If I had a dollar for every time I looked over at a stoplight and saw someone looking down at his or her phone, I would have nice free lunch everyday. If you doubled that for every time I saw someone at speed on their phone? I could afford another monthly car payment.

With distracted driving now making up over 25% of all motor vehicle crash fatalities, companies are finding ways to keep our attention on the road while also allowing us to do everything that we want to do on our phones.

Apple and Google are doing their part (of course, while continuing to entrench themselves in our lives) by providing smart phone services that limit distracted driving. The idea is to connect your phone to your car to provide as much of a hands-free experience as possible. Voice recognition handles all the tasks you would normally fiddle around with, leaving your hands on the wheel.

When it comes to helping us stay safe on the road, who has the better service: Apple or Google? We put Apple's CarPlay and Google's Android Auto through their paces to find that out.

Apple CarPlay

Apple's CarPlay impressed us from the moment we plugged in our phone. Its connection to the car is incredibly seamless. Plugging in the standard lightning cable to the USB port on in the console immediately brought up the CarPlay menu option.

For iPhone users, this menu will look very familiar. At this point, you can either use Siri or your factory toggle to navigate, though Siri is the preferred option.

Making a phone call is as simple as requesting the contact with Siri or dialing the number with your toggle. CarPlay will also play your voicemails and read your texts on request.

Navigation is handled by Apple Maps, again best requested through Siri, although you can request previous destinations or local categories such as gas, parking, food and coffee shops from the touchscreen menu.

Of course, we can’t forget music, the original distractor, if you will. CarPlay integrates “radio” in the form of streaming channels.

You can also play any music loaded directly on your phone.

While not every app is available, some “approved” apps such as Spotify and WhatsApp are also part of your CarPlay menu if installed on your phone.

Just as with text messages, Siri will read and respond via voice to allow you to give your full attention to the road.

Android Auto

Android phones use the Android Auto app to connect to your vehicle. Interestingly enough, you have to install the app in order for the car to recognize that you’re trying to use Android Auto. It's not nearly as plug and play as CarPlay.

The Android Auto menu is much more basic, almost to a level of being minimalistic, as they prefer you to use Google Assistant voice commands over the touchscreen navigation.

Phone calls are handled by the Google Assistant as well, so you can use voice dialing to call someone via your contacts or history, or you can dial the numbers manually.

Where Android Auto has a strong advantage over CarPlay is navigation. Android Auto uses Google Maps, which is pretty much the gold standard. 

Google Maps has the same categories as Apple Maps, but much more accurate directions and details. This is the advantage of Google Maps native to the platform.

Radio on Android Auto is streamed just as with CarPlay. We didn’t have any music loaded on the phone, so we just stuck to streaming.

Apparently Android Auto has more available apps, but I didn’t have the opportunity to try any other apps than what I've talked about here. I can tell you WhatsApp worked the exact same way in Android Auto as in CarPlay, with voice response handling all the responsibilities. 

The Verdict

Which one is better? We would have to give the edge to Apple's CarPlay (though that could just be our general love of Apple products talking). To be honest, they're both great, as they both allow you to take your hands off the phone and let your voice do the work. That’s the ultimate win for both Apple and Google—and drivers as well.

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How much power will my stock turbo handle? It’s a question we hear a lot in the diesel segment. Due to more than 80 percent of all diesel owners not being willing to modify their trucks to the extent that a turbo upgrade is necessary, it’s one of our favorite areas to explore. Full disclosure: The question itself doesn’t usually imply someone wants to know what it will take to grenade their stock turbo, but rather how much horsepower they can squeeze through it while maintaining a certain level of reliability. Well, we’ve listed those power numbers for you below.

Whether you’ve got a 7.3L Power Stroke or the new state-of-the-art 6.7L, a P-pumped 12-valve Cummins or a late model 6.7L common-rail, or an ’01-‘16 Duramax, we’ll tell you how much horsepower you can get away with, along with the approximate danger zone you should avoid at all costs. This is great information to know before your performance aspirations have a chance to cause you any financial harm or heartache. Enjoy!

A Word on Stock Turbo Failure:

In most stock turbo applications, drive pressure will become a problem long before boost pressure does. When drive pressure is considerably higher than boost pressure (such as a 2:1 ratio), the thrust bearing is forced to absorb the pressure difference. Although the stock turbo may only be making 40 psi of boost, it could be seeing 85 psi of drive. This means 45 psi is pushing on the thrust bearing. With the thrust bearing riding on a thin layer of oil, the pressure difference can force the oil out from between it and the shaft, leading to bearing-to-shaft (metal-to-metal) contact. Thrust bearing failure is usually imminent once this happens.

Power Stroke

’94.5-’99 7.3L: 380 to 400rwhp

Thanks to being wastegated (bleeding off potentially harmful, excess drive pressure), the turbo used on ’99.5-’03 7.3L Super Duty engines, the Garrett GTP38, is capable of surviving slightly more horsepower than the non-wastegated unit found on ’94.5-’97 mills (the Garrett TP38). Either charger can hold up to 30-35 psi of boost for a while, but 40 psi or more is asking a lot for a turbo that was originally intended to see a maximum of 17 to 23 psi.

Danger Zone: 400+ rwhp or 35+ psi boost

’03-’07 6.0L: 475 to 500rwhp

The variable geometry Garrett GT3782VA aboard the 6.0L Power Stroke has no problem supporting full-effort performance tuning on the factory fuel injectors (420 to 440rwhp). However, and like most diesels, turbocharger efficiency begins to suffer once a larger set of injectors enters the equation. With the exception of the ’03 model year turbo capable of supporting slightly more horsepower due to its larger compressor wheel and different turbine wheel, we would draw the line (for reliability purposes) after adding a set of 155cc injectors.

Danger Zone: 525rwhp or 35+ psi boost

’08-’10 6.4L: 580 to 600rwhp

With its highly efficient, high volume common-rail injection system, nearly 600rwhp can be squeezed through the 6.4L Power Stroke’s factory BorgWarner compound turbo arrangement with no power adder other than custom tuning. At this power level, more than 50 psi worth of boost is on tap and drive pressure is beginning to creep up. As a result, EGT can get a tad warm and both compressors are out of their map (i.e. inefficient) beyond 3,000 rpm.

Danger Zone: 650rwhp or 55+ psi boost

’11-present 6.7L: 460 to 540rwhp

On ’11-’14 model Super Dutys, where the dual compressor wheel, ultra-restrictive Garrett GT32 SST was employed, durability comes into question with hot tuning. On the other hand, the GT37 frame Garrett on the ’15-newer engines seems to hold up fine to aggressive programming, along with enabling considerably more horsepower to be made over the GT32.

Danger Zone: 525rwhp or 35+ psi boost (’11-‘14), 550+ rwhp (’15-newer, estimated)

Cummins

’94-’98 5.9L 12-valve & ’98.5-’02 24-valve (w/HX35): 400rwhp

The HX35 is tough as nails. It can handle twice the boost it was intended to make from the factory and then some, long-term. It’s also been used as the high-pressure (manifold) charger in various compound turbo arrangements over the years. Simply put, it can handle plenty of abuse (40 psi of boost and high drive). For an HX35 with a factory exhaust housing, we’d call it quits at the 400rwhp mark, as EGT can get pretty toasty at this point (1,500 degrees F).

Danger Zone: 450+ rwhp or 40+ psi boost

’03-‘04 5.9L common-rail: 425 to 450rwhp

On early common-rail 5.9L Cummins engines you’ll find the Holset HE341CW. Similar to the Holset HY35 found on ’00-’02 24-valves that were bolted to automatic transmissions, the HE341CW makes use of a tight exhaust housing and a small outlet, which yields quick spool up but is known to produce higher drive pressure and EGT in a performance application. Thanks to the common-rail system’s fueling potential (and the airflow of the 24-valve head), you can still squeeze 450rwhp out of the HE341CW, but it’s nowhere near as durable as the HX35 that preceded it.

Danger Zone: 450+ rwhp or 35+ psi boost

’04.5-’07 5.9L common-rail: 480 to 520rwhp

The last of the fixed geometry turbos found on the Cummins is the Holset HE351CW, and it’s pretty darn tough. Internally (and electronically) wastegated and equipped with a 58mm compressor wheel, a 58mm turbine wheel and a 0.65 A/R exhaust housing, the HE351CW can support mid 400 power levels, indefinitely. We’ve seen them live a while on trucks making at or more than 500rwhp, but beyond 450rwhp, excessive EGT can become a problem. We’ve even seen an HE351CW support more than 600rwhp on a stock turbo class pulling truck equipped with larger injectors and a stroked CP3, but there is no telling how long it would last if driven daily on the street.

Danger Zone: 570+ rwhp or 40+ psi boost

’07.5-present 6.7L common-rail: 480 to 530rwhp

With a new-and-improved injection system, increased bore and added stroke over the 5.9L, the 6.7L Cummins was destined to be a torque monster, but its use of a variable geometry Holset HE351VE turned it into a real earth-mover. Instant spool up and a power curve that’s usable from idle-to-redline are among the HE351VE’s strong suits. However, venturing into 500rwhp territory can yield some worrisome drive pressure numbers—which can contribute to a blown head gasket (a fairly common failure in the 6.7L Cummins segment).

Danger Zone: 530+ rwhp or 35+ psi boost

Duramax

’01-’04 LB7: 500 to 530rwhp

Equipped with a fixed geometry turbo, the valley-located charger used on the first-generation (LB7) 6.6L Duramax was manufactured by IHI. Called the RHG6, it sports a 60mm compressor wheel (inducer), a 68mm turbine wheel (exducer) and features a wastegate. If boost is kept reasonable (below 30-31 psi), the IHI RHG6 can support considerable power, but disable the wastegate and go beyond 30 psi and the added drive pressure that comes along with that extra boost will kill one in short order. Due to their relatively small turbine wheel, the factory IHI is notorious for overspeed failure when pushed too hard.

