy Rooney and Rachelle Kaltak in a 2015 PMR Motorsports SR009, and Zachary Whitebread and Allen Piper took second with their 2003 Subaru WRX.

Dave and Mike Brown were the overall championship winners of the 2018 Sno*Drift rally. Chris Baribeau and Scott Rhudy kept the pedal down and earned second place, and third place went to Timothy Rooney and Rachelle Kaltak. On behalf of Driving Line, congratulations to all of the podium winners and to those who made it out to battle their way through the wintery luge-like stages.

Check out the full gallery below and subscribe to our newsletter to get more stories like this sent straight to your inbox!

Last month Ford officially debuted the 2019 Ranger for the North American market, finally bringing the globally-sold midsize pickup to the US. And while pickup fans will no doubt welcome the Ranger into the midsize market, the version of the truck that many enthusiasts are most excited about is the Ranger Raptor, which was just unveiled... in Thailand.

Taking the formula that’s made the F150 Raptor such a hit, the off-road performance version of the Ranger brings much of the same appeal in a smaller and more affordable package that should bring increased agility when compared to its full-size counterpart.

On paper, the Ranger Raptor sounds quite capable, with increased ride height, Fox Racing shocks and a chassis honed for extreme terrain with improved departure and approach angles. It also gets a 10-speed automatic transmission with multiple terrain modes, including rock mode and a Baja mode for high speed running.

While the American market Ranger will get Ford’s 2.3L EcoBoost gasoline engine, the overseas version is powered by a 2.0L turbo diesel engine. And that brings us to the asterisk that comes with this story. We still don’t know if the Ranger Raptor will make it to the U.S.

However, given Ford’s recent efforts in bringing in global performance models to the American market, and the popularity of the full size Raptor here, it sounds like a very logical move. It would compete perfectly against the Toyota Tacoma TRD Pro and Chevy Colorado XR2. So if anyone from Ford happens to be reading this, go ahead and bring the “baby Raptor” to the states!

Want to know what other trucks have been debuted recently? Check out our article on the major announcements from the North American International Auto Show!

With a fleet of road, race and off-road machinery, you’ll struggle to get Mad Mike Whiddett to tell you which is his favorite. But you don’t have to dig too deep to find out why the familiar names have stuck around for so long. Nine years since its first event, and newly re-worked with the best in the business behind it, the BADBUL RX-8 seems to have lost none of its red-blooded appeal.

“It’s the easiest route to the podium,” Whiddett laughs when asked what’s behind this latest revival. “If I wanted to win every event, this would be the car to do it. I can just jump into it, and it’s really easy to drive.”

BADBUL Beginnings

Mad Mike Motorsports’ Hampton Downs circuit HQ might be only a short distance from his Auckland hometown, but it’s worlds away from his childhood. It’s a self-made empire built on determination, tight budgets and skill, which he could barely have imagined growing up. BADBUL has been a constant for most of that journey—a second car for international events, built as his partnership with Red Bull was taking shape almost ten years ago.

“We realized the best chance of winning was to build a replica of the RX-7 we already had because one of the hardest things is adapting to a different platform. But we enjoy the challenge of building something different, so we started with the RX-8 and the 20B three-rotor turbo and it’s developed from there.”

Quickly, BADBUL took Mike to a New Zealand Drift Championship title win in 2009, its first season, progressing to Formula Drift a year later. This was a steep learning curve for a team with no track data to fall back on, and a stepping stone to an even busier schedule which would put the RX-8 on the back-burner for almost two years.

The Return

Its return was unplanned. “There was a static display at the Red Bull Drift Shifters in 2014, and I’d crashed the RX-7 beyond repair at my own event,” Whiddett explains. “So we pulled it off the GoPro stand, threw some gas in it and I ended up going all the way through and winning. That got us thinking it could be a really competitive car.”

Not to mention high-profile; its return to the limelight would include tearing up the driveway at Goodwood Festival of Speed with Lord March in the passenger seat, and a starring role in Red Bull’s Conquer the Cape video, drifting South Africa’s relentless Franschhoek Pass and getting six million views in its first weekend online. Mike had rediscovered the love, and with the experience and contacts to take good foundations to the next level. BADBUL Gen7 is a fusion of everything he’s learned since its first podium finish.

Gen7 Upgrades

Including borrowing from its stablemates, two seasons of Formula Drift had shown just how effective the RADBUL Miata’s hardware had been. So, while its turbocharged 20B engine is unchanged, the two cars feature an identical subframe, FD3S-spec Wisefab steering setup and KW three-way adjustable suspension with Megan Racing rear arms. All of its 812 whp is put down through a six-speed Holinger sequential transmission and quick-change diff.

The visual overhaul casts the net a little wider. Mike’s fourth collaboration with Kei Miura of Rocket Bunny, it’s a functional aero kit inspired by his recent stint racing McLarens in the Australian GT Championship, the overfenders filled with staggered and mismatched 18-inch Rotiforms wrapped in Nitto Tire NT05s. With his own graphics shop, the livery is an in-house job.

“We qualified number one with a 99 at the recent WTAC Drift Challenge in Sydney. That’s my highest ever qualifying score and via a credible judging panel as well—Keichi Tsuchiya, the father of drifting, gave it a perfect score. The car was great, we battled through to top eight then, unfortunately, tore the sump open on a rumble strip. But we’ve got lots of events ahead, so I’m looking forward to finding out what it can do.”

Nine years of development suggests that’ll be worth watching. With an ever-wider experience of global motorsports and a taste for fusing different influences together, this familiar part of the fleet still has plenty to offer.

Tuning Menu: 2004 Mazda SP3 RX-8

See more BADBUL in the photo gallery below and check out Mad Mike's RADBUL!