Anyone can buy a 2018 Tacoma, go on a shopping spree for all kinds of parts, pay a shop to install everything and then go out to the desert and enjoy their brand new ride. But it takes a certain passion, skill and stubbornness to keep a 27-year-old truck in top performing condition. Driving Line Truck Editor Matt Moghaddam has a deep-seated affinity for Toyota pickup trucks, and his current project, nicknamed Scarlett, is his pride and joy. This 1991 4x4 Toyota Pickup has been reimagined into a daily-driven desert toy that pays homage to the Toyota prerunners of the '80s and '90s. Matt tries to keep it old school whenever he can, with subtle modifications that are on the leading edge of the off-road industry. His plans are to swap in a newer Toyota V6 with a supercharger and regear the differentials to really wake this truck up. In the meantime, when Matt's not in the office or covering an event for Driving Line, he's getting lost somewhere in the desert in his trusty Yota.

Want to see more unique rides? Check out all of our Rides of the Week!

They say the only constant in life is change, and if you’re one of the ever-creative and speed-hungry minds who organize or participate in VTEC Club USA competition, that’s a great thing—2018 looks on paper (and so far, in practice) to be their best year, yet.

Change Is in the Air

First, there will be fewer events crammed into 2018 than in past years. It's a bummer if you’ve got a ton of expendable income, a rock-solid track car and nothing really to do but go to the track. For the rest of us who build, tune or repair our cars in the precious little downtime that exists between breaking them at the track and working to pay for it all, well…we appreciate all the time we can get.  

For 2018, VTEC Club front-man Duane Bada and company will be hosting just six events spread across the year, but don’t let that fool you into thinking the competition won’t be as varied or competitive as ever. It will be. Each one of those six rounds will be held on a different track or configuration, and each will feature a different favorite theme from years past.

This first event, held at Willow Springs’ Streets of Willow circuit in the traditional clockwise configuration, was meant to be an easy, “welcome home” round on a familiar course, but Southern California’s winter weather (yes, we do occasionally get some of that) threw a wrench into the mix with alternating rain, sun and strong winds, keeping drivers on their toes.

Looking Back, Seeing Ahead

Next up, on April 29, VTEC Club will journey east to Chuckwalla Valley Raceway, equidistant from Nevada, Arizona and Mexico for their unofficial Southwest Reunion stage, complete with camping and a little debauchery.

After that will be the NorCal vs SoCal battle at Buttonwillow. NorCal crews did an impressive amount of cleaning up at last year’s event, but to SoCal’s credit, many of the southern region’s top drivers were stuck building/repairing their cars and thus were unable to attend. This year we’ll be hoping for more even odds, and even more battling.

Celebrating summer's warm nights will be the Twilight Event back at Streets of Willow (in counter-clockwise configuration), followed by the penultimate event in November, the Autumn Speed Festival at Willow Springs’ Big Willow course.

Closing out the year and hopefully smashing some records in traditional California time-attack fashion will be yet another VTEC Club Grand Finale at Buttonwillow Raceway, in the Clockwise-13 configuration.

But Wait! There's More...

Last but not least, while Duane hasn’t announced just yet when it will happen, we hear there will be one or more reincarnations of the sometimes-imitated, never-duplicated Touge Stage competition from last year, happening in tandem with select events throughout the season.  

Who to Watch Out For

Two of VTEC Club’s fastest competitors are two we haven’t seen in their personal cars in more than a year: Matt Rojana and his now K24-swapped red Honda S2000, and co-founder/co-organizer Amir Bentatou and his soon-to-be turbo K24-swapped Acura NSX.

The Chuckwalla round by all rights belongs to SEMA GT-award winner Phil Robles and his wildly modified EG Honda Civic from Arizona, and when it comes to the NorCal vs. SoCal battle, Gary Yeung and his yellow S2000 were fastest in the event. We're really looking forward to seeing how ace wheelman Tim Crane and his newly K-swapped silver EK hatch fare against SoCal's best. 

As for current aces at this rainy first round, Matt Rojana took the win in Group A competition (behind the wheel of a borrowed Ballade Sports S2000) with the fastest lap of the day: 1:25.115. John Cruz claimed the top of the Group A2 pack with a blazing 1:26.527 in his mild-mannered EG Honda Civic CX.

Martin Le and his silver S2000 topped Group N competition with a 1:25.680, Robert Blanton won Group N1 with a 1:29.195 in his EF Honda Civic (who I somehow don’t have a single photo of—sorry, Bobby!) and Alan “AJ” Jaquias laid down a solid 1:29.332 to take the N2 title in a borrowed non-VTEC DC2 Integra.

With all four of these class winners clocking in the 1:20s around a mostly wet Streets of Willow circuit, we’d bet heavily on them to continue to deliver wins or serious challenges to VTEC Club competition all year, rain or shine.

Get off the Bench!

View our gallery below for more from VTEC Club’s first competition round of 2018, and to get involved with future bouts, head over to www.vtecclubusa.com 

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Since 1967, an annual week-long gathering has been held in the small town of Moab, Utah. Known for its scenic vistas, where the red rocks of the Southern Utah meet the mighty Colorado River, Moab has always been a haven for adventure-seekers from all walks of life. As 4x4 vehicles fell more into the mainstream, the Moab chamber of commerce created an annual event called the Jeep Safari. Attracting both Utah locals and out-of-towners alike, the Jeep Safari quickly grew in popularity through the following decades, and has become the premier Jeep event of the year, celebrating the spirit of a vehicle that opened a whole new world of adventure to the American public.

Now in its 51^st year, the 2018 Easter Jeep Safari (EJS) brings an all new Jeep into its ranks. With the release of the redesigned 2018 Wrangler, also known as the JL, this event is no longer dominated by its predecessor, the JK. An overwhelming number of Jeep JLs have flooded the trails of Moab this year, many of them owned by aftermarket parts companies, eager to show off the newly designed components they have spent the last few months developing. EJS has always been a stage for unveiling new Jeep parts, unique builds and services. In fact, EJS is such an iconic Jeep event that Jeep itself unveils a row of its own 4x4 concept vehicles each year. This is a unique experience for Jeep owners to see some of the engineering and design work that Jeep does to stay connected to their enthusiasts.

Showing off cool parts and new vehicles has little value unless they are put to the test. Ever since the first Jeep Safari in 1967, the goal has been to bring off-roaders together and have fun on the many 4x4 trails Moab and its surrounding areas has to offer. In the early 1980s, an off-road club was formed, called “Red Rock 4-Wheelers,” which officially took over coordinating the Jeep Safari. Just like the first event in 1967, participants today sign up for trail runs throughout the week, meet up at certain times and locations, then caravan to the trail head for a full day of off-road fun. Runs are sponsored by various off-road industry companies, who provide breakfast and sometimes lunch on the trail for all the participants. It’s not uncommon to see 50 or more Jeeps on a trail run during EJS.

Ranging from scenic and easy to technical and dangerous, the trails around Moab can accommodate off-roaders of any skill level and rigs of all capabilities. Whether you’ve got a bone stock Wrangler or an Ultra4 race car, there’s something for everyone. Trail runs are led by experienced wheelers who are there to guide you through the trails and spot you through obstacles. The iconic red rocks of Moab are the perfect backdrop for a sunny day’s trail ride, and there’s always a great view to break for lunch.

Thursday and Friday are normally reserved for a vendor show in town, giving the EJS participants an opportunity to engage directly with the companies that sponsor the event, purchase parts and merchandise, and check out the company rigs up close. The vendor show has long provided direct insight to the companies who attend, allowing them to hear the needs of real 4x4 enthusiasts first-hand. EJS has played a significant role in the innovation of new products and services for the off-road industry, and continues to move off-roading as a hobby into public view.