Danger Zone: 530+ rwhp or 30+ psi boost

’04.5-’10 LLY, LBZ, LMM: 500 to 530rwhp

In a word, the variable geometry Garrett GT3788VA turbos found on the ’04.5-present era Duramaxs are “tough.” There aren’t a lot of cases of overspeed (as was the case with the LB7’s turbo) and they’re also good for handling more boost. Their biggest point of failure rests in the turbine side, where the engine’s PCV and EGR systems contribute to oil coking and carbon buildup on the turbine vanes and unison ring. While all versions of the GT3788VA aboard the LLY, LBZ or LMM are very similar, the LLY unit features the largest compressor wheel (with a 62.6mm inducer) and the tallest vane height on the exhaust side, which lends itself to slightly higher horsepower potential.

Danger Zone: 550 to 600+ rwhp or 35+ psi boost

’11-’16 LML: 480 to 510rwhp

The Garrett VVT found on the LML Duramax is similar to the units found on the LLY, LBZ and LMM engines, but with a few subtle changes. One key difference is the LML turbo’s use of shorter vanes on the turbine side (11.2mm vs. 15mm on the LLY charger), which is partly to blame for the ’11-’16 trucks’ inability to crack the 500rwhp mark as easily as was possible on the ’01-’10 GMs. The LML turbo also employs a 270-degree thrust bearing (vs. a 360-degree version), which means lower durability in high drive pressure situations. Still, as long as peak boost is limited to 35 psi, the LML turbo is just as stout as its predecessors.

Danger Zone: 550+ rwhp or 35+ psi boost

Want to fix some of the OEM problems with you diesel truck? We have a list of 5 aftermarket solutions.

Aside from solid axles, the best feature on the Jeep Wrangler JK arguably is the large wheelwells. These massive openings allow those looking to modify their JK with the ability to shoehorn on taller treads, without the need of adding on extreme amounts of lift. A lower lift height ultimately equates to a lower center of gravity, which translates to a safer Jeep with better handling characteristics both on-road and off. This low-lift, big-tire philosophy is something we’ve stayed true to with our 2013 Jeep Wrangler Unlimited Rubicon.  

As the build has progressed, so has the tire size. Since we didn’t want to increase the lift from our current 2.5-inch setup, we installed a set of fender flares from EVO Manufacturing. These allowed us to easily clear our 37x12.50R17 Nitto Ridge Grapplers. While we love the coverage and room the EVO flares offer, when we made the jump to the new steel fenders, we ditched our stock inner fender liners. This left our engine bay sides open. Though this has been great for heat expulsion, it isn’t ideal for component protection.

So we finally did something about it with a set of aluminum fenders liners from EVO Mfg.

Added Protection

EVO offers the inner fenders for an assortment of suspension options. Since our JK was still running the standard coil-and-shock configuration, we got the EVO-1197 set. These are a vented fender assembly comprised of 16-gauge 5052 aluminum. While you’ll need to bolt them together, assembly only takes a few minutes per side.

Our original inner fenders left a long time ago, leaving a host of wiring and engine bay components exposed. Our biggest worry has always been the wiring and connectors on the passenger-side inner fender. It’s worth noting that EVO actually offers a smaller set of mini-fender liners for those looking to cover just this area.

Installation

The EVO liners are designed to work with stock and aftermarket flares. Our EVO fender-flare braces needed to be removed from each side so the liners could be placed behind them. Once we did a test fit, we marked the spot that the bracket overlapped with a paint marker. Then, we removed the liner and drilled a hole for the fender brace bolt to pass through.

The two forward panels attach using existing nut inserts in the JK’s fender brace. Our OE hardware was long gone, so we picked up a set of M6x1.00 bolts from our local hardware store.

The front portion of the liner is secured by a through-bolt in an existing hole in body of the JK. At this point, our fender install was complete.

How They Look

We liked how the bare aluminum looked under the Jeep, but ultimately decided a fresh coat of Krylon Flat Black paint was going to make for easier upkeep. Since the vented sections can be unbolted, you could easily hit those with a different shade of paint if you were trying to add an accent color.

How They Perform

Our Jeep is bumpstoped appropriately, but given we had not run this setup with the fender liners, we wanted to make sure there wasn’t going to be any contact. We’re happy to report that even under full suspension compression, we didn’t rub.

It’s quite impressive just how easily the JK’s wheelwells can envelop a 37-inch-tall tire. While we have plans to move to a beadlock wheel soon, our 37x12.50R17 Nitto Ridge Grapplers are not going anywhere. We’re usually more drawn to the mud-terrain family, but these hybrid treads continue to impresses us on the tarmac and off. It’s been very nice to have a tire that works so well in the dirt, while exhibiting low road noise and the versatility of an all-weather tire.

Unlike our EVO fenders at all four corners, the new liners are just for the front. Thankfully, there isn’t much in the back of the wheelwells that needs protecting.

Are They Worth It?

While inner fenders might not be the most exciting upgrade you’ll ever purchase, it is money well spent. Since the EVO liners are vented, we still get the benefit of air flow. However, we’ve now greatly reduced the likelihood of debris finding its way into the engine bay and creating some serious headaches on the trail.  

Looking for a JK with a bit more spice? You'll want to see this red-hot Wrangler.

Now that we’ve laid out the scene and showed the wealth of 1980s and 1990s machinery that was on hand at the recent Radwood NorCal event in South San Francisco, we’ve rounded up up a selection of five different vehicles that demonstrate both the fun and eclectic nature of Radwood. Here we go.

1. Custom DeLorean

First up, we have one of the most quintessentially ‘80s vehicles ever: the DeLorean. Even before you factor in the DMC-12's starring role as the iconic time machine in the Back to the Future movies, the car is already one of the era's most unique vehicles, but this one has been taken up a few notches.

While some of the original stainless steel finish is still showing, this one's also sporting some wild period graphics with huge "DeLorean" lettering on the doors, along with triple tone striping.

As for the interior of the car, it looks mostly original, but it's not like there a whole lot you can do to the up the '80s craziness of the DMC-12's cabin, short of adding a flux capacitor.

Last but not least are the custom wheels, which look a little more like something you'd see on a pickup truck rather than a gull-winged exotic like the DeLorean, but they perfectly suit this car's character. We can't help but love the whole setup.

2. Ford Thunderbird Super Coupe

One of the great things about Radwood is the super nice examples of '80s and '90s cars that have all but disappeared from the road. Among the group were cars like a stunningly clean Taurus SHO, IROC Z Camaro and this Ford Thunderbird Super Coupe.

During the early '90s, the T-Bird SC was quite a capable luxury sports coupe, and it was powered, not be a V8, but by a supercharged 3.8L V6 that made an impressive-for-the-time 210hp and over 300 lb-ft of torque.

What's especially cool about this particular example is that it's equipped with a rare five-speed manual transmission, which you can see inside the amazingly clean factory original interior.

While the T-Bird SC might not be as much of a hot ticket collector's item as some other cars of the same era, we loved the fact that this somewhat forgotten high performance Ford has been kept up so well after all these years.

3. Showroom-Fresh 1991 Mazda Navajo

The next vehicle comes from the same era of the Ford Motor Company, only you won't find any blue ovals on this 1991 Mazda Navajo. This was a time when Ford and Mazda were close partners, and the Navajo was the Mazda-badged version of the groundbreaking first generation Ford Explorer.

We make no exaggeration when we say that this 27-year-old SUV was in brand new condition, and as you can see below, it's also equipped with a five-speed manual transmisison to backup its V6 engine and 4WD system.

The owner of the Mazda/Ford truly embraced the spirit of Radwood by opening up the rear cargo area and displaying some era-appropriate picnic gear in the requisite neon colors.

The Mazda Navajo was only sold up until 1994, and we can't remember the last time we saw any example on the road, let alone one as stunningly clean as this one. This is what Radwood is all about.

4. Mk1 VW Rabbit & Jetskis

While the '90s camping accessories displayed in the aforementioned Mazda Navajo were cool, the owner of this Mk1 Volkswagen Rabbit took his old school display even further by hooking up a trailer loaded with a pair of stand-up jetskis.

The little Rabbit itself was quite cool, with a period-correct interior setup, plenty of patina on the body and a set of Zender wheels to help complete the throwback look.

Under the hood, you can see that the factory motor has been replaced with a newer Volkswagen 2.0 motor. It's a swap that makes for a substantial performance upgrade when you consider the low weight of the Mk1 Golf/Rabbit chassis.

It also makes for plenty of power to tow this Yamaha-Kawaski duo to the nearest body of water for some weekend fun. How can you not love those wild graphics?

5. IMSA-Spec Mazda RX-7

Last but not least we get to what's both the fastest and most heavily modified car of this group: a first generation Mazda RX-7 with paint and bodywork inspired by the SA22Cs that were campaigned in the IMSA series when they were new.

This isn't just a tribute that looks the part. It's serious track machine, complete with a totally stripped interior, custom race dash and a pair of full bucket seats. 

You won't find any turbochargers or fuel injection under the hood either, just a screaming, carburetor-fed rotary engine—the kind that helped put Mazda on the map during its early ventures into sports car racing. 

Amazingly, despite the race-ready vibe of the car, it's still got license plates. Talk about a wild car to drive on the street.

The perfectly-executed Mazda was easily one of our favorite builds at the entire show and a perfect way to wrap up this selection. We are already looking forward to the next edition of Radwood and its immensely fun celebration of the modern classics.

Want to see everything else that was at Radwood? We have a gallery of all the '80s and '90s goodness!

