It's time for the next episode of Driver Battles. This may look like a similar battle to episode four, with an M3 battling a Type R on Nitto NT01s, but this one comes with a twist: The E46 M3 uses hand controls.
Last time, the BMW got the better of the Type R by less than a second. This time, will the Civic reclaim the glory for Honda or will the M3 reassert the power of German engineering?
You can wet your appetite with the in-car footage before the full battle releases later this week.
When Bob Chandler started using his souped-up Ford F-250 in the mid-'70s to promote Midwest Four-Wheel Drive, he had no idea that within a few short years he'd create an entirely new form of motorsport.
After years spent breaking parts on his pickup and developing new ones that allowed him delve even farther off-road, Chandler created Midwest Four-Wheel Drive to help others throughout the St. Louis region modify their trucks. As his business grew, so did the size of his Ford, which transformed from the shop truck to the corporate mascot. Nicknamed "Bigfoot" after the way Chandler tended to drive (heavy on the gas, light on the mechanical empathy), the pickup soon took on a life of its own.
By the end of the decade, Bob was getting paid not just for his 4x4 expertise, but also to bring Bigfoot with him for displays, mud racing and tractor pulls. In 1981, after a lot of goading from friends and associates, Chandler finally videotaped himself crushing a pair of junk cars, just to see if he could do it, and the rest was history. That, combined with the truck's first big-screen appearance in the film "Take This Job and Shove It" vaulted Bigfoot into the national consciousness, introduced the term monster truck to the world and launched the sport as we know it today.
Thanks in large part to sponsorship from Ford, the Bigfoot family grew by leaps and bounds as Chandler and his team tried to keep up with all of the booking requests being thrown his way. It was the '80s, and things got a little weird as Bigfoot, Inc. started experimenting with more than just pickups in its quest to keep audiences entertained.
Let's take a quick look at four of the strangest vehicles to ever wear the Bigfoot logo.
It's only natural that as the trucks got bigger, they'd also get more powerful, because it takes a lot of horsepower to move the industry-standard 66x43x25-inch tires first put into use by Bob Chandler and crew on Bigfoot 2.
Bigfoot 5, however, is something else entirely. In fact, there's only one reason why this monstrosity was every built: Chandler came across a set of 10-foot tall Firestone Tundra tires and thought they'd look cool underneath one of his trucks.
Built in 1986, Bigfoot 5 was never intended to compete in the dirt. It's amazing that the vehicle can even move under its own power, as it weighs an astounding 28,800 lbs in standard trim. Each of its tires—originally designed to be used on the snowy arctic tundra by a U.S. Army "land train" in Alaska—weigh a full ton, and on occasion, a second set of dually tires were also installed on the truck, bringing the total mass of the rubber to an astonishing 16,000 lbs.
The "heaviest pickup ever built" according to the Guinness Book of World Records was also the tallest. In fact, wasn't the only member of the Bigfoot team to employ the Tundra tires, which were installed on Bigfoot 1, 2 and 4 at first, and then later on Bigfoot 7. Rebodied in 1989, Bigfoot 5 currently serves as an enormous display truck at Bigfoot Inc. in St. Louis, although the Tundra tires still occasionally make an appearance on other trucks.
It's hard to think of a less-menacing starting point for a monster truck than a Ford Aerostar minivan, but that's exactly the concept behind Bigfoot Shuttle. Built for a TV program called "Return of the Monster Trucks," Chandler initially kept the stock 3.0L V6 and somehow thrilled audiences with a mere 145hp (later augmenting it with a nitrous oxide system).
The van needed all the help it could get, given that it weighed nearly 8,000 lbs. Unlike most monster trucks of the era, Bigfoot Shuttle rode on more modest 48x20x20 tires, giving it a bit of a handling advantage against larger competitors. The Shuttle toured off and on for several years but was eventually sold in the early 2000s.
The Bigfoot team must have had an intense fascination with the Ford Aerostar, because it made a second appearance on the circuit in the form of the Fastrax. This unique car crusher merged a fiberglass Aerostar shell—cut in half—onto an M48 armored personnel carrier platform, making it a tank-treaded menace. Power was derived from not one, but two, seven-liter Ford V8 engines, and the entire vehicle weighed just over 23,000 lbs.
Bigfoot Fastrax was remarkably quick and agile, and for a number of years it was a lively presence on the monster truck scene. Surprisingly, no one seems to know where it is now. After it was retired from competition, it resided on display at Bigfoot headquarters, but hasn't been seen since the company moved to its most recent location.
Proving that the Bigfoot team is still able to innovate, Bigfoot 20 became the world's first battery-powered monster truck in 2012. Built by Nigel Morris, driver of Bigfoot 17 (yes, there are a seemingly unlimited number of Bigfoots out there), Bigfoot 20 features 30 Odyssey PC1200 batteries and weighs a hefty 11,000 lbs. Its 260 kilowatt electric motor translates into roughly 350hp and 850 lb-ft of torque, and the truck's steering and braking system get their own dedicated battery system.
Primarily intended as a proof of concept, BF 20 was unveiled at SEMA the year it was built. While Morris has done occasional car crushing with the battery-behemoth, the near-silent Bigfoot is mostly a proof-of-concept vehicle not intended to compete against its nitro-powered brethren.
It was a Saturday night in Yokohama, Japan. We were in the popular Minato Mirai district, which is home to some of the most beautiful waterfront space in the country. A massive Ferris wheel displayed its colorful lights and the nearby Landmark Tower reached into the sky.
We weren’t there for tourist spots, though. Our destination was a parking lot set in the middle of all this—one that happens to be the site of one of the most unique and diverse cruise nights anywhere.
Known as the Kalifornia Look Cruise Night, these bi-monthly meetings have been going on for a few years now. The man behind it is local Yokohama gearhead and photographer Manbu "KaliforniaLook" Kanda, owner of the gorgeous Volkswagen Beetle you see below.
What started out as a small gathering between Kanda-san and his friends has turned into quite a popular meet that draws cars from Yokohama, Tokyo and beyond.
The night began at the nearby Mooneyes Area 1 in Honmoku where we gathered with Kanda-san and crew, before enjoying some tasty and authentic burgers at the Moon Cafe restaurant. The kind that are good enough to make you forget you are actually in Japan.
An eclectic mix of cars had gathered at Area 1, and before we knew it, it was time to fire up the machines and head towards Minato Mirai where the cruise night was to officially begin.
Our parade of cars was quite diverse, featuring everything from modified VWs to slammed lead sleds and serious drift cars owned by the guys from Team Free's.
It's that diversity of cars that makes these cruise night events so unique and enjoyable. When we arrived at Minato Mirai a short time later, the parking lot was already full of a very cool mix of machines.
While Kanda-san is a serious air-cooled VW fan, he loves and appreciates all sorts of cars, and the same goes for most of the people that come out to the cruise nights. It's the kind of place where you'll find modified, track-ready Hondas...
...parked just down the way from a chopped and slammed Shoebox Ford.
It seems that you can never go far without finding some lowriders in Japan, and needless to say there was a big turnout of them on this Saturday night.
If your tastes lean a little bit more to the performance side of things, you will dig this S130 Fairlady Z in full drag trim and looking quite mean.
The Z was just one of many vintage Japanese cars to make the drive out that night. The group also included several Nissan Sunnys, like this pair of modified B210s.
There were also some really cool homebuilt machines that came out to enjoy the evening, including this 1962 Toyota Crown that made the long trip all the way from Hamamatsu Prefecture.
While we dig the look of the stock body that's been dumped to the ground, things get even cooler when you look under the hood and see the LT1 Chevy V8 that's been wedged under there.
Equally cool was this V36 Skyline sedan from Team Free's, which looks rather mild on the outside...
...but has actually had its factory equipped 2.5L V6 swapped out for a single turbo RB straight six that's making over 500hp. Rad.
Another one of our favorites was this Z10 chassis Toyota Soarer, which has been built as a very authentic replica of the car featured in the cult classic comic book series and film "Shakotan Boogie."
Before we knew it, Saturday night had turned to Sunday morning, and slowly, the crowd of cars had begun to thin out. However, the fun wasn't quite over yet.
By the time we left Minato Mirai, it was already nearing 2:00 a.m. After bringing the official cruise to a close, we decided to hop on the expressway and head over to Daikoku Parking Area to see if there was anything going on over there.
The police had actually closed down the popular meeting spot earlier in the night as they are apt to do, but by this hour the parking area had just reopened. It was a bit surreal that our small group of cars were the only ones in the entire place.
After enjoying a can of coffee from the Daikoku vending machines, we said goodbye to the Team Free's guys and made our way to down the Wangan expressway back toward Tokyo, but not before one more stop.
It was 3:30 a.m. by the time we arrived at Tatsumi Parking area in Tokyo, and not surprisingly, it was pretty quiet. However, the cars there were all business. It was like real life "Wangan Midnight," except this was getting closer to "Wangan Sunrise."
We enjoyed the show for a bit and eventually made it back to our lodgings in Tokyo just in time to see the sun beginning to rise in the east.
It was a perfect end to a wild night that took us all around Tokyo Bay and included the low, the slow, the fast, the crazy and everything in between. We can't wait to get back for more fun.
For decades, Volkswagens have gone hand in hand with the car show scene, and Daut’s 2011 Volkswagen Golf GTI is a perfect example. Sitting on three-piece Rotiform DIA wheels wrapped in Nitto Neo Gen tires, this GTI turns heads wherever it’s shown. It also doesn’t hurt that Daut won his air suspension from one of Airlift Performance’s giveaways, which explains why the car is able to sit so low when parked.