Despite its remote location, the normally quiet town of Moab is filled with off-road enthusiasts from all over the nation during EJS. Some travel from as far as Florida, towing their Jeeps behind them, to be enjoy the trails around Moab and take advantage of all that EJS has to offer. Whether you’re a seasoned wheeler with a rig that can take on any trail, or you just bought your first Jeep and have never been off-roading, Easter Jeep Safari is the perfect week-long getaway for anyone looking to for the ultimate 4-wheeled adventure. Just don’t forget to bring a camera—you’ll definitely need it for this trip.

This isn't the first time the all new 2018 Jeep Wrangler JL has been put to the test in Moab, Utah! Check out this Driving Line exclusive article to read more about how Jeep tests their new Wranglers on the trail. 

Stay tuned for more coverage of EJS 2018, right here on Driving Line.

The Toyota Corolla is one the world’s best selling cars and it’s been like that decades for now. While it might not have the image of an enthusiast car, most fans know Toyota actually has a pretty rich history of building Corollas that are more than just basic transportation.

Here in the U.S., the Corolla has been a pretty mundane car. To change that image, ahead of this year’s New York Auto Show, Toyota announced that an all new Corolla hatchback will be coming to America for the 2019 model year, and it seems pretty promising.

Like the current Corolla iM, the new Corolla Hatchback will be based on the Toyota Auris that’s sold overseas, but compared to the old model, there are some significant upgrades to be found. First up, the car now rides on Toyota’s new global platform, which already underpins a number of models in the brand’s lineup.

Meanwhile, under the hood sits a 2.0L four-cylinder engine, which is larger than before. Toyota hasn’t announced any power figures for the new motor, but it should be a significant improvement over the old engine.

Perhaps best of all, the Corolla Hatchback will be available with an honest-to-goodness six-speed manual transmission. Sure, most buyers will be opting for the CVT automatic option, but the six-speed should be appreciated by the small but passionate three-pedal crowd.

Along with that, the Corolla Hatchback will also feature standard LED headlights and taillights, Apple CarPlay and a host of other standard equipment that should make it a nice bang for the buck when it goes on sale later this year.

While it might not send shivers down the spines of Focus ST and GTI drivers, the Corolla Hatchback seems like a big step in the right direction for Toyota, and we hope to someday see a hot hatch version with turbocharged power under the hood. Call it the GT-S please!

This isn't all that Toyota has revealed recently. Check out everything we know about the new Supra!

The Werks Reunion event is an all-Porsche gathering organized by the Porsche Club of America held in concurrence with the Amelia Island Concours D'Elegance. Consisting of both model-specific corrals and a judged portion, the gathering is billed as a chance for enthusiasts to show off their pride and joy rather than an intense Concours-style competition.

The Porsche 356 group greeted spectators at the entrance, featuring several immaculately restored examples. This 1956 model was a 356 A, which represented the first major update of the classic sports car. 

Other 356 models went a different route, opting for the rougher Outlaw aesthetic popular with older air-cooled Porsche models. The stickers on the window show that this 356 is quite the traveler!

Of course, the majority of the models on display were the ever-popular 911 models. With a history beginning in 1963, the car is an icon for multiple generations and need only contend with a handful of other cars to be considered the most important marque of all time. 

This particular 930 had been modified in an OEM-plus style, featuring projector headlights and well-fitted BBS RS wheels. 

Of the many other Porsche models present, this replica of the Rothmans Dakar-Paris rally car was mind-blowing. Seeing one of these in person, even if it wasn't the "real-deal," was quite the experience.

Check out the gallery above for more photos of the incredible Porsches at Werks Reunion, and subscribe to our newsletter to have more articles likes this sent straight to your inbox!

When you think about a 10-second diesel truck, you probably don’t picture a 22-year-old F-series with a 7.3L Power Stroke under the hood. We can’t blame you there, as these old-school, square body trucks left the factory making a docile 210-225hp at the crank. In stock form, they struggled to get out of their own way, even though they made plenty of noise. That said, things have come a long, long way over the last 10 years. No longer is 7.3L performance a laughing matter. In fact, with the right injector, turbo and tuning in the mix, it’s relatively easy to build a 600rwhp 7.3L-powered old body style Ford.

Unbeknownst to many, the older Fords are featherweights in the diesel pickup realm. This means that all-important power-to-weight ratio is on their side. After picking up his ‘96 F-250 for $1,500, Jake White fixed what was wrong with it (a broken third gear synchronizer) and slowly began to see what the old rattlebox was made of. With his first injector upgrade, the truck ran a 14.1-second quarter-mile (keep in mind it was a five-speed manual at the time). Soon after that, another injector upsize yielded a 13.04. Then, seeing that 12s were within reach, Jake introduced the 7.3L to nitrous and proceeded to bang gears to the tune of a 12.69 at 110 mph.

Then things got serious. Real serious. “I just said ‘screw it, I wanna go fast,'" he told us, and embarked on a full engine build, an even bigger set of injectors, an S476 turbo, nitrous and a weight loss program. To date, the truck has run 10.90s at more than 120 mph. This is its story.

3 Tons of Fun

After his already-light truck underwent a few weight-ditching measures, White’s ’96 F-250 tips the scales at just 6,000 pounds. To help promote his Nokomis, Florida business, White’s Diesel Performance, while he storms through the quarter-mile, Jake treated the old Ford to a sharp-looking, full body wrap.

Built 7.3L

Once he’d gotten away with plenty of 12-second passes, Jake decided to stop playing with fire and address one of the 7.3L’s biggest weak links: the factory connecting rods. The beefed up bottom end consists of forged-steel Carrillo rods, stock replacement, factory compression Mahle pistons and a Stage 2 Colt cam. Smith Brothers chromoly pushrods, Comp Cams beehive valvesprings and ARP head studs are the extent of the engine’s top-end mods. Aside from the stiffer valvesprings, the heads themselves are completely stock.

HEUI Power!

Still making use of the oil-fired, HEUI injection system, Jake’s engine sports a set of massive 400cc injectors equipped with 300-percent (larger than stock) nozzles. Built by Full Force Diesel, the 400/300 injectors are of a B-code design, which means they require considerable high-pressure oil volume in order to perform at the top of their game. Jake also turned to the folks at Full Force for his oil needs, opting to run the company’s dual high-pressure oil pump (HPOP) setup. In this photo, you’re looking at the top-mounted HPOP at the front of the lifter valley.

Big Single Turbo

Due to its 444 cubic inch displacement, the 7.3L is known to be capable of spooling a fairly large turbocharger—and this S476 SX-E is no exception. The big BorgWarner unit features a forged milled wheel (FMW) compressor with a 76mm inducer, a 360-degree thrust bearing, an 87mm turbine wheel and a T4 turbine inlet flange. A T4 turbo mounting kit from Irate Diesel Performance (complete with pedestal, stainless up-pipes and intercooler piping) positions the S476 SX-E at the rear of the valley, near where the factory charger sat. Before boosted air makes it into the heads, it sees a considerable temperature drop by passing through an intercooler from a 7.3L Super Duty application.

Competition Fuel System

To keep the fuel side of the big 400/300 injectors happy, Jake runs a competition fuel system from Irate Diesel Performance. The race-ready system combines a Fuelab pump, water separator and fuel filter together along the frame rail. Fuel supply is regulated on the return side, and Jake keeps the adjustable regulator set between 75 to 80 psi.

Hydra Chip

Like most 7.3L enthusiasts these days, Jake uploads and navigates his custom PCM tunes using a Power Hungry Performance Hydra Chip. His tuner of choice is Gearhead Automotive Performance. Under Gearhead’s tutelage, not only has the truck run 10s, but the massive 400/300 injectors are tame enough for street driving.

Race-Ready E4OD

After three years of beating on the ZF-5 manual the truck came with, and because he wanted to see how much faster the truck would go, Jake decided to swap in an automatic in 2015. The four-speed E4OD he went with was gone through and fitted with TCS billet input, intermediate and output shafts at Ralph’s Transmissions in Sarasota, Florida. A proven, triple-disc Stallion torque converter from Precision Industries provides efficient engine-to-transmission power transfer.

