Lifting Your Rig 101: What to Consider

When the manufacturer sets out to design and produce the latest model four-wheel drive (4wd) vehicle, they are required to balance many factors from vehicle weight to carbon footprint. These constraints force them to choose components that meet the desired platform goals but typically leave little room before modifications exceed the strength of the factory components. With an estimated +300 billion dollars being spent in the light truck and SUV aftermarket in 2022, its safe to say there are plenty customers looking to upgrade their 4wd vehicles and one of the first modifications most owners make to a 4wd after purchase is to add some type of suspension lift and larger tires.

For many, this is done merely for looks. For those who intend to use their newly purchased 4wd to take them on remote off-highway adventures or to tackle technical trails, a lift kit and larger tires is only the first step. What is soon discovered is that the additional tire size and weight create more stress on the suspension and drive axles. While most lift kit manufacturers take these additional factors into consideration during the development of the replacement suspension components, upgrading the drive axles for strength and performance is left up to the consumer to determine what and when.

For most the first step is to replace the factory ring and pinion (gear set) with one that provides a lower drive ratio. How low of a drive ratio you choose to install is determined by how you intend to use your 4wd. At minimum you want to install a gear set that lowers your gearing enough to match the final drive ratio your vehicle came equipped with from the factory. Matching the factory final drive ratio will return the performance lost by installing larger tires, yet in most cases it isn’t enough to noticeably improve the vehicles off-road capability. To do that we need to increase the torque being delivered to the tires as well as increase (lower) the vehicles crawl ratio. The simplest way to do that is to install an even lower ratio gear set. How low of a gear ratio you choose can often be limited to the type and model axles your vehicle is equipped with, but for most applications gears in the 4.56:1 or 4.88:1 (higher the number the lower the gear ratio) are the most common for vehicles with tires up to 37” diameter.

…additional tire size and weight create more stress on the suspension and drive axles...

Before you spend your money on replacing the axle gears, there is another upgrade to take into consideration that can be installed at the same time as your new axle gears. With few exceptions, the drive axles in your 4wd vehicle are equipped with an open differential. The differential is a component that consists of a carrier housing, that is driven by the ring gear, containing a set of gears known as spider gears which in turn drive the axle shafts. When traveling in a straight line the tires are turning at the same speed and equal power is transferred to both drive axles. However, when you turn, the outside tire has to travel a further distance than the inside. To accomplish this the spider gears inside the carrier, allow the outside tire to turn faster than the inside tire. While this design is great for most driving situations, it doesn’t lend itself to low traction situations because it allows the power to be transferred to the tire with the least amount of resistance. To increase a vehicle’s off-road prowess, replacing the factory differential with a mechanical traction control device, more commonly known as a locker can be extremely beneficial.

There are multiple options to choose from when it comes to lockers. The cheapest and most basic is the drop in or “lunch box” locker. The lunch box locker simply replaces the factory spider gears with specially machined interlocking components that engage (lock) when power is applied and disengage (unlock) when coasting. The design allows equal torque to be applied to the axles anytime the vehicle is under power. They are however only as strong as the factory cast iron carrier and are known to create erratic handling characteristics on pavement. Due to these characteristics, most people choose to only run them in the front axle which is typically disengaged when driving on the pavement. The next level up is the full case mechanical locker. More commonly referred to as the Detroit locker. These lockers replace the factory carrier and spider gears with a complete unit made from much stronger materials. The overall design functions similar to a lunch box locker and can lead to handling issues if used on the street. Most people choose to limit the installation of Detroit’s to vehicles that see very little road use. The most expensive option is the selectable locker. Available in electric, air, or cable actuation, selectable lockers give the owner the best of both on and off-road traction and handling. Similar to a Detroit, a selectable locker completely replaces the factory carrier. Once installed, they operate very similar to a factory open differential until the owner “engages” the locker. Once engaged, a geared collar slides into place and locks the differential creating equal traction to both wheels. Once the added traction is no longer needed, the driver can simply turn off or disengage the locker. Selectable lockers are most often installed in the rear, and are actually becoming more and more common as factory installed options on many current 4wd vehicles, but they work equally as well in the front axle.