Since the GTI is Daut’s daily driver, he wanted to make sure it also had some “Go Fast” bits too. The Stage II, DSG GIAC-tuned ECU in conjunction with an Integrated Engineering Intake, Forge Twintercooler and blow-off valve and a Eurojet catless turboback exhaust doesn’t necessarily make it the fastest car on the road, but they help it pack a punch. Find out more about the Volkswagen GTI by watching this Ride Of The Week!
We are really excited about this Driver Battle. The Civic Type R took the world by storm when it smashed times at the Nurburgring. The E46 M3 has been a collectors item year after year since it came out. These cars are so good but so very different. FWD Turbo vs. RWD N/A.
The air temps during our battle at Chuckwalla raceway were in the 100+ degree range. Not only was this battle a battle of drivers, but it was a war of machines. Keeping the cars cool and fast all day was a challenge, but there could only be one winner.
Both cars were also rocking Nitto NT01 tires and featured mild bolt-ons with a small tune. To see how the battle unfolds, watch the video above, and if you still want to see more of the cars, flip through the gallery below!
Building on our previous tips, tricks and buyer’s guides for used diesel trucks, we’re stepping up the budget this time to show you what’s out there for $20,000. While 20-large won’t get you into a brand new ¾-ton diesel, it can buy you a proven, durable, tow rig with a lot of life left in it. In this price range, we recommend an ’06-’07 Chevrolet Silverado or GMC Sierra 2500 HD for the GM fan, an ’07.5-’09 Ram 2500 for the steadfast Cummins advocate and a ’99-’03 F-250 for the Blue Oval faithful. Each truck will likely have more than 120,000 miles on the clock, but will still be in good-to-excellent condition and ready for another decade of loyal service.
This article is geared toward prospective buyers looking for a turn-key truck that is ready-to-go and will require few repairs, upgrades or problem areas addressed before hitting the road. Due to four-door models being the most popular configurations built, bought and sold in the diesel pickup segment, this article also assumes you’re on the hunt for a crew cab, four-wheel drive truck. The following tried and true models from the Big Three have been tested and validated by enthusiasts and working class folks for more than 10 years. Simply take your pick—you can’t go wrong with any of them.
Up next, we’ll show you how far 30K can take you into the used diesel segment.
We’ve praised the ’06-’07 GM HDs in the past for their stout powertrain—and we’re not going to stop any time soon! The Duramax/Allison engine/transmission combo is unrivaled in terms of durability, efficiency and seamless operation and is perfect for anyone that plans to spend a lot of time hooked to a trailer. Granted, the lightweight classic body heavy-duty GMs don’t exude the type of towing confidence a Super Duty or Ram from the same era do, but they’re still more than capable of handling most jobs. Also, whether you’re working or playing, the ’06-’07 ¾-ton Silverados and Sierras provide superb ride comfort (for an HD pickup) thanks to their employment of independent front suspension (AAM 9.25 IFS). These trucks are pre-emissions-crunch, economical work horses with the ultra-reliable (and powerful) LBZ Duramax engine, the six-speed version of the Allison automatic and worth every penny. Unfortunately, everybody knows it…so expect to fork over all 20-grand for a clean one.
Long past the injector problems found on the LB7 (’01-‘04) and after solving the overheating issues encountered by countless LLY owners (’04.5-’05.5), the LBZ was (and to many, still is) the quintessential Duramax. This is the last of the pre-DPF engines, the first 6.6L to be backed by a six-speed Allison transmission and it packs a 360hp, 650 lb-ft punch in bone-stock trim—more power than any Cummins-powered Ram or Power Stroke-equipped Ford could muster back in ’06-‘07. Due to their known reliability, plug-and-play performance capability and being DPF-free, the last of the classic body GMs bring top dollar in the used diesel truck market.
With a 1.26-inch diameter input shaft, 1.75-inch output shaft and a dry weight of 330 pounds, the commercial-duty Allison 1000 found behind the ’06-’07 LBZ Duramax is fitted with some of the burliest components you’ll find in a pickup truck transmission. On top of that, the electronically-controlled automatic is extremely smart. Through precise engine/transmission communication, shift energy management (SEM) ensures excessive torque isn’t present during upshifts, which reduces operational heat and saves wear and tear on the clutches. If the Duramax in front of the Allison is left at the stock power level, the Allison can easily outlive the engine, which is truly saying something.
For the simple reason that it’s not uncommon to pay more for an ’07 5.9L than an ’07.5-’09 6.7L, we’d opt for the last run of the third-gen body style with the bigger, torquier Cummins under the hood. Granted, you get a more complicated version of the industrial inline-six (thanks to EGR and its use of a DPF), but you avoid the SCR system that didn’t debut aboard Ram ¾-ton and 1-ton trucks until ’13, gain access to a six-speed automatic transmission and get a very effective exhaust brake. While we love recommending the simplicity of the 5.9L-powered trucks to readers for reliability purposes, those pre-’07.5 trucks aren’t getting any younger. Unless you come across a smoking deal on an immaculate ’03-’07 Ram, we would opt for the more powerful, more capable 6.7L Cummins in the ’07.5-’09 rigs.
Failed sensors, moving parts gummed up with soot and carbon and check engine lights are all part of the headaches associated with emissions systems on ’07.5-newer diesels. Among the 6.7L Cummins’ most common emissions system-related failures is its EGR valve. The valve, which is electronically commanded via an actuator and mechanically actuated via a shaft, tends to seize in place from soot buildup. To be fair—and while it’s a dirty and somewhat time-consuming job—Cummins does specify a 67,500-mile cleaning interval for the EGR valve. If this component is regularly cleaned, experiencing an EGR-related issue will be much less common.
Thanks to the fast-reacting, variable geometry Holset HE351VE turbocharger aboard the 6.7L Cummins, ’07.5-’09 Rams have great transient response and virtually zero turbo lag at any engine speed. On the braking side of the equation, the factory integrated exhaust brake (i.e. turbo brake)—with its 190 available braking horsepower—makes descending grades a much more comfortable experience.
Finding a decent Ford in this price range is trickier than finding a GM or Ram. Reason being, the ’03-’07 Super Dutys equipped with the 6.0L Power Stroke are plagued by problems both big and small, the ’08-’10 trucks are nice but the 6.4L Power Stroke has a reputation for self-destructing at higher miles (and its engine-related repairs can be bank-breaking to fix) and while the ’11-newer Blue Ovals have proven quite reliable to date, they’re out of the 20K price range. Long story short—and provided you don’t need your ¾-ton pickup to tow 15,000-plus pounds—we would recommend you hunt down a ’99-’03 F-250 powered by the 7.3L Power Stroke. It won’t be perfect, but you can get your hands on a decent ’99-’03 Super Duty well under budget and then turn around and pump a few bucks into the truck to keep it road-worthy.
Built for both Ford and its own medium duty applications (namely box trucks and buses), the Navistar-manufactured 7.3L Power Stroke is pretty hard to kill in stock form. It doesn’t produce anything close to the kind of power the new trucks leaving Detroit are churning out, but it will essentially perform any task you ask of it, day-in and day-out, without skipping a beat. In terms of reliability and durability, we’d rank the 7.3L second all-time, right behind the 5.9L Cummins 12-valve. If properly maintained, it’s not uncommon to see odometers roll over 400,000 miles, and sometimes even half a million.
Today, the biggest problems facing the 7.3L Power Stroke are age-related: rusted oil pans, leaking oil dipstick adapters, leaky turbo up-pipes, dead glow plugs, tired injectors, failed UVCHs and worn out lift pumps. All are fairly common—but virtually none of them will land you on the side of the road, or even so much as throw a CEL. These engines were designed, manufactured, assembled and implemented when times were much much simpler (i.e. lower emissions standards and expected power figures) and that’s reflected in just how long they tend to last.
This past week was a big one for Toyota’s motorsport division. Not only did Toyota become the second Japanese manufacturer ever to win the 24 Hours of Le Mans outright with the 1-2 finish of its TS050 hybrids in the LMP1 class, it also announced that it's building a Le Mans-spec Hypercar for the street.
Prior to the start of this year’s 24 hour race, Toyota's Gazoo Racing announced that it will be producing the GR Super Sport Concept that it debuted earlier this year, not just as a race entry but as a road-going Hypercar.
For 2020, the FIA is planning to add a new top dog class at Le Mans that will feature race cars based on high tech monster production cars like the McLaren Senna and Aston Martin Valkyrie—and Toyota is planning on being right there with them.
The GR Super Sport Concept is packed with technology from Toyota’s Le Mans program and features a twin turbocharged 2.4L V6 combined with a pair of electric motors for a total of just under 1,000hp.
While it’s hard to say how close the production version will be to the concept, with the announcement of the new race class the timing is right—and Gazoo Racing boss Shigeki Toyama confirms, “at some point in the near future, customers will have a chance to get behind the wheel of this incredible machine and experience its astonishing power and driving performance"
Toyota has worked hard in recent years to reignite the passion in its vehicles, and we can’t wait to see what comes of both this project and the future of Le Mans itself. Things are about to get very interesting.
If you’re like us, the trailer for Forza Horizon 4 only increased the hype you were already feeling. We can’t wait to drive a McLaren Senna across a frozen lake, then blast off through the countryside as it turns to spring.
Maybe the most fun way to play Forza Horizon games is to get in a lobby and tandem drift through the winding roads. We’ve spent many a night hanging out with our friends this way. However, just because we love it, doesn’t mean that we’re not a bit rusty. After all, the last game came out nearly two years ago at this point.
To prepare for Forza Horizon 4, we’ve started practicing drifting again, and picked up a few tips on how to do it better. If you’re like us, these might help point you in the right direction: sideways!