Solid Axle Swap

Boosted four-wheel drive launches can wreak havoc on the old Dana 50 TTB front ends, so swapping a solid axle under the ¾-ton was a no-brainer for Jake. While he was at it, the same 2000 Super Duty donor was robbed of its rear 10.5-inch Sterling. Both the front and rear axles sport 3.73 ring and pinions.

Two Stages, Two Bottles

For that little extra push through the 1320, a two-stage Nitrous Express system is activated. When in use, the two-stage system (which makes use of an .088 jet and a .110 jet) adds another 250 to 300rwhp to the equation.

Fuel Tank Delete

If you recall, all ’94.5-’97 Fords had dual fuel tanks from the factory. However, this particular F-250 is missing its rear unit. In an effort to save weight (roughly 150-200 lbs) and because it simplified the process of installing the aforementioned competition-ready fuel supply system, Jake decided to solely run the front tank, which is the larger of the two.

NT420Ss on 20s

To get his F-250 off the line in a hurry, Jake relies on Nitto NT420S tread at each corner. Beyond their hard-hooking nature at the track, Jake also prefers the quietness, ride comfort and (of course) on-point price tag that comes with the all season 420S. The 305/50R20 tires ride on 20x9-inch gloss black and milled Fuel Strokes, one of Fuel Offroad’s latest wheel designs.

Want to turn up the power on your 7.3L? Check out these budget diesel mods for the Power Stroke.

I have followed the automotive trail for the better part of forty years. Planes, trains and automobiles have been the main ingredients of this odyssey, race to race, show to show. For that reason, it's a welcome change to have something taking place almost in my own backyard rather than on a distant continent.

The town I live in is a sleepy, almost anonymous place, mainly favoured by commuters to London who can reach Waterloo in under half an hour on those rare days when the rail network goes to plan. Almost 150 years ago a horse racing track opened here, but mad as the Brits are on 'The Sport of Kings,' it is not enough to support such an enterprise. This is how Sandown Park became the venue last week for the 2018 edition of VolksWorld.

Clashing dates had meant that I had not attended this very conveniently located show for a few years. Friends who had been part of the organising committee warned me that changes to the event were not likely to be for the better, but I thought that I should assess this prediction for myself.

I attend most events with the privilege of media accreditation, swanning around for free whilst pretending to work. With VolksWorld, I don't bother. If it's raining or worse, I just stay indoors and miss the show, so I don't ask for a pass beforehand. In any case, it's not expensive. So when I approached the ticket booth, I was mildly surprised to be asked for 20 pounds. That seemed steep, and a quick check of the tax records showed that it was a 66 percent increase in two years. This show had better be good.

VolksWorld is based in and around the main building, with the various clubs pitching their displays out front and back of the grandstand. My first encounter of note was this very tidy VW K70, with proper stance.

The K70 dates back to 1970 and is the legacy of Volkswagen's takeover of NSU, who were in financial trouble at the time. It was initially built as the NSU K70, but that brand disappeared when they merged with Auto Union to form Audi. The cost of developing the rotary engines for the NSU Ro 80 and initial reliability issues with this advanced car sank the company. Phoenix-like Audi rose from the ashes to become one of the powerhouses of the modern motoring universe.

My next treat could not described as tidy. It wasn't even a VW, but a Porsche 365. Patina is certainly the word that springs to mind, though this is taking it to the extreme.

The engine looked fully restored but the rest...not sure I would like to crash test this little wonder. That said, it is no doubt a jewel in the eye of the owner and attracted plenty of attention.

Rust and decay were worn as a badge of pride. It was a common enough theme around the show—lived-in as opposed to Concours d'Elegance.

Beetles abounded, in all colours and conditions.

Details took on a great importance. Little things matter to those who care.

There were a number of Karmann Ghias brought by the clubs, ranging from some in better than showroom condition...

...to some that can best be described as works in progress. VW is a broad church.

One thing that was bugging me was that the number of cars on show seemed to be much less than I remembered from before. Perhaps it was time to look round the front.

Here the numbers were what one might expect, with the Split Screen examples being as popular as ever.

For some, stance is everything.

Some had a more commercial angle.

Volkswagen may have started as the People's Car, but there is a theme of individuality running through the vehicles in the paddock.

Some were more in tune with the brand than others.

I headed into the halls and discovered gold. Ask the Volkswagen faithful which is the Holy Grail of collectable VWs and those in the know will declare it a Hebmüller Cabriolet. Around 700 of these charming and elegant cars were produced between 1949 and 1953.

It is thought that around 100 of the cars are still around, though the usual squabbles concerning authentication exist. Here at Sandown Park, there were four, yes four, Hebmüller Cabriolets for our appreciation and admiration.

I must confess that the Hebmüller Cabriolets were new to me, but they looked just right. I'm surprised that they aren't more high profile outside the VW universe.

This fine set of cars went a ways toward making up for the reduced scale of VolksWorld, at least in my eyes.

One rule about car shows that usually pays dividends is to always have a good look around the car park. It was there that I found my favorite car of the day.

No rust, not flashy, just a plain example of a truly classic car, the Porsche 912.

This was a breathtaking example. I need to win the lottery so that I can afford this '60s classic. Clearly I was not the only admirer, as this note on the windscreen will attest.

Reading through some of the social media channels afterwards would not have been comfortable for the organisers of VolksWorld. There was a lot of criticism for the increased costs and reduced scale of the event. This was disappointing because there is clearly a market for showing these cars, and the public is interested in them. The trick is getting the price right to encourage participation.

Hopefully the organizers will notice these comments and take action. It would be a pity to lose such a great event. From a selfish point of view, I like the fact that I can walk to it. Cars and exercise: a virtuous combination.

To see another great Volkswagen, check out the Golf GTI we've been upgrading.

For the big finale of our Budget Diesel Mods series, we’re delving into the LML Duramax. Offered in Chevy Silverado and GMC Sierra HDs from ’11-’16, the LML retained the same overall architecture of the LBZ and LMM mills (’06-‘10), yet debuted several technological advancements. Coinciding with the ’11 HD’s higher payload and tow ratings, an exhaust brake function (technically a turbo brake) was included. In order to meet new emissions standards, the injection system no longer used a Bosch CP3 injection pump or solenoid-style common-rail injectors. Instead, its state-of-the-art, 30,000 psi fuel system featured the new Bosch CP4.2 and quick-firing piezoelectric injectors.

While all of the above culminated in the most powerful Duramax produced up to that time, the aftermarket would soon discover that these new OEM features hindered performance gains. For instance, the variable geometry turbo was the smallest and most restrictive turbocharger to ever grace the Duramax. Even though the piezoelectric injectors were a step in the right direction, the CP4.2 tasked with supplying them fuel flowed 20-percent less than the CP3 that preceded it. Both of the ladder components made breaching 500rwhp a little harder to come by than it used to be. However, with the right parts in the mix the LML can be just as powerful (if not more so) than any 6.6L built from ’01-’10. You’ll find out what we mean below.

Bonus Round: even though custom ECM tuning is not yet available for GM’s latest Duramax, the L5P, we’ve got the lowdown on the first plug-and-play power-adder for ’17-newer trucks. Scroll all the way down to find out more.

Things to Keep in Mind:

• Beyond simple bolt-ons—and due to the common-rail injection system—chasing horsepower with these trucks can be fairly expensive.
• Like all Duramax-powered GMs, and even though the ’11-’16 trucks made use of one of the strongest A1000s built to date, the Allison transmission will still need to be upgraded early in the modification process, namely if you plan to expose it to 450 to 500rwhp on a regular basis.
• The CP4.2 injection pump on the LML is notorious for its premature failure rate. To avoid this, we recommend installing an aftermarket lift pump as soon as possible or performing a CP3 conversion. As always, stay on top of regular maintenance intervals.
• At any power level beyond 650rwhp, the LML’s factory pistons are at risk of cracking.
• Each budget assumes you’re starting new, with a bone-stock truck.
• Most of the parts listed in these budgets are things that you and a buddy or novice mechanic can install in a weekend (with the exception of building the transmission and writing your own EFI Live calibrations). As such, the labor to have these parts installed has purposely been excluded.