Charlotte, North Carolina is known for many things, but fast cars and drag racing isn't one of them. However, this city harbors one of the most saturated car enthusiasts cultures of any major city in the U.S. American muscle cars make up a large fraction of the mix, but there's no shortage of well-built import cars in the city. Perhaps the largest magnet for these enthusiasts lies just outside of town, at the Charlotte Motor Speedway in Concord. Inside the facility is one of the most unique drag strips in the country. zMax Dragway is home to 4-Wide racing, with four lanes across its strip. Such a setting is the perfect venue for the fastest growing grassroots motorsport tour in the United States: Street Car Takeover. 

Of all the cities around the country that Street Car Takeover hosts their events in, Charlotte continues to triumph over the rest as having the largest turnout of both drivers and spectators. With other 400 vehicles signed up to race, and some 15,000 fans in attendance, no other SCT event comes close. In typical SCT fashion, the weekend kicks off with a car meet at the local Twin Peaks restaurant. But this is not your normal car meet. A full vendor show, mobile dyno, vendor row and complete takeover of the surrounding parking lots makes the Friday night event a total party. Fans can stroll the parking lot to check out the competition, engage with local motorsport vendors and purchase official SCT merchandise. But the real action takes place the following morning. 

Saturday's race day kicks off with single-round elimination roll racing, with test and tune segments in between rounds. Drivers can pass the Christmas tree at up to 40mph and hit the throttle to make their best roll passes. After a short driver's meeting, drag racing kicks off at 4:00 p.m. Ranging anywhere from stock vehicles like the Dodge Demon to full purpose-built drag racers that still sport a license plate (behind the parachute), cars of all kinds make their way to the staging lanes. Two-by-two, racers take off down the strip, whittling down the long list of competitors with every round. By the end of the night, only two cars remain in each class for the final battle to take home a cash prize. 

Watch the video above to get a taste of all the action that went down in Charlotte, and be sure to make your way to the next event near you.

Want to see more from Charlotte? We have a full gallery of the event!

The Ford Mustang is one of the most celebrated American automobiles, and despite a dark decade or two right around the time of the Energy Crisis, it's shone as a paragon of performance and style to generations of gearheads.

It's only natural, then, that the Mustang would see more than its fair share of screen time over the years, either in a starring role or as a supporting player. We've rounded up a few of the pony car's appearances that the casual movie fan might have missed. Most of the performances were crucial to the plot, but a few were simply intriguing window dressing that made us sit up and say, "Hey, wait a minute. What exactly are they driving?"

1. 1965 Ford Mustang in "Lock Up"

Sylvester Stallone ruled the multiplex in the 1980s, and he wasn't just spitting out action blockbusters. On occasion, he made smaller, but equally intense films like "Lock Up," in which he plays a mechanic forced to ride out the end of his sentence in a maximum security prison to satisfy the whims of a vengeful and sadistic warden. Stallone's sole joy in this particular hell-hole is a 1965 Ford Mustang (dubbed Maybelline), which he restores in the prison shop with another prisoner improbably named First-Base.

There are plenty of scenes of Sly & co. wrenching on the red stallion, but the set piece of the film comes when First-Base fires up the car and goes on a joyride through the prison yard, ultimately leading to the car being violently destroyed in front of Stallone's eyes by the warden's inmate cronies. The movie has become a staple of late-night cable channels, and features a score by Bill Conti, who also wrote the iconic music for the film "Rocky."

2. 2007 Ford Shelby GT500 in "I Am Legend"

In the 2000s, Ford adopted a very aggressive product placement strategy when it came to pushing its vehicles into movies where, well, they sometimes felt out of place (witness the dry-as-toast Ford Mondeo driven by Daniel Craig's James Bond). The post-apocalypse flick "I Am Legend" straddled the border between plausible and over-the-top as main character Will Smith, perhaps the only human left alive, goes on a tear through New York City in a bright red Shelby GT500 (complete with double racing stripes).

Fun fact: The car was involved in a number of stunts that weren't all that gentle on its mechanicals, forcing the production crew to scramble for standard Mustang parts that they could stuff into the GT500—specifically, a radiator and rad support—in order to keep filming.

3. 1968 Shelby GT500 Off-Roader in "The Thomas Crowne Affair"

This is more of a cameo than a speaking part, but the late-'90s remake of Steve McQueen's "The Thomas Crown Affair" sees the titular art thief (played by Pierce Brosnan) driving through an island paradise behind the wheel of a '68 Shelby GT500 convertible that's been given some intriguing upgrades. In particular, the vehicle sports a raised suspension, flared fenders, off-road lights mounted both in front of the grille and on its roll-bar, and a spare tire strapped to the top of the trunk lid. Oh, and the doors are welded shut.

It's a unique take on a classic, and although it only got a brief turn in front of the camera it has inspired enough of a cult following to lead to replicas being built (including one owned by Richard Rawlings of TV's "Fast and Loud"). Not surprisingly, these clones typically offer a fair amount of off-road prowess that the original Mustang never dreamed of.

4. 2002 Saleen S281 Mustang in "Hollywood Homicide"

What were we saying earlier about Ford pushing its cars into theaters? "Hollywood Homicide" made the unusual choice of pairing Harrison Ford and Josh Hartnett as two detectives investigating a murder in, you guessed it, Tinseltown. Halfway through the movie, this particular S281 makes its grand appearance and is subsequently tapped to pull chase duty when the bad guys get a little too close for comfort.

The "New Edge" Mustang was rarely celebrated in celluloid form, so this Saleen's starring role serves as a fitting tribute to a popular car. Purchased by the Barris Motor Car Collection, it later sold for a mere $20,000 at a Bonham's auction—a pittance to own leather seats once graced by the twin butts of Ford and Hartnett.

5. "2015" Ford Mustang in "Back To The Future Part II"

Blink and you'll miss it, but by far the weirdest movie Mustang to have ever hit the silver screen appears in "Back To The Future Part II." Outfitted with perhaps the worst body kit ever devised, from its enormous whale-wing to its hideous full-wheel covers, this Fox body convertible gets meta in front of a movie theater showing "Jaws 19" in the year 2015.

It's hard to say whether the filmmakers thought that the Fox platform would survive well into the next millennium, or whether the car represented a classic that had been "modernized" for future use. We're betting that after spending all that money on a flying Delorean, there wasn't much left in the budget to build a truly radical hover-Stang, so they deputized whatever was sitting in the production lot, slapped some plastic on it and called it a day.

Dodge, Chrysler and Plymouth more your style? We also have a list of 5 famous movie Mopars!

You’ve seen it before, couples who have quit their desk jobs and sold all their belongings to live on the road exploring the world in a van. Who hasn’t day dreamed about that at their job?

With the ever-increasing cost of living and presence of screens in all facets of our lives, many people are finding ways to escape all those problems by living off the grid. When looking to live life exploring nature, turning a van into a rolling apartment is becoming an attractive option.

So you want to live to the van life. Where do you start?

All you really need is something that's comfortable to drive and has a lot of room for all your belongings.

Depending on your budget, you can either buy an old van and build it out or buy something fully built and hit the road. What are your options?

Full Sized Van

Types: Dodge Ram Van, Ford Econoline, Chevy Express/Astro

Pros: Can be had for cheap, plentiful, large and roomy, parts are abundant, many low mileage examples

Cons: Poor gas mileage, handles like a hollowed out loaf of bread, dated styling

These old full-sized vans come in all shapes and sizes. Expect to find these between $2k and $20k. You’ll find them in various states of wear, coming from their previous lives of airport shuttle or neglected conversion vans.

Cargo Van

Types: Mercedes Benz Sprinter, Ram Promaster, Ford Transit, Nissan NV

Pros: High roof models allow you to stand in the back, flat floors, you can probably turn this into a rolling apartment, no windows = privacy

Cons: Expensive, high mileage, no windows = people may assume you are some kind of criminal 

A cargo van is the ideal platform for the van life. These can range from $1k to the high $20ks. Their flat floors, tall roofs and lack of rear windows make these a blank canvas with endless possibilities. Some van life builds feature a dining table, kitchen counter and sink, shower and a raised sleeping area.

Camper Van

Types: VW Vanagon, Converted Mercedes Benz Sprinter or Metris

Pros: Built for van life, available 4x4, aftermarket support, Volkswagen cult following

Cons: Expensive, parts for older models may be hard to come by, Volkswagen reliability

New or old, these vans can break the bank. Early '90s VW Vanagon Westfalia Syncros typically go for $20k to 30k. For as much as $90k , companies such as Sportsmobile offer these with a pop top camper, kitchen and sleeping area with four-wheel drive and solid front and rear axles, creating an apartment that you can rock crawl.

What You'll Need

Aside from making sure your maintenance is up to date, a camper van doesn’t need much to be ready for life on the road. If you’re not planning to venture too far off the paved road, you can do without a lift or armor.

You’ll be spending a lot of time inside the van, so focus your attention to creature comforts you may need every day. Unfortunately, your space is limited. What essentials will you need?

Food storage: Stove, Fridge, Sink

This can range from a simple camp setup to building a whole mini kitchen with a pullout sink, fridge and such. Depending on climate and how long you will need to store your food, you may not need a fridge, and an ice chest can suffice.

Electrical: Dual Battery, Solar, Power Inverter

Off the grid doesn’t mean you have to go without electricity. When traveling, you want to make sure you have enough to power not only the van, but also everything you use when you're parked. A power inverter is a great upgrade because it allows you to use items that have a household three-prong plug.

A dual battery setup keeps you from being stranded by supplying backup to your main battery while providing power to all your accessories.

Creature comforts: Bedding, Curtains

If the seats don’t fold down flat, you may need to build a sleeping platform. Typically made from wood, a sleeping platform creates a flat sleeping surface. The open space under the sleeping platform is perfect for tucking away all your other belongings.

Where To Sleep

If you’re out of the city, most BLM land is free to sleep in overnight. In the city, you’ll want to blend in with your surroundings. Find well-lit areas with where other cars park overnight, such as a the parking lots of Wal-Marts, hotels and 24-hour stores and well-lit street parking. These places are typically safe enough to park in overnight. 