Driving the most supped up hypercar you can afford may be a fun way to play, but it doesn’t do you any favors when you’re learning—or relearning—how to drift. The more horsepower you carry, the less controlled you will be, making it easier to spin out or crash into traffic (which seems like it’s always aiming directly for you). Basically, an AE86 is a better choice for drifting than a Lamborghini, but deep down, we already knew that. If your favorite car has too powerful of an engine, you can always swap it out. Go for the V6, not the V8.
Everyone knows that to properly drift, you need to use the e-brake, but if that’s all you use, your rpm will fall, quickly killing your drift. To compensate this, use the clutch at the same time. You don’t need much. Just tapping them both at the entrance of a corner will do. As a rule of thumb, hold it as long as you think you will need to, then hold it for a little less in the next turn. You’ll probably drift better in the second turn.
As stated above, drifting faster isn’t always better. There’s a proper speed for each turn, given how tight it is. Using a manual transmission lets you have better control over your speed, since it won’t automatically shift up to make you go faster whenever you hit a certain threshold. Plus, having the clutch allows you to kick the clutch, one of the most important tools for helping you break traction. Lastly, the clutch allows you to keep your rpms up, even at lower speeds. Whenever they start to lag, a quick tap of the clutch can save your drift.
Just as your stock car in real life isn’t ready to drift, so is the case with your stock car in Forza Horizon. Fortunately, there are a bevy of great tunes available online. It shouldn’t be hard to find one for whatever car you want to drift.
While it may seem intimidating to hop into a session with randoms who have been drifting religiously for years, the only way to learn how to drift, especially in tandem, is with other live drivers. You can find a drifting club on Xbox or just join an open lobby. The other players might get a little upset that you’re banging into them at first, but it’s the best way to get good. Plus, many people are happy to impart their drifting knowledge onto you, and you can join a party to learn from the masters.
Ultra4 rolled into Oklahoma, bringing with it high octane excitement. It was an exciting weekend for Team Nitto, with victories in the 4400, 4500 and 4800 classes.
Loren Healy took the win in the 4400 class, his first in the Red Dragon 2.0. We can only assume that it's the first of many. One of the best drivers in the sport combined with a brand new car is a surefire recipe for success. Derek West finished second, less than a minute behind, and Levi Shirley came in third.
Vaughn Gittin Jr. powered his way through to the front of the 4500 class, his second victory of the season. The multi-talented driver continues to impress. Fan-favorite Jimmy Jack had a great race, finishing second, followed by John Mathews in third.
Casey Gilbert continued to dominate the 4800 class, picking up his third victory in four races. Brad Lovell came in second, and Team Nitto driver Cade Rodd rounded out the podium in third.
It’s been a staple in diesel motorsports for 18 years. For more than a decade it served as the unofficial kickoff for the diesel drag racing season. It’s called the TS Performance Shootout, and it’s held at Beech Bend Raceway in Bowling Green, Kentucky every spring. In recent years, the benchmark event has been incorporated into the Outlaw Diesel Super Series (ODSS) points chase, which has only helped to increase the quality of the drag racing that takes place here. For 2018, there was no shortage of competitiveness, turnout or impressive passes. In fact, new eighth-mile records were set in both the Pro Dragster and Pro Mod categories—a great sign of things to come with the season still in its infancy.
For a quick recounting of the two-day affair, the record-breaking passes and all the winners, keep reading.
As one of the best drivers operating one of the most potent trucks in the Pro Street field, it was no surprise when Dustin Jackson ended up in the winner’s circle. Jackson and his triple-turbo’d, Cummins-powered ’94 Ford Lightning ousted number one qualifier Lavon Miller to earn the trophy. With two (of six) events in the books along the 2018 ODSS circuit, Jackson is tied for first place with Enrique Gonzalez and his Duramax-stuffed Colorado.
Ben Shadday’s Pro Mod Dodge continues to go quicker and quicker each time it hits the track. At the TS Performance Shootout, Shadday not only stole the show in the Pro Mod category, but he set a new ODSS record with a 4.71-second eighth-mile at 155 mph. What’s even better is that the single turbo Cummins under the hood may still have a little more left in the tank. With at least two other competitors capable of running this quick, we can’t help but ask ourselves how long this new record will last. Will Shadday break his own record, or will it be someone else? Next stop: 4.60s!
Shortly after mechanical problems forced Jared Jones and the Scheid Diesel crew to park their 6-second rail for the final round of Pro Dragster, Aaron Reynolds’ altered cruised to an easy victory. The clean, simple and lightweight car makes use of a P-pumped 12-valve Cummins and a single S400-based turbo configuration that’s void of an intercooler.
Although Wade Moody and the twin-turbo’d, Duramax-powered Flo-Pro rail didn’t get the win at the TS Performance Shootout, Moody was able to lay claim to the new eighth-mile elapsed time and trap speed records. On Friday, his rail went 4.11 at 176 mph after it rocketed out to a 1.023-second 60-foot. Then on Saturday, Moody and team returned with a 4.12 at 178 mph effort. To date, his 4.11 E.T. is the quickest and his 178 mph is the fastest pass ever made by a diesel-powered rail on an eighth-mile track.
After earning the number one qualifier position, no one was going to deny Seth Higgins the win in the 5.90 Index class. In a close side-by-side final round, Higgins took the win over Paul Cato and the new Maverick Diesel/HP Tuners Ram. Since obtaining the second-gen Dodge from Kingspeed Race & Repair, Higgins has wasted no time making the truck one of the most consistent vehicles in the new 5.90 category.
Brand-new to the ODSS scene and making one heck of a first showing, the Diesel Army-backed Ram driven by Artie Maupin took the 6.70 Index class win on Friday. Coined “Project DeadSpool,” the late model four-door sports a BD Diesel R1000 compound turbo kit (64.5mm/82mm), 250hp injectors, a full roll cage from Firepunk Diesel (certified for 8.50s in the quarter) and thanks to fiberglass bed sides, a gutted interior and other weight-stripping methods, weighs in at 5,550 pounds.
After taking the runner-up position in 6.70 Index on Day 1 of the TS Performance Shootout, Diesel South Inc.’s Bradley Kerr appeared to be primed for the win on Day 2—and that’s exactly what happened. Despite missing the first race of the year (the Rudy’s Diesel Season Opener), Kerr’s 2-1 finish in Bowling Green puts him in third place overall in the ODSS points chase.
Ryan Riddle and his standard cab, 7.70 Index Ram have made it to the final round at each of the first three races he’s attended so far in 2018 (Rudy’s, Thunder in Muncie and TS). At Beech Bend, he ousted fellow racer Blake Miller in the final round on Day 1. Despite not being able to pull out the win on Day 2, he tacked 31 more points onto his total ODSS tally. As the action heads to Crossville, Tennessee for the next race on the ODSS circuit, Riddle has a commanding lead in the 7.70 Index Class.
For Day 2 of the 7.70 Index class action, it was Kevin Frey and his quad cab Ram in the top spot. He edged out Devin Ratliff in the final round to grab the lion’s share of the days’ points. With his win Frey currently sits in sixth place overall—but he’s well within striking distance of fifth, fourth and even third place.
This second-gen Dodge and its driver, Dan Holland, have been involved in diesel bracket racing for as long as we can remember. Holland spends his summers traveling to and competing in E.T. Bracket classes across the Midwest, and he’s got a lot of wins to validate why he does it. Well, he earned another win on the first night of racing at the TS Performance Shootout. The following day, he and his Dodge fell short of a repeat, but he still managed to add more of those all-important points to his 2018 total.
The Firepunk Diesel clan is known to put several trucks in the winner’s circle at any given event, and team member Landon Miller definitely brought his A-game to Bowling Green. On Day 2 of the action, he piloted his Ram to victory in the E.T. Bracket class and also cut incredible 0.000 and 0.001 reaction times while doing it.
This is what we call “cutting a light!”
Contributing Photographer: Amy Gilbert of Stainless Diesel
Breaking in a new car is never easy, but Team Nitto driver Loren Healy fought red dirt, drivers and the clock to chalk up his first victory of the year in his new Jimmy’s 4x4 race car. The Holly EFI Clash at Cross Bar in Davis, Oklahoma, lived up to the hype as the East meets West dual points race pitting coast against coast in an epic Middle America showdown. Team Nitto had a great weekend, taking the top spot in the 4400 Unlimited race, as well as the 4800 Legends class and the 4500 Modified class. Loren fought off former Kings and current Young Guns to finish in physical first, only to have to wait 22 minutes to find out if he had actually won the race. After over two hours of racing, anticipation grew with each passing minute until Loren was officially declared the winner…by 37 seconds!
The setting for the 2018 Clash at Cross Bar Ranch was the polar opposite of last year’s event. In 2017, the race was delayed for two hours due to flooding, as heavy rains and two tornados wreaked havoc with the schedule and the race course. This year went in the other direction, with beating sunlight, fluffy “Toy Story” clouds and heavy red dust blown off by a stiff breeze. The race consisted of two sections of race course. Drivers left the starting line and started with Loop A, a fast and bumpy section of prairie, entered the short course for wicked turns and elevations changes, then exited onto a Loop B into the woods. The woods transported you back to the opening East Coast race with tight trees, water crossing and a rock wall to climb. The end of Loop B then dumped you back into the short course for a fast section, then the finish line. Legends and Modified ran two laps and Unlimited ran three.
