We’ve long considered the Rolex Monterey Motorsport Reunion to be the best part of the annual Monterey Car Week because it’s the place where the cars aren’t just driven, but raced—usually quite hard.

While the roster for the Rolex Reunion typically includes race cars of every shape and size spanning nearly nine decades, there are always a few race groups that are fan favorites.

One of these is the 1966 to 1972 Trans Am group, where the world famous Laguna Seca track is taken over the by the sights and sounds of all-American V8 powered racers from the glory days of the SCCA’s big displacement sedan racing.

From the iconic Camaros, Mustangs and AMCs to lesser known entries like the Ford Falcon and Pontiac Tempest, there’s nothing quite like watching these historic American machines fight it out around the track with their screaming small blocks, getting sideways and dancing around on their period-sized rubber.

Watching the vintage Trans Am racers go at it also has us pondering the idea of a modern Trans Am series with similarly-prepared Mustangs, Camaros and Challengers once again battling it out on the racing circuits of North America. How cool would that be?

In the meantime, for those who weren’t able to make it out to the Rolex Reunion to witness the Trans Am glory first hand, we’ve gone ahead and put together a gallery that might be the next best thing to being there. Enjoy!

There was much more than Trans Ams at Monterey. There was also a massive show of all the most iconic Lancias!

After the rain left and the sun set, the battle in Texas came down to the two Worthouse teammates of Piotr Wiecek and James Deane. Deane, leading the points race, was looking to tighten his grip on the championship, while Wiecek was desperately trying to stay in contention. The two stayed close through the first run, but a mechanical problem derailed Deane in the second one, giving Wiecek the victory. Fedric Aasbo finished third over Team Nitto driver Chelsea DeNofa due to his higher qualifying position. 

Despite the rain, the competitors threw down some amazing runs, in both qualifying and the tandem battles. Qualifying was highlighted by James Deane's 98, somehow made after the rain had started falling. We were partial to the epic battle between Wiecek and Vaughn Gittin Jr. in the Nos Energy Great Eight, with the two banging doors until the end. 

With only one race to go, Wiecek is still mathematically in the hunt, but the battle is realistically down to Aasbo and Deane. Who will walk away with the championship and the glory? Stay tuned to Driving Line to find out.

Want more from Texas? We have a full article detailing all the action, from qualifying to the final battle!

These days it seems like high-end automakers are all about broadening themselves and expanding into new, more lucrative segments, namely luxury sedans and SUVs. We've already seen brands like Porsche and Lamborghini expand in those directions, and Ferrari too is planning on expanding its offerings to capture the SUV and sedan markets. This car, however, is most certainly not that.

In fact, the just debuted, limited production Ferrari Monza SP1 and SP2 are about as far from a plush SUV as you'll ever get. They don't even have windshields. What they do have is the most powerful engine ever put in a road-going Ferrari and a stripped down, back-to-basics look that recalls the elegant, open-top racing Ferraris of the past.

The SP1 variant only has a single seat, while the SP2 naturally doubles passenger capacity to two, and the small windscreen ahead of the instrument panel is said to deflect the air just enough to make things bearable on the road.

The Monza will be powered by a slightly upgraded version of the 812 Superfast's V12 and will make a neck-snapping 809hp, an astonishing amount considering the cars will only weigh about 3,300 lbs.

While the power and technology is no doubt impressive, what's most interesting about the Monza is the design. In an era of angular, wind-tunnel honed hypercars, the simple, non-cluttered lines of these cars are a breath of fresh air.

Of course, that breath of fresh air is going to cost you. Ferrari hasn't announced pricing for the Monza SP1 and SP2, but with just 500 examples scheduled for production, it's sure to sell out regardless of the price.

As for the rest of us, we'll just have to enjoy the lines from a distance or perhaps get a chance to virtually hop behind the wheel whenever the Monza inevitably makes it to the latest racing game. Whether real or virtual, with its incredible performance and unmistakable design, the Monza SP1 and SP2 are sure to be instant classics.

There were more than a few Ferraris that went for ridiculous amounts of money at the Monterey Motorsports Reunion. 

An inevitable truth about the internal combustion engine is that each one produces some level of blow-by: the gaseous combination of oil vapor, unburned fuel and soot that makes it past piston rings during the combustion process. While OEMs offer closed crankcase ventilation (CCV) and/or positive crankcase ventilation (PCV) systems to keep oil and fuel from re-entering the intake tract, none are 100-percent effective at stopping it. For decades, enthusiasts and automotive-minded people everywhere have turned to the use of catch cans in order to keep oil from recirculating back into their engines. One company on the leading edge of catch can technology is Mishimoto of Wilmington, Delaware. Its latest product, a universal carbon fiber baffled oil catch can, offers highly efficient air-oil separation, easy serviceability and unmatched cosmetic appeal, all in a compact, lightweight package.

If you’re making considerably more horsepower than stock, chances are pretty good that your engine is creating more blow-by than stock. This is especially true in diesel applications, where forced induction and direct-injection contribute to a fairly extreme combustion process. In possession of one of Mishimoto’s carbon fiber catch cans, we decided to install it on an engine notorious for its blow-by issues: a 7.3L Power Stroke. Equipped with a CCV system from the factory, the integrated breather filter does a poor job of stopping oil from migrating back into the intake stream. This contributes to blown intercooler boots under high boost conditions and premature deterioration of the boots themselves. Thanks to a Cyclone baffle design being incorporated into Mishimoto’s carbon fiber catch can, all of that is a thing of the past for the 7.3L candidate we installed it on.

For a closer look at how Mishimoto’s new carbon fiber catch can works and just how easy it is to install, keep scrolling south.

First-Class Packaging

While we agree that Mishimoto has created one of the sleekest catch cans on the market, the top-shelf packaging makes for a great first impression. We typically don’t swoon over packaging—we’re more interested in the part inside the box—but the overall presentation is worth admiring before digging in. We’ll note that, as a universal product, no hoses are included.

More Charm

Once the box is removed from the clear plastic it ships in, the lid opens by pulling the nylon tab located on the side of the box. The lid is magnetic, so there is no tape, adhesive or staples to remove. Upon opening the folded lid, you’re met with a Quickstart Guide booklet for the catch can that doubles as a product brochure. You also get a Mishimoto sticker. Once again, we stopped and took note of the first-rate packaging. So far, things looked like a million bucks—and we hadn’t even pulled the catch can out of the box yet.

Improved Aesthetics

With the catch can freed from the snug-fit, plastic mold it ships in, we had the ultra lightweight, carbon fiber assembly in our hand. Not only does the 3K twill weave carbon fiber body reduce weight over competing products, but it looks absolutely killer. The base (up top) is made from 6061 aluminum.

What’s Inside

A quick, quarter-turn of the carbon fiber body separates it from the base, which makes oil level inspection an effortless process. The catch can body’s 7.4-ounce fluid capacity lengthens service intervals as well. Secured to the inside of the catch can base you’ll find a high-flow filter, which adds protection without affecting CCV pressure in high-boost applications.

Cyclone Baffle

Inside the body, a baffled (and indexed) insert is utilized. For optimized air-oil separation, Cyclone baffle technology is employed, with the baffle’s blades designed using computational fluid dynamics. This style baffle removes oil from the CCV system very efficiently, allowing only air to return to the engine.

Performing the Install

In order to access the factory CCV breather filter on our 7.3L Power Stroke test candidate, the cold air intake had to be removed. On all 7.3L engines, the breather filter (i.e. “doghouse”) was located at the driver side rear valve cover. Another upside to running the Mishimoto catch is that it’s possible to utilize an aftermarket cold air intake void of a provision to accommodate the factory 90-degree CCV elbow (such as the Irate Diesel system shown above).

Tapping Into a 7.3L's CCV System

The factory CCV filter breather box is sealed to the valve cover via O-rings on a 7.3L Power Stroke. Similar to many other systems, the 7.3L’s CCV system allows crankcase vapors to be drawn into the engine’s air intake circuit while the breather filter, in theory, keeps oil from migrating into the intake system. However, and as we mentioned in our introduction, the 7.3L is notorious for its blow-by issues, which was reason enough for the owner to route his CCV gases to atmosphere. The hose shown attached to the CCV filter breather box above will send blow-by to the Mishimoto catch can, where oil consumption for the high-mile Power Stroke can be better analyzed, before being vented to atmosphere.

O-Ring Sealed, Aluminum Fittings

With a spot picked out to mount the Mishimoto carbon fiber catch can, both ½-inch M16 x 1.5 aluminum fittings were installed. After their O-rings were hit with a coat of fresh engine oil, one was threaded into the inlet port, the other into the outlet port and each was tightened up using a 17mm socket and ½-inch ratchet. Mishimoto also offers an optional 90-degree swivel banjo fitting, as well as a catch can petcock drain kit for its carbon fiber catch can.