$2,400 Budget (480–510rwhp)

EFI Live with TCM Tuning: $1,200

The ’11-newer version of the Allison 1000 behind the LML is the strongest ever produced, which is why max-effort tuning is offered right out of the gate. However, just because it’s the strongest A1000 to date doesn’t mean it won’t slip in an aggressive tune. It’s important to know that if you live on the hottest tune in your arsenal and abuse the transmission via your right foot, you’ll eventually be facing a trashed transmission. Opting for TCM tuning can prolong the life of the stock Allison considerably, so we would always include it with any ECM tuning you buy. As with any stock transmission truck built from ’01-present though, make sure you put some money away for a built Allison. You may need it eventually.

Edge Insight CTS2 Monitor with EGT Starter Kit: $550

Edge Products’ Insight CTS2—the most popular monitor in the diesel industry—offers you the ability to keep tabs on virtually every parameter the ECM does. This includes key vitals like fuel rail pressure, boost pressure and transmission temperature. The price listed here includes the optional expandable exhaust gas temperature (EGT) probe kit, which we highly recommended to anyone running performance-oriented tuning. Although you can save approximately $100 by installing analog gauges along your A-pillar, you’ll obviously be limited to monitoring three fixed parameters.

Aftermarket Fuel Supply System: $624

No different from the ’01-’10 trucks, the ’11-’16 Duramax came without a lift pump from the factory. From a reliability standpoint—and because the LML’s CP4.2 injection pump is known for premature failure—it pays to install a lift pump as soon as possible. The all-inclusive fuel systems from AirDog ensure a consistent 8 to 10 psi is always being sent to the CP4.2 and the system shown above flows 150 gallons per hour (which can support up to 800rwhp).

$13,000–$13,500 Budget (575–600rwhp)

Built Allison 1000 Transmission: $6,000

Although the ’11-newer version of the Allison transmission is the stoutest yet, building it and equipping it with an upgraded torque converter is the only way you’ll be able to keep it reliable beyond the 500rwhp mark. Most entry-level performance Allison builds are good for as much as 750rwhp—meaning you’ll have room to grow later, should you decide to add larger injectors and an even bigger turbo. Most Allison builds come with a triple disc converter, upgraded clutches (namely Raybestos), custom frictions and steels, an upgraded valvebody with fresh solenoids, a modified pump and all new bearings, seals and gaskets. If you plan to race regularly, billet shafts and a billet stator converter should be considered.

CP3 Conversion with Pump: $1,650

To bring more fuel volume into the equation and vastly improve reliability, many enthusiasts ditch the factory CP4.2 in favor of its predecessor, the CP3. Thanks to a 20-percent increase in fuel capacity over the CP4.2, a stock displacement CP3 can take advantage of the LML’s efficient factory piezoelectric injectors, pushing horsepower potential into the 600rwhp range. Wehrli Custom Fabrication’s CP3 conversion kit is shown here, complete with the reman CP3 it comes with.

63mm–65mm Variable Geometry Turbo: $2,150–$2,600

With the factory LML turbo being the most restrictive charger ever offered on a Duramax, considerable gains can be made by installing an aftermarket version designed to flow more air at high rpm. For optimized performance from idle to wide-open throttle, the variable geometry turbos offered by Fleece Performance Engineering (63mm FMW VNT Cheetah), Danville Performance (Stage 2 LML BMW 65mm) and DuramaxTuner.com (Stealth 64 VVT) are some of the best in the business. Each of these chargers is designed to support 650rwhp or more without sacrificing low-rpm drivability.

4-Inch Exhaust System: $360

A free-flowing exhaust system is instrumental in getting the most performance possible out of your LML. The 4-inch diameter aluminized system priced and shown here will last between 5-6 years when bolted to trucks that live in the rust belt, while a decade’s worth of use is usually feasible with a stainless steel system.

3-Inch Downpipe: $150

Just like the factory turbo on the LML, its downpipe is equally restrictive. Replacing the factory downpipe with a 3-inch diameter unit frees up exhaust flow considerably, which yields lower exhaust gas temperature and drive pressure.

Note that a different downpipe is required on ’15.5-’16 model LML engines

Cold Air Intake: $299

With a higher-flowing VGT feeding the engine and exhaust flow improved courtesy of a 3-inch downpipe and 4-inch downpipe-back system, it’s time to add an aftermarket air intake. The high quality systems from S&B Filters ease serviceability, match or exceed the factory filtration standard and offer an oiled air filter option that’s cleanable and reusable.

• EFI Live with TCM Tuning (Mentioned Above): $1,200
• Edge Insight CTS2 Monitor with EGT Starter Kit (Mentioned Above): $550
• Aftermarket Fuel Supply System (Mentioned Above): $624

$16,800 Budget (700rwhp)

S300 Single Turbo System with BorgWarner S369 SX-E: $3,450

While aftermarket variable geometry turbos can get you into the 700rwhp range, the fixed geometry units from BorgWarner (specifically the SX-E line) have proven capable of producing more power, pound-for-pound—along with providing a bit better durability. By switching to a fixed geometry charger you will sacrifice some low-end drivability, but at this power level you’re usually making a choice to go after horsepower rather than instant spool up. The S300 single turbo system from Wehrli Custom Fabrication comes with a forged milled wheel S369 SX-E complete with 360-degree thrust bearings, T4 pedestal, up-pipes, a one-piece, high-flow, 3-inch Y-bridge and a 4-inch cold air intake.

Note that 700rwhp is what we consider the “edge” of what the factory LML bottom end should be exposed to (namely its pistons). Without a built bottom end, we would advise against a compound turbo arrangement, as the added boost and drive pressure that comes with those systems puts even more stress on the stock rotating assembly and head bolts.

Twin Pump Kit: $2,545

To complement the 69mm S300 (and a larger set of injectors), you’ll have to venture beyond a CP3 conversion that utilizes a stock pump. You’ll need either a 10mm stroker CP3 or two pumps to maintain rail pressure. Because twin pump configurations share the work load (lending itself to longevity), can support well north of 800rwhp and cost roughly the same as a CP3 conversion that entails a 10mm CP3, a twin pump system gets our vote. The kit from Wehrli Custom Fabrication adds a belt-driven CP3 next to the A/C compressor, which allows it to work in conjunction with the factory (valley mounted) CP4.2 to produce adequate rail pressure.

45-Percent Over Injectors: $1,776

Modified LML injectors fitted with 45-percent larger nozzles are built by Exergy Performance and available at this price through DuramaxTuner.com. They have enough capacity to push an LML past the 700rwhp mark. Based on the units you pull out of your engine, these injectors are baseline tested, cleaned and undergo a nozzle baseline flow and tip swap. The nozzles are also honed to the desired fuel flow level before a final test and balance is performed.

• Built Allison 1000 Transmission (Mentioned Above): $6,000
• 4-Inch Exhaust System (Mentioned Above): $360
• EFI Live with TCM Tuning (Mentioned Above): $1,330
• Tuned specifically for the 45-percent over injectors and S300 turbo
• Edge Insight CTS2 Monitor with EGT Starter Kit and Boost Pressure Sensor (Mentioned Above): $683
• Aftermarket Fuel Supply System (Mentioned Above): $624

Bonus Section: L5P Power!

Although aftermarket tuners have yet to crack the code on the ’17-newer L5P Duramax ECM, there is a plug-and-play module capable of adding up to 90 hp to the latest Bow Ties. The Ag Solutions (parent company, Area Diesel) Truck Series Module taps into the factory fuel rail pressure sensor in order to add performance. During in-house chassis dyno testing, the folks at Area Diesel saw a 93hp gain at 2,650 rpm. Early drivability results also indicate that the module provides a 3 to 4 mpg bump in fuel economy.

If you're upgrading another Duramax engine, or even a Cummins or Power Stroke, check out the rest of our budget diesel mods breakdowns!