2022 King of the Hammers

Taking on the Toughest Off-Road Race on the Planet

What started as a “beer bet” between friends on a dry lakebed in Johnson Valley nearly 15 years ago has grown to one of the biggest weeks of off-road racing in the world: the Ultra 4 King of the Hammers (KOH). The people are just as spectacular to watch as the vehicles. KOH is a week-long party—imagine Burning Man with the excitement of off-road racing. 

The initial premise was simple, blend rock crawling with high-speed desert racing. KOH requires race vehicles that can handle both terrains. The racecourse seems impossible to those unfamiliar with the race, pitting man and machine against a course filled with rocks the size of a city buses and drop-offs over 10 feet tall.

Weeks before, HammerKing Productions employees and volunteers descend on Means Dry Lakebed to build Hammertown, a 56-acre, high-tech camp. It’s the center of King of the Hammers, and so involved even the Navy and Marine Corps lend a hand. It houses thousands of spectators, participants, racers, crew, and those there for the 10-day party. 

Image the sensory overload of an event like SEMA, but where vehicles are actually put to the test in the desert. It’s hard to take it all in, but luckily, you have ten days to do it. Hammertown features pit crew challenges, qualifying races, pre-runs, vendors, driver meet and greets, and various other events. Plus, there’s food throughout the town and music every night. 

Hammertown is like going to a car show and enjoying the cars in the parking lot; participants and their vehicles are just as fun to watch as the races. You need an off-road capable vehicle to see various sections of the racecourses, and KOH brings out the best and most interesting off-road rigs around. From jacked-up Mercedes to Econoline vans straight out of a 1980s summer camp and every genre of Jeep. 

The KOH community makes it a world-known event. With crazy rigs and dedicated enthusiasts partying for a week straight. The off-road community is a tight-knit group looking for fun with dirt-filled grins, hats made of beer cans, and bound fires that last all night. 

…KOH brings out the best and most interesting off-road rigs around…

The lakebed is in the center of Johnson Valley, which is known for having some of the most challenging terrain on the west coast, with large boulders, steep drop-offs, and narrow trail sections. King of the Hammer’s name comes from the notorious “hammer” trails. Many of the nearly 500 registered racers don’t make it back to the finish line. Johnson Valley trails have also claimed many lives over the years. It puts drivers and crew through various off-road racing disciplines from steep rocky mountains, rolling hills, open sections, and a large dry lake bed, with elevations ranging from 4,600 to 2,300 feet. Modern-day Ultra4 cars require indestructible components and produce over 900 horsepower.

The start/finish line is in Hammertown, allowing spectators to get up close to the action, starting with a closed-circuit style dirt course section. This section of track allows for door-to-door action in qualifying and a unique start/finish to off-road racing.

Across the Means Dry Lakebed, is the high-speed section with divots, obstacles, and hard-to-see terrain. Far from a smooth lakebed like Bonneville, this terrain requires faith in your equipment and nerves of steel to keep full throttle. 

After the Dry Lakebed, the land immediately transitions into technical rock trails with boulders of sizes ranging from a few feet tall to those bigger than the vehicles themselves. Racers go from triple-digit speeds immediately into narrow paths up mountain terrain. From loose sand into jagged rocks, these areas require patience, tough tires, and an impenetrable undercarriage. Don’t be surprised to see multiple rollovers throughout the event. 

What started as a single-day race in the Southern California desert in 2007 has grown to a 10-day event in 2022 with multiple classes, including Trophy Truck, UTVs, and Ultra4 cars. They compete on different days leading up to the Race of Kings’ main event.

This year’s Hammer’s week featured four primary races. First, the Toyo Tires Desert Challenge, a classic style lapped desert race. Second, is the Can-Am UTV Hammer Championship, where UTVs race the same course as the big 4400 cars. Third, is the 4-Wheel Parts Every Man Challenge, which features four separate classes 4600 – Stock, 4500 – Modified Class, 4800 – Legends class, and the EV Class. For the 2022 event, every class was packed with competitors, all attempting to tame the racecourse and bring home the coveted King of the Hammers trophy.