Multiple Mounting Options

To check the catch can’s fluid level during oil change intervals, the owner mounted the Mishimoto catch can along the driver side frame rail, not far from the oil filter’s location. Above, you can see the catch can being mocked up before any holes were drilled. Made from CNC-machined aluminum, the bracket can be mounted as shipped or rotated 180 degrees to suit different mounting preferences. The bracket makes use of 5mm hex head mounting screws.

Stringing Hose

Once the catch can bracket (and base) were mounted to the frame rail, we routed the hose we’d previously connected to the CCV breather filter to the ½-inch inlet fitting on the Mishimoto catch can. From there, the hose was cut to fit, pushed over the barb on the fitting and received added clamping insurance in the form of a hose clamp.

Aesthetically Pleasing, Fully-Functional

The last item of business entailed adding a short section of ½-inch hose to the outlet fitting on top of the catch can. Once the hose was forced onto the barbed outlet fitting, it too was graced with a hose clamp. Then the rest of the hose was routed along the frame rail and secured via zip ties, followed by the quarter-turn install of the carbon fiber catch can body and a test drive.

In need of a radiator for your 6.4L Power Stroke? We tested it out!

Right now, many of fans of the Forza franchise are anxiously awaiting the release of Forza Horizon 4, which will let players loose across an expansive UK-based open world.

While everyone is excited for the release of Horizon 4, that doesn’t mean that Forza Motorsport 7 has been forgotten. In fact, Turn 10 Studios recently released an update for the game that includes a revamped drag racing mode.

Forza games have long had a type of drag racing mode, but it was quite simple in its presentation and didn’t feature any of the intricacies that make drag racing a lot more than just stabbing the throttle and driving in a straight line.

Realistic Drag Racing

The new Experimental Drag Mode, which was added with the recent September Update, is a massive improvement and much closer representation of what drag racing is really like.

The drag mode takes place on the existing Dubai course, but the 1/4-mile section of pavement has been repurposed specifically for drag racing.

While in the past you simply began your run when the game told you to, one of the biggest changes to drag mode is the addition of a fully functioning Christmas Tree complete with countdown lights.

Just like real drag racing, nailing your reaction time is critical, and if you leave to soon, you’ll get a redlight, disqualifying your run. It’s a welcome change from the overly simplistic system that was there before.

More Times Means Better Runs

Further adding to the depth is the fact that the game now records your 60-foot time, which any drag racer will tell you can be just as important as the quarter mile ET itself, because it tells you a lot about traction and how quickly you are leaving the line.

At the end of the run the game will also record your trap speed, which again tells you a lot about what the car is capable of once it hooks up and goes.

Again and Again

Finally, and perhaps most importantly, the drag mode allows you to quickly run again without having to waste a bunch of time staring at loading screens. This makes it much easier to find the fastest way down the track.

As with real drag racing, it’s all about managing the launch and finding the balance between spinning wheels and finding traction. Being able to quickly hop back in to try again makes it a lot more enjoyable.

Spinning Wheels

With that said, it’s still not a perfect or fully accurate simulation of drag racing. You still can’t do a burnout before the run to heat up your tires or actually roll up to the staging lights yourself, both things that would make the mode even more realistic.

Speaking of tires, while you can buy a drag tire compound for any car, they still don’t feel wide or sticky enough. No matter how wide the tire is, they always seem to spin wildly despite your best efforts, even on AWD cars.

At some point we’d love to see the ability to add giant drag slicks with big sidewalls to soak up the twist, along with the ability to run a high stall drag transmission or dial in launch control on the more modern cars.

Crazy Fun

Even so, we had a ton of fun with the expanded drag mode, which is a great place to play around with Forza’s vast and diverse lineup of cars. Even the slower stuff can be a lot of fun to take down the track as you try to squeeze every last bit of performance from their meager engines.

Then of course you can also use the drag strip to test out some of the crazy builds Forza allows you to create, like a big horsepower turbocharged Meyers Manx or a V8-swapped Chevy Vega.

You can also have some fun trying to drag race cars that were never built for the quarter mile. Just be warned that you’ll be going sideways quite often as you try to launch a 500 or 600hp Group C car from a stop.

Our Verdict

Overall, we had a ton of fun playing around with the new mode, and if it’s been a while since the last time you fired up Forza 7, the new drag racing features might be a good reason to fire it up again—or to help you pass the time until Horizon 4 arrives.

While it might not necessarily be a game-changer, the inclusion of a deeper, more realistic drag racing mode is a welcome addition to the already deep Forza 7 experience, and we hope that it will only be expanded when Forza 8 arrives—likely about one year from now.

We stream Forza every Friday at 4 p.m. PT on Facebook. Join us!

It seems like each year, the summer months in SoCal bring yet another new automotive fest or two: Bimmerfest, Subiefest, Nissfest, etc. Some of those seemingly have been happening since the dawn of time. Others are still very much on the ramp-up. After attending this season's latest sophomore "fest," one thing remains clear—they're all a pretty good time!   

Enter Mazfest, a Mazda-only track day/show thrown by the good folks at eXtreme Speed Track Events for owners/drivers/tuners of all things Mazda. While die-hard rotary and vintage heads are always invited (even though they'd probably opt for that other annual Mazda event), Mazfest caters more toward enthusiasts of late-model piston-engine Mazdas, like the Mazda2, Mazda3, CX-series utility vehicles, MazdaSPEED trims and, of course, the venerable MX-5 Miata roadster.  

This year’s event included Mazda-only run groups around Willow Springs’ tight and tumultuous Horse Thief Mile circuit (best suited for small, nimble sport-compacts), a competition round of the Roadster Cup time-attack series and a judged show for everything Mazda.

In addition, eXtreme Speed hosted several open run groups for eligible cars of any make/model, from vintage Mercedes sedans to Lamborghini Super Trofeo race cars.

Together with the adjoining general parking area, open pit/paddocks, great spectator vantage points and even an on-site Italian ice vendor (track temps were 110+ degrees, so...yeah), this year’s Mazfest gathering left us feeling content from a good day with friends at the track, but also looking forward to seeing one of SoCal’s newest fests grow in size and enthusiasm in the coming years.

For more from Mazfest, flip through our gallery above.

Ever wonder what a bone-stock 1993 Mazda RX-7 R1 drives like now? We found out!

The car world has something to offer just about everyone with any kind of taste, from sophisticated—like the Concours d'Elegance and Grand National Roadster Show—to action packed—like Formula Drift, Ultra4 and Laguna Seca—and everything in between. While these modern marvels excite and entertain, these don't always scratch that itch of returning to one's roots. Fortunately for traditional hot rod enthusiasts, Colorado's Hot Rod Hill Climb does just that and more!

The revamped Hot Rod Hill Climb came to fruition in September of 2013. Mike Nicholas of Nick's Garage had previously come across an article in the March 1954 issue of Hot Rod Magazine detailing a hill climb held in 1953 and 1954 up Leavenworth Mountain just outside of Georgetown, Colorado. This would later become the inspiration for the modern-day throw-back event.

The Origins

As the story goes, a local sports car club had sanctioned a hill climb up the mountain in 1952. Having gotten word of this, a handful of local timing associations and hot rod clubs decided to put on their own race in 1953 with the intent of proving their cars superior to their sports car rivals just a week after the sports car club's second annual event.

With traditionally modified hot rods, the clubs and timing associations went out with a bang, proving they could drive their cars to the top of the dirt switchbacks significantly faster than the sports car owners. In 1954, the hot rodders raced again. Unfortunately, this hill climb was the last, as the government passed legislation outlawing racing on Colorado roads shortly after.

Beginning of a New Era

The article in Hot Rod peaked Nicholas' interest, so much so that he found himself rereading it on a number of occasions. However, it wasn't until he received a bit of a push from Meldon Van Riper Stultz III, promoter of The Race of Gentlemen, that Nicholas set forth to recreate the famed race as authentically as he could. The first new Hot Rod Hill Climb took place on September 14, 2013, just in time to celebrate the 60th anniversary of the original event. It even went up the very mountain its predecessor had used in 1953 and 1954.

It's been five years and six Hot Rod Hill Climbs since that race, and it continues to draw more and more traditional hot rod owners and enthusiasts to the Colorado mountains each year. The event has gone from around 40 cars and only a few dozen spectators to nearly 150 race participants and hundreds of attendees there to watch the nostalgic race. Though it's more than tripled in size, moved locations for extra space and grown exponentially as a must-see event, the Hot Rod Hill Climb still remains loyal to its roots and wrapped in tradition. Most of that is thanks to Nicholas.

More Than Just Cars

“The Hot Rod Hill Climb, to me, is about the people, the cars, [and] the setting, but mostly about the people,” Nicholas told us at the sixth annual event. “The people at the event can do nothing but smile and have a great time. We are seeing more and more women and more of the older generation coming out with hot rods and having the time of their life. The motivation behind this event for me are those smiles and to see those people having the time of their life and enjoying these old hot rods. Hot Rod Hill Climb is a place where our social media lives become a reality and we live in those moments that are captured.”