On tight courses, starting position can mean everything. The dust and traffic can hold you back while the lead pack breaks off and runs away with the race. Even though racers like two-time King and Team Nitto driver Erik Miller have pulled off back to front victories, it’s not the norm. For qualifying, teams lined up on Friday night to do a single hot lap around the infield course. Mere seconds would mean the difference between top five and starting number 25. All classes (UTV, Stock, Modified, Legends and Unlimited) pushed hard and fast. Since the Clash at Cross Bar was a lap race and not a heat race, it would be run on corrected time. In essence, you are penalized for poor qualifying by starting deeper in the pack, but you still have a chance since your total elapsed time is what’s counted for your finishing position.
Qualifying went as expected with the fast guys going fast and the safe guys going safe, that was, until near the end of the day. Within 15 minutes of each other, both Levi Shirley and Josh Blyler, Team Nitto driver and the 2018 Showdown in Shamokin winner, took their cars for hard tumbles. Josh had the honor of rolling his car twice on the same qualifying lap. Coming up a rise, he lost control of the car, flipped head over heels, then landed on all four tires with his foot still firmly planted on the skinny pedal. Despite that impressive stunt, fortune was not smiling on him, as just two turns later Josh put the car on its lid. Both Josh and Levi had to start at the rear in Saturday’s main event.
After the dust cloud settled, three-time King and Team Nitto driver Shannon Campbell was on the pole for the 4400 Unlimited class, followed by Mike Bergman in his UFO car and Loren Healy in his Jimmy’s 4x4 IFS machine. The 4800 Legends class KMC Wheels Hard Charger award went to Team Nitto driver Casey Gilbert, who took the pole in that class. Drift legend and Team Nitto driver Vaughn Gittin Jr. took the 4500 Modified class pole by over 10 seconds, while Dawson Allington led qualifying for the 4600 Stock class. Shawn Hess led the pack of 20 UTV drivers for a 7 a.m. start on Saturday morning.
After the UTV and Limited class races, nearly 40 Unlimited cars lined up to battle it out on the Oklahoma prairie. Cars revved and drivers focused on the task as hand. Cars left the line every 30 seconds, so by the time the last car was leaving the line, Shannon Campbell was already entering the short course, having completed Loop A. Comping out of Loop A, the field already had a breakaway pack that included Shannon Campbell, Loren Healy, Cody Addington, Erik Miller and Wayland Campbell. Cars were slamming their way through the short course to get an advantage prior to the woods.
Loop B was a tight wooded section with creek crossings and a rock wall that afforded multiple passing lines. Jeff Brown and Bailey Campbell were both making hard pushes to the top. At the end of lap one, Shannon Campbell was the physical race leader, but Loren and Cody were breathing down his neck. Adjusted time races pit drivers not only against each other, but against the clock. Even if you get a decent lead, letting up for just a moment can allow someone deeper in the pack to pass you on paper. It’s an intense mind game the entire race to continue to push yourself and never let up.
As the drivers raced around Loop A and Loop B of lap two, aggressive driving, tire damage and a burnt-out track started to take their toll. Multiple drivers ended up having to pit during or after lap two, shaking up the leaderboard and building up the drama. Both Josh Blyler and 2017 Western Series champ Levi Shirley were steadily moving through the pack, picking off cars and passing aggressively after their rear start. Cody Addington broke a rear drive shaft in the (former) Red Dragon (now sporting the orange livery of A.D.D. Racing), and Bailey Campbell was leading Shannon Campbell on adjusted time. As we have seen time and time again, the great Loren Healy continued to lay down fast, consistent laps in a well prepared car. Loren took over as the physical leader of the race and powered into lap three without looking back.
Lap three became a blur of lapped traffic and leaders as racers were spread out between Loop A and B and lap two and three. The choking red dust bogged down the tight course, but a strong breeze picked up enough to clear the track. Racers hammered their vehicles in the short course, trying to make up time and pushing for the coveted checkered flag. Team Nitto driver “Disco” Derek West had worked his way from mid pack toward the lead, laying down smooth, consistent laps in his Jimmy’s 4x4 rig, while Erik Miller did what Erik Miller does: go fast and challenge for the win. Race teams were on the radios with their drivers, calling out split times and pushing hard to make up ground. A huge cheer erupted from the crowd as Loren Healy charged across the line in physical first…only to be followed by a gasp when it was announced that Levi Shirley was within the 22 minute window of adjusted time and still on course. Loren, the crowd and the fans watching online had to wait 23 tense minutes to find out who actually won the race.
Deep in the field, Levi Shirley and Josh Blyler worked with surgical precision to move through the pack. Josh Brown had fallen off the lead with a flat and Paul Horschel was getting every ounce of horsepower out of his machine. With so much action, it was truly anyone’s race. Spectators kept one eye on the clock and one eye on the track as they awaited Levi’s entrance into the short course. Adjusted time. Tension. The Team Nitto trio of Loren Healy, Derek West and Erik Miller were all sitting in the club house at one, two and three. It all came down to how quickly Levi could navigate the short course. Dust flew, the flag waived and everyone turned to the scorer’s table.
After what seemed an eternity of breath holding, race results were pronounced official: Loren Healy had won the Clash at Cross Bar, Derek West had held onto second place and Levi Shirley had moved onto the podium, bumping off Erik Miller for the final spot. After two and half hours of intense racing, only 58 seconds separated the top three positions. Qualifying matters. Erik was officially forth, Paul Horschel fifth, Josh Blyler overcame significant odds to finish sixth, Wayland Campbell in seventh, Shannon Campbell in eighth, Josh’s dad Rusty Blyler in ninth and Jeff Brown rallied to finish tenth overall.
All three limited classes raced together for this event. 4600 Stock class raced a Loop A/B/A route, while both 4500 Modified and 4800 Legends raced A/B/A/B to complete two full laps. While competing on course as a group, results were by class. The KMC Wheels hard charger award went to Team Nitto driver Casey Gilbert for the fastest qualifying time in class. Vaughn Gittin Jr. was the fastest 4500 driver and started second on the day. The top 10 off the line were a fairly even mix of Modified and Legends, as cars were placed by qualifying time, not class, with the fastest drivers up front. Stock class started at the rear of the field.
Right out of the gate, some intense in-class battles started. Casey Gilbert took off and looked to be running away from the pack, but Team Nitto driver Cade Rodd stayed close. While on lap 1B, Casey crashed and got hung up on some trees on Devil’s Slide. Fortunately, they didn’t have to winch and soon had the car back up front. While Vaughn Gittin Jr. was making the most of his starting position, rivals Jimmy Jack and Matt Howell were duking it out for position. Turn after turn, the cars tried to pull away from each other, but couldn’t. Through it all, 4800 class driver Brad Lovell stayed within striking distance, laying down clean, error free laps.
Heading into lap two, the gremlins and mistakes started to take their toll. Casey Gilbert had a flat and stopped to change it, then proceeded to hit another tree, flatting yet another tire. They finished the last few miles in the short course running as hard as they could on a flat tire. Drift demon Vaughn Gittin Jr., however, had lost rear wheel drive (always a challenge for someone who is a champion drifter in a rear wheel drive car) and was thrashing his race car in front wheel drive only, still holding onto the lead. Matt Howell took a tumble and ended up on his lid, only to be recovered by David Hartman. Sportsmanship is still alive and well in Ultra4.
Cade Rodd was initially awarded first place in Legends and had won his first Ultra4 race. After a time penalty was assessed, however, the Legends class shuffled, with Casey Gilbert officially awarded the win. Brad Lovell moved up to second, and Cade moved down to third. This makes team Nitto driver Casey Gilbert undefeated for 2018 after winning his class in the EMC as well as the East opening in Shamokin, Pennsylvania. Team Nitto also took the first and second position in Modified with Vaughn Gittin Jr. on top, Jimmy Jack landing in second and first-time U4 podium winner John Mathews putting together a solid run to take third. Brain Behrend won Stock, followed by the father/son duo of Dawson Allington and his dad, and west coast favorite Albert Contreras.
Congratulations to Team Nitto for taking first and second in the 4400 class and the 4500 class, as well as the top spot in the 4800 Legends class. The Clash at Cross Bar lived up to its billing with Miller Motorsports landing four cars in the top 10 (as well as the Legends class win), while Jimmy’s 4x4 had the top two podium spots (as well as the Modified class win), and Campbells had three cars in the top 10. The competition has been tremendous and the teams are still sorting out what this means to the National Points race. Erik Miller, Wayland Campbell and Josh Blyler are all contenting for the top spot, and all of them finished in the top 10 in this race.
Next up for Ultra4 is the Battle in Bluegrass at the Dirty Turtle Off Road Park in Bedford, Kentucky on July 20. This race will conclude the East series and crown the East champion. The final West race is on August 10 and is a new event for Ultra4, taking place at Ridgecrest.
The year is 1978. In the heat of the Midwest summer, you’re heading down a country road to the lake with a few friends, small fishing boat in tow, ice chest packed with sandwiches and cold drinks and Lynyrd Skynyrd blasting through the radio. The dirt road is unmaintained, littered with potholes, rain washes, fallen logs and deep mud, but none of that even begins to have you worried, because you’re sitting behind the wheel of a brand new Chevy K5 Blazer. 350 cubic inches of raw American V8 power rumbles under your foot as the wind rushes past your hair through the removed fiberglass hardtop. A Dana 44 solid axle sits under the front end, locked in 4WD, keeping you moving through the rough terrain. All is well in the world.
Fast-forward 40 years to yesterday’s unveiling of the 2019 Chevy Blazer. This is the first new rendition of the iconic 4x4 in 27 years, and with Ford only teasing the reveal of the 2020 Bronco, surely GM has the higher ground by unveiling the Blazer first. The reveal cover slides off, and there’s a moment’s hesitation. Something is horribly wrong. If you found yourself saying, “Wait, what?”, you’re definitely not alone.