…What started as a single-day race in the Southern California desert in 2007 has grown to a 10-day event in 2022 with multiple classes…

The Desert Challenge featured two days of non-stop action, with the limited class racing on day one. Chase Warren in his Class 10 car held off Mitch Guthire Jr. in his Polaris RZR Pro R for the win. Brady Wisdom took the third spot on the podium in his Class 10 car. Day two featured the Unlimited Race with the Trophy Trucks (T1), and the 6100 trucks (T2) laid down the power in the desert. Qualifying for this race featured a prologue included in the overall time to determine a winner. Last year’s winner Bryce Menzies, one of the favorites to win, had drivetrain troubles that pulled him out of the race after one lap. Kyle Jergensen held off the charge from Luke McMillin, who had a throttle cable issue that cost him precious minutes and left him in third place behind Christopher Polvoorde.

 With the desert racing out of the way, it was time to go to the rocks. First up was the UTVs maneuvering through the rocks, flying through the desert, and running door-to-door on obstacles. Kyle Chaney held off Hunter Miller for the win, and Paul Wolff battled his way through for a third-place finish.

One of the most fantastic races to watch is the Every Man Challenge, where you can race everything from a vintage 4400 car to a stock Suzuki Samurai taking on the course. This years’ race had an extra level of excitement as the Ford Performance team was on hand with new Bronco race vehicles. They swept the stock 4600 class with Vaughn Gittin Jr., Brad Lovell, and Bailey Cole, finishing 1-2-3 for Ford.

Dan Fresh was your overall winner and 4800 Legends class winner with a speedy time beating Toby Stacy by over 30 minutes, with Chayse Caprara taking the third spot just minutes behind Stacy. In the Modified 4500 Class, John Mathews held off a strong charge from Joe Gatlin to win, with Kenneth Goodall earning the third podium spot.

Only one race was left to crown the 2022 King, The Race of Kings. With over 100 entrants this year, the field was stacked with plenty of cars and drivers gunning for the top spot. However, the race came down to two guys, three-time king Jason Scherer and longtime competitor and top challenger Raul Gomez. These two battled all day with Jason out front most of the day before a costly flop had him winching early on the third lap.

With Gomez out to a solid lead, a high-center had him winching while Scherer could make up time. Another late-game flat tire made it impossible to catch up to Gomez, who earned first win in Johnson Valley and the first solo competitor to take the title. Finishing in the third spot was Josh Blyler, who battled his way through the field after qualifying 20th for an impressive finish.

 The King has been crowned for this year, and that means guys like Scherer, Levi Shirley, Erick Miller, Shannon Campbell will be looking to take back the crown next year as the target is now squarely on Gomez’s back.

The Basics 

• King of Hammers began as a private event, created by rock-crawler champion Dave Cole and desert racer Jeff Knoll. 

• King of Hammers is typically held on the first week of February. While technically the King of Hammers race is a one-day race, there’s a week of events leading up to that final day. 

• King of the Hammers is held on the Means Dry Lakebed, as a part of the Johnson Valley OHV. California has state-run areas known as OHV areas (Off-Highway Vehicles), where off-road vehicles can be used. 

• Johnson Valley is known as the Home of the Hammers, having several intense trails such as the Jackhammer and Sledgehammer trails. 

• The center of King of Hammers is Hammertown, where teams, sponsors, and participants turn the desert into a temporary city of racing. Admission includes access to Hammertown and gets fans close to the start/finish line.  

• Different areas of the racecourse are easily accessible with a stock off-road vehicle. 

• Past winners and those who participated in the first event are invited to return at every race thereafter.
  

  

  

  

  

  

  

  

  

  

  

  

Suspension Tech: Shock Reservoirs and Bypass Valves

Performance hydraulic shocks are both simple, and complicated at the same time. Both their function, and the parts they use are relatively simple, but it’s how they are configured that makes such a huge difference. First let’s look at what shocks do. The weight of the vehicle is held up by some type of spring (air, leaf, coil, or torsion bar). The shocks control the motion of the suspension. They do this by friction which causes heat. In essence, they do the same thing that your brakes do, but differently.