This year, the Hot Rod Hill Climb saw over 150 competitors from all over the country, all with pre-1960s-style hot rods, as well as a couple from Canada and even one driver from Australia. No matter if it was their first year attending or their sixth, everyone talked about the great fun, true enjoyment of getting to drive their traditional hot rods and pleasure of being able to participate in an event that offers so much more than your typical car show.

Vintage Hot Rods

When we asked five-time Hill Climb competitor “Conway” what makes the Hill Climb so special and different from any other car event, he told us, “Because you're not sitting in a grassy park, looking up your tailpipe! You're moving and you're dealing with old jalopies, old cars, hot rods—vintage hot rods—not chrome and that kind of stuff. That's what makes it different.”

Conway originally heard about the Hill Climb from a video of the 2013 event on YouTube. He said he had never seen an event like it and decided he had to come see it. So, for the last five years, he's trailered his '29 roadster over 500 miles from Camos, Utah to participate in the unique throwback race.

First time Hot Rod Hill Climb participant Ron Cooper of Taos, New Mexico made the trip up for this year's event after participating in the Hot Rod Dirt Drags, the Hill Climb's sister event held mid-summer in Monte Vista, Colorado, for the last few years.

“I've done the Dirt Drags three times three years in a row, and I enjoyed it so much that I figured I had to come up for the Hill Climb,” Cooper told us. “This is my first year at the Hill Climb. I'm not disappointed.”

For Cooper, one of the best parts of the event was the hot rods themselves.

“There are so many cars to look at; you know, being a car aficionado, you pick out new ideas, and I appreciate the quality that people have put into these cars. And time—I know how much time and energy it takes and there are some pretty inventive people here, and that's the most fun thing about cars.”

From traditional hot rods and classic show cars to rockabilly bands and tons of great people, the Hot Rod Hill Climb offers something that can't be found at any normal car event. Here, it's about pushing your car's limits no matter how fast or slow, rusted or worn. This is what hot rodding used to be about, and thanks to the dedicated Nicholas family and all those who help put on the event, as well as those who race it or even just come out to spectate, this purest form of hot rodding will continue on for many generations to enjoy!

Want more classic hot rods? We went to hot rod heaven at Rims on the River.

When you only live 20 minutes from Firepunk Diesel, the juggernaut shop behind the world’s fastest Pro Mod and Pro Street diesels, you’re bound to add a few go-fast goodies to your ¾-ton. Couple that with the fact that your closest friends are diesel drag racers and you’re handy with a wrench and you start to see why Trent Skinner, a 21-year-old Cummins mechanic from central Ohio, caught the diesel performance bug. Even though his ’06 Dodge Ram was built on a relatively tight budget, savvy parts hunting and turning his own wrenches yielded him a very well-rounded daily driver. At 650rwhp, Trent’s Dodge provides ample fun factor in his daily commute, serves as a drag racer on the weekends and can still be used to tow or haul anything he needs it to.

So how did Trent more than double the truck’s factory power level while keeping the 172,000-mile Ram reliable? While we won’t say it was easy, it didn’t require very much. It all starts with the robust, common-rail ISB 5.9L Cummins under the hood. Aside from the addition of head studs and larger injectors, the factory 325hp/610 lb-ft long-block has gone untouched. A direct bolt-in, factory-based turbocharger upgrade allowed Trent to avoid having to spend big bucks on a different charger and exhaust manifold. Then for utmost drivability, reliability and to glean the most power out of the stock injection pump, Trent had the truck tuned during one of his many visits to Firepunk. The biggest expense entailed having the 48RE transmission built to handle the added power—an inevitable part of campaigning a Chrysler automatic.

For the full scoop on Trent’s budget-built, 12-second third-gen Cummins, keep reading.

Stock Long-Block

For 172,000 miles, Trent Skinner’s 5.9L Cummins has been doing what you would expect a Cummins to do: absorb all the power the owner throws at it without skipping a beat. Other than the valve cover being pulled in order to install head studs and replace the stock injectors with 60-percent over units from Exergy Performance, the seal has yet to be broken on the original long-block. The factory valve springs and push tubes still reside under the valve cover, and even a stock CP3 is being run, although a fresher (72,000-mile) pump sits in place of the original. With the factory fan clutch on its way out, and for essentially the same amount of money, Trent installed a Flex-a-Lite dual electric fan setup in its stead, which was probably good for freeing up a couple additional ponies.

Holding Down the Fort

To keep the 24-valve head anchored to the block with the engine producing 250 percent more power than it did when it left the factory, Trent ditched the OEM head bolts in favor of ARP 425 head studs. Instead of pulling the head, he replaced the head bolts with studs one at a time. This budget method of installing head studs has kept thousands of head gaskets alive over the years and saves time, labor and (of course) money.

“Tater-Built” Turbo

Although Trent managed to make 515rwhp on the dyno with the stock Holset HE351CW turbo (and stock injectors) in the mix, he knew it would have to be upgraded if he wanted to push beyond that point. Turning to Tater Built Turbochargers & Machining, Trent decided on one of the company’s stock-appearing 67mm turbochargers for a direct, bolt-in replacement. As a result, the factory exhaust manifold could be left in place and Trent got the airflow he was after in complementing the 60-percent over injectors.

45 PSI of Boost

On the street, the Tater Built turbo builds 45 psi of boost, as measured by the Factory Match Auto Meter gauge shown above. With a 100-psi boost gauge sitting in the dual pod mounted along the A-pillar, we’re pretty sure Trent has plans to go bigger and better at some point in the future—possibly even adding a compound turbo arrangement.

Next Generation Fuel/Air Separation

Low-pressure fuel being supplied to the stock displacement CP3 begins with this AirDog II-4G system. It’s bolted along the outside of the frame rail under the driver side door and sends 12 psi of fuel pressure toward the CP3 at all times. Like the aforementioned Tater Built turbo and boost gauge, this mod also provides room for growth in the future, as it’s known to support up to 800rwhp.

Dialed In

Just to the left of the steering column lies a telltale sign that the truck has been tuned via EFI Live: the dial indicator of a CSP5 switch. Specifically, Firepunk Diesel created the ECM calibrations Trent runs on his 5.9L, and, thanks to their fine-tuning, the stock CP3 is able to maintain 24,000 psi worth of rail pressure on the hottest file in his arsenal. Although the truck hasn’t been on the chassis dyno recently, the kind of trap speed Trent sees at the drag strip indicates his Ram is applying roughly 650hp to the pavement.

Firepunk 48RE

When the stock transmission went south, Trent once again turned to the folks at Firepunk, this time for something they’ve specialized in since opening their doors: a built 48RE. Opting for a Competition Stage 1 build, a transmission that’s rated for 800hp, the track-ready four-speed has been fitted with a TCS Arizona billet input shaft, billet output shaft, Firepunk’s competition master clutch kit and high-pressure valvebody, an HD SFI-certified flex plate and is topped off with a billet, heavy-duty DPC triple disc converter.

Axle Wrap Delete

With 650rwhp and roughly 1,200 to 1,300 lb-ft of torque on tap, rear axle wrap would be a big issue if it weren’t for the traction bars found under Trent’s Dodge. Built by Firepunk, they employ weld-on mounts at both the frame and axle, and help the truck dig its way off the starting line during boosted, four-wheel drive launches. As for the rear AAM 1150 and front AAM 925, both are completely stock and equipped with factory 3.73 gears.

Nitto NT420S on 20s

To get him out of the hole and down the track (asphalt or dirt) as quickly as possible, Trent relies on Nitto NT420S tread. In running the 305/50R20 NT420Ss, Trent has less than $700 invested in tires, whereas a lot of truck owners end up with more than $1,100 wrapped up in all-terrain or mud tire combinations. Each NT420S has been fitted to a 20x12-inch 962 wheel from Moto Metal.

Optimum Traction on Any Surface

After asking Trent what he likes best about the NT420Ss, he said, “For what I use the truck for, they’re perfect. They hook up well on the track and, to be honest, they hook up just as good as an all terrain on the dirt.” He then added that he’d “buy another set in a heartbeat,” and that the price and ride comfort were hard to beat, too.

12 Second Bracket Racer

Tipping the scales at 7,100 pounds on race day, Trent’s Ram is no lightweight. But that doesn’t keep the full interior, full weight ¾-ton daily driver from running 12s at the track. After getting him to and from work all week, Trent regularly throws the truck in the E.T. Bracket category at diesel events or the Modified class at the dirt drags. With a best trap speed of 111 mph on pavement so far, by our calculations Trent’s budget-built Dodge is sending just over 650hp to the wheels. Even though he’s put together a solid all-around performer, Trent is quick to point out that none of it would’ve been possible without the help and support of his good friend, Isaac, his girlfriend, Kylie, and his family.