You may or may not need any of these items. The best way to find out what you need without over-spending is to get out there and find out what you need and can live without as you go.

Photos courtesy of Sportsmobile, Recon Vehicles and Volkswagen

Want to know what it's actually like to live on the road? We tried it out! 

2018 marks the 50th Anniversary of the car brand that almost all of us have owned at one point or another: Hot Wheels. As car enthusiasts, most of us grew up on these $0.97 bad boys, readily available at most grocery and department stores. Many hours were spent walking the aisles as children, spending our hard-earned money on the attainable versions of our dream cars.

Despite a wide variety of models, in the past, Hot Wheels hasn’t had strong licensing for many of the popular tuner brands (Honda/BMW/Nissan) and neglected many of the exotic brands (McLaren/Lamborghini). Lucky for us, this has changed for the 50th Anniversary!

From left to right, we have the McLaren 720S, Nissan 180SX, Honda Civic EF, Scion FR-S and Honda Civic Type-R.

Hot Wheels has officially embraced the aftermarket. They're not just licensing popular tuner-friendly vehicles, but some aftermarket brands as well. This has opened up the catalog for the “real” cars that enthusiasts dream of and modify. Nothing's better than having a 1:64 version of your real car for $0.97!

Aftermarket Civics

For the JDM fans, Hot Wheels has unleashed a nice lineup of Honda Civics includes the old school '90s EF chassis and the latest 2017 FK8 in the fifth generation Type-R. The older vehicles are part of the “Then and Now” series of cars, while the newer models are part of the “NightBurnerz” group. There are several color variations along with different liveries available for each model. The NightBurnerz and HW Speed Graphics cars have known aftermarket brands such as Eibach and Bisimoto to grace their liveries, just like the full size real deals.

Following along with the old-school JDM theme, a recently released version of the '80s Honda City Turbo has a lot of us nostalgic for the good old days of hot hatchbacks. The full-scale version had been unavailable in the U.S., but with the 25-year import law, we’re starting to see a few of these stateside. No need to wait for the full-size version, though. You can grab one now as part of the “HW Speed Graphics” lineup.

European Style

For the Euro guys, there is the sporty compact BMW M2, accurate down to the flared fenders and five split-spoke wheels. This one in particular is quite close to the original “Long Beach Blue” launch color for the F87 chassis, as well.

The proportions and level of detail for a $0.97 toy are incredible. Kudos to the Hot Wheels design team for nailing the looks of these current generation models. The BMW M2 is part of the “Factory Fresh” series, which focuses on a more clean and OEM-looking design.

If you’re short the $330K needed for a McLaren 720S, you can get an OEM paint-matching volcano orange miniature version.

Hot Wheels launched its current lineup of McLarens with the P1 back in 2015. Two short years later, Hot Wheels released the 720S, also as part of its Factory Fresh line, just as customer cars start to hit the streets. The active aero and styling from the real car are nicely detailed and, once again, properly proportioned in the 1:64 model.

Just like modding a car, collecting car-related toys can be a never-ending cycle. Hot Wheels has made it easy for enthusiasts to get addicted with affordable prices and so many popular options available. It’s easy to amass quite the collection just by picking up one or two at a time. As they say, “A man’s most expensive hobby starts with $0.97.” Truer words were never spoken.

Want to see what Hot Wheels would look like if they were the size of real cars? We went to the Hot Wheels Legends Tour to find out!

As this is being written, the 2018 Goodwood Festival of Speed is in full swing across the pond in England. Among the participants is our good friend Vaughn Gittin Jr., and he's brought quite the special machine with him. Dubbed the Eagle Squadron Mustang GT, the car gets its inspiration from one of the most famous fighter planes of all time.

Despite the obvious name association with the P-51 Mustang, the inspiration for this one-off build isn't the P-51 but the Supermarine Spitfire, the legendary warbird that's an absolute icon in the UK. It was also the plane flown by the famed Eagle Squardon of American volunteer pilots prior to America's entry into the war, and that's where Vaughn's inspiration comes from.

Dressed in authentic Spitfire markings, the Mustang GT wears one of Vaughn's signature RTR carbon fiber wide body kits and a number of other exterior bits that help give the GT a dogfight-ready vibe.

Under the hood the 5.0L Coyote V8 has been breathed on with a Ford Performance supercharger kit that makes the car good for 700hp and 610 lb-ft of torque. Of course, the transmission is a six-speed manual.

Filling up the widened fenders are a set of RTR Aero 7 two-piece wheels with staggered 20-inch Nitto NT555 tires, and we have to say the look is perfectly suited to the fighter plane vibe. Inside the cabin you'll find custom Eagle Squadron badging and a hand-engraved shift knob made of melted down F-35 fighter jet metal.

Of course, this isn't the first aviation-inspired Mustang build Ford has been part of it, and like past projects, this car will be auctioned off on July 26 at The Gathering to benefit the Experimental Aircraft Association’s youth aviation education programs. The winning bidder will even get a free trip to this year's Woodward Dream Cruise.

An awesome car inspired by a historic airplane, built by a cool guy and all being sold for a good cause. We love everything about this. Now who wants to chip in?

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For many car enthusiasts looking to make more power in a reliable and efficient manner, the LS swap is the way to go. A small-package, powerful V8 with endless tuning possibilities and an abundance of aftermarket support, the LS swap has become the sensible option for many. However, building a high-powered engine with forced induction seems to be out of the budget for most garage mechanics looking for more power, but Justin Shears set out to build a classic Chevy truck that defies all that we know about the cost of horsepower.

As the owner of Shear Performance, a hot rod builder and general automotive repair shop in Costa Mesa, California, Justin has built high-horsepower cars and trucks, including LS-swaps, on many of his customer's vehicles. But when it came down to building a truck for himself, he wanted to put together something that could reliably make decent power while staying on the budget-friendly end of the spectrum. His project began as a humble 1971 Chevy C20 pickup truck, sporting a patina orange paint job. Justin's plan was to keep the truck unassuming, in a true sleeper format of silent-but-deadly performance.

Budget Power

The LS-based V8 swap was an easy choice for Justin. With so many documented classic Chevy builds sporting LS engines, and plenty of aftermarket support, this powerplant made the most sense. Opting for an easy and cheap find, Justin began the engine build with a stock junkyard 4.8L long block from a 2004 Chevy truck. Although not a true LS due to a cast-iron block instead of aluminum, many of these truck engines can be found for under $1000 in running condition with relatively low miles.

With an turbocharger on the mind, Justin began assembling the powerplant with boost-friendly parts to keep the compression ratio low and the revs high. He swapped in a cam from an LS9 engine and added a set of Bosch 210 injectors to support the fueling needed for boost. Even when it came to the turbocharger, Justin opted for cheap, but effective. After a careful eBay search, Justin had a 76mm T4 turbocharger in his hands, and began building the exhaust manifold and plumbing needed to run it. An Innovate electronic boost controller and wideband air/fuel gauge was added to tune the truck efficiently.

With the engine assembled and wired, Justin moved to find a transmission that would fit his needs. The stock GM 4L60E that comes behind the 4.8L wasn't stout enough to handle the extra force-fed power, so Justin found a Craigslist ad that seemed more promising. The ad was for a used stock GM 4L80E transmission normally found behind a 6.0L truck motor, but this transmission was previously mated to a 6.0L LS in a Ford F100, and behind another 6.0L LS in a BMW 7-series before that, all with an unknown torque converter that Justin scored for free in the deal. Needless to say, he came home with this gearbox and promptly mated it to the 4.8L.

Stock Support

Even in stock form, the rest of the Chevy C20's drivetrain could handle the power Justin was shooting for. The factory Dana 60 rear axle was outfitted with a 4.10 ratio ring and pinion, complete with a posi-traction differential. Justin's C20 is rolling on a set of 265/75/16 Nitto Terra Grapplers for a smooth, quiet-ride on the highway, while retaining the classic farm-truck look with white steel wheels. Although Justin doesn't have plans to take the C20 off-roading anytime soon, he knows that when the day comes, the Terra Grapplers will be ready to grip.

Other Modifications

A few other modifications Justin made to the C20 include a Walbro 450 fuel pump in a surge tank fed by the stock fuel tank, 4-inch turbo-back exhaust with a Gibson muffler, and a refresh of the factory AC, power steering, and power brakes. The factory gauge cluster was converted to full electronic function, including a 120 mph speedometer and 7,000 rpm tachometer with 6,500 rpm redline. Shear Performance makes their own cruise control module, so Justin installed one to make the long drives easy. The interior was also treated with orange and black houndstooth upholstery to match the orange exterior paint.

Justin's modern-modded C20 is a prime example of a build that is both fun to drive and attainable with most budgets. More so, it's one of the easiest ways to have a truck with classic looks, but daily driver comforts and performance. Even with a junkyard engine and eBay turbo, it oozes cool at the seams, and is a big attraction at the shows it attends, even before you peek under the hood. Justin has more plans with this C20, including a forged 6.0L block that is currently being built. With a larger displacement engine, we're guessing more boost is also on the way. Whatever Justin has in store to make more power in this old Chevy, you can bet we'll be around to give you a horsepower update. 

Like this cool old truck? We've also profiled a 1952 Ford F100!

Whether you’ve noticed them strung along the A-pillar, mounted on the dash, attached to the steering wheel, or digitally displayed on the screen of a monitor, gauges are the most indispensable way of protecting your diesel investment. Thanks to large displacement engines turning out gobs of low-end torque and beefy chassis enabling gargantuan towing capacities, modern diesel pickups are impressive machines—but they have their limits. While any late-model oil-burner can tow 20,000 pounds with relative ease, they can also generate tremendous heat in a hurry. To keep tabs on the condition of the engine, transmission, fuel system and other key powertrain vitals in real time, tens of thousands of diesel owners have turned to aftermarket gauges in one form or another.