Hydraulic shocks are filled with special fluid that comes in different viscosities. Viscosity is a technical term for how thick, or thin the fluid is. The shock has a body, a shaft, and a piston. The piston is mounted to the end of the shaft which slides inside the bore of the shock body. As the shock is extended or collapsed, the shock fluid inside the body of the shock is forced through openings (ports) in the piston. These openings are covered by flat springs or shims that flex to either open or close the ports. As the fluid flows through the ports, it creates friction, and therefore heat, so it dissipates energy. This is commonly referred to as damping. The heat is then transferred to the air outside the shock. Shocks use thermodynamics, and fluid dynamics to control the movements of your suspension. Like I said, they are both simple, and complicated at the same time. 

Most factory supplied shocks, and inexpensive aftermarket shocks, have no external features. The common name for these shocks are smooth bodies, and it’s one reason why they are inexpensive. They still work the same way as the expensive shocks do, by forcing fluid through the ports in the piston. As the shaft moves in and out of the shock body, the piston moves through the fluid, and the shaft displaces the fluid. There needs to be room in the shock body for that shock fluid to go. On some shocks, they just leave enough air space for the fluid to move. If you are in rough terrain, and the shaft is moving in, and out quickly, the air in the shock body can mix with the fluid reducing the viscosity; creating emulsification. This causes the shock to fade. It can no longer provide the same damping. Your shocks will not be as effective until they cool down, and the air and fluid separate again. To prevent this, some shocks have a floating piston that separates the fluid, and the air. This prevents the fluid from foaming, but it takes up room in the shock. If you are using the factory supplied shock mounting locations, this will limit the amount of travel available for the shock to cycle.       

Most factory supplied shocks, and inexpensive aftermarket shocks, have no external features…

Once you start moving up in price levels, you will see external features like remote reservoirs, and bypass tubes. Both of these features are used to allow additional flow of the fluid inside the shock. Remote reservoirs can be attached to the shock body, or be mounted remotely by using a hose between the shock body, and the reservoir. For added strength, shock manufacturers will increase the diameter of the shock shaft. This then displaces even more fluid. With a remote reservoir, you have the necessary space to allow the additional fluid to be displaced, and you can add additional features that are not typically found on smooth body shocks. Most remote reservoirs have a floating piston, and a valve that allows you to charge the reservoir with compressed nitrogen. Nitrogen is used because it is more stable than oxygen; it expands less when it gets hot. This nitrogen pressure forces the floating piston against the shock fluid so no air bubbles form in the shock fluid. Increasing the nitrogen pressure can also be used as a minute tuning adjustment, but that’s a whole other article. Since fluid is moving from the shock body to the reservoir, some shocks will have an adjuster that controls that flow of fluid. It is one more opportunity to create adjustment to the shock. It allows you to change the damping of the shock by simply turning a knob. You can stiffen them up to control sway on the street, and then back them off so your suspension will travel freely when in the dirt.

When it comes to the ultimate in adjustability, you now have the bypass shock. There are internal, and external bypass shocks. Fluid bypass works on both the compression stroke (the shaft pushing into the shock body) and the rebound cycle (the shaft pulling out). First we will talk about a single, external bypass tube used in compression, and what it does. The bypass tube will be welded to the outside of the shock body. It has an intake port that allows fluid in, and an adjustable, one way valve on the opposite end of the tube that regulates fluid flow back into the shock body. As the piston moves during compression, it pushes fluid into the bypass tube. Depending on the way the valve is adjusted, it could be a lot of fluid, or very little. The more fluid through, the softer it will be, and vice versa. 

Now we can discuss what it means to be position sensitive. Let’s say you have 3 bypass tubes that work during the compression cycle, and the shock is completely extended. As the piston moves into the shock body it is pushing fluid into all three bypass port openings. The openings are strategically placed on the shock so each opening creates a zone. As the piston moves past an opening, no more fluid is moving through that tube. Depending on where the ports are located in the stroke, you can adjust the fluid flow according to the position of the piston. That makes the bypass ports position sensitive. You can make the shock progressively stiffer as it compresses, or several other configurations according to bypass tube placement, and number. The same is possible for the rebound cycle. 