Let’s meet our next two challengers. On one side of the ring, we have a ’01 Porsche 911 Turbo owned and driven by Scott Dukeshire; on the other, we have an R32 Skyline GT-R owned by Lerry Liu and driven by Amir Bentatou.

’01 Porsche 996 Turbo

With the values of air-cooled Porsches exploding in recent years, the water-cooled 996 has become one of the most attainable ways to get into 911 ownership. Plus, despite the 996 platform being more than 20 years old now, its capability still holds up today.

This bang-for-the-buck is what lead Scott to buy his ’01 911 Turbo a few months ago. After growing up with Hondas and BMWs, Scott was drawn to the 996’s underappreciated performance, styling and the overall presence the car offered.

With five years of track driving under his belt, Scott appreciates the 996’s dynamics just as much as its actual performance. Primarily used on weekends and at track days, the car is sporting many of the popular modifications and upgrades 911 Turbo owners do.

Converting the car from AWD to RWD is the most substantial modification done, bringing it similar to GT2 spec. Following up on that, the car has also been fitted with a Guards LSD to put the turbocharged flat-six power to the ground. In the engine bay, larger K24 GT2 turbos have been added, alongside upgraded intercoolers, a 3-inch exhaust system, custom engine tune and more.

Underneath, the chassis has received various GT2 and GT3 factory components, including GT3 brakes. Riding on a set of KW V3 coilovers and 18-inch Advan TC3s, the NT01 tire widths are 275 in front and 315 out back.

Nissan Skyline R32 GT-R 

Amir Bentatou is no stranger to track driving, and his personal machines have included everything from an E36 M3 to an Acura NSX, but for this battle, he’s going to be hopping behind the wheel of friend Lerry’s R32 Nissan Skyline GT-R.

Known as one of the most important Japanese performance cars of all time, the R32 GT-R rewrote the books in 1989 with its twin-turbocharged RB26DETT engine and AWD system that helped it specifically target cars like the Porsche 911. 

These days, the R32 GT-R is quite popular in the U.S., thanks to the 25-year import rule, and Lerry’s car is a textbook example of how to build one for a mix of road and track use with occasional daily driver duty thrown in.

Under the hood, the legendary RB26DETT has been fully built and now displaces 2.8L with an HKS stroker kit. All of the internals inside the N1 block are forged, and up top is a ported head with Tomei cams with boost coming from a pair of upgraded Nismo R1 turbochargers.

FEAL adjustable dampers help the handling, along with a variety of chassis parts from Cusco and Okuyama. The transmission comes from an R33 GT-R and a two-way LSD helps distribute the thrust. Providing stopping power are a set of Brembo GT six-pit brakes up front, while the rear has been upgraded to R34 GT-R components. The lightweight forged wheels come from Titan 7 and measure 18x10.5 inches on each corner.

Interestingly enough, these days both a Porsche 996 Turbo and an imported R32 GT-R are both priced in the same neighborhood. As each of these cars has been modified in a similar fashion, we can’t wait to see how things shake out on the track.

With fresh Nitto NT01s mounted and ready on each car, which of these two turbocharged six-cylinder performance icons will prevail under the sun at Willow Springs?

Tune into the next episode of Driver Battles to find out!

It's been a few years now since Formula Drift created its Pro2 series to bridge the world of professional drifting with the multitude of pro-am drivers vying to be a part of it. In the early days, it wasn't uncommon to find Pro2 drivers sticking to turbocharged S-chassis and odd European makes that have proven themselves so thoroughly throughout drifting’s rise, while many of the pro-am guys were still rocking the naturally aspirated 240SXs and Hachi Rokus that started the whole movement.

But the times are a changin’. Many of today's Pro2 builds boast professional-level power, craftsmanship and budget, and even hungry pro-am competitors are willing to pay to play. The most common recipe seems to be widened, angle-kitted, V8-powered S14s and Z33s, but there are exceptions, both crazier and more conservative. We saw a bit of everything this time around at the first 2018 competition round of Top Drift, SoCal's reigning pro-am feeder series to Formula D Pro2.

Without further ado, here are 10 of our favorites. For more shots of each car, visit our gallery at the end.

1. Aaron Parker's No. 300 FD3S Mazda RX-7

It has a big-turbo, Abel Ibarra-built Mazda 13B two rotor engine, dog-engagement gearbox, meticulous chassis tuning and authentic JDM aero, all wrapped up in a vinyl livery proper for one of Japan's most-loved mid-'90s sports cars.

Plus, Aaron's a great guy. Rain or shine, win or lose, he keeps a positive outlook and thinks critically about the next round.

He even gave up a lucrative gig as a high-school teacher to go drifting! He's down.

2. Daniel Kuo's No. 7 FD3S Mazda RX-7

We like Kuo's car for pretty much for the same reasons we like Parker's: big-turbo Mazda 13B engine, buff suspension and chassis tuning and awesome JDM aero and styling.

However, where Parker's can be cleaned up to near-showcar status, Kuo's is well past that point. Duct tape and trash bags hold the dash together, gauges are shoved into vents, its racing buckets look like they've seen a war or two and the rear bumper exhaust outlet is burnt to a crisp.

We're not sure what we love more, an immaculate FD that's as clean as the day it left the factory, or one that proudly shows scars collected over a lifetime of enjoyment.

3. Meliton Villamor's No. 912 S14 Nissan 240SX

Nissan's S-chassis might be the best car for drifting. It's front MacPherson suspension with generous amounts of caster allows drivers to freely and effortlessly toss the wheel into a drift.

Its engine bay can easily accommodate an endless variety of power plants while maintaining good weight balance, and its aftermarket support rivals that of the venerable Honda Civic.

Villamor's is as clean and competent as they come, with its aqua hues covering both the beautiful interior metal work and exterior aero, boasting great power and loads of torque from its single-turbo 2JZ power plant and set-up perfectly for drifting with its Feels suspension and angle kit.   

4. Shaun Doom's No. 213 S13 Nissan 240SX

Doom has made a name for himself as one of the harder drivers to square up against in competition. Looking at his S13, it might seem obvious why: widened stance with plenty of rubber, steering angle kit, rear-mounted cooling componentry and probably another V8 under the hood, right? Wrong! Say what?

The "S13 of Doom" is powered by none other than the original KA24DE engine that the model shipped with to our showrooms. This one’s been turbocharged and tuned to the hilt, but it’s still no replacement for the flat, linear torque curve and immediate throttle response of a V8.

Its ability to hang door-to-door with those V8s? That’s all Shaun, and his years behind its wheel.

5. Pablo Cabrera's No. 24 S13 Nissan 240SX

Cabrera’s car is one of the most extensively modified S13s we’ve seen anywhere, let alone in a pro-am drift series. And yet, there’s not a grain of rice on it.

Its LS V8 engine with individual throttle bodies is tuned and performs solidly, its back-half cooling equipment is separated from the driver’s cabin by a proper firewall and the interior is fully functional and no-frills (even the flocked dash, which cuts glare on the windshield).

It’s a real competition machine, and the more seat time Cabrera logs in it, the more potent of a competitor he seems to become.

6. John Mason's No. 77 Ford Mustang GT

As impressive as extensive levels of fabrication are on any car, they’re even more so on cars that are practically brand new, and expensive to begin with.

John Mason’s Mustang was one such car before he put it under the knife (torch, welder, wrench), which brings us to the most impressive aspect of this build: He did everything on this car himself, or with the help of a few close friends.

It was easily a top contender for cleanest and most radically modified car of this first round of Top Drift, and while it still had some bugs to work out, Mason and the Mustang looked really solid in practice. Plus, a turbocharged Chevy V8 in a Ford? Sacrilege! Also, awesome.     

7. Alex Grimm's No. 14 Chevrolet Camaro

If you’re familiar with Alex, it’s most likely due to his V8-swapped Datsun 240Z tire annihilator that podiumed in a handful of pro-am competitions and garnered tons of attention at various other drift days. Alas, all good pro-am things must come to an end when you start working your way up that professional ladder.