The robust and capable image of the once revered Blazer (and even its successor, the S10) is nowhere to be found in the 2019 Blazer. In fact, it’s much more akin to Chevrolet’s other crossover SUVs, the Traverse and Equinox. The sleek body lines resemble a mix of the new Jeep Cherokee, a Mazda CX-5 and a Lexus RX, capped with a Camaro front end. GM calls it “the boldest, most progressive expression of the Chevrolet crossover design theme," and they’re not wrong. Except it wasn’t supposed to be a crossover.
Now obviously, the automotive world has been moving towards crossovers for years, with some companies like Ford reducing their sedan and compact lineups to only two models, while focusing heavily on SUVs and trucks. Consumer demand is moving car manufacturers toward fuel-efficient, spacious and luxurious vehicles, and the crossover design can deliver on all points. However, with three existing CUV models, the Trax, Equinox and Traverse, we hoped Chevy’s Blazer comeback would be in the form of an off-road capable SUV, with retro looks, ready to compete with whatever Ford has up their sleeve for the 2020 Bronco.
As far as the specs go, the 2019 Blazer seems like a good bet for anyone looking for a hot new crossover. Standard 2.5L inline-4 and available 3.6L V6 engines with 193hp and 305hp, respectively, paired with a 9-speed automatic transmission give it some appeal, especially if you opt for the available all-wheel drive system. GM gives it 4,500 pounds of towing capacity, and a “Hitch View feature that helps the driver align the hitch with the trailer.” The interior reciprocates the bold lines of the body, with driver-oriented controls and an extensive list of available creature comforts you’d find on most top-of-the-line crossovers.
If you look at the 2019 Blazer from the perspective of GM coming out with an edgy new crossover to add to their SUV-heavy lineup, then it looks pretty appealing. It's more appealing than their other three models, with performance and luxury to boot. It's also a perfect car for many out there who don’t need off-road capability, but simply need a comfortable, sporty-looking daily driver that can carry five passengers and still have usable cargo space.
If you’re off-road fan, or enjoy classic Chevy trucks, you have to scratch your head and wonder why GM put the Blazer badge on it. Would the name incite nostalgia within consumers and drive them to the showroom for a test drive? Or is this ushering in a new standard for all SUVs that once held real chops for the outdoors, forever changing the dynamic how we use our vehicles? Whatever your take may be on the 2019 Blazer, one thing is clear: Chevy has no interest in locking horns with Ford on the off-road SUV stage.
At the end of the day, you can still drive the 2019 Blazer down a dirt road with your friends, playing “Free Bird” off your smartphone’s Bluetooth, towing a small fishing boat, with an ice chest in the trunk, wind blowing through your hair from the panoramic sunroofs. But it just isn’t the same…
We know diesels are expensive, but it’s a fact that 30K buys you a lot more capability in a truck than 20K does. For 30-large, you can break into the ’11-newer GM and Ford trucks, which thanks to their upgraded frames, suspensions and braking systems can out-tow and out-haul their predecessors by considerable margins. This is especially true for the ’11-newer GM heavy duties, which received a fully-boxed frame, a much beefier independent front suspension and steering system, asymmetrical rear leaf springs and larger brakes for the ’11 model year.
For Ford, the ’11 model year marked the debut of the 6.7L Power Stroke, an engine that left the factory with 400hp, 800 lb-ft and has since become renowned for its reliability and stump-pulling torque. Ford mated its all-new V8 to the six-speed 6R140 TorqShift automatic, a commercial-grade transmission that rivals the robust Allison 1000 found in GMs. Even though the Super Duty’s frame and axles were carried over from the ’08-’10 trucks, the rear 10.5 Sterling was treated to larger pinion bearings and up front a new TRW steering box incorporated a bigger sector shaft. The revamped steering system also led to less feedback through the steering wheel—a great feature while towing.
As for Ram, the new, fourth-generation body style was introduced in ’10, but the real magic began when horsepower and torque ratings began to increase starting in ’11. That year, a High Output version of the 6.7L Cummins bumped torque output to 800 lb-ft on trucks optioned with the 68RFE automatic transmission. Then in ’13, horsepower jumped from 350 to 370hp in the aforementioned configuration, while a 385hp, 850 lb-ft option became available for 3500 model trucks equipped with the new Aisin AS69RC automatic.
Although emissions system failures are still the biggest issue you’ll face with any modern diesel pickup, be it Ford, GM or Ram, it’s hard to go wrong with either brand built during this era. For 30K you’re getting a late-model truck packing 800 lb-ft of torque (give or take) for half the price of what it cost brand-new!
When Ford introduced the 6.7L Power Stroke in its revamped ’11 Super Dutys in the fall of 2010, the Blue Oval faithful held their breath. Many of them had spent the previous eight years enduring the many shortcomings of the Navistar-built 6.0L and 6.4L Power Strokes, so they had good reason to be concerned. However, now with eight production years under its belt, it’s widely accepted that the 6.7L is as stout as they come. Full disclosure: there were some valvetrain issues with ’11 model trucks (some of which dropped valves and needed completely new engines). However, Ford had everything ironed out by the time the 2012 models rolled off the assembly line in Louisville and all has been well ever since, which is precisely why we recommend you begin your search with ’12 trucks, and not ‘11s, just to be safe.
Aside from sporadic emissions-system issues and the occasional turbo overspeed on ’11-’14 Super Dutys, Ford’s CGI-block, reverse flow aluminum headed, 406 ci, 32-valve, common-rail V8 is a rock-solid reliable engine in a world where diesels don’t seem to be as durable as they used to be. In fact, it might just be the most reliable of the bunch at the present time. Four-wheel drive ’12-’14 F-250 crew cabs are rated to conventionally tow 14,000 pounds, but the 6.7L Power Stroke is so chock-full of low-end grunt that it feels like you could easily pull twice that amount. The relatively small, single sequential Garrett GT32 variable geometry turbocharger lends itself to making gobs of torque down low (800 lb-ft at 1,600 rpm) yet still provides enough airflow up top to produce 400hp.
While EGR issues are somewhat common on the 6.7L Power Stroke, exhaust after treatment system failures are the most frequent causes of down time. Specifically, the exhaust gas temperature sensors fail with alarming regularity—and there are four of them. They monitor exhaust temps before and after the diesel oxidation catalyst (DOC), after the selective catalytic reduction (SCR) process and after the DPF. When the PCM detects an EGT sensor failure (usually accompanied by a P2033 code), it believes the after treatment system is seeing too much heat and shuts the engine down or brings it to an idle-only status. With these sensors capable of failing in as little as 10,000 miles, it pays to learn how to change them yourself and keep one in the glove box.
The ’11-later Chevy and GMC ¾-ton HDs represent GM’s aggressive plunge into the battle for towing supremacy. Its four-door, 4x4 2500 model trucks are legally capable of towing 13,000 pounds conventionally and 16,700 pounds (500 more than ’11-’14 Fords) by fifth-wheel or gooseneck hitch thanks to a host of chassis upgrades over ’07.5-’10 models. Among the key improvements that made it onto GM's ’11 trucks were a fully-boxed frame, beefier upper and lower control arms, bigger torsion bars, larger brakes and an asymmetrically designed rear leaf spring system for enhanced ride quality and to reduce the chances of axle wrap. All of these additions increased the curb weight, but the added heft in all the right places helped improve towing stability.
As for the LML Duramax found in ’11-’16 GM HDs, this is the fifth rendition of an engine with the same overall architecture it possessed upon being introduced in 2001. However, for ’11, GM upped its output to 397hp at 3,000 rpm and 765 lb-ft of torque at a low 1,600 rpm. Bosch piezoelectric injectors and a CP4.2 high-pressure injection pump (precisely timed to both the camshaft and crankshaft position) are capable of in-cylinder injection pressures as high as 30,000 psi. The LML also features a factory-integrated exhaust brake similar to what you’ll find on ’07.5-newer Rams. While the LML’s exhaust brake functionality is nowhere near as aggressive as the Ram’s, it still makes a big difference in stopping power (not to mention it extends the life of the truck’s service brakes).
To stand up to the extra 105 lb-ft of torque that the new LML Duramax dished out, the Allison 1000 was beefed up considerably for the ’11 model year. From front to back, the Allison was fitted with a dual-friction face torque converter that would spend a lot more time in lockup, larger lubrication holes in its front support and shafts, increased clutch count for better clutch-holding capacity, low-drag clutch packs to minimize spinning losses, a larger diameter output shaft and an oval-shaped tail housing on 4x4 models for added rigidity for both the transmission and the transfer case. In addition, the ’11-newer version of the Allison 1000 features variable main line pressure, electronically controlled by the transmission control module (TCM). This means that during instances of steady-state driving, line pressure is reduced to cut down on internal transmission temperature.
A body style redesign highlighted the ’10 Ram 2500s, while a 150 lb-ft increase bumped the 6.7L Cummins’ torque rating to 800 lb-ft during the midst of the ’11 model year (68RFE automatic models only). The Cummins’ power output also picked up 20hp in ’13, bringing its automatic transmission-only rating to 370hp and 800 lb-ft. Even though the 3500 models were the first to receive the new 50 KSI steel frame in ’13, the new and improved frame (complete with hydroformed main rails, fully boxed rear rails and reinforced with eight separate cross members) became the foundation on 2500 models in ’14.