Depending on whether you’re using your truck to tow, daily drive or race, your gauge needs will vary. However, due to the versatile nature of diesel trucks, many owners dabble in all three of the latter categories at some point. As a general rule of thumb for performance, towing and street-driven applications, a pyrometer should be installed to measure exhaust gas temperature (EGT), a transmission temp gauge should be employed to make sure the automatic transmission doesn’t see excessive heat and a boost gauge is often utilized to see how hard the turbocharger is working. Before you bury the needle, get these vital gauges installed on your diesel, and then think about adding a few more for ultimate powertrain protection.

EGT Is Your Enemy: Get a Pyrometer ASAP

If you tow often you’ll want to make monitoring exhaust gas temps your highest priority. Although there is no definitive temperature that keeps you in the safe zone, the most commonly adhered to safety threshold for maximum sustained EGT is 1,250 degrees F. Going beyond that should only be done in short intervals, such as allowing EGT to creep up to 1,300 or 1,400 degrees while climbing a grade. Expect to see 300 to 400 degrees at idle, 700 to 800 degrees cruising empty and anywhere from 900 to 1,300 degrees (depending on your truck’s level of modification, the load it’s hauling or the terrain you’re covering) when cresting a hill with a trailer in tow.

Meltdowns Can Be Avoided

Exposing a diesel to high EGT for miles on end can have catastrophic consequences. Over the years, we’ve seen melted pistons, cracked heads and damaged turbine wheels all result from extreme EGT. The unfortunate part is that the failures could’ve been avoided if the owner had had a means of monitoring his or her exhaust gas temps. If we could only add one gauge to our truck, it would be a pyrometer.

Safeguarding Your Slushbox

It’s a fact that the biggest killer of automatic transmissions is excessive heat, so while a pyrometer should be priority number one for trucks that tow, transmission temperature monitoring should be a close second. For performance-oriented or race-ready diesels, running a transmission temperature gauge is of utmost importance. In racing applications, most transmission heat is generated on the starting line while trying to build boost (i.e. being up against the converter) and during shifts (when some slippage occurs). In towing situations, extreme heat can be generated in lower transmission gears (before converter lockup occurs), at low vehicle speeds with the converter unlocked and/or as you climb a steep grade.

100 Degrees Above Ambient

Don’t be alarmed to find the needle in your transmission temperature gauge creeping toward the 200 degree mark on a 95 or 100 degree day. The unwritten rule of normal transmission operation is that it’s acceptable for them to run 100 degrees over ambient air temperature. Between the 210 to 220 degree mark, we would make monitoring transmission temperature our top priority. Beyond 220 degrees, we would find a place to pull over and let things cool off.

Coolant Temp: Don’t Forget About It

If you tow a lot, you’ll likely spend most of your time watching your exhaust gas temps via the pyrometer. However, it’s vitally important that you also keep tabs on coolant temperature, especially when ascending a hill. Remember, diesels can lug almost any load up a grade without downshifting. This means low engine speeds are maintained even though the engine is under considerable load. Even though EGT may be manageable, coolant temps can skyrocket under such conditions.

EOT and ECT: Important for All (But None More Than for the 6.0L)

While engine oil temperature (EOT) should never be ignored, in 6.0L Power Stroke applications it should always be displayed on any monitor or gauge you’re using, along with coolant temp (ECT). This is because the coolant side of the engine’s oil cooler is prone to clogging, blocking coolant flow and super-heating the engine oil. A difference of 10 to 15 degrees or more between the two parameters indicates that this is happening. Products such as the Edge Insight CTS2 and SCT Livewire TS+ have proven invaluable to 6.0L owners, who—thanks to consistently monitoring the delta between EOT and ECT—have been able to detect the early warning signs of an oil cooler failure. (Note that once the oil cooler is completely plugged it often leads to catastrophic EGR cooler failure as well).

Boost Gauges: Popular but Not Paramount

Although it’s never a bad idea to make sure your turbocharger isn’t building an inordinate amount of boost pressure, a boost gauge makes the most sense in a race or competition application. However, on a street-driven truck or a tow mule, a boost gauge can also help determine why your turbo isn’t making the kind of boost it should. In performance instances, a drive pressure gauge is even more useful, as drive pressure is almost always higher than boost pressure in any given driving condition and extreme drive pressure is responsible for most turbocharger failures. Still, a boost gauge is something most diesel owners add at the same time they install their pyrometer and trans temp gauges. Likewise, on digital monitors boost is one of the first parameters diesel owners want to have on display.

Low-Pressure Fuel Supply

Fuel supply is the lifeblood of any diesel engine, but not only does a lack of adequate supply lead to dismal performance, it can also be harmful to injection system components (namely injection pumps and injectors). A fuel pressure gauge can tip you off as to whether or not your lift pump is on its way out or is no longer able to keep up with low-pressure fuel demand. Because fuel system components on diesel engines are far from cheap, this is one of the first gauges we would install or add to our digital monitor’s list of viewable parameters.

Injection Pressure Is Everything

A drop in fuel rail pressure (or high-pressure oil pressure on 7.3L and 6.0L Power Strokes) due to an injector up-size or aggressive tuning is a surefire way to experience power loss, increased fuel consumption and excessive smoke out the tailpipe. Just like a fuel supply pressure gauge, monitoring rail pressure can help you diagnose a potential problem before damage is inflicted on any injection system components.

All-In-One Gauge

As far as parameter monitoring is concerned, the Insight CTS2 monitor (and the CTS that preceded it) from Edge Products has all but taken over the world. With this bad boy, you can keep tabs on virtually everything your truck’s ECM does, along with using it to read and clear diagnostic trouble codes (DTCs), log data and even warn you when a certain parameter exceeds its pre-set limit. The high resolution, color touch screen provides for both convenient monitoring and configuring of the CTS2, and the fact that you can watch as many as 12 parameters at a time has made it the preferred monitoring device in the diesel segment.

The Perfect Addition

Some truck owners even use a CTS2 to combine forces with their existing A-pillar gauges, and (as if the CTS2 needed another selling point) on top of monitoring everything the truck’s computer does, additional parameters can be monitored by installing the optional Edge accessory system (EAS). This system allows you to view up to 16 additional parameters on your CTS2 by way of installing universal input sensors (0-5 volt).

Innovation Along the A-Pillar

As proof that versatility can be had in a compact package, the FD series Interceptor scan gauge from Aeroforce Technology fits standard 2-1/16-inch gauge pods, allows you to monitor two parameters at a time and—like the Edge Insight CTS2—can essentially display any powertrain vital the truck’s computer can. Thanks to its ability to monitor commanded injection control pressure (ICP, i.e. high-pressure oil pressure), injection pressure regulator (IPR) duty cycle and perform both buzz tests and cylinder contribution tests on the 7.3L Power Stroke, many ’94.5-’03 Ford owners run this compact yet comprehensive gauge (yours truly included).

It Only Makes Sense…

In a world now controlled by smartphones, they too can serve as a means of monitoring your truck’s powertrain vitals. Why not? We already use them for everything else. Thanks to the products offered by companies like EZ Lynk and SCT (the Auto Agent and iTSX, respectively) you can also tune your truck’s ECM using your phone. You simply plug the pass-through device that provides a Wi-Fi access point into the OBD-II port, download the app, turn your Bluetooth setting on and you’re on your way. As far as ’08-newer Fords, ’11-‘17 GMs and ’10-present Rams are concerned, EZ Lynk in particular has become one of the most popular methods of tuning a late-model Power Stroke, Duramax or Cummins diesel.

Key Parameters to Monitor While Towing:

• Exhaust Gas Temp (EGT)
• Transmission Temp (TFT)
• Engine Coolant Temp (ECT)
• Engine Oil Temp (EOT)

Key Parameters to Monitor While Racing:

• Transmission Temp (TFT)
• Fuel supply pressure
• Fuel Rail Pressure (FRP) or High-Pressure Oil Pressure
• Boost pressure
• Drive pressure
• Exhaust Gas Temp (EGT)
• Engine Coolant Temp (ECT)

Data logging is your best friend when trying to keep an eye on all of the parameters listed above.

Want to know how to fix some of the OEM problems with your diesel truck? We have 5 fixes, and 5 more fixes, you should do!

Flamethrowers! The electric 18-wheeler! The Tesla Pickup! The automotive industry’s favorite wunderkind is filled with wonderful ideas, innovative solutions and all kinds of promises. While I respect his big thinking and am grateful for his contribution to the industry, I’ve got a few requests for the Marvelous Mr. Musk. Here are a few automotive issues that urgently require his attention.

1. Is Hot Coffee so Much to Ask?

Cars can fry your rear and cool your buns, but my extra shot, non-fat Macchiato gets no help at all. How’s about you pass on some of your technology to the cupholders? I don’t care if you need to solar power them or light them with flame throwers, just keep my caffeine toasty and I’ll be a better driver, I swear.

2. Where’s My Purse At?

Boring holes through Los Angeles is great and all, but where am I supposed to put my purse in a Model 3? I find it interesting that you’ve got hundreds of engineers, but not a one has yet to design a place where a girl can store her purse in a Tesla. It may not be the sexiest project, but it will certainly win you some points with the fairer sex, which must appeal to you. You are a ladies man, after all.

3. Brake Dust Is so Last Century

You know what’s cooler than flamethrowers? Clean wheels. Nothing is more satisfying that watching the whirl of metal around rubber as my car passes by. So why all the brake dust? I know you can find a solution for that one, Mr. Smartypants. I would really appreciate it. My wheels thank you in advance. 

4.  A/C on My Face + Heat on My Feet = Heaven

Long ago, Elon, before you started making cars, there was a company called Saab. Maybe you’ve heard of them. They had this brilliant idea to put cool air on the face and warm air on the feet. It was the greatest. Now that Saab is dead, you could steal this idea and call it your own. It’ll be our secret.