This isn't the only high-horsepower Cummins we've featured. All Greased Up churns out 1900hp on the sled pull!

Before the Pontiac GTO was an icon, it was a secret, a project that was artfully maneuvered through GM's corridors of power by a cadre of men convinced that the mothership's ban on high performance machines was not only a serious market mistake, but also a crime against humanity.

Why the cloak-and-dagger routine? While the '60s are often presented as the peak of performance for Detroit's muscle-mad engineers and designers, at General Motors the outlook was quite different. After withdrawing from official participation in any form of racing in the late 1950s (stemming in part from the Automobile Manufacturers Association's decision to back out of motorsports after the fatal crash at Le Mans in 1957 that claimed the lives of 83 spectators), the company adopted an inconsistent approach to high speed shenanigans.

Unofficial programs assisting teams that had previously been affiliated with the General continued in one form or another for several years after the "gentleman's agreement" made with the AMA. Some divisions, including Pontiac, pushed things as far as it could by providing more direct help that flew in the face of the ban. In fact, Pontiac's Super Duty group, initially assembled by the brand's head honcho Bunky Knudsen, was the most flagrant of these efforts, allowing the company to dominate the strip and oval while many other automakers sat on the sidelines.

By 1963, that advantage had dissipated as the rest of the usual suspects, tired of seeing themselves dusted by Pontiac, once again revived their racing programs. At GM, however, things went in the opposite direction, as the company was scared of talk in Washington about a possible anti-trust action against it. Not only did General Motors once again back away from spending money on racing, but it also imposed an edict that limited the performance of its street cars: no more than 10 lbs of car per cubic inch of engine displacement.

Bucking the Formula

Anyone familiar with the muscle car formula will instantly recognize the problem here. After all, the key to a truly successful classic street machine is a big motor in a little car, the very concept that GM's new prohibition was meant to head off at the pass.

Fortunately for Pontiac fans, Knudsen had loaded the brand with a group of men who were far more interested in what they could get away with than what was written in the rulebook. With engineers such as Russ Gee, Bill Collins and John DeLorean in the mix, alongside the company's head ad man and longtime evangelist Jim Wangers, a team was in place that would not only form the genesis of the GTO but also exercise the muscle needed to get it built—and then make sure dealers knew how to hawk it.

The plan was simple. The Pontiac Tempest, which had been aimed at economy-oriented buyers, provided the relatively lightweight A-body platform that would serve as the perfect landing spot for the company's 389 ci V8, an engine that just happened to share its mounting points with the Tempest's base six-cylinder engine (and more milquetoast 326 CID V8). With 325hp in stock form, when matched with a manual gearbox (three or four speeds) and a set of Tri-Power carburetors (which bumped output to 348hp), the beefed-up Tempest (in LeMans coupe form) could hit 60 mph in 5.6 seconds—still a quick number by today's standards.

Sliding It By on the Sly

DeLorean dubbed the car the GTO, and in order to get Pontiac chief Pete Estes to sign off on its production, the team made the car an options package for the Tempest LeMans, rather than its own actual model. This sleight-of-hand allowed the GTO to hoodwink GM's small engine/small car policy, and, combined with Wangers' approach to selling the skunk works muscle car (using groundwork he had previously laid during his successful promotion of the Super Duty program), the car was an immediate hit.

How popular was that first-year GTO? In 1964, 32,450 were sold, a far cry from the mere 5,000 that the Pontiac brass had figured would make it out the door. That number would double the next year, and the by 1966, the Pontiac GTO had left the Tempest nest and was winging its way across the finish line as its own unique model. All of this heat was more than enough to get GM to take off its blinders about street performance, and the rest—including the Chevrolet Chevelle SS, Camaro and Firebird—was history.

It's hard to imagine today that a major automaker would ignore a profitable market segment out of concerns for its public image, or that the government might swoop in and chop it into bite-size pieces. Still, it's not that much of a stretch to imagine a small group of engineers, frustrated by the seemingly endless stream of SUVs lining showrooms, working together after hours on an actual car rather than a high-riding faux-truck, each one determined to present their vision of pure driving pleasure to a seemingly indifferent world.

Want to know how the Grand National came to be? There were quite a few turbo Buicks that paved the way.

Long before the overland trend took hold, Ujoint Offroad was building 4x4 vans capable of conquering on- and off-highway adventures. With over ten years of builds under his belt, Ujoint owner Chris Steuber has created hundreds of Ford E-series vans to fit each customer’s specific needs. This was one of the reasons we were so excited when we heard about the Chad Christy’s Alpha Van build.

Having owned modified E-series vans in the past, Christy knew going into this build exactly what he wanted and needed. The purpose of the van would be to serve as his home on wheels as he takes the roads less traveled from Colorado to Baja California. Seeing how reliability was the number one goal, he also wanted the highly sought after 7.3L diesel engine. Working with Steuber at Ujoint, he was finally able to locate a stock 2003 E-350 fit with the legendary Power Stroke engine.

From there, the crew at Ujoint proceeded to tear the van apart. This included stripping the frame and body completely. Over the next 18 months, the van underwent the most thorough transformation of nearly any build to roll out of the Ujoint shop. With thousands of proven miles already under its belt, the Alpha Van made a pit stop in North Carolina. This is where we caught up with the incredible van and the man who spearheaded the build. While you can learn more in the video above, we’re highlighting the details in the feature breakdown below.

Axles and Suspension

Ujoint Offroad put its name on the map with the company’s 4x4 conversion kits for the Ford E-series vans. This leaf-sprung setup utilizes a high-pinion Dana 60 front axle that’s stuffed with a Detroit Truetrac and 4.10 gears. A TRE Stage II series axle is fit with Ujoint’s RSC upgrade kit, giving it brakes from a Ford F-550 truck and a more easily serviceable free-spin kit from Dynatrac.

The van rides on custom six-inch lift springs, which are aided by a set of helper air bags out back. Up front, dual Fox 2.0 remote-reservoir shocks help keep the suspension travel under control, while single Fox 2.0s are used out back. Increasing the overall stability of the setup is a front sway bar sourced from a Ford Super Duty truck.

Another critical part of the four-wheel drive conversion is the inclusion of the NV271 transfer case. This particular unit is set up as a manual-shift T-case for improved reliability and feeds a custom set of 1350 CV series drivelines. Tucked neatly next to the powdercoated framerails is a 35½-gallon Ujoint-built fuel cell.  

Replacing the stock rear axle is full-float Sterling 10.5-inch unit. To ensure both rear tires would fit for traction when the van left the tarmac, an ARB Air Locker was paired with a fresh 4.10 gearset.

Power Stroke Power

The heart of the build is a 7.3L Power Stroke diesel built by Swamps Diesel in Tennessee. It’s backed by a built 4R100 automatic transmission designed to handle the V8’s 435hp and 850 lb-ft of torque. To help feed cool air to the turbocharged engine, Ujoint modified a fullsize truck intercooler and mounted it neatly behind the grille.

The More Gear the Merrier

To increase the overall interior comfort and storage of the van, a 24-inch fiberglass top from Fiberine was grafted on. Attached to it is a custom rack from Ujoint. This full-length rack houses a series of Rigid LED lights, 200 watts of solar paneling, dimpled-died flooring and a set of Maxtrax.

To haul additional gear along with his fullsize spare, a dual swing out tire carrier and bumper system from Aluminess was added. Like the ladders secured to each side, all of the Aluminess products are comprised of lightweight aluminum. Adding a place for his mountain bikes to securely mount is a bike rack from 1Up.

While the added height from Fiberine top and 140-inch wheelbase makes for a sizeable rig, this van is perfectly capable off-road. In case Christy literally runs into trouble, there’s a winch front bumper from Aluminess to help out.

The Right Tires

Tires were a critical part of the equation as long distance travel, often hundreds of miles from service, demands reliable equipment. For this build, a 35x12.50R17 Nitto Ridge Grappler was picked for its ability to handle the off-highway demands, while providing proper on-road handling and comfort. The unique best-of-both-worlds rubber was paired with a set of 17x9 KMC Wheels.

Storage and Comfort Inside

To finish out the interior, the van was shipped to Sportsmobile in Texas. There, the team crafted a setup that would balance the owner’s storage and comfort needs.

Given this isn’t Christy’s first expedition-style van, he knew what interior comforts he needed and what bells and whistles he could easily live without. While storage was very high on the priority list, the addition of a fridge, sink and usable counter space makes living off the grid much easier.

The amount of work that went into the build is astonishing. From switch placement to the cleverly placed storage nooks throughout, the attention to detail of this expedition van is second to none. We like that it’s not a generic setup and especially dig the fact that it frequently gets used.

Want to see more incredible overland 4x4s? Be sure to check out these rides!