When it comes to the ultimate in adjustability, you now have the bypass shock…

When it comes to bypass shocks, there is also an internal bypass configuration that uses port openings that are not typically externally adjustable. The internal bypass design has a sleeve inside the body where the piston rides. The sleeve has ports in it to allow fluid to flow through to the space between the sleeve, and the larger diameter of the actual shock body. 

We have only covered the basics of bypass, and external reservoirs. There are many different variations and unique applications to these basic concepts. When it comes to shock design, the best and the brightest have been experimenting for over a century. When it comes time to upgrade your shocks, be sure to talk to the experts at the shock companies as technology, and designs continue to advance. Both Fox, and Bilstein are making electronically controlled shocks that are even more intricate, and capable of fine adjustments.     

The Differential Difference

Adding the Right Traction to Your 4WD Truck

Before we dive right into how to turn up your truck’s traction ability, let’s first ponder a question that should be answered honestly. How do you anticipate driving your truck? Will it spend most of its time on the road, and will the off-roading you do plan on doing be mostly on gravel or compacted dirt? Will you be doing any driving on icy, snowy or wet conditions on pretty advanced off-road terrain? Do you anticipate driving through trails where very uneven ground, rocks and other obstacles and holes will be present? Taking these questions into consideration will greatly impact your decision-making when looking to upgrade your truck’s differential system(s). 

If you answered ‘yes’ to the first question above—congratulations! If you plan on sticking to mostly streets and highways or surfaces that are hard but not technically paved stretches of land, you really don’t have to worry about messing with your truck’s factory-equipped open differential, which is great. We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is. 

We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is…

For those who answered ‘yes’ to the second and/or third questions with the anticipation of driving through surfaces impacted by inclement weather that also feature more severe terrain, then you might want to consider shopping around for limited-slip or locking differentials. There are plenty out there to choose from, and it is best to still keep your personal driving scenario in mind when wading through these waters. 

Now, also keep in mind that whichever type of traction-adding components you choose will have a direct effect on different types of driving, wherein lies the importance of staying true to what you will actually be using your truck for. Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely. 

Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely…

Most light off-road duty adventures will be greatly improved with a rear limited slip differential, or better yet both a rear and front limited slip. These are the most widely used and common types of diffs since they cover such a wide application spectrum. What the limited slip does is shift a percentage of the torque to the wheel that has the most traction while limiting the slip on the wheel experiencing the least amount of traction (the one that is stuck in the air or free spinning on a patch of black ice). Torque is not always balanced between the wheels here, which will allow your truck to power through less than ideal surface situations with less of a chance of getting stuck. Icy, wet or uneven ground will pose less of a threat with the limited slip differential, so if you plan on encountering any of these foes on a regular basis, this traction-adding upgrade will definitely be money well spent. 

A locking differential will take your rig further than any limited slip setup can—no question. Now, do you absolutely, positively need to install a locker? Well, that all depends on if you want the power of a true 4×4, which means that all four wheels are getting power to the ground. Anything less than that might very well leave you stranded when attempting to take on some serious mud pits or extremely rough country. If you still plan on driving your truck on regular surface streets when you’re done on the trail, you’ll want to look into selectable lockers specifically. This will allow your truck to fire on all 4 wheels while off-roading, while still having the ability to flip back to an open or standard (stock) diff configuration with the flip of a switch. You’ll be able to beat the piss out of it off road, and still actually be able to drive it comfortably on surface streets just like normal. 

Within the realms of limited slip and locking differentials are other options to consider, naturally. There isn’t one system out there that can meet the demand of every driver of every truck for all conditions, so don’t get your hopes up. If you know and understand exactly what you’re asking of your truck, however, then you should already have a better idea of what side of the traction fence you’ll need to invest time and money into. The rest is merely addressing the details of personal preferences in order to fine-tune your driving experience. 

Strange Custom Cars at SEMA

Tank Treads, Fabricated Bodies, and Unique Paint Jobs

These custom cars at SEMA this year really push the limits on what it means to have a modified car. SEMA is a show which primarily focuses on aftermarket performance and cosmetic modifications on cars, and the companies who make them. But among the supercars, tuners, truck, and muscle you get some very creative, and strange creations from some innovative and possibly mentally unstable builders. These guys bring a unique perspective, and love them or hate them, they definitely set the bar for modifications.