5. Autopilot? Meh. Auto-Ejectors? Hell Yeah!

Listen, I know you’re catching a lot of flak about those pesky Autopilot accidents...blah, blah, blah. Instead of focusing on that, I say go bigger! I don’t need a car to drive for me. I’m good like that. What I need is one or two of my vehicles' most annoying occupants removed at my command, so if you could go ahead and make an ejectable seat, that’d be rad. If you can get a get a rocket into space, surely you can get my mother-in-law out of my hair.

6. The Tesla Diet Program

I plant my tush in that driver’s seat every day, and let’s not kid ourselves, some days are better than others. So with all of your fancy-schmancy data analytics, I’d like to believe that when I sit down you can tell me how much I weigh, my lean body mass and my blood sugar. Note: I do not want nor do I expect any lip about drinking less alcohol, eating right or exercise—that’s not your job. Just the facts, Jack. Great.

There you have it, Elon. I understand that you’re a busy man with several companies to run, but if you have time to create an electrical grid in Australia, surely you’ve got time for me. Cheers!

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The Buick Grand National—and more specifically, the GNX—have a well-deserved reputation for providing outstanding '80s turbocharged power wrapped in a menacing all-black package. The path to the Grand National, however, is littered with turbo Buicks that haven't been given the same share of the spotlight. They're mostly carbureted cars that pioneered the use of forced induction for the domestic brand before it all came together in the fuel-injected Grand National and GNX packages.

Let's take a look at the turbo Buicks that paved the way for the GNX's high performance dominance by the middle of the decade.

1. 1976 Buick Century Indy Pace Car

Buick had paced the Indianapolis 500 in 1975, but it had done so using a vehicle motivated by a 455-cubic inch big block V8. For '76, that simply wasn't an option, as even the not-so-stock version of this motor couldn't offer the top end acceleration that was required on the track, so Buick decided to get creative with its 231-cubic inch, 3.8L V6. By slapping on a turbocharger that pushed out a whopping 20 lbs of boost, this carbureted six significantly outperformed the V8 when pushing past 90 mph, thanks to its 306hp (a hefty figure in the EPA-choked '70s).

The engine itself had an interesting history, with the design having been sold by Buick to Kaiser-Jeep in 1967 before being purchased back from new owner AMC by Buick once again in a bid to provide a more efficient, small-displacement option across its line-up. Although it would become the backbone of the brand's future turbocharging efforts, the Pace Car replicas sold to the public had either traditional 350-cubic inch V8s under the hood, or a much weaker naturally aspirated version of the 3.8L pushing out a third the horsepower.

2. 1978-1987 Buick Regal Sport Coupe/T-Type

1978 marked the year that the Regal first received a turbocharged drivetrain. Still carbureted, a 3.8L mill similar to that which had been used for the Century Pace Car was offered in the Sport Coupe model. Tuned to deliver 165hp and 285 lb-ft of torque (when equipped with a four-barrel carb, the two barrels dropped 15 and 40hp, respectively), the emphasis from Buick was still on efficiency, with the goal of providing eight cylinder power with six cylinder fuel consumption. Buick also introduced a knock sensor linked to an electronic spark control feature that would dial back ignition timing to prevent detonation, an innovative feature for the era.

The Regal maintained turbo power as a feature all the way until the GNX ended the party in 1987 (with the transition to the T-Type nomenclature occurring in 1983, and the addition of the Grand National model in 1984). Its power rating also shifted to 170hp/265 lb-ft of torque after a new head design was introduced in 1979, but the Regal T-Type returned to glory—180hp and 280 lb-ft of torque—in 1983 thanks to revised exhaust headers. T-Types transitioned to the same 200hp/300 lb-ft of torque, fuel injected versions of the 3.8L motor introduced in the Grand National in 1984.

3. 1978-1981 Buick LeSabre Sport Coupe

The turbo Regal's drivetrain was also on offer in the 1978-1981 Buick LeSabre Sport Coupe, with the latter downsized from its previous boat-like footprint (and without the need for the Regal's hood bulge to make it all fit). The Regal SC was far more popular than the LeSabre option, although the turbo was a full second faster to 60 mph than its standard V8 LeSabre. Fewer than 2,500 Turbo Coupe LeSabres were produced in total, compared to the tens of thousands of turbocharged Regals that sold during the same period.

The LeSabre lost its turbo street cred after the 1981 model year, but experienced an unusual coda in 1986 as part of Buick's strategy to add another vehicle to its NASCAR repertoire (alongside the Regal). To do this, it had to build a small number of street legal versions of its race car to satisfy the sanctioning body, and so the Buick LeSabre Grand National was born, a front-wheel drive H-body platform coupe. Sadly, despite the Grand National name, it never benefited from a turbo of its own, as the goal behind the limited sub-120 car run was to homologate a number of aero changes (including smaller rear windows) made to the LeSabre body to further improve its slippery nature on a track.

4. 1979-1981 Buick Century Turbo Coupe

Despite having been the forefather of Buick's turbo renaissance, the Century didn't gain a Turbo Coupe variant until 1979, a year later than its line-up mates, and a full three years after it had paced the Indy 500. Confusingly, there was also a "Sport Coupe" Century that offered a meager 3.2L V6, with the turbo reserved for the "Turbo Coupe," where it trumped the output found in its Regal and LeSabre siblings thanks to a better exhaust system design (175hp/275 lb-ft of torque). The Century was offered in both coupe and sedan editions, with the turbocharged engine, until 1981, when it became sedan only before transitioning to all-new platform in 1982 that left turbos behind.

5. 1979-1985 Buick Riviera

The Buick Riviera was the brand's flagship luxury car, and for 1979 it was completely redesigned to take advantage of a new front-wheel drive setup that, at the time, was touted as the leading edge of automotive modernity. It was only natural that the Riviera be granted access to the company's turbo toy chest and given its own version of the 3.8L V6.

Originally known as the S-Type from '79-'80 before transitioning to the T-Type naming scheme that lasted until 1985, the turbo Riviera's motor was fairly different from its predecessors in order to meet the packaging requirements of its front-wheel drive platform (including moving the turbo to the rear of the intake). Right out of the box—again, thanks to a free-flowing exhaust—the S-Type Riviera enjoyed a power boost over all other turbo Buicks, putting down 185hp and 280 lb-ft of torque. Another five horsepower were added in 1980, and while torque would dip somewhat in '81, it climbed back to 290 lb-ft by 1983.

A turbo Buick paced the Indy 500 once more in 1983 using a Riviera convertible, but one that featured a highly modified blown 4.1L V6 that never made it onto the street. By 1984 the move to sequential fuel injection, as with the Regal, pushed the 3.8L's output to 190hp and 300 lb-ft of torque, where it stayed until the end of its run.

Want to know which little-known cars got the Fox body? We found 3 fast foxes that weren't Mustangs!

When we went to Moab, Utah for Easter Jeep Safari back in March, there were a ton of JLs riding the trails with aftermarket parts. The car had been out for less than a year, but people had already designed high-tech upgrades to nearly all of its parts. In this crowd, it was tough to stand out, but leave it to Fabtech Motorsports to build a Jeep with all the right parts to make us pay attention.

This JL has been given Fabtech Dirt Logic shocks to give it a foot of travel in the front and 10 inches in the rear. Tucked under the famously cavernous wheel wells are 40-inch Nitto Trail Grapplers, letting this Jeep traverse any trail it finds. Fabtech designed their own armor for the new build, and gave it all the goodies, like a Bestop Soft Top, Magnaflow catback exhaust system, Warn Zeon 9000 winch, ARB twin-air compressor, Baja Designs LED lighting and an SPOD system to power and control all the auxiliary functions of the Jeep.

Watch the video above to see every part of this epic build!

Want to see more of this build? We have a full feature breaking down everything on this Jeep!

Adding on a small lift is almost a right of passage for many truck owners. With so many late-model trucks rolling off the factory floor with a nose-down rake, leveling kits have become almost as common of an upgrade as heavy-duty floor mats. While the factory nose-down stance is intended to keep the front of the truck from pointing skyward when a trailer is attached or heavy load placed in the bed, the nose-down look is an aesthetic few like. Luckily, you can pick up a leveling kit for under $100, making for a budget-friendly upgrade.

Since most leveling kits only alter the front suspension by less than two inches, there’s typically not much work or component cost involved. This slight bump in height is usually enough to not only remove the nose-down stance, but allow for a larger set of treads. The 2009 to 2018 Ford F-150 is a great example of a pickup that could use a nose lift. Given that the late-model F-150 4x4 uses a coil-over-strut design, you can easily place a spacer atop your factory strut to net you the lift required to level the truck.

We recently stopped by our local 4x4 shop to check out a 2013 Ford F-150 that was getting a Rough Country 2-inch leveling kit. While you can see highlights from the install in the video above, we’re looking into the details of the upgrade in the article below.

Rough Country has a few 2-inch leveling kit options. This one included the 2-inch front spacers along with a 1-inch rear block.

Installing the Kit

The composite spacer bolts to the top of the F-150’s OE strut. This allows you to retain your factory ride and makes for an incredibly easy bolt-on install.

Out back, a set of 1-inch blocks are placed between the stock block and springs. Secured by a new set of included U-bolts, this is a great option for those wanting a little rear lift, while reducing the nose-down pitch of the truck.

This truck owner was a fan of Bilstein 5100 series shocks, so he opted for a set of BIL33-253190. These nitrogen-charged units easily accommodate the extra inch of lift and are tuned for the late-model F-150.

Bigger Tires

With more space for larger tires, a set of LT275/65R20 Nitto Ridge Grapplers were installed. Since this pickup splits its time between jobsites and the highway, the hybrid all-terrain tire was a great fit. This 34-inch-tall tire also works well with the stock 20-inch wheel, so no trimming was needed.