This year proved that the historic Empire Hill Climb is truly revived. Participant numbers doubled compared to last year’s, and the cars were as varied as ever. There aren't many places where you can see a stock car, a Miata Cup Car, drift cars, rally cars and a Pikes Peak Acura battle it out to be fastest up a hill. The exhaust notes ricochet against the trees and produce a sound so pleasant that it will tickle your eardrums and force even the crabbiest of car nuts to smile.

The spectators have the best and most comfortable view just above the race cars, with offerings of fresh oven-baked Rocco’s pizza and beverages there to replace the calories burned on the 100 yard walk. We may not be able to offer you pizza through a computer screen, not even the mouth-watering smells (not yet, anyway), but we can share what makes the Empire Hill Climb unique: its wide variety of racecars.

High-Speed Race Cars

Dynamic driver Peter Cunningham piloted his 2016 Acura TLX-GT Pikes Peak car up the half-mile, eight-turn stage and broke the overall course record with a 18.539-second time. Watching this car rip through the woods so fast that leaves spiraled in its wake is best witnessed and not just described. When he went back for a 17-second run, a road sign midway up the hill met its demise. The damages are repairable, but to our dismay, Cunningham had to sit on the sidelines for his remaining runs.

Then there was the purpose-built 2018 Mazda MX-5 Cup Car driven by Robin Warner and Jimmy Pelizzari. Aside from sharing a brilliant opportunity to maneuver a Global MX-5 Cup Car up the hill at (mostly) full-throttle, both Warner and Pelizzari also agree that turn three can either make you look like a pro-driving rockstar or wreck your day. They also agree that the MX-5 Cup Car is pretty awesome. This car was meant for the Hill Climb.

Gorgeous Classics

This Vintage Class Datsun 280Z, owned and driven by Jordan Easter, caught our eye. Aside from a swapped block filled with 280zx flat-top pistons for better compression, Jordan says the car is mostly stock. Sets of BC coilovers provide support during weight transitions through turns and over bumps, and it’s a hell of a lot of fun to drive.

Shortly after an incident with a jack stand, Michael Kelty pulled a best time of 25.106 seconds up the hill in his 1986 Porsche 944 Turbo. After ripping it up the hill all day, he drove 50 miles and arrived home, unscathed.

Hot Hatches

Evan Weider came to the Hill Climb with the mindset of having fun, safely. After more than its fair share of race car problems, the K-swapped ’93 Honda Civic CX proved its capabilities while speeding up the narrow, weathered road. Evan was thrilled. “I placed second in my class and sixth overall!” he said. The powerful little car is light and balanced, so the faster it goes, the more it hugs the road.

Last year, Cody Loveland tested the Beastie Hatch’s limits on the hill. This year, the car returned with an aero overhaul, but the downforce was too much for the clutch to handle. All joking aside, we hope to see this beast use all of its 460+hp in a competition again very soon.

And the Winner Is...

The overall, and Class 3, winner was Daniel Milewski in a race-prepped 2002 Chevrolet Corvette with a 20.462-second best climb. First on the podium for Class 1 was Mike Ryba piloting his 1993 Honda. Patrick Waligore came in at 21.021 with his drop dead gorgeous 1987 BMW 325is, which earned him first in Class 2. Adam Pickworth finished with 22.475 in the Vintage Class in his 1985 Mercedes-Benz 190E.

If you wish you could get closer to the action, flip through the gallery below.

Want to see more classic racing hill climbs? There were so many cool cars at the Hot Rod Hill Climb!

Who would’ve thought that the Nürburgring would end up being synonymous with Vaughn Gittin Jr.? Two trips and three epic vehicles later, Vaughn is back at the Ring, and this time, he’s bringing his demo Mustang to melt some Nitto tires.

Earlier this year, Vaughn made it to the Ring, but mother nature had different plans, raining out his entire shoot. While it was fun seeing the F-150 Raptor shred the Ring in the rain, it just wasn’t the same as melting rubber off the back of an 800hp Mustang.

This time, however, the weather cooperated, providing the perfect conditions for an epic day at the track. Vaughn’s goal was very simple, link the entire track in one run. 

When all was said and done, from the Karussell to the Fuchsröhre, he had done it, drifting the entire Nürburgring! This is the first time that anyone has drifted the entire course. Sit back, relax, hit play and enjoy the sounds of an angry blown Mustang killing the Ring!

Want more fun-having action? Take a ride with Vaughn through a lap at Formula Drift Long Beach!

Once in a blue moon, when the cosmos is at its dimmest, a group of car executives congregate in the dark attics of their monolithic headquarters in secret. The room is dimly lit with candles and smells of incense and premium leather. The executives stand together in their ceremonial hoods, tightly arranged in a circular pattern. In the center of it all lies a well-worn Ouija board that seem to have an overabundance of S's, R's and X's. When the time is right, the participants join hands on the gilded planchette (That triangle thing people use on a Ouija board, according to Google. Totally didn’t know that.) to come up with model name of the latest midsize crossover that is going to be crammed into a niche that nobody wanted.

That is how we imagined car companies come up with their vehicle names. To our surprise, not only are there no witchcraft or dark spirits involved, but many of these seemingly random letters and numbers stand for something. What obscure meanings hide behind names like GTO, TT, NSX or MP4-12C? Here are some of the less commonly known car names that are acronyms and what inspired them.

1. Smart Car: Swatch Mercedes ART

When Swatch (yes, the watch company) and Mercedes came together to form a company that specialized in small cars, they wanted to make not just a car, but a work of art. That’s why they put it in the title.

2. Dodge Omni GLH & Shelby GLHS: Goes Like Hell & Goes Like Hell S’More

This one sounds like a joke, but trust us that it’s real. While the posh European companies were putting the analytical horsepower numbers on the badge, Dodge wanted to broadcast how it felt. Then when they put out a version that went even faster, they reached way back to Boy Scout campouts to find the perfect vernacular to say it. More car companies should do zany stuff like this. It makes the life of a car enthusiast infinitely more enjoyable.

3. Lexus IS, LS, GS and CT: Intelligent Sport, Luxury Sedan, Grand Sedan and Creative Touring

Without knowing the acronyms, it looks like Lexus just likes the letter S, and put another letter in front of it to differentiate between their vehicles. With them, it makes a lot more sense. The GS is a large, or one might say grand, sedan and the IS is sporty. We’re still not sure what makes the CT so creative, but we’re willing to go with it.

4. Audi TT: Tourist Touring

This one seems a little redundant, since what else does a tourist do other than tour? Then again, calling it the T, for Tourister, would be a little too short. Also, many people don’t know that Audi is an acronym, too. It stands for Auto Union Deutschland Ingolstadt.

5. Subaru BRZ: Boxer Engine Rear-Wheel Drive Zenith

While some of the names on this list simply lay out the specifications or purpose of the car, the BRZ adds a little braggadocios flair. Sure, they could have just outlined the engine and drivetrain, but then they went the extra mile to call it the zenith. It’s way more fun than its sister car, the FR-S, which stands for Front-engine Rear-wheel drive Sport.

6. Toyota MR2: Midship Runabout 2-Seater

Why call your midengined sports car a midengined sports car, when you can spice things up by calling it midship runabout? This little car stayed true to the fun in its name, though we would classify it more of a jet ski than a ship.

7. Honda NSX: New Sportscar Experimental

This one is just about as basic as you can get. “We have a new, experimental sports car,” the head of design said. “What should we call it?”

Silence for a full minute.

“What about New Sportscar Experimental?” one of the designers said.

“We’ll use that as a working title,” the head of design said, naively.

8. Mazda MX-5: Mazda Experimental Project #5

We’re starting to understand these acronyms better now. If a sports car has an X in its name, it probably stands for experimental, like experimental aircraft. But if aircraft ditch the X moniker once they go into full production, why don’t cars? We suppose it doesn't have the same cool-factor without it.

9. Lamborghini Aventador LP 770-4 SVJ: Longitudinal Posteriore (Longitudinally-Mounted Mid-Engine) 770HP Super Veloce Jota (Super Fast Track Car)

If one car company would literally name their car super fast, it would be Lamborghini. You would feel that putting the massive horsepower number in the name would do that, but you can’t be too careful. This is another one that calls out its mid-engine in the name, as well.

10. Nissan Fairlady Z 432: 4 Valves Per Cylinder, 3 Carbs, 2 Camshafts

There may have been other engine specs they could have used to name the 432, but we’re glad that they used three that work so nicely together. The descending numbers create a natural feel to the name that many of the more robotic engine designations lack.

11. McLaren MP4-12C: McLaren Project 4, Performance Bracket 12, Carbon Chassis

It turns out that one of the most notoriously convoluted names in recent memory actually had a meaning behind it. That said, even the fully written out name is still a bit confusing. What does performance bracket 12 mean? Also, McLaren Project 4 doesn’t refer to this being the fourth project from McLaren, but instead the combination of both McLaren and Project 4. At least we can understand that it has a carbon chassis.