These are our best and strangest custom cars we saw at SEMA this year in Las Vegas.

First up we saw a couple of snow track oddities that were not the Ford Bronco. The riveted one being a Custom Bug Out Jeep Gladiator built by Expedition Vehicle Outfitters with custom metalwork done to it. If one of the treads somehow falls off they have a spare Milestar Patagonia Tire attached to the back of the vehicle as well, just in case.

We also saw this Humvee with snow treads, but this one had a giant Battleship horn attached to it by ProdigyTV on youtube.

Artist Rocketbyz, showed off this Pikes Peak ready Audi Quattro with his signature neon paint splatter paint job. Reminiscent of all the previous art cars from the past.

Chevy Revealed a custom desert Off-Road concept truck called the Chevy Beast based off the Silverado platform. It has 5 link suspension, Four wheel drive and a body that looks like its built for the UNSC.

Next Up we have a couple of Custom Trucks, one low one hight. The blue one is a Hodson JRT10 Truck with a Jeep Wagoneer front end and a Viper V10 engine.

This one is a 6×6 C10 with 1000hp and a wing instead of a truck-bed built by Deberti.

Top 10 Tools Every Off-Roader Should Carry

Tools are something that make everyday life possible. They come in a full range from “must haves” to “would be nice.” Some people would argue that all you need is a credit card, and a satellite phone. Most of us would rather help ourselves than call for help. The better your tools, the easier difficult tasks can become; especially when working on vehicles. Even simple tasks can become impossible if you don’t have the right tools. So what do you need as an off-roader? Let’s take a look at the basics. 

Most of us would rather help ourselves than call for help…

1. Socket Wrench

Flat tires happen. One of the most often required, and useful tools you can carry is a wrench that can remove or replace lug nuts. There are many options available from a straight breaker bar, to the latest battery powered impact guns that are on the market. If you can’t remove a wheel, a simple predicament can leave you stranded. It’s also wise to carry several different sizes of sockets so you can have what you need when the time comes.

2. A Jack

This one goes with the lug wrench; a good jack. There are countless uses for a lifting device when you go in the dirt. They are needed to change flat tires, get unstuck, or fixing bent tie rods or suspension links. High-lift jacks are popular because they can do several tasks. Just make sure you know how to use it, and have good jacking points on your vehicle. If you don’t have solid jacking points that mounts to the frame, and also allow clearance around the body panels, you won’t even be able to use one. Good jacking points are heavy duty bumpers, sliders, and the wheel lifting straps available. Other options are manual scissor jacks, and hydraulic floor jacks. If you use a hydraulic floor jack, you will need something to place it on so it doesn’t sink into the dirt. A piece of plywood works, or you can get bolt on bases for this, or even specially made jacks.

3. Shovel

When you go off-road, you will get stuck; it’s inevitable. When you are stuck, it’s because you are impeded by something. That something is either dirt, mud, sand, rocks or snow. You don’t want to be removing any of that by hand. I learned my lesson when I went for a quick little drive in my CJ-7, and slid into a snow bank. I had to remove my license plate to use as a shovel. With a real shovel, I would have been done in 20 minutes. Instead it took hours. A shovel can be used for many other things as well; putting out camp fires, trail repairs, burying a tire for an anchor point, etc. 

4. Jumper Cables

Like flat tires, dead batteries happen a lot. A jump start from or to another vehicle only takes a second if you have cables. If you don’t have them, your options are never good. You should not scrimp when it comes to your jumper cables. There are plenty of cheap cables out there that are not up to the task. Get some good heavy duty cables with copper wire, not aluminum. A good set will last you for years, and be reliable when you need them. Just don’t loan the out. 

5. Bailing Wire and/or Zip Ties

We are hard on our vehicles when we go off road. Things break, they come loose, and they get damaged. You need something that will hold things together until you can make permanent repairs. Zip ties are great, but they fall short when you need to hold up anything that gets hot like exhaust or brakes. Bailing wire is pliable enough to wrap around things, and it fits through bolt holes easily. When you double it up, it’s very strong. 