Outside of ECU programming and fuel system enhancements, very few internal changes have been implemented on the 6.7L Cummins since its inception. After adding SCR to the exhaust after treatment system in ’13, ¾-ton Rams saw a noticeable improvement in fuel economy over ’10-’12 models. While there were several power rating increases between ’10 and ’14, we wouldn’t shy away from a ’10 or early ’11 model Ram. After all, the aforementioned torque increase that occurred in mid-2011 was great for marketing, but engine dyno graphs show that the 800 lb-ft number is essentially a peak figure. Once torque spikes to 800 lb-ft at 1,600 rpm it immediately drops off, falling close to previous model year torque figures. In contrast, the ’10 and early ’11 Cummins mills turn out 650 lb-ft at 1,500 rpm and sustain it until 2,800 rpm.
In 2014, Ram introduced a bold new rear suspension option for its ¾-ton trucks. Influenced by the ride quality it yielded in the ½-ton segment, a five-link coil spring rear suspension replaced traditional leaf springs. Depending on who you talk to, some owners (mostly those concerned with ride quality) like it, while others (the heavy hauling crowd) wish they had a traditional leaf spring setup. Either way, the rear five-link coil spring suspension did not hamper payload or towing capability in any way. In fact, the coil springs are rated to tow as much as 17,940 pounds.
The Mazda MX-5 Miata has never been a car for horsepower junkies. From the moment it launched, the Miata has always been geared more toward handling and driver enjoyment than outright speed. That doesn’t mean, however, that Miata drivers wouldn’t welcome some extra oomph under the hood—and that’s exactly what they’ll be getting with the updated 2019 model.
While the car doesn’t look much different from previous ND chassis MX-5s, there are some significant changes under the hood. The upgraded 2.0L Skyactiv engine will make 181hp, up from 155hp on the previous models and the engine’s redline has also been upped to 7,500 rpm from the old motor's 6,800 rpm.
For those used to larger, more powerful engines a 26hp jump might not seem like much, but for a lightweight, naturally aspirated sports car like the MX-5 it’s a significant improvement. One that should take the MX-5’s performance to impressive new levels.
Along with the substantial engine upgrade, the 2019 MX-5 will see other minor changes as well, including the addition of a telescoping steering column and a brown canvas top option. It will be available at dealers this fall and we can’t wait to get behind the wheel.
The #GRIDLIFE music and motorsports festival is like nothing else. Over 7,000 people gather at the Gingerman Raceway in Michigan with a shared love of fast cars and upbeat music.
The racing runs the gamut from more classic-style time attack to a bracket-style racing competition and drifting free-for-all. Many records were broken on the time-attack side, while a few lucky fans were able to ride along with famous drift drivers Vaughn Gittin Jr., Chelsea DeNofa, Ryan Tuerck and Tanner Foust.
After the sun went down and the track cooled off, the music part of the festival began, with artists like Waka Flocka Flame lighting up the night.
The weekend also included a large car show, with all kinds of makes and models on display.
If you haven't ever been out to #GRIDLIFE, you need to go. It's an experience you won't find anywhere else. If you want to come, act fast, as the festival is only growing in popularity and tickets sell out fast.
To see more of the festival, flip through the gallery above.
#GRIDLIFE’s 5th anniversary was a record breaker on all levels. Driver tickets sold out in days and spectator tickets sold out a couple of weeks before the festival. We knew it was going to be an epic event when track speed records were broken as early as Thursday, the first day that the track went hot.
When the #GRIDLIFE Motorsports and Music Festival hits the Midwest, it's like a track day hyped up on Rockstar Energy and fueled by late night parties. The Gingerman Raceway fills with a congregation of friends old and new that come together to celebrate common interests: fast cars and upbeat music. When you arrive at #GRIDLIFE, you’re no stranger. You’re a part of a growing community devoted to the cars, track and culture. You’re family.
Article and Photos by Tara Hurlin and Luke Munnell
The #GRIDLIFE phenomenon began when founder Chris Stewart left his cushy ad agency job to go racing. At first, the fruits of his labor were a humble assortment of HPDE (high-performance driver education) track days, but after teaming with the right people, and applying his creative skills to the promotion side of things, they begin to snowball toward what we have today: a five-event season with two gigantic festivals that combine the best of HPDE track driving, time attack competition, drift bashing and tons of music and lifestyle fun.
For all the attention the drifting and partying get, HPDE still remains the core of #GRIDLIFE. At this second of five rounds for the year, over 500 cars and drivers took to the 11 turns and 2.21 miles of Gingerman tarmac to participate in HPDE track–driving run groups, from beginner to advanced skill levels. Consisting of everything from daily driven road cars to highly modified weekend projects and more than a few current and retired race machines, HPDE run groups filled the bulk of the on-track schedule for each of the Festival’s four days.
The crowd only grew once the early rain left and skies cleared. As the track dried, the cars gained speed. Many competitors blew past time attack records. Racing around each turn at the verge of losing control on wet and dry pavement tested every driver’s skill and their car’s abilities.
William Au-Yeung, owner and driver at PZtuning Motorsports, ran the fastest lap ever for a production-based vehicle on day one with a time of 1:23.775 in his Vibrant Performance and PZ Tuning-sponsored Honda Civic Si. Let us tell you, this car is insane. The combination of its (conservative) 800hp K24 engine, the scientifically perfected aero and William’s sharp driving skills make this car unbeatable.
When Jeremy Swenson hit the track for his first session on Friday, it was his intention to lay down a decent lap in his Track Modified ZR1 Corvette. Decent was an understatement. His first session resulted in a new record time for his class of 1:32.2. "The car is faster than ever and it feels like home, even after an unbearably long, horrendous winter of dreaming about racing,” he said. After returning to the paddock, he parked the car for the rest of the day to celebrate the success and reserve energy for Saturday’s TrackBattle bracket competition.
While #GRIDLIFE wasn’t founded as a pure time attack competition series in the way Global Time Attack or Redline Time Attack was, #GRIDLIFE’s TrackBattle competition series is growing impressively quickly.
TrackBattle competition is held in four classes: Street, Street Modified, Track Modified and Unlimited. Points are awarded based on fastest lap, but in a way that favors doing it within a large group, or finishing farther ahead of as many competitors on track as possible. In other words, the fastest driver always wins, but by a larger margin if they have to fight through lots of traffic to do it. There are also bonus points given out for things like breaking an overall track record or breaking a class record.
Nearly 140 competitors took to the track on Saturday in hopes of qualifying for the new #GRIDLIFE BracketBattle showdown. Applying the bracket-style elimination format of drift or drag racing to time attack, BracketBattle pairs time attack competitors based on qualifying times and has them battle each other on track, working their way through eliminations toward an overall winner and two podium finishers in each class.
It’s an odd format, but there’s no denying it works. Several competitors logged faster times in BracketBattle than they did in TrackBattle time attack or qualifying, and the fans seemed more involved than ever.
DMN Racing’s Michael Puglisi blasted around the course to earn the best time in the AWD Track Modified class with his Mitsubishi Lancer Evolution. To top off his impressive time of 1:33.727, he also claimed bragging rights for his team as the class bracket battle winner. It was a much-deserved accomplishment. DMN Racing’s 2018 season started off at #GRIDLIFE Mid Ohio with pouring rain and a motor that was pushing coolant. The team pulled the motor for a complete overhaul, and with help from English Racing, UMS Tuning, Whalen's Speed R&D and Apex Auto Machine, the motor was back in the car six days before #GRIDLIFE Midwest.
Unbeknownst to them, the thrashing wasn’t over yet. After TF Works knocked out the race alignment, it was dyno time. Testing the weekend before #GRIDLIFE led to a blown transmission, but better there than at the track. Puglisi made a three-hour drive to TRE for a rebuild, and the transmission was back in the car by Tuesday night, just two days before they were scheduled to leave. A second dyno test on Wednesday proved true, and the team hustled to finish packing. They miraculously made it to the grid by Thursday.
“#GRIDLIFE Midwest is an event we won’t soon forget,” Puglisi said. “We reset the Track Modified AWD record, earned a first place finish in Track Modified, all during our first bracket competition. If it were a few nights prior, we would have told you that we’d be lucky to get a solid pass.”
As for the BracketBattle winner rundown, James Houghton finished first in the Unlimited class piloting his K-Tuned Acura Integra. If William Au-Yeung were able to compete in his Civic, it would have been an epic battle of performance and skill. In the Track Modified class, Michael Puglisi sat at the top of the podium. Nikolai Delov took the win in Street Mod despite being the eighth-seeded competitor. Joshua Orr qualified first in Street Class and stayed on top to take the win.
The Gingerman Raceway is a place where newcomers thrive. Sally McNulty piloted her Subaru WRX to third place overall in the Street Modified class with a time of 1:38.659, only a second away from the Street Modified AWD record and two seconds from the overall class record. She now knows the track well enough to be dangerous, and we hope to see her back at Gingerman next year to challenge Shawn Krebsbach, this year’s overall AWD winner with a time of 1:37.483.
Overheated brakes and transmission failures were frequent, and the pits were full of hurried crews performing expert (and sometimes creative) repairs as quickly as possible. It was a weekend of testing vehicle limits, and several racecars ended up parked on the sidelines or up on jack stands.
This year, the drift cars lined up to shred in tandem more than any other year at #GRIDLIFE Midwest, or on Gingerman Raceway in general for that matter. Instead of a typical competition, the drift sessions were a free-for-all. The wild dance of tire shredding filled the grounds with bouts of smoke so thick, it was almost impossible to photograph. Lucky spectators could catch rides with big names such as Vaughn Gittin Jr., Chelsea DeNofa, Ryan Tuerck and Tanner Foust.
While drifting at #GRIDLIFE is an exhibition rather than competition, it is very much serious business. You're free to drift anywhere on the high-speed track, surrounded by fans, in tandem with whoever and however many other cars you choose.
If you’re a professional looking to take some much-needed time off from the rigors of competition, or you’re an advanced local or pro-am competitor hoping to swap strategies (and paint) with the pros in your ultra-rare JDM drift missile, Gridlife is where you want to be.