12. Porsche GT3 RS: FIA GT3 Class Renn-Sport (Race Sport)

Out of all of the acronyms, this one might make the most sense, since it just takes another acronym that applies to it. For those of you who are wondering, GT3 stands for Cup Grand Touring Cars. Considering Porsche’s storied racing history, they wouldn’t make sports cars; they would make race sports cars.

13. Ferrari GTB, GTS, GTO and GTC: Gran Turismo Berlinetta, Gran Turismo Spyder, Gran Turismo Omologata and Grand Touring Coupe

You need to know a bit of Italian to make sense of a few of these names. Berlinetta means “little saloon,” while omologata means homologate, which for those who don’t know is the process by which car companies produce and sell a limited run of a race car to qualify it for specific racing series. For some, it simply means ludicrously expensive.

14. Jaguar F-Type SVR: Special Vehicle Racing

This one gets close to the unimaginativeness of the NSX, but we’ll give it a few more points for originality, since Special Vehicle is referring more to the Special Vehicle Operations department within Jaguar, and less to the car itself.

15. McLaren 675LT: 675 PS (666HP) Long Tail

Like the Lamborghini, this car takes its name from its power output. One cool part about it, however, is that the name references the Long Tail 1997 McLaren F1 GT, which was the last iteration of the famous car.

We also have a list of 26 car owner stereotypes and how to avoid being them!

The surname Currie is synonymous with off-road. From their early beginnings in the late-'50s with Frank Currie to where they are now, the Currie family has been at the forefront of all things dirt related. Representing the Currie brand now more than ever is Frank’s grandson Casey Currie. He’s raced everything from motorbikes to short course and almost everything in between.

He’s an icon in the world of off-road racing, especially with his newest race vehicle, dubbed the “Hammer Jeep”—which is part trophy truck and part rock crawler. With a vehicle as versatile as that, Casey wanted to summarize it in one action-packed video, “Hammerdown to Havasu.” I’ve been shooting and documenting Casey’s racing career on-and-off for the past few years and was invited to come on set and check out the Hammerdown action for myself.

While I’ve been on a good handful of video shoots, I’ve never been on one as exciting as this. Taking place in and around Havasu earlier this summer, average daytime temperatures hovered around 115 degrees, adding to the challenge of pulling this off, but when an opportunity like this arises, you don’t turn it down. I knew what the Hammer Jeep was capable of, and I wanted to see Casey pull off this idea he’d had marinating inside his head for so long. Knowing how skilled of a driver he is, I knew it was going to be packed with jumps, crashes and so much more.

From the start, the goal of Hammerdown to Havasu was quite simple: make it for the kids. This project is not meant to replicate something like BJ’s “Recoil” series, so you’ll find that it’s a little different. As a family man, Casey has always had a big following with the younger audience. What better way to cater to that than to make a video showcasing his Nitto Trail Grappler equipped Hammer Jeep doing the absolute gnarliest stunts that kids (and adults) would go crazy over? This simple idea turned into what you’ll see in the video above.

I don’t want to spoil the surprise for you all, so give Hammerdown to Havasu a watch before checking out the rest of my photo set below.

Casey Currie wasn't the only Nitto driver to release an epic video this week. Vaughn Gittin Jr. also drifted the entire Nürburgring!

In the roughly year and a half that our 2017 Volkswagen Golf GTI Sport has been around, we’ve given the car a chance to stretch its legs in a variety of situations. It’s been to the autocross course several times, been on the track and logged about 11,000 miles doing everything from long interstate hauls to backroad blasts.

Going to the Go-Kart Track

A couple weeks back, we had the chance to enter the car in a relatively unusual type of event—a hybrid of a track day, time attack event and autocross, all held on a track that’s primarily used for go-kart racing.

The host for this event was Omega Motorsport Events, an organization primarily known for hosting half mile roll race competitions on airport runways, and while this event had much lower speeds than those high-powered spectacles, it turned out to be just as fun.

While Buttonwillow Raceway Park is primarily known for its big road course, the site is also home to a well-maintained and surprisingly large go-kart track, and that would be the setting for this unusual type of motorsport gathering.

Track and Rules

The event organizers set up a course that used the entirety of the kart track along with one section that looped over itself to make each lap longer and more challenging. All told, one lap around the course was about three quarters of a mile.

The crew also set up a pair of chicanes/slaloms at two different places on the track. This is because despite the kart track being smaller than a “real” road course, unimpeded straightaways would still get the more powerful cars up to serious speeds—and the last thing they wanted was someone going through a fence or tearing up their car.

With timing beams set up just as they would at a normal autocross, it was time for a short drivers meeting before hopping in the cars. The rules were simple. Should you hit one of the few cones on the track you’d be docked one second off your time, and that was about it. It was time to drive.

Smaller Track Means More Fun

The first couple of times out the idea was just to learn the course and get comfortable. At a typical autocross event you might be lucky to get five timed runs total, so every try needs to count.

That wasn’t the case here. With a relatively small group of cars and no run groups to sort through, you did your run, hopped in line to go again, and within a few minutes you were back out there.

The amount of laps you got in basically came down to how hard you wanted to push both yourself and the car. Some the hardcore guys must have logged close to 50 laps with plenty of break time in between, while the GTI probably did somewhere between 20 and 25.

Naturally, the track itself was quite technical with a lot of very tight corners, but most of the cars seemed right at home on the small course, including our relatively small-sized GTI. A larger, wider car would of course be more challenging, but no doubt still plenty of fun.

So Many Cool Cars

There was a decent variety of cars that came out to play, including unusual finds like a cherry MkII Toyota Celica Supra and a bright yellow McLaren P1 Hypercar. That car sure got everyone’s attention when it headed out onto the track.

Sure, a small, dusty go-kart track isn’t the ideal place to show off the abilities of the blindingly fast P1, but it was a lot of fun seeing it out there making some great noises for everyone.

However, it wasn’t the P1 that put in the day’s top time. The battle for fastest overall was a back and forth affair between a hopped up Lancer Evolution and a C5 Corvette Z06, with the Evo coming out on top with a fastest lap of 68.992.

Back in the GTI with only ST XTA coilovers, ST rear sway bar and a set of WedsSport SA10-R wheels with Nitto NT05 tires, we put down a best time of 76.619, which we were satisfied with.

One Amazing Track Day

But looking at more than just lap times, the overall experience was fantastic. Like normal autocross, the overall slower speeds meant drivers were more comfortable pushing their cars hard, but the banked corners with rubber laid down on the racing line felt more like a full size track day.

While we enjoy the challenge of navigating cones at a parking lot autocross, it was refreshing to have the straightforward track layout and just focus on going quickly and experimenting with driving techniques to get through the corners as fast as possible.

With the overall laid back vibe, the ability to run as much as you want and the unique opportunity to race a full size street car on a kart track, it turned out to be one of the most fun days we’ve ever had behind the wheel.

The Omega Motorsport crew wasn’t exactly sure when their next “kart track day” would be, but after all the fun we had you can be sure that we’ll be clearing our schedules when the next one comes around.

Want to know what it's like to autocross? We took the GTI out to the parking lot to have some fun!

When the off-road bug bites, there’s no going back. For some, it happens young. For others, it happens once they’re older, but in either case, other hobbies and interests are dropped in favor of chasing the next vista. Such is the case for Felixx Cho and Chris Oi, co-owners of Jimahajer Garage. Felixx has always craved the outdoors, while Chris found the off-road life only after he got himself a Honda CR-V.

Now, they own and run a shop that specializes in customizing Toyota 4Runners and Tacomas. The rigs that leave their shop are fully overland-ready, from the tents to the tires. Speaking of those tires, Chris and Felixx’s choice for their own rides is the Nitto Trail Grappler because of its ability to get up and over any terrain.

To get a better sense of their shop, builds and journey, watch the video above. It definitely makes us want to go on a trip to the mountains this weekend!

Photos courtesy of GTChannel.

Did you hear that Chevy revealed the overland-ready Colorado ZR2 Bison?

What an excellent weekend of racing at the Crandon World Championship. The Ultra4 racing was as intense as ever. One of the most exciting moments of the race was when Team Nitto driver Shannon Campbell ran into tractor tire on the outside of turn one, sending his car tumbling in front of the cheering crowd.

When it was all said and done, Jason Scherer claimed victory, his second of the season. He has come up big in the big races, also winning King of the Hammers. Just behind him in second was Loren Healy, followed by Casey Currie in third.

Up next is the National Championships in Reno, Nevada. Erik Miller, Wayland Campell and Josh Blyler are all vying for the crown, with Shannon Campbell and Derek West not far behind them. It’s sure to be an exciting race to the finish.

Stay tuned to Driving Line for full coverage of Ultra4 all season long!