In 2018, Alex has chosen to build a more marketable car that will hopefully carry him through Pro2 competition and into the big leagues.

It still needs some refinement and tuning, as Alex put on an uncharacteristically grim showing this time around, but the car/driver recipe is there. It just needs to simmer a bit.     

8. TJ Hunt's No. 28 Nissan 350Z

In the past it’s been entertaining to see celebrities try to get into drifting and meet some savage heckling by drift fans. Think of one retired professional wrestler’s son and his mid-’00s Viper effort in one now-defunct Florida-based drift series, and you’ll know what we mean.

YouTube celeb TJ Hunt, on the other hand, seems to be doing it right, teaming with SoCal drifting mainstays on his 2JZ-powered 350Z, keeping a low profile at events like this, and doing a surprisingly good job of learning the ropes.

His runs around this year’s bigger, faster, more aggressive Balcony layout in practice sessions were miles above most beginners, and with some more seat time, he and his Z33 could become a real competition threat.  

9. Andrew Attalla's No. 114 E46 BMW M3

It’s been called the Nissan S-chassis of Europe, and the BMW 3-series has proven itself every bit the potent drift platform as the venerable Nissan, all with a more, “premium,” style, shall we say?

If you can afford to build one, an E30 to E46 3-series will give you a huge return on investment in terms of power, longevity, natural drifting ability and of course, plentiful aftermarket support.

Add some fat flares and rubber to match, drop in an infinitely tunable LS1 V8 engine, gut and cage the interior, add all the usual suspension bits, and you're on your way to building something like Attalla’s Top Drift whip. 

10. Samuel Guzman's No. 4 S13 Nissan 240SX

While there’s a certain level of honor and respect that comes with campaigning an uncommon or underdog car, there’s something to be said for sticking with a recipe that has been proven to work well—namely, a V8-swapped Nissan S-chassis with a steering angle kit.

The less time you spend troubleshooting gremlins, fabricating parts not yet available for certain models or trying to fill out smaller engines’ peaky powerbands with mid-range torque and throttle response, the more time you can spend actually driving.

Guzman’s S13 coupe is a prime example of how to build an effective pro-am drift machine in the modern day.

Something for Everyone  

Whether it’s a tried-and-true recipe for drift domination, an effective example of the road less traveled or a build with long-term marketability in mind, you never know what you might find in the pro-am drifting world, where anything can prove to be a winning recipe. There are even a couple of pickup trucks competing regularly, and one of them finished second overall this time! Crazy? Maybe. But that’s exactly why we love it. 

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Buttonwillow Raceway might not be the most scenic or prestigious racing circuit in the state of California, but racers have grown love it all the same. It’s considered the birthplace of time attack in the USA and is one of the region’s most popular spots for both seasoned track junkies and beginners alike.

Set in a vast sea of flatland beside Interstate 5, Buttonwillow is easily accessible to most of the state. A couple hours to the north is the San Francisco Bay Area, and a couple hours to the south sit Los Angeles, Orange County and beyond.

That made it the perfect setting for a track day and car meet catered to European car enthusiasts across the Golden State. Hosted by the same group behind the popular “Big SoCal Euro” meet, the idea was to have the SoCal and NorCal contingents meet at a central location for a day full of fun.

With brand new wheels and a fresh set of Nitto NT05s mounted on our Golf GTI project car, we figured the Euro meet at Buttonwillow would be a great road trip destination, and our only regret was not signing up to take part in the track day festivities.

With a show and shine, vendor area and busy driving event, there was no shortage of stuff to see as the waves of BMWs, Volkswagens, Porsches, Audis and other European machinery gathered at Buttonwillow.

From tidy show cars to incredibly fast track machines, it was fine mix of form and function—and it’s always great to see the SoCal and NorCal crowds get together to enjoy their hobby.

From vintage restomods to high performance cars right off the showroom floor, there were some great vehicles in attendance, and we’ll bring the intel on a selection of them soon. In the meantime you can see how the Golden State Euro scene does it in the gallery above.

To see more track racing action, check out our coverage of eXtreme SPEED and Roadster Cup.

Nick Nelson isn't your typical race-car driver. He's more of a 1-man race team. From design to assembly to prep to race to repair and rebuild, Nick is the guy pulling the all-nighters to make things happen. After a short hiatus from Ultra4 to race his 4-wheel drive Trophy Truck, Nick is back stronger than ever with his newest threat. Based on a design he created with fellow Nitto Tire teammate Loren Healy, Nick perfected this 2-seater Jimmy's 4x4 chassis with some of his own touches. After a few engine hiccups kept him from racing KOH and finishing this year's Mint 400, Nick has the car dialed in and ready to take on the Ultra4 field for the remainder of the season. Nick brought his new car out to Moab, Utah for the 2018 Easter Jeep Safari, and even ran a few trails to test the new car's chops in the red rocks. Watch the video above to get some of the details on what makes Nick's new car his best yet, and keep an eye out for Nick in upcoming Ultra4 races.  

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With the diesel industry growing in leaps and bounds, it’s a constant struggle to keep up with everything that’s coming to market. From power-adders to stronger engine internals, and even parts that are geared toward making life easier with big boost in the mix, all kinds of innovative things are happening in the diesel segment. To stay on top of this ever-expanding marketplace, we recently compiled a list of more than 30 products that’ve either debuted in the last couple of months, or that will soon be released. In the process, we somehow managed to narrow it down to the top 10 we came across. The following batch of groundbreaking products will provide the kind of solutions, performance gains and reliability the diesel industry needs to keep driving forward.

1. Fleece Performance Engineering Fixed Geometry Turbo 6.7L Cummins Exhaust Brake

In order to gain both reliability and performance, it’s common for 6.7L Cummins owners to scrap the factory variable geometry turbocharger in favor of a fixed geometry unit, namely an S400-based BorgWarner. However, enthusiasts that go this route lose the functionality of the factory exhaust brake on their ’07.5-present Ram. Not anymore! Fleece Performance Engineering’s exhaust brake system brings this fan-favorite towing aid back into the equation. It features a commercial-grade, liquid cooled, electronic actuator with a brushless DC motor and geartrain, a new turbo downpipe and, thanks to integrating with OEM electrical connectors, can be operated via the factory exhaust brake switch on the dash.

2. Race Part Solutions Dual Seal Connectors

Every turbo system needs a certain amount of “give” and the right balance of rigidity built into it. On high horsepower diesel engines, where boost levels can approach 100 psi, having flexibility at any connection point (in the form of a silicone intercooler hose) can be a potential weak link. Merging the best aspects of intercooler hoses and V-band clamps together, Race Part Solutions has come up with the dual seal connector. Each weld flange features an O-ring on the outside that seals against the inside of an aluminum sleeve—and all three components are secured in place by way of a black-anodized locking clamp. On top of that, the dual seal connector’s center sleeve provides for each flange to move independently while maintaining an ultra tight seal, with the seal improving as the flanges expand under pressure.

3. Exergy Performance Billet 6.7L Cummins Fuel Rail

In common-rail diesel injection systems, emptying the rail(s) is a horsepower killer—and being that this vital component is the gateway between the high pressure fuel pump(s) and the injectors, it pays to increase its capacity. Exergy Performance, a company that’s known for building some of the highest quality injectors and injection pumps in the diesel industry, has released its high volume, billet fuel rail for the 6.7L Cummins. It provides a 10-percent volume increase over stock, makes use of larger injector feed ports and integrates a second feed port from the high-pressure fuel pump(s). With Exergy’s billet unit, the fuel rail will no longer be a choke point in highly fueled, 6.7L Cummins applications.

4. Edge Products CTS2 Monitor for ’17-‘18 L5P Duramax

Without a doubt, the most popular gauge in the diesel segment is the digital color touch screen monitor from Edge Products: the Insight CTS2. While the CTS2 isn’t exactly new to the industry, coverage for the L5P Duramax is, as well as its ability to monitor several key aspects of the latest GM’s emissions-control functions. Specifically, the truck’s regeneration process (cleaning) is viewable in real-time. You can see when the diesel particulate filter is heating up, the moment it enters regeneration and when the regen cycle is complete. The ability to watch these parameters is key for any ’17-newer GM owner interested in maximizing the fuel economy and longevity of their truck.