The Results

Given this truck is typically hauling gear in the bed or has a trailer in tow, adding the 1-inch block will keep the nose of the truck from quickly pointing up. For those looking for a closer to level stance, we’d recommend forgoing the rear block. However, we’d strongly recommend adding a set of helper air bags to the rear of the truck, as any significant bed weight or trailer will bring the nose of the truck up. This can create some less-than-desirable handling dynamics, which can be especially dangerous while towing.

Hey, F-150 fans! Did you know you can now get Ford's best-selling pickup with a diesel? Here's what you need to know!

When you hear Camaro vs. WRX STI, you probably don’t think “classic rivalry.” The competition between Chevy and Subaru isn’t exactly heated, and they don’t have the same sort of competing performance divisions like BMW and Honda do. We’ve had a few episodes—four and five—dig into that specific battle.

However, when you look at the specs, this battle is astonishingly close. You may be surprised to hear that despite the difference in time and make, both of these cars have nearly identical weight and horsepower figures. Now this battle is shaping up.

Let’s meet our challengers. First up is a ’72 Chevy Camaro owned and driven by George Dias. Then we have Brian Gladish driving a ’15 Subaru WRX STI.

1972 Chevrolet Camaro

There’s nothing quite like the smell and roar of a classic muscle car. It’s the sort of car that grabs attention wherever it goes. This, along with George’s long-held affinity for the second generation F-body, led him to pick up and begin building his Camaro.

When it comes to the build, we have to start with the engine, which is a 383 stroker built by Blue Print Engines that cranks out 465hp. Even though George has always built his own engines, he decided to use a crate engine on the Camaro. After going through a few different options, he went one from Blue Print Engines that has had all of its rotating components machined, balanced and blueprinted for maximum performance.

On top of that, he’s added a roller cam, 1.65 roller rockers, aluminum heads, Hooker headers, a Proform 750 carburetor, a K&N E-3743 14”x 3” air filter and a custom 3-inch exhaust installed by Proformance Muffler using Flowmaster 40 series mufflers. The Turbo 350 transmission is mated to a B&M shifter, helping get the most out of every gear.

Despite how impressive the engine setup is, George feels that the suspension upgrades help him on the track the most. Underneath the car is a Hotchkis TVS Stage 2 total suspension kit with upper and lower A arms, rear H springs, Hotchkis sway bars, GPD preload springs, Fox shocks and Competition Engineering subframe connectors. Could this be the upgrade that puts George over the top?

To help the Camaro slow down in the corners, George added Wilwood brakes in the front and drums in the rear with Herb Adams modifications. For wheels and tires, George uses Nitto NT01s on American Racing Torque Thrust Wheels with widths of 245 out front and 275 in the rear.

The interior is made for racing as well, with a four-point roll bar, five-point harness and competition seats.

George has been autocrossing and track driving for six years, so he knows his way around a track. He started racing with his 2002 Ford Lightning, which we've seen before and happen to think is a pretty awesome ride.

2015 Subaru WRX STI

When it comes to cars you can see racing on the track and buy at the dealership, there are few more iconic than the WRX STI. Its rally racing pedigree needs no further explanation. The WRX STI Brian drove in this battle has had copious upgrades to make it go faster and corner better.

Even before the upgrades, of which there are numerous ones available in the aftermarket, the car is a serious competitor. The weight is incredibly well balanced, and it comes with symmetrical all-wheel drive. The STI designation is also more than just a badge, giving it a fantastic six-speed transmission, driver controlled center differential controls and greater power and torque from a higher-displacement engine.

These are the sort of things that make Brian love the car. It’s easy to upgrade, delivers the power and is well balanced.

Speaking of that engine, Brian has a built engine as well, this one a closed deck block built in-house by their company, Prolific Autosport. It has also been given mild ported heads with Tomei Poncam camshafts and 1300cc injectors.

To up the power even further, Brian added a Tomei twin scroll turbo and, even more important in his mind, a COBB access port tune that allows him to run both E85 fuel and 91 octane pump gas, with different horsepower levels for each tune. With the timing turned up for E85, the engine puts out 420hp, and it gives 350hp with pump gas.

On top of all this, he has given the car a twin plate Competition clutch, upgraded fuel pump, Setrab oil cooler, Tomei catted downpipe and Tomei titanium cat-back exhaust system.

The suspension and brakes have been given the aftermarket treatment as well. Brian has given it a Mann Engineering custom valved suspension, which he thinks might be the most impactful upgrade on the car. That makes two drivers who feel that their suspension could bring them victory. This could be a battle that is won in the corners.

His WRX STI has also been given a Whiteline Roll center adjustment kit, front and rear sway bar upgrades and Project Mu club racer pads with stainless steel brake lines and DBA rotors. He is using Nitto NT01s as well, to keep the battle as close as possible.

Like George, Brian is no stranger to the track, having participated in club events and open track days since 2003 in cars as diverse as a 1967 Ford Mustang, 1997 Subaru Impreza Brighton Coupe, 1992 Honda Civic EG hatch and Honda AP1 S2000.

While this battle may have seemed odd at first, the two drivers and their cars are oddly similar. Their weights are similar. They put out similar horsepower figures. Both drivers are veterans of the track who have experience building engines, and both think that their suspension upgrades can take them to victory. Who will come out on top? You’ll have to watch the battle to find out.

Like the cars in this battle? We have a bunch more battles for you!

Last weekend Toyota brought out a camouflaged prototype version of the long-awaited A90 Supra to the Goodwood Festival of Speed, and media and fans alike were trying to learn everything they could about the upcoming car. One representative from Road & Track got a chance to talk to chief engineer Tetsuya Tada, who confirmed rumors that there will be four-cylinder version of the new Supra available alongside the six-cylinder version.

Info suggests the four-cylinder Supra will make 262hp from its BMW-sourced 2.0L turbo engine, down from a rumored 335hp for the six-cylinder variant. Naturally, the lower-powered car will be cheaper and also deliver improved balance, with less weight over the nose.

While the idea of a Supra with a four cylinder engine might sound strange, for its first two generations the Supra was simply a Toyota Celica with a longer nose and a straight six instead of the usual four-cylinder. We doubt the new four cylinder A90 will wear the "Celica" name.

Tada even went as far as to declare the four cylinder Supra as the choice for those who plan to swap out the engine for something like a 2JZ. We guess it will only be a matter of time before someone is rolling around with a single turbo 2JZ A90.

Whether it's the six cylinder or the newly confirmed four cylinder model, the biggest thing we don't know is how much they will cost. At any rate, there's no reason to think that having a more basic, more affordable model available is a bad thing, especially if the chassis is as good as it's rumored to be. Like everyone else, we'll just be here waiting for Toyota to spill all the info and show the final car.

Goodwood isn't the only place to see the Supra. It's also coming to NASCAR.

California is many things. It's a state known for its picturesque coastlines, majestic mountain ranges, booming technology and glamorous film industry, but a safe haven for car enthusiasts, it is not. In fact, many would call it quite the opposite. Although California leads the nation in clean air due to its hardline policies on emissions, it has had a severe impact on the options left for an average car guy who wants to swap in a more powerful engine. But that didn't discourage Steven Guevara from pursuing his goal of owning a smog-legal, LS-swapped Nissan 240SX.

Steven is like many Southern California car enthusiasts. He enjoys both the tuner world, as well as domestic power, and can appreciate a well built vehicle no matter what it is. After attending his first Formula Drift event around six years ago, Steven knew it was time to build a lightweight, fast, RWD street-legal car he could put on the AutoX course. Knowing what he wanted to build from the beginning helped him collect only the parts he needed, and minimized what he was going to part out or remove. Steven found a shell of an S13 for sale, and didn't hesitate to bring it home. "Starting out with something that is already blemished made it easier to start cutting into than a perfectly good body," Steven explained. 

An Engine Made for California

Next came time to choose a power plant. Steven needed something powerful, but easily installed into the S13, and above all, an engine that would allow him to stay street-legal. Luckily for Steven, such a package does exist. Chevrolet Performance offers an eRod LS3 crate engine that is California emissions compliant, and can be swapped into vehicles for consideration from the Bureau of Automotive Repair (BAR) to deem as an exemption. But simply getting this highly sought after tag from the BAR is not the end-all for swapped vehicles. They are still subject to smog inspections in California just the same as any other vehicle. However, the eRrod LS3 package adheres to California's regulations and, as long as the emissions equipment is not modified, can be legally driven on the street.

Upgraded Transmission

Steven didn't hesitate. The eRod crate engine he ordered from Summit Racing showed up, and next was the transmission. Steven went with a Magnum T-56 6-speed manual transmission, also from Summit Racing. Having a brand new drivetrain with literally zero miles on it made the installation much easier, especially with a CX Racing swap kit that includes mostly everything needed to drop an LS-based engine into an S13. The only modification Steven made to fit the LS3 was a little massaging of the transmission tunnel to make room for the larger T-56. 

New Suspension

Once the drivetrain components were in, Steven began adding to the rest of the car. Although this S13 is street-legal, its main purpose is for the track. This means the bare essentials are all Steven needed, which also helps keep the weight down. Suspension components are vital to an AutoX car, so Steven installed a set of Powered by Max coilovers all around. In addition, he also installed a set of front limit break control arms from Max as well. Max limit break hats were also installed on the coilovers to provide for nearly infinite adjustability in caster and camber, which is vital for Steven's needs. With 70 degrees of parallel steering angle, this S13 could really get sideways.

Tesla Brakes

All that power and handling performance is meaningless without adequate braking, and this S13 has no shortage of it. Steven got a bit creative, and utilized a set of front brakes from a Tesla with 4-piston calipers. The rear brakes are also from a different car, this time a Z32 300ZX. Steven installed a hydraulic braking system for the rear, which is independent from the foot brakes, essentially making the rear a 4-piston setup when both the foot and handle are used together. But having a manual transmission means a parking brake is also needed, so Steven cleverly used a drum from the 300ZX to keep his S13 from rolling away on its own.