Striking the balance between passion and priorities can be a lifelong battle. When Bubby Mitchell founded his gym, Rush MMA, he knew that it meant putting his passion for cars on an indefinite hold. Opened in 2007 during the recession, funding was hard to come by, and Mitchell invested everything he had back into the business, including all of his prize money he won from fighting. After four years, he had fighters represented in the three major MMA promotions, and three years after that, he finished his current location, a 15,000 sq-ft facility with ten coaches. The long fight had paid off, and it was time to revisit his automotive passion. 

Bubby's goal for this 2010 Ford Mustang GT500 was a for it to be a standout car that was also fun to drive. "I wanted something that represented my gym, that looked as good as it performed that would ultimately attract eyes and enjoyment," he contends. "It was my way of using my business to fuel my passion." The first move in making the car visually striking was adding the 3M Deep Space wrap that keeps spotters guessing on the color. The wrap moves from a deep blue, to purple, to gold depending on the angle. 

Bubby made sure that the GT500 had an aggressive stance with a combination of Eibach Sportline springs and Brada Forged RS-R wheels. The decision to order the Brada Forged wheels was easy, as the owner is a childhood friend and located within a few miles of his gym in Macon, Georgia. The bronze three-piece wheels are wrapped in Nitto NT555 tires, a perfect match for this high-horsepower daily driver.

With the Mustang making the visual impact that he desired, the performance aspect had to be addressed next. Released from the factory with a six-speed manual and 540hp, this Mustang already had a solid baseline of performance, but just as he learned from over ten years of training fighters, there was always room for improvement. A JLT cold air intake and Lund tune give the engine some extra encouragement, while the addition of an MBRP cat-back, Stainless Works long tubes and Off-Road x-pipes ensure that the exhaust is expelled as efficiently as possible.

Bubby’s philosophy for his endeavors, whether it's building a gym, training an MMA fighter or building a project is always, “high risk, high reward.” When he could have easily created a small studio that catered to casuals looking for an easy workout, he instead built a gym that challenges fighters at every level. He also could have also slapped his logo on a subtly modified pickup truck, but that’s not his style. This GT500 is anything but an average car, and that’s exactly how he wants it.

For more shots of Bubby’s Mustang, click through the gallery below!

Want more beautiful and fast domestics? There were more than we could count at Street Car Takeover!

If you’re like me, you have a pretty good idea of what you’re looking for when purchasing a brand new off-road vehicle. You’ve researched what features are important to you, what price point you can afford and how you plan to use it for the long-term. You compare this against current models, weigh each manufacturer’s pros and cons and test drive them all.

If you aren’t that type of person, or you’re just starting your research about off-road vehicles, I can help you understand the differences, strengths and opportunities each of the 2019 Toyota TRD Pro models has to offer. I recently joined Toyota Motor Corporation for an intensive off-road excursion to test them. Offered up were new Tacoma, Tundra and overlanding favorite, the 4Runner.

Toyota’s TRD Pro Series Drive Event

A small group of journalists, including me, navigated through Colorado and Utah’s hills, gravel roads and cliff-embracing turns. We also drove over washboarded trails, dirt, rock, and through water. We found ourselves amongst the red rock and high desert vistas of the Rimrocker Trail, as well as in alpine trees, muddy waters and mountaintops of Ouray and Telluride, Colorado. While cell phone service was scarce, the opportunity to drive these rigs in a variety of terrain was not. We had plenty of time to drive each TRD Pro vehicle.

“TRD Pro is unique in that we don't offer a single off-road vehicle—we have a lineup of trucks and SUVs that offer true performance off of the pavement. We have confidence that our range of truck and SUV offerings carrying the TRD Pro name provide exceptional performance both on and off of the highway,” explained Terry Sell, Toyota’s National Vehicle Marketing Manager from the Truck and SUV division.

Toyota is reinvesting its energy to their off-road enthusiast crowd. They didn’t host a one-day event at a posh hotel hoping to gain great reviews. They didn’t dismiss time behind the wheel. Toyota ensured we had ample time to test the Tacoma, 4Runner and Tundra. Our multi-day trip entailed camping in the middle of nowhere and connecting our days together with mud, dust, wind and adventure. Toyota wanted us to really drive the TRD Pro lineup, and we answered their call.

2019 Toyota TRD Pro Tacoma

The TRD Pro Tacoma includes an optional all-new TRD desert air intake (which our test mule donned). The desert air intake helps keep the engine healthier by providing fresh, dust-free air to it. The desert air intake also makes this 278hp 3.5L V6 Tacoma look cool, too. Something important to note is that this air intake is just that, an air intake. It isn't a snorkel, and it isn't waterproof.

The Tacoma boasts a new-for-2019 standard Entune JBL audio system, as well as a quarter-inch thick skid plate with red TRD lettering. Tucked inside are 2.5-inch TRD Pro-exclusive Fox internal bypass shocks. The Tacoma’s front shocks are paired with specially-tuned TRD coil springs, whereas the rears offer up progressive-rate off-road leaf springs and two-inch shocks with 11 bypass zones and two-inch piggyback reservoirs. This pairing improves ride comfort and off-road handling. The Tacoma receives bumps and holes with ease, seemingly floating over them. The Fox shock setup is an integral part of this truck; it’s a remarkably solid ride when zooming over washboarded roads.  

Our 2019 TRD Pro Tacoma was agile and comfortable. Its lightweight figure made quick work of constricted corners. The TRD Tacoma’s approach and departure angles were impressive, too. It cleared boulders and bumps better than I anticipated. In addition, the rear locker, multi-terrain select system and crawl control worked extremely well. These are very nice features to have if you’re thinking about navigating through intermediate or advanced terrain. I did notice the lack of USB ports, though. Additionally, there’s no grab handle on the driver’s A-pillar as you pull yourself into the cab. This may be due to the A-pillar side airbags. Lastly, there is no vertical adjustment for the driver’s seat. No vertical adjustment proved difficult when I tried to peer over the hood while navigating tricky terrain. If you’re a “vertically-challenged” person like me (I’m 5 feet 4 inches), you may have this problem. Once in, the seat was comfortable and adequately held you during off-camber situations.

2019 Toyota TRD Pro Tundra

The TRD Pro Tundra has subtle yet notable upgrades. Same as the TRD Tacoma, the Tundra features the 2.5-inch TRD Pro-exclusive Fox internal bypass shocks. Those Fox shocks are paired with specially-tuned Tundra TRD coil springs, and the rears include upgraded leaf springs. Additionally, the TRD Pro Tundra boasts the aforementioned ¼-inch thick skid plate. In the Tundra’s bright future, this model includes LED headlights and daytime running lights, along with Rigid Industries LED fog lights. 

The TRD Tundra has a comfortable and well-designed cabin. It has some different materials and colors compared to the base Tundra, and the TRD stitched leather seats were cushy and big. One item to note is that the seats have slightly flat backs that may be uncomfortable for people who have back issues, like me. Larger in size, the Tundra has room for even the tallest passenger, and has tons of space for cargo and kiddies.

The Tundra’s trail manners were smooth and content. The ride was solid, and responsive in most cases, despite its larger size compared to the Tacoma. Although the Fox shocks and truck’s performance was admirable, the Tundra lacks certain off-road accoutrements. Unlike the Tacoma and 4Runner, the Tundra lacked a rear locker, multi-terrain select system and crawl control. The 381hp, 5.7L V8 produced 401 lb-ft of torque—more than enough power when you needed it—and the meaty sound it generated upon spirited takeoffs made me grin.

One of Toyota’s TRD line-up shortcomings was the lack of USB and quick-charge capacities. The Tundra showcased only one UBS outlet. We are in 2018, aren’t we? Although it had three 12-volt ports near the driver seat, the lack of easy charging options was apparent across the lineup. It was noticed among several event attendees.

Other items to note: no driver’s side A-pillar grab handle, as well as no driver’s seat vertical adjustment. If I’m taking the beefy Tundra on challenging terrain, I’d expect to be able to change my seat height to allow for optimum visibility.

2019 Toyota TRD Pro 4Runner

Rounding out the TRD trio, the 270hp, 4.0L V6-powered Toyota TRD Pro 4Runner is a crowd favorite. The 2019 4Runner sits atop 265/70R17 all-terrain Nitto Terra Grapplers and includes an upgraded TRD skid plate and 2.5-inch TRD Pro-exclusive Fox internal bypass shocks. Tuned specifically for each vehicle by the engineers at TRD, the aluminum-bodied Fox shocks offer extraordinary performance and notable damping while traversing over a variety of terrain.

Along with other improvements, the 2019 4Runner boasts a new TRD Pro roof rack. This rack is streamlined to handle all types of cargo—perfect for most overlanders. Interior cargo capacity is also sufficient. Standard on this model is a JBL audio sound system (same as the Tacoma), as well as TRD-accented items such as stitched softex seats, shift-knob and TRD Pro exterior badging. I happily discovered an electric-powered vertical seat adjuster, too. I can finally see over the hood. The 4Runner, though, lacked the same upgraded LED and Rigid lighting as its TRD counterparts.   