5. Aeromotive Brushless A1000 & Eliminator Pumps

Aeromotive’s A1000 and Eliminator fuel pumps have long been go-to products for competition diesels and they’ve even made their way into daily driven applications, although long-term reliability on the street was never their strong suit. However, it’s a new day, with brushless motor technology being implemented into Aeromotive’s benchmark pumps. In general, brushless motors provide more precise fuel pressure control, less current draw, lower heat production and extended life. The new, brushless Eliminator pump flows 1,000 lbs/hr at 45 psi (with a -12 AN inlet and -10 AN outlet) while the A1000 is capable of flowing 700 lbs/hr at 45 psi (with a -10 AN inlet and outlet).

6. ProMaxx Performance DX Series Aluminum 6.0L Cylinder Heads

A potential game-changer in more ways than one, ProMaxx Performance now offers aluminum replacement cylinder heads for the 6.0L Power Stroke. Made from 356 T-6 aluminum, ProMaxx Performance believes it has the answer for the cracked head epidemic in the 6.0L segment (upon teardown, it’s often discovered that one or both heads have hairline cracks protruding into the valve seats). In addition to each ProMaxx Performance head being 42 lbs lighter than a comparable factory cast-iron unit, they dissipate heat much quicker and flow 25-percent more air. All DX Series heads come with a multi-angle valve job, hardened valve seats (and guides) and the strongest injector hold-down boss available.

7. Sun Coast Adjustable Stator

Finding the perfect stall speed in a performance diesel transmission application can be a bit time-consuming, but Sun Coast may have the best solution for this age-old problem. Instead of trying multiple converters before settling on one that’s “good enough,” competitors can fine-tune their Sun Coast adjustable billet stator by changing the guide vane angles themselves. Then, after you find the sweet spot, Sun Coast will furnace braze everything in place. This removes all guess work and, frankly, beats the heck out of the old way of doing things: pull transmission, install new converter, reinstall transmission, test, repeat.

8. Air Lift Load Lifter 5000 Ultimate Plus

Even heavy-duty diesel trucks need help stabilizing big loads. As a result, thousands of diesel owners equip their workhorses with air spring systems, which they expect to hold up just as well as the rest of the truck. To ensure its products last indefinitely, AirLift introduced its Load Lifter 5,000 Ultimate Plus line of air spring kits. In addition to offering the internal jounce bumper in the air spring itself, the Plus in Ultimate Plus means you also get stainless steel air lines, roll plates and mounting hardware. If you need an air spring system capable of enduring the elements for the long haul, this is it.

9. EFI Live HD Cummins Tuning

While not geared toward diesel pickups, this product is all but guaranteed to revolutionize the Class 8 truck market. EFI Live’s HD Cummins tuning will bring increased performance, fuel economy and reliability to ’10-’17 model year rigs equipped with Cummins mills, which, in addition to more than a dozen other engines, includes the popular ISX15 and ISX12. Beyond Class 8 trucks, EFI Live’s HD Cummins tuning will also be available for medium duty, light commercial, bus and RV applications, along with engines used in agricultural, construction, marine, fire and emergency, rail and power generation segments.

10. Bully Dog Performance DPF

Adding power to a diesel vehicle equipped with a diesel particulate filter (DPF) is nothing new, but the Bully Dog Performance DPF for ’07.5-’12 6.7L Cummins-powered Rams is a first. The emissions-compliant piece is an aftermarket, direct replacement DPF that outflows the factory unit by 21 percent. According to Bully Dog, its Performance DPF also slows soot accumulation, yields fewer regeneration cycles, reduces exhaust gas temperature up to 12 percent and can drop backpressure by as much as 44 percent. Perhaps most importantly, the Performance DPF is fully serviceable (i.e. cleanable), unlike the factory unit. Bully Dog’s Performance DPF is also available for the ’08-‘10 6.4L Power Stroke.

If you want to know how to upgrade a specific engine, check out all of our budget diesel mods breakdowns!

When two aspirational cars collide, which will emerge victorious? Porsches have long been every European fan's fantasy. The GT-R brings the power from Japan. We knew that that both cars would be quick, and they didn't disappoint. This battle saw the fastest times recorded to date. However, only one could come away as the winner. Check out the video above to find out which one, and let us know which cars you want us to battle next!

Like the battle? Check out the rest of our series!

Moab, Utah, is known for its amazing scenery and legendary red rock trails, one of the most challenging and scenic being the legendary Cliffhanger trail. With a single point of entry and exit, you’ll get to experience all of the obstacles as you head to the lookout at the end and back. While there’s a series of technical rockcrawling climbs, the most challenging comes near the end of the trail. While it’s rated an 8 out of 10 by the Red Rock 4-Wheelers, the fact that the trail winds along the cliff will keep your heart pumping at a higher rate.

We joined along as Nitto Tire, along with a few aftermarket industry leaders, had a little ‘wheeling fun during Easter Jeep Safari, which you can watch in the video above. 

Be sure to check back soon as we have more action-packed coverage of the Easter Jeep Safari coming at you!

Drivers in classes from 4400 to UTVs recently competed in the first round of the 2018 Nitto Nor Cal Rock Racing Championships at Prairie City SVRA outside Sacramento, California. After a full day of racing, even going into the night, winners were finally crowned.

Congratulations are in order for JP and Raul Gomez, who finished first and second in the 4400 class, and Seth Van Dyke, who won the 4800 class. They had tremendous races, and we're looking forward to what they can do in Round 2 at the Wild West Motorsports Park on April 20-21!

To see all of the action from Round 1, check out the full gallery above.

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As the drift world gears up for Formula Drift Long Beach 2018 season opener, the excitement level is about to get turned up a few notches! Ready for this? Drifting in the U.S. for the first time, Federico Sceriffo is ready to tackle the season in a Ferrari 599 GTB Fiorano.

Coming from Milan, Italy, Federico has been drifting professionally since 2004 throughout Russia, Japan, China and Europe. While he’s attended a Formula Drift Long Beach event in the past, this will be his very first time drifting in the U.S. “As you guys say, it was on my bucket list,” jokes Federico.

Competing in the U.S. isn’t the only thing that’s new to him, a Ferrari is not his normal driving platform. “I drive anything that has four wheels and an engine!” Federico answers. He goes on to describe what an honor it is for him to be here, and in this car. Seeming giddy as he looks at the 599 sitting on track at FDLB, “What people probably feel when they see it, I feel the same. It's not normal to drift with a Ferrari, it’s also not normal for me. I do it because it's what life gave me as a chance. When I jump in her, I don't think it's a Ferrari—it is my armor, my battle horse.”

While the 599 comes stock with a V12, an aluminum chassis and a reputation for being the most drift-happy oversteering Ferrari model in the line-up, there’s a lot that was done to get this one ready for competition. “We had to work a lot on upper and lower control arms, to give her more lock to turn and also working on the geometry of the car,” says Federico. “We also brought as much weight distribution balance as possible.”

Under the hood, a pair of centrifugal superchargers have added a few hundred extra horses to its stock 612 hp. “There's nothing to teach to this engine, so we just added the two compressors,” notes Federico. Providing just the right amount of grip are massive 20-inch OZ Racing wheels wrapped in Nitto NT05 tires. In addition, “I'm running a racing ECU that can deal with the 12-cylinders. We put a Holinger sequential gearbox, it used to have an F1 gearbox. The rest is a lot of love.”

Just the Details

Enjoy the gallery below and stay tuned to see how this Italian duo do this at Formula Drift Long Beach.

Drop in on Driving Line’s Facebook channel to see video of this battle horse!