In addition to the business of on-track happenings, there was that of the more posh and polished variety taking place on a select lawn and green spaces adjacent to the Gingerman Raceway track and pit area. We rarely think of car shows as serious business next to racing and high-performance driving, but when it comes to the #GRIDLIFE Showcase, nothing could be further from the truth.
Dozens of clean, scarce, highly modified or just awesomely quirky show entries spanning the make/model/vintage spectrum turned heads and surprised even us West Coasters—doubly so for seeing them all gathered in the same rain-soaked, northern Midwest grounds.
If we were pressed to pick favorites, the all-JDM crew of South Bend, Indiana, enthusiasts affiliated with importers Alpha Omega, would be very high among our favorites, including Matt Snell’s Nitto Tire Invo V8 S14, which you’ll be seeing more of very soon.
We should also take a moment and appreciate #GRIDLIFE’s own staff vehicles. JDM work trucks and kei cars are seldom seen here and always appreciated by those in the know, but they also happen to excel at navigating tight crowds and fitting in even tighter parking spaces. They also look really cool when you drive them around.
When the track went cold, the stages went hot with live local and national acts, headlined by Waka Flocka Flame and supported by a dozen contemporary artists, who kept the party dial "turnt" into the wee hours of each night.
#GRIDLIFE is a place of inspiration. Whether racing to win or purely for fun (fun being the priority), the support from other drivers, parts fabricators and spectators is overwhelming. Desperate requests for car parts were called out in frequent announcements over the PA, and more often than not, another team stepped up to offer assistance. The feel-good vibes are felt on the track, throughout the paddock and into the camping areas. The #GRIDLIFE family is steadily growing, so if you want to attend any of the remaining three #GRIDLIFE rounds of 2018, you better buy your tickets early.
If you've spent any time in the off-road scene, chances are you've come across some modified Suzuki Samurais out on the trails. The small 4x4 became a cult hit when Suzuki brought it to the US in the 1986 and it's remained a favorite of off-road enthusiasts long after Suzuki stopped importing it in 1995.
Of course, it wasn't just in the U.S. where the capable little off-roader earned a legion of fans. It also became a favorite in its home market of Japan and in many other places across the world where it's sold as the Suzuki Jimny. Suzuki has continued to sell the Jimny abroad, with the current third generation model introduced way back in 1998.
Needless to say, the Jimny was long due for a redesign, and Suzuki has officially revealed some images of the all-new fourth generation 2019 Jimny. Frankly, it's hard not to love it. First there's the styling, boxy retro and simple, with plenty of throwbacks to the older model Jimnys.
Then there's the mechanicals, which Suzuki hasn't detailed yet but should offer the same off-road capability and ruggedness that people have come to expect from the 4x4. Engine options will vary and should include a small displacement turbo three-cylinder to meet Japan's kei car regulations along with larger four-cylinder engines.
The interior also gets a makeover with the same simple but functional styling mixed with the technological amenities that buyers have come to expect from modern vehicles—and yes, that's a manual transmission you see there.
For those of us in the U.S., the news is bittersweet because Suzuki pulled out of the American market a while back, and the chances of this or any other Suzuki being sold in America is quite slim. One can always hope...
For those in other markets, Suzuki will officially unveil the new Jimny next month, with sales to begin later on in the fall.
The dust has finally settled around the Circuit de la Sarthe and the 2018 Le Mans 24 Hours is now consigned to the history books. In truth, it will not be remembered by the aficionados as a classic. There were too many factors outside the action on track that made that verdict inevitable. However, as with all the previous editions, there was much to savour and enjoy, so let's start with a positive vibe. Accentuate the positive, as the song goes.
Toyota finally took victory in the Le Mans 24 Hours. Let me repeat that. Toyota finally took victory in the Le Mans 24 Hours. The Japanese manufacturer has attempted to win endurance motorsport's ultimate prize as far back as 1985. That year they entered two cars, with one led behind the wheel by Satoru Nakajima. In a neat twist of fate, Satoru's son, Kazuki, drove the winning car across the line last week. Given how the racing gods have mistreated Kazuki and his team in the past, most notoriously in 2016 with a failure while leading on to the final lap, victory has rarely tasted sweeter. A tip of the hat is also due to Akio Toyoda, President of the Toyota Motor Corporation, who is a one hundred percent old school car guy. His passion for cars and motorsports of all kinds went a long way toward making this famous victory possible.
From their first race in 1985, Toyota has frequently threatened to occupy the top step of the podium, but despite many fine efforts, they always seem to stumble at the last moment. This time it was their race to lose. In the run up to the event, social media was full of complaints and moans from the ill-informed about how unfair it was that Toyota had such a big advantage over its privateer rivals in the LM P1 class. The first thing to consider is that the current Equivalence of Technology (EoT) rules were intended to balance out factory programs from Audi (diesel), Porsche and Toyota (petrol). Given the close nature of the racing these regulations produced, it was a pretty good system. However, the withdrawal of the two VW Group brands left Toyota as the only real player in town. Realistically, private teams are not going to be able to compete on engineering, technical or financial terms with a giant corporation.
Since Porsche's announcement that they were leaving the LM P1 contest, Toyota Gazoo Racing prepared for every eventuality and disaster that the race might throw at them. Pace was never going to be an issue but reliability and gross misfortune could be, and they knew that better than anyone else in the paddock. Meticulous preparation was the key to ending the victory drought. However, as everyone who has ever raced at Le Mans will tell you, nothing is certain until the checkered flag waves on Sunday afternoon.
This year, fans witnessed the first race since 2006 that did not have fully fledged factory outfits going hammer and tongs at each other for outright victory. Previously, Audi took on the challenge of Peugeot, and then Toyota and Porsche after the French left the stage. We've seen a golden age of top line endurance racing, and my guess is that it is not coming back anytime soon, no matter what proposed rules package is floated. Priorities have changed in the automobile industry and, more importantly, their customer base. It is also worth noting that Toyota's hybrids covered almost 3,300 miles in the race using 35 percent less fuel than when they returned to Le Mans in 2012. That is possibly the most impressive statistic of the lot.
Instead of flying under the radar and getting the job done quietly, Toyota went in the opposite direction. They hired in two-time F1 World Champion Fernando Alonso, rated by many to be on the same level as such titans of the sport as Juan Manuel Fangio, Jim Clark and Ayrton Senna. The Spaniard's race cars have not matched his talents in recent seasons, and he recognises that he is unlikely to challenge at the sharp end of F1 before the curtain comes down on his career. Therefore, he has expanded his horizons and sought out further challenges. Victories in the Indianapolis 500 and Le Mans 24 Hours, along with his 32 Grand Prix wins, would surely cement his place in the sport's hierarchy.
Alonso might have been a rookie, but he was mighty in traffic, mesmerising in speed and accuracy as he threaded his way through the GT battles. The crucial part of the race occurred during Alonso's two and a half hour stint in the early hours of Sunday, where he reeled in the other Toyota at a rate of two to three seconds per lap. It ultimately proved to be the difference between the two Toyotas.
Despite what some of the headlines post race might have suggested, Fernando Alonso did not win the race on his own.
I have no doubt that Fernando would be embarrassed by any declarations that belittle the sterling contributions of fellow drivers Kazuki Nakajima and Sebastien Buemi, not to mention all those in Toyota Gazoo Racing at the track and back at the team's base in Köln, along with good number of folks in Japan. The competition at Le Mans is one of sport's ultimate team efforts, with everyone needing to pull in the same direction to stand any chance of success.
The icing on the cake for Toyota was the #7 car of Mike Conway, Kamui Kobayashi and José María López grabbing the runner up spot and a perfect score card for the Japanese. As a word to the race conspiracy theorists on social media who maintained that the result was fixed, it was not. The #8 car ran a marginally better race than the #7, and it's on such small details that victory is won or lost.
Toyota now have the taste of winning at La Sarthe and are due to return in 2019 to see if they can create a winning streak. It will take a brave person to bet against them. For Fernando Alonso, the target next year looks like another run at the Indianapolis 500. He showed his class in his debut at Indy in 2017. He looked at home on the difficult track and race and was clearly capable of winning. Alonso came back to earth this weekend with a bump after his Le Mans win. He endured a miserable time at the French Grand Prix driving his McLaren. Being at the back of the field does not suit him. Hopefully he will also come back to Le Mans next June. The prospect of another win will surely be all the motivation he needs.
Up next is a look at the GTE Pro class and the other events at Le Mans.
As the popularity of diesel drag racing continues to spread, more and more truck owners are signing up to compete. Naturally, the added interest and turnout has spawned higher payouts for racers, but it’s also improved the level of competition by leaps and bounds. From daily drivers and tow rigs filling up the bracket classes to 2,000hp, high-dollar oil burners tearing down the track in the “Pro” categories, there is something for everyone in diesel drag racing. For the high-powered street truck owner, index racing bridges the gap between the entry-level ET Bracket category and the all-out, heads-up classes.
Similar to bracket racing in that the goal is to run as close to a pre-determined elapsed time as possible without going faster, but different in that everyone shares the same dial-in, index racing offers a much-needed “middle-ground” option for the above-average racer. Specifically, the 7.70 and 6.70 Index classes are big hits with diesel owners (12.0 and 10.50 in the quarter-mile, respectively). It’s not out of the ordinary to have 40-plus trucks vying for the win in 7.70, or 15 (more powerful) trucks battling for first place in 6.70. Perhaps the best part of 7.70 and 6.70 index racing is that the trucks competing can easily be mistaken for daily drivers—and many in the 7.70 class still are.