Rolling on Nittos

With over 360hp at the rear wheels, the stock rear differential and axles don't stand a chance. Steven swapped in a rear end from an Infiniti Q45, a popular stand-in for the weak S13 differential. Larger axle shafts were also used to handle the extra power. Lastly on our journey through this S13's drivetrain came the tires and wheels. Steven knew he would be driving this 240 on the streets, as well as competing in local AutoX and drift events. He wanted to run a setup that allowed him to effortlessly transition to and from motorsports. Nitto NT05s were the perfect fit. With a set of 265/35ZR18s up front, and 295/35ZR18s in the rear, Steven has the fitment he wanted with the performance he needs. "I wanted something very wide, with a low profile, and the NT05 was the perfect tire for that," Steven says. With superior grip in the corners and straights, the NT05 continues to impress Steven both on the street and on the track. They are tastefully paired with a set of Miro Type 398 wheels in satin black. 

Preliminary Results

Steven's first track event was at LS Fest West this year, at Las Vegas Motor Speedway. After his sway bars came in the Wednesday evening before the event, he stayed up all night installing them and performing his own alignment before driving out to Las Vegas. After several AutoX runs, Steven is extremely impressed with the handling and performance of his street-legal S13. "My best time was a 38.001, and I'm hanging with brand new Camaros," Steven explained enthusiastically. Even if he doesn't win the event, perhaps the biggest win of this story is a California-based auto enthusiast who took the proper channels to build his dream car which he can enjoy for years to come, both on the track, and off of it, worry free.

Want to see everything else we saw at LS Fest West? We have a full gallery of all the action at the event!

3,000hp engines, triple-digit boost and the ultimate display of power. None of it would be possible without the cutting edge turbo technology that exists in today’s diesel landscape. On everything from Super Stock pullers to quarter-mile-killers, and nitrous-fed dyno slayers to insane street trucks,  Be it for all-out horsepower, affordability, class rules or personal preference, triples, compounds and massive single turbo arrangements all have their place in the high-end diesel engine hierarchy. Below, we’ve catalogued five extreme examples of each turbocharger configuration, how it works and why it performs so well in its intended application.

Fasten your seatbelts—this lesson in forced induction is brought to you by some of the most powerful machines in diesel motorsports.

Triples

Triples = More Cost-Effective?

Believe it or not, triple-turbo arrangements in the Super Stock truck pulling world are more about reliability and affordability than they are about overall horsepower. Sure, three turbos can be more advantageous than two for all-out power production, but in a two-stage configuration the use of three chargers provides for two turbos to act as one large atmospheric unit. This allows the two low-pressure turbos to effectively share the workload and doesn’t necessarily require them to be equipped with exotic components such as ball bearing center sections in order to keep them alive. The result is less wear-and-tear on the atmosphere chargers and a lower overall cost for this type of triple-turbo system.

130 PSI of Boost, 5,000 RPM and 3,000HP

On Cody Hastings’ 12-valve Cummins-powered, four-wheel drive Super Stock ‘10 Ram coined “Against the Grain,” you’ll find two Holset HC5A-derived chargers built by Columbus Diesel Supply out front and a third Holset-based, CDS-built turbo (albeit with a ball-bearing center cartridge) bolted to a T6 foot Steed Speed exhaust manifold—a common setup for this particular class of vehicle. A Haisley Machine Super B engine consisting of a concrete-filled, sleeved and deck-plated 6.7L Cummins block survives the 130 psi worth of boost Hastings’ turbos turn out while storming down the track at 5,000 rpm. At full song, this particular Super B Cummins belts out an estimated 3,000hp.

Matt Clemons’ “Alter Ego” Super Stock Puller

The center drive Super Stock Chevrolet owned and driven by Matt Clemons is another example of what a triple-turbo’d Haisley Machine Super B Cummins is capable of. Thanks to a similar two-into-one turbo arrangement, Clemons’ engine produces north of 2,700hp and spins as fast as 6,000 rpm. The two-stage system makes use of two HC5A Holsets out front (with compressor wheel inducers measuring 99mm) and a 105mm ball-bearing unit from Columbus Diesel Supply attached at the exhaust manifold. Combined boost checks in at an incredible 150 psi and elaborate water injection and water-to-air intercooler systems combine to keep exhaust gas and intake temperatures from skyrocketing. To prevent the high-dollar manifold charger from ever overspeeding, a wastegate bleeds off extra drive pressure by dumping into the rear hood stack.

Compounds

The Scheid Diesel Dragster

When it comes to the fastest of the fast in diesel performance, the buck stops with the Scheid Diesel dragster. The 300-inch Spitzer chassis’d, Cummins-powered rail has been a mainstay in diesel motorsports for more than a decade, and throughout that time its engine combination has undergone a slew of changes. However, there was never a time when the engine wasn’t saddled with a set of compound turbochargers. The last time we talked shop with the folks at Scheid, the dragster was sporting an 88mm Garrett-based charger from Precision Turbo & Engine as the manifold/high-pressure unit and a massive Holset HX82 with a 114mm compressor wheel inducer as the atmosphere/low-pressure unit. Thanks to a 66mm wastegate, combined boost on the Scheid rail is limited to 140 psi, yet the engine produces in the neighborhood of 2,500hp.

Bottom 6s & 225+ MPH

So what has all this horsepower done for the Scheid rail? It’s allowed them to reach a top speed of 226 mph in the quarter-mile (a diesel record). It’s provided them a best E.T. of 6.31 seconds (also a diesel record), and it’s also allowed them to go rounds in the NHRA’s Top Dragster class on occasion. Perhaps most importantly, its constant presence at major national events has put modern diesel performance on display out in front of the masses on a regular basis.

Power Stroke Dragster

Breaking away from all the Cummins power plants, we bring you the Power-Stroke-equipped rail campaigned by Snyder Performance Engineering. A custom compound turbo arrangement combines a massive, BorgWarner S500 frame turbo with a 96mm compressor wheel inducer and an S475 together—a duo that’s capable of building 150 psi of boost. Using a 6.7L Ford Power Stroke as the car’s foundation for power, the block was filled and the cylinders fitted with Carrillo rods and Mahle-based/SPE-massaged pistons, along with a custom grind camshaft from Colt Cams. 

8s With Ease

Tipping the scales at 2,490 pounds, so far Snyder has been able to effortlessly pilot the dragster into the 8s. To date, the S596 over S475 compound arrangement has carried the rail through to a best quarter-mile of 8.43 seconds at 170 mph, despite a very easy launch. Still, the dragster’s 8.43 makes it the second quickest Power Stroke-powered vehicle in existence, at least in terms of drag racing. Better yet, just 850rwhp was needed to achieve that 8.43-second pass. With plenty of fuel and a two-stage Nitrous Express system yet to be fully utilized, 7-second potential would be understatement for this Ford-powered hot-rod.

Big Single

Wes Kusilek’s Cummins-Killing Duramax

Instead of opting for compounds or a two-stage triple-turbo arrangement for his Super Stock pulling engine, Wes Kusilek and the Cummins Killer team rely on a big single to get the job done. A very big single. In fact, it’s the same charger you’ll find on a lot of Pro Stock tractors, the 3,000hp+ show-stoppers of the tractor world. Instead of feeding 680 cubic inches and six cylinders, Kusilek’s turbo feeds 460 cubes and two additional cylinders. Holset-based and built by Columbus Diesel Supply, the husky charger features a compressor wheel with a mammoth-sized, 5.25-inch diameter inducer (133mm)!

6,000+ RPM, 100+ PSI Boost, 2,600HP

Once the Wagler Competition Products DX460 Duramax is throttled up to full song (it spins as high as 6,500 rpm), the giant Pro Stock charger turns 90,000 rpm and more than 100 psi of boost is produced. In conjunction with a wild common-rail injection system that employs five high-pressure CP3 pumps, Kusilek’s engine made 2,570hp and 2,854 lb-ft of torque aboard the engine dyno in 2016. While these power figures may put him a few hundred ponies shy of the Super Stock class’s front runners, on the right track and in the right conditions, Kusilek’s GMC—one of the lone Duramax-powered GMs competing in the Super Stock field—can hang with the best in the business.

Contributing Photographer: Amy Snyder of Snyder Performance Engineering

These turbos are crazy, but have you ever wondered how much your stock turbo can take? We found out!

In recent months all of the Toyota sports car talk has been focusing on the upcoming Toyota Supra, a car that will surely reignite some passion when it eventually goes on sale. In the meantime, Toyota still makes a great driver's car called the 86, and for 2019 the car is getting a limited edition TRD model with some interesting performance and cosmetic upgrades.

While the car won't have any additional horsepower when compared to the normal 86 models, it does get some substantial upgrades to the suspension and brakes that should further improve on the car's handling-focused, driver-focused capability.

Some of the biggest upgrades on the TRD Special Edition are a set of new SACHS dampers to tighten up the handling, and a Brembo brake setup with four-piston calipers up front. It will also get new 18-inch wheels with higher performance tires than the standard 86 models.

As for the exterior, all TRD Special Edition 86s will be painted in Raven Black with special TRD stripes and badging using the iconic red, orange and yellow colors that recall all of Toyota's racing accomplishments over the years. There's also a full TRD body kit and exhaust system.

The car also gets some unique appointments in the interior, including a red and black steering wheel, red and black bucket seats and unique upholstery over the instrument cluster.

We still aren't quite sure what's to become of the 86, particularly after the Supra arrives in showrooms, but it's nice to see that Toyota hasn't forgotten about the good old 86. This TRD Special Edition should be the best-performing stock example ever sold in the US.

If you'd like to get one, we suggest acting quick because just 1,418 TRD Special Editions will be built. It will sticker for $32,420 and be available in August along with the rest of the 2019 Toyota 86 lineup.

Did you hear what Toyota announced at Goodwood? The new Supra will also come with a four-cylinder engine.