Whether you’re prepping for an upcoming truck pull, drag race, off-road excursion or simply looking to be proactive, the AAM 9.25 IFS under the front of your ’01-present heavy-duty GM is in need of some reinforcement. While the independent front suspension works fine at stock horsepower and torque levels, due to the ease of which horsepower can be (and often is) added to the 6.6L Duramax, big problems can quickly surface. Bent tie rods, broken tie rod ends and tweaked pitman and idler arms are par for the course when the OEM steering system is tasked with handling more stress—and competition-level power can even grenade the differential.

Below, we’ve highlighted the key trouble areas within GM’s AAM 9.25 IFS system as well as the best ways go about addressing them. From a simple tie rod sleeve install in your driveway to pulling the entire front end apart to add a locker, these mods range from mild to wild. Depending on how you use your truck, some of them might even be mandatory. Whatever the circumstance, you’ll be able to show the solid axle competition who’s boss with the following upgrades.

1. Tie Rod Sleeves

If you do one thing (and nothing else) to guard your GM’s front end against failure, install tie rod sleeves. On ’01-’10 Chevy and GMC HD’s the inner tie rod measures just 14.2mm in diameter, whereas most aftermarket tie rod sleeves are 25mm or larger. Tie rod sleeves are designed to thread onto the outer portion of the inner tie rod and reinforce the weakest part of the factory tie rod: the threaded area between the steering rack and the outer tie rod. Tie rod sleeves can easily be installed in less than 30 minutes and will only run you $80 to $100.

2. When Failure Is Not an Option

Complete, aftermarket tie rod assemblies exist for those of you looking for both a fresh start and superior strength. In particular, Pacific Performance Engineering (PPE) offers Stage 1, 2 and 3 tie rod assemblies. Its Stage 1 kit is geared toward the truck owner with worn out ball joints and includes a set of brand new GM tie rods fitted with the company’s 304 stainless steel tie rod sleeves. The Stage 2 assemblies feature 40-percent larger tie rod bodies, 48-percent larger toe adjustment shafts, 14-percent larger outer ball joints and 28-percent larger inner ball joints. PPE’s Stage 3 system comes with 1.5-inch wide, forged-steel tie rods (53 percent bigger than stock), massive 2-1/3-inch ball joints and each outer tie rod end contains a spring-loaded gusher bearing that maintains constant pressure.

3. Pitman & Idler Arm Reinforcement

Once you’ve addressed your tie rods, the next area in need of some extra strength is the factory pitman and idler arms. The pitman arm connects to the output shaft of the steering gear box, which is linked to the steering centerlink, while the idler arm sits on the opposite end of the centerlink and controls steering motion. Under heavy load and/or added power in four-wheel drive, the factory centerlink rotates, causing a potentially damaging toe-in scenario at the wheels. A pitman and idler arm support kit keeps this from happening.

4. Keep It on the Straight-and-Narrow

Any time you force the CV shafts, ball joints or steering links in GM’s independent front suspension to work at odd angles, you’re asking for trouble. The less angle all of these components see, the stronger this front end is. As a general rule of thumb, you want to make sure the CV shafts are in parallel with the tie rods, especially when the truck is under full power.

5. Torsion Bar Keys

It’s no secret that cranking up the factory torsion bars is the cheapest way to clear larger tires, but don’t do it. While the added ride height will allow you to run slightly larger tread, you’re upsetting the factory ride height that allows the CV shafts and steering links to function at their optimum angle(s). Cranking up the torsion bars will also yield harsher ride quality and increased ball joint wear.

6. Adjustable Keys

Not to sound like a broken record, but (once again) it’s vitally important that your truck’s suspension height be tuned so that the steering and CV shaft angles are working in their optimum position—and the MAXXCam 2 torsion bar keys from Suspension Maxx allow you to do just that. Thanks to being a 7-way adjustable key, they’re a great way to achieve the perfect ride height, whether your truck has been moderately lifted, leveled or lowered.

7. Straight Centerlink

If straight line performance and making big horsepower are your primary goals, a straight centerlink may be in order. By replacing the flexible factory centerlink with a solid, straight piece, tremendous strength is added, along with improved input from the steering wheel to the tires. Aftermarket straight centerlinks are often made from stainless or chromoly steel, are larger in diameter and rated for 110,000 psi tensile strength (or more). The trade-off of running a straight centerlink comes in the form of a slight loss in turning radius.

8. Centerlink Steering Stabilizer

For the owner who doesn’t want to sacrifice his truck’s turning radius but needs some type of support for the factory centerlink, Dirty Hooker Diesel offers a centerlink steering stabilizer bracket. Using a mounting bracket that ties the stabilizer in with the front differential, the centerlink support keeps the factory centerlink from rotating and the steering system perfectly true.

9. ARB Air Locker

Your GM’s independent front suspension already provides (arguably) better traction than its straight axle counterparts, so why not make sure both wheels are always digging with a locking differential? For a user-friendly locker that won’t sacrifice street manners, ARB’s Air Locker is hard to beat. Engaged via air (which necessitates a separate, onboard, 12-volt compressor), the ARB unit allows you to go from open diff to completely locked at the touch of a button.

10. Center Axle Disconnect Sliding Collar

If you get too carried away with adding power and hooking to the sled, your center axle disconnect (CAD) in the front differential could end up looking like this. Under extreme load, the sliding collar is subjected to immense force, which causes it to twist, bind, and almost always fail in catastrophic fashion. The cost to fix the center axle disconnect can be pricey, which prompts many enthusiasts to replace the problematic, two-piece passenger side axle shaft altogether with a one-piece axle shaft. Just know that if you go this route, the front differential and drive shaft will permanently spin, which sometimes leads to vibration.

11. Billet Sliding Collar

Another solution to the weak OEM sliding collar—and one that won’t force you to do away with the factory center axle disconnect—is the billet front differential slider from Dirty Hooker Diesel. The company’s billet-steel slider is a direct replacement for the factory, powdered metal collar and—in addition to holding up to the rigors of truck pulling—is designed to last as long as the OEM piece.

Thinking about buying a GM truck? Check out our Duramax buyer's guide!

We are quickly approaching six years since the Toyota 86/Scion FR-S and Subaru BRZ hit the market, and since then there have been some minor revisions and refinements, but no significant changes, to the Toyota and Subaru twins.

Naturally, this has lead many to wonder what’s going to become of the car and whether or not a next-gen version is in the works—and if there is a second iteration, how it might differ from the current car.

This week, enthusiasts got a bit of hope when an article from The Japan Times quoted a source at Toyota saying development has begun on a new model that could go on sale in 2021, which will again be a collaboration with Subaru.

While the source didn't share many details about the project, the article suggests the next-gen car will be powered by a 2.4L flat four engine, which is a 400cc increase from the current FA20 engine.

Lack of power has been one of the biggest criticisms about the 86 and BRZ, and while the bump in displacement likely won't make the car a powerhouse, it would be a welcome improvement—especially if it means improved midrange torque.

With Toyota right in the midst of developing the new Supra, it's nice to hear that they haven't given up on the more affordable part of the sports market. What would you you like to see from the next generation of the Toyota 86 and Subaru BRZ?

Want to know more about that new Supra? Check out all we learned at Geneva!

Just outside of town, you’ll find one of Moab, Utah’s, shortest, but extremely enjoyable, trails: Mashed Potato. It’s technically part of The Pickle trail, but you can ‘wheel it as a quick in-and-out trip. The trail starts off with a few long and rocky service roads, which leads you to a series of switchbacks. Once you peak the top of the ridge, you’ll find a series of rocky climbs and moderated obstacles. As you near the end of the trails, you’ll be met with an amazing view and one final obstacle, named the Gravy Bowl.

There are actually two lines that can be used to exit the bowl. The one to the left is easier, but shoots you out alongside a sizable drop that isn’t for the faint of heart. The one to the right is the more common and typically just requires the right wheel placement and steady application of throttle. We tagged along with our friends at Skyjacker, as they were making a big trail day out it. Be sure to watch the video until the end to see how the photo above pans out for KMC's Black Badger JK. 

Looking for more Easter Jeep Safari action? Check out our adventures on the Cliffhanger trail.