We’ll admit that there are dozens upon dozens of talented index racers in the diesel world, but the following competitors are operating at the top of their game right now. At any given event, and on any given race day, any one of the them could grab the win.
One 7.70 Class competitor who’s always locked in is Eugene Ogle. The Tennessean regularly competes on the Outlaw Diesel Super Series circuit with his Duramax-powered ’72 Ford F-100, and he’s often the man to beat in 7.70. On top of that, you can usually find Ogle running a second class at each event, which in years past had him terrorizing both 7.70 and the ET Bracket fields. Last year, Ogle was the ODSS points champion in 7.70 Index and also finished in the Runner-Up spot in ET Bracket. At the present time, he’s sitting tenth in the 2018 7.70 points chase, but don’t let that fool you… He’s known for attending every event on the calendar, which when combined with his superb consistency usually brings home titles.
Part of the drag race-winning juggernaut that is Firepunk Diesel, Larson Miller has proven all-but-automatic behind the wheel of this ’07 Dodge Ram. With wins and consistency both on his side last year, Miller finished second overall in the ODSS 7.70 standings and also wound up seventh in the organization’s ET Bracket category. Miller kicked off 2018 with a 7.70 class win at the Rudy’s Diesel Season Opener, but has since moved on to piloting the nasty Pro Mod creation he and the Firepunk crew built for customer Edgar Artecona (the “Save the Racks” S10).
After finishing third overall in the ODSS 7.70 Index class in 2017, Ryan Riddle appears determined to bring home a first place trophy in 2018. So far this season, he and his regular cab Ram have earned a runner-up at the Rudy’s Diesel Season Opener and most recently took home a win at the TS Performance Shootout. These strong back-to-back finishes have propelled him 73 points ahead of second place 7.70 Index racer Nick Morris. If Riddle keeps it up, he’ll have no problem securing the title for the 2018 season.
Another Duramax-powered 7.70 Index competitor, Nick Morris’s standard cab ’03 Chevy Silverado is one of the more consistent on the ODSS circuit. At the first race of the year (the Rudy’s Season Opener) he nabbed a third place finish, right behind the aforementioned Ryan Riddle and Larson Miller. However, with Miller transitioning into his new Pro Mod driving duties, it paved the way for Morris to move into the number two spot in the 2018 points chase. Although Morris currently sits a considerable distance away from catching Ryan Riddle, he and his twin-turbo Duramax have four more races to make up ground.
When looking for a consistent Ford among the sea of Cummins-powered Rams and Duramax-equipped GMs in index racing, it’s hard to overlook Matt Maier and his ’97 F-250. His 7.3L-propelled crew cab Blue Oval runs consistent 7.70s/12.0s on fuel and has seen the most success at the highly competitive, well-attended Diesel Thunder races held in Gulfport, Mississippi. In both 2015 and 2016, Maier drove his OBS Ford to the front of the 11.90 Index class.
He may not be racing this year, but when longtime drag racer Banean Woosley was behind the wheel of this ‘05 Dodge Ram 2500, the rest of the 6.70 Index field took note. Thanks to three wins and above average finishes across the board, he handily won the 6.70 ODSS points chase in 2017. Prior to transforming his ¾-ton Ram (coined the “Great White Buffalo”) into a full-blown 6.70/10.50 rig, Woosley ran the first 10-second quarter-mile in Diesel Power Challenge history and was notorious for laying down the most horsepower at dyno competitions.
Believe it or not, Rick Fox’s second-gen Cummins used to be a dually (as well as a daily driver) before it became a dominant force in 6.70 Index racing, and no, the ’00 Dodge isn’t powered by a ’98.5-’02 24-valve. Instead, it benefits from a compound turbo’d 6.7L common-rail Cummins. In 2017 this truck finished near the top every time it was driven off the trailer, and it ended up earning Fox the second place trophy for the season. Currently, and after a slew of changes were performed on the truck over the winter, Fox is eagerly awaiting his chance to debut his revamped second-gen in the ODSS Outlaw 5.90 Index class.
Ric Newbury and his ’04 Dodge Ram 2500 epitomize the term “stiff competition.” This truck might not win every weekend, but you can always count on it to be there in the semifinals, if not the final round. Newbury finished third overall in ODSS 6.70 points last season. His quad cab Ram has run 9.90s in the quarter-mile in the past but is dialed back a bit to go rounds in 6.70/10.50 Index. It’s powered by a stock bottom end 5.9L Cummins and tips the scales at just 5,500 pounds without driver. Unfortunately, Newbury isn’t able to compete on the 6.70 circuit in 2018 (and the truck is currently for sale), but we look forward to his return to the staging lanes at some point.
Since obtaining this ’01 Dodge Ram from Chase Lunsford (where it was being run in Pro Street), Seth Higgins has turned it into one of the most consistent index racers in the country. Last season, Higgins drove his second-gen Cummins to a fourth place overall finish (along with earning a win at the Scheid Diesel Extravaganza) in the ODSS 6.70 Index points chase. This year, Higgins bumped up to the Outlaw 5.90 Index category, where he’s poised to be one of the newly-created class’s perpetual front-runners.
Susan Soga doesn’t run any specific racing circuit religiously. She’s known to show up at any given event, compete in multiple classes and give everyone she lines up against a run for their money. Her weapon of choice is an ultra lightweight ’34 Chevy rat rod that’s powered by a VE-pumped, 5.9L 12-valve Cummins. A talented driver at the helm of a rock-solid, proven vehicle, we’ve seen Soga be competitive in 7.70, 6.70 and even bring home a win in the Pro Mod category in the past.
Contributing Photographer: Amy Gilbert of Stainless Diesel
Ford's Fox platform is best known for underpinning the 5.0 Mustang that dominated street drags and starred in Vanilla Ice chart toppers for the better part of a decade. What some performance fans aren't aware of, however, is that the Fox was versatile enough to serve as the starting point for a long list of sedans, coupes and even a trucklet dating all the way back to the end of the 1970s. The Mustang might still dominate the conversation today, but there's a thriving community of owners, builders and shops still working hard to squeeze as much speed as possible out of these alterna-Foxes.
Which are the fastest Foxes to wear the Ford, Lincoln and Mercury badges, outside the Mustang universe? We've rounded them up for you below.
From the moment it appeared for the 1984 model year, it was clear that the Lincoln Mark VII was walking a different path as compared to the Mark series luxury coupes that had come before it. While it still offered the ultimate in personal luxury from a brand that had yet to lose its luster among American buyers, it backed away from the yacht-sized, float-down-the-road feel of the Mark VI in favor of a more driver-oriented offering.
Thanks in large part to the Fox platform, the Lincoln Mark VII was smaller, lighter and quicker than its predecessor by a considerable margin. It featured a full air suspension system, came standard with a 5.0L V8 and by 1985 it was the first vehicle in the United States to feature four-channel anti-lock brakes.
In terms of power, later cars (1987-1992) matched the Mustang's 225hp, 300 lb-ft of torque H.O. V8, paired with a four-speed automatic transmission. Earlier cars came with 140, 150, and 200hp versions of the 5.0L V8 (which can still serve as a decent starting point for hot rodders intent on squeezing out a bit more grunt). With the right pedal foot floored, the car would do 0-60-mph in 8.3 seconds, which was a respectable time in an era where acceleration was often measured in double digits on the clock.
When is a Mustang not a Mustang? When it's a Mercury, of course. Although the Capri badge has been found on a number of wildly different automobiles dating all the way back to 1970, the Fox edition mirrors the Mustang's 1979-1986 generation, with a few key differences.
Mechanically the car is identical to its pony-wearing sibling, but in terms of style the Capri can be identified by its unique front and rear bumpers, grille and hatch, with the latter featuring unusual, bulging glass as compared to the more straightforward Mustang cargo lift-up. There's also no notchback of the Capri to have ever officially been built, making it hatch-only throughout its entire run, with the exception of a handful of convertible conversions built by ASC.
The most sought-after version of the Capri is the one featuring the Mustang's 5.0 H.O. V8, but you can also squeeze decent power from the 2.3L turbocharged four-cylinder found in the RS version of the car—if you can find one, that is. Consider its 130hp as a mere starting point, with 300hp well within reach after a few judicious modifications. Less than 10 percent of the Capris's production, 9,500 cars in total, were RS Turbos.
Would it surprise you to learn that for a time both Ford and Mercury based their full-size coupes on the same Fox platform associated with the Mustang? Given the vagaries of '80s bean counters, this is probably less shocking than it would be in a more modern context (and by the end of the decade the Ford Thunderbird and the Mercury Cougar moved on to the MN chassis), but for a brief shining moment the Blue Oval was doing everything it could to maximize its Fox investment.
The two most interesting versions of both the Thunderbird and the Cougar feature, you guessed it, a high-output 5.0L V8 and a turbocharged 2.3L four-cylinder engine. Ford made the 5.0L the T-Bird's top-tier motor throughout its entire run, with the Turbo Coupe snagging the four, but Mercury approached things somewhat differently: the 155hp 2.3L turbo was only available (under the XR-7 banner) from '84 to '86.
The Mercury was also somewhat hobbled as compared to the Ford in terms of output. For 1987 and 1988, the Thunderbird Turbo Coupe stepped up from 155hp to 190hp thanks to the inclusion of the intercooler from the Mustang SVO (giving a top speed of over 140 mph). You had to order the five-speed manual gearbox to benefit, however, as Ford kept the four-speed autobox cars at 150hp to protect their more delicate internals. The Cougar never saw this upgrade—although it's possible to add it to earlier turbo cars via the aftermarket—and for much of the decade its V8 and turbo offerings featured nearly the same rating.