The 4Runner SUV was an outstanding performer off-road. Its off-pavement characteristics were superb. The suspension, like the Tacoma and Tundra, offered controlled, comfortable and smooth performance. Its cabin was the most luxurious of the TRD Pro lineup and made for an enjoyable driving experience. Along with the Tacoma, the TRD Pro 4Runner comes with a rear locker, multi-terrain select system, as well as crawl control features—something I hope Toyota will include in the Tundra’s near future. We encountered a boulder-filled incline, and with the locker engaged, we got up and over most of the rocks. With the last push, the crawl control feature assisted to successfully finish the job.

Which 2019 TRD Pro Is Right for You?

The Toyota Racing Development team has developed engines, chassis and parts for close to 40 years. Their proven track record of off-road prowess has translated into some stellar 2019 TRD Pro rigs. Even bone-stock, the Tundra, Tacoma and 4Runner are capable of navigating through most of the off-road terrain that overlanders venture on. While the Tundra is perfect for dirt, gravel and intermediate terrain, the Tacoma and 4Runner step up their off-road capability with a rear locker, multi-terrain select system and the crawl control feature. 

If you’re in the market for a mid-size truck that is agile, comfortable and encompasses critical off-road features like a rear locker and crawl control, the Toyota Tacoma may be the right fit for you. If you’re looking for a full-size truck that allows room for plenty of passengers or payload, and is a solid performer on non-advanced off-road terrain, the Tundra may be your best bet. If you’re after an SUV that is both well-appointed and trail capable, the 4Runner could be the perfect platform for you.

Each of the TRD Pro rigs boast TRD Pro-exclusive Fox internal bypass shocks and specially-tuned TRD springs, whereas the rears include either upgraded leaf springs (Tacoma and Tundra) or TRD off-road rear coil springs (4Runner). The TRD Pro series offers up comfortable and solid rides. If you’re not sure if a truck or SUV is the right fit for you, be sure to check out all three models. One of these could be the perfect chariot for your overlanding or off-road adventures. No matter whether you leave it stock or you build it up to satisfy your off-road needs, the Toyota TRD Pro lineup is worth considering.

Interior and undercarriage photos courtesy of Expedition Overland.

Did you see Alpha Van, the ultimate overland Ford E-350 4x4?

The weekend of September 14-15 proved pretty special in the world of diesel drag racing. Amid a heat wave that brought mid-90-degree temps into the Florida panhandle, something even hotter was taking place at Emerald Coast Dragway. Not only was the small town eighth-mile track, located some 30 miles northeast of Pensacola, playing host to its first Outlaw Diesel Super Series race, but it also served as the site where the Pro Mod E.T. record would be broken multiple times in the same weekend. Without a doubt, the 2018 Hardway Sunshine Showdown was one for the history books.

It all went down in the Pro Mod class, arguably one of the most exciting categories to watch this year. First, Ben Shadday’s third-gen Cummins reset the class’s E.T. record with a 4.68 during qualifying (it was 4.71 when the day began). Then the Firepunk Diesel team, which had been progressively shaving time off of its Cummins-powered S10’s E.T.s all season, stepped into the limelight. After besting Shadday’s 4.68 with a 4.64, driver Larson Miller and the little S10 only got quicker, blowing past the 4.60s and eventually even waving goodbye to 4.50s.

But there’s more! Other highlights included a tight Pro Street final, a new best for the Stainless Diesel triple-turbo Dodge, as well as the Cummins-swapped Silverado from Industrial Injection, and the newly-created 5.90 field continued to impress with some of the best index racing we’ve seen on the ODSS circuit.

Raising the Bar (Again and Again)

To say the Hardway Sunshine Showdown was eventful for the Firepunk Diesel team would be an understatement, to say the least. After using most of his lane and even pedaling the truck at one point, driver Larson Miller still piloted the Save the Racks S10 to a 4.64 at 161 mph during qualifying (a new Pro Mod record). Then before eliminations, the crew discovered a broken heim on the four-link, which explained the truck pulling so hard to one side. Upon fixing it, Miller proceeded to go 4.55 (re-setting his own Pro Mod record) and then put up a blazing 4.47 at 167 mph in the final (once again re-setting his own Pro Mod record). While we knew Firepunk’s Pro Mod creation would be a force to be reckoned with in 2018, we didn’t expect to see it go 4.40s—but it’s certainly a welcomed surprise!

4.68 at 150 MPH

When Ben Shadday’s single turbo’d, nitrous-huffing, 6.8L common-rail Cummins shuffled his ’06 Dodge through the ‘660 in 4.68 seconds during qualifying, it looked like business as usual for the Pro Mod points leader. Unfortunately, a transmission failure put Shadday on the trailer after the first round of eliminations, which caused him to surrender some ground in the points chase. Look for Shadday to come out swinging at the 2018 finale race in North Carolina (Rudy’s Fall Diesel Jam), where the championship will be on the line.

Forward Progress

The Stainless Diesel crew put together a solid weekend with its Pro Street Dodge, including a new personal best pass of 5.25 at 140 mph for driver Johnny Gilbert. The triple-turbo’d Cummins-powered Ram has been gradually lowering its elapsed times since being converted to a trans-braked TH400 transmission from Wilson Patterson Diesel, complete with a Sun Coast lockup converter. In a close heads-up final, Gilbert gave the always-automatic Dustin Jackson and his Cummins-powered Ford Lightning a run for their money (5.21 vs. 5.26), taking second place on the weekend. On top of that, the Stainless Diesel team pulled out of Florida sitting in second place in the Pro Street points chase.

5.90 Index Winner

Paul Cato seems to have tamed his break-out issues in his stupid-fast 5.90 Index truck. Utilizing what he calls a “calibrated lift,” Cato decided to leave the second-gen, common-rail Cummins turned up (instead of tuning power out of it) and figure out exactly when to let out of the throttle at the Hardway Sunshine Showdown. It worked. He grabbed the number one qualifier spot and proved unbeatable from there on out.

Playing in Pro Street

Trekking over from southern Texas, Chris Buhidar mixed it up in the Pro Street class with his triple-turbo, Cummins-powered ’00 Ford. Having run mid 8s in the quarter-mile, 5.40s are all but a sure-thing for this truck in the eighth, which makes his regular cab Super Duty a formidable contender in the class. However, the aforementioned Johnny Gilbert ousted Buhidar in the semifinal.

Carnage Sidelines Industrial Injection

The fun ended early for Jared Delekta after the Industrial Injection DeMaxed Silverado broke an axle on the starting line during the first round of Pro Street eliminations. The breakage was extremely unfortunate being that Delekta put up a new personal best of 5.2 at 138 mph in qualifying and things looked promising.

Breaking Out

Rick Fox is one 5.90 Index driver you can always count on seeing in the finals. Things were no different in Florida, as Fox and his well-oiled (common-rail Cummins-powered ’00 Dodge) machine cruised to the last round of action on Saturday night. However, Fox uncharacteristically broke out in the final, running a 5.89 to Paul Cato’s 6.04. While the second place finish wasn’t what he had in mind, Fox still sits comfortably atop the 5.90 class standings heading into the last race of the ODSS season.

A Ford Lands on the Podium

Taylor Overcash made the Pro Street podium thanks to his ‘tweener Ford. The nitrous-huffing, 6.4L Power Stroke equipped 4x4 Super Duty can be made as light as 4,000 pounds in order to compete in Pro Mod, or weighted up to the 4,500-pound minimum requirement for Pro Street. In Florida, Overcash ran the latter category and ended up third on the weekend.

6.6L Duramax Colorado

It’s always fun to watch Enrique Gonzalez’s LBZ Duramax-powered ‘06 Chevrolet Colorado mix it up in Pro Street. The tubbed and back-halved former service truck sports a 98mm single turbocharger that’s brought to life via nitrous and is known for its wheels-up launches, big-block-like sound and 5-second elapsed times.

Former Pro Mod Record-Holder

Outside the ODSS racing circuit, Ryan Milliken’s Cummins-propelled ’66 Nova held the Pro Mod record prior to the Hardway Sunshine Showdown, which stood at 4.55 seconds. What’s crazy is that Larson Miller’s 4.55-second pass matched Milliken’s 4.55 almost verbatim. Both drivers went 3.04 to the 330-foot mark and exactly 4.554 through the ‘660. Of course, Miller now owns the record for both E.T. and mph (4.47 and 167 mph, respectively), but it’s a coincidence we couldn’t overlook.

Photography courtesy of Amy Gilbert and Randy McCuddy

There's no reason not to get into drag racing when you can own a Cummins-powered, 650hp daily-drivable diesel drag truck.