6. Vise Grips

Vise grips are a valuable tool because they perform many tasks. If you have a damaged bolt or are missing the correct size wrench or socket, vise grips will work. They clamp tight enough to hold things together securely. They can also be used for crimping electrical connectors, or capping brake lines. You can even get special vise grips with smooth jaws for crimping off fuel or brake lines without damaging them.

7. Tow Ropes and Ratchet Straps

Many of us carry a box filled with different tow ropes, and ratchet straps. Tow ropes are for pulling another vehicle. Ratchet straps are for securing things. Chains should be avoided. Chains are heavy for one thing, and they don’t give. Tow ropes are designed to stretch, and don’t release as much energy when they break so they are much safer. Don’t forget to also throw a tree saver strap in your box. Ratchet straps are useful for securing every type of loads. They can be used to hold down a spare tire, or secure a camper in the bed of your truck in an emergency. They are a very useful tool.

8. Fire Extinguisher

I have personally never needed a fire extinguisher, but have saved many people who did. This is one tool that you hope you will never need, but is a must have to carry. You also need to know how to care for your extinguisher. The types that have dry powder in them can settle over time. When you need them, the powder can be clumped in the bottom, and not discharge properly. Make it a habit to inspect your extinguisher before you go out to make sure it’s still charged, and give it a little shake to keep the contents dispersed.

9. A Tarp

A tarp is another item that is handy to have because it has multiple uses. We can’t always control where our vehicle breaks down, or where we will be working on it. Part of being safe in the outdoors is keeping your body free from injury. You only need to experience laying in cholla cactus spikes, sharp rocks, or hot pavement once to realize the necessity of having a good tarp to lie on. It can also be used to keep you dry in the rain, or cool in the sun. You can drape it over your winch line to absorb the energy if it breaks. You can carry water with it. You can use it to wrap up dirty items that have to go inside your vehicle. How many of you have slept inside your truck bed with a shredded tire next to you? A tarp is handy for many things.

10. A Buddy

Two minds are better than one, but so are two trucks, two sets of tools, two jacks, you name it. Traveling alone is something we all do out of necessity, but when it comes to being prepared off-road, you can’t beat having someone else along. When something breaks down, or you experience some other setback, it’s always good to have someone else to throw ideas around, help out with repairs, or just give you a sense of calm that everything will work out. They are also great for re-telling the stories of your great trail fixes and ingenuity used to get back home.   

Best New Ford Bronco Performance Parts at the SEMA Show

Upgraded, Modified, and Off-Road Ready Broncos

After a couple decades, a few car chases and a whole lot of horsing around, the Ford Bronco is back for 2021! Well, it has been back for a minute now, but after a year we’re all trying to forget, we’ll call SEMA 2021 the official year of the new Bronco.

This year’s SEMA we get to really see what companies have come up with to further develop performance parts for the new Bronco Platform. Turning the Ford Bronco into a very capable machine is not a new concept, in fact it has been the name of the game since the Bronco first came out in 1965. Over the years we’ve seen time and time again that the Bronco is not just a practical suburban cruiser, with some upgrades the Bronco becomes an off-roading monster.

Here’s a sampling of some of our favorites at SEMA with some of the most insane versions coming from Ford themselves!

FIrst off is this Rhino Rack Bronco build by Doetsch Off-Road, fitted with all of the camping luxuries that you can think of! Upgraded Bumpers with LED lights, custom fenders from ADV Advanced Fiberglass Concepts to fit those Big tires on Fifteen52wheels, an extendable cover, and to Top it off, a Canoe!

We also spotted this Black Diamond Bronco from Havoc Off Road, upgraded with bead lock wheels, custom Winch Compatible front bumper, an orange skid plate, and some custom metal side steps to get you in this lifted Bronco.

Don’t like mountains? How about the Desert instead! Look at these race variants also from Ford. These have so many Custom parts that It would be easier just to list what isn’t changed.

Do you wan’t a tank but have a Family too? Well, Ford put some treads on this Bronco, so that you can simply avoid the lines at the Ski Lift.

Build an Off–Road Truck With a $10K Budget

Get the Parts You Want and Need

$10,000 is just the right sum of money that can be stretched a very long way when spent correctly. Think about it—if you’re in the market for a new truck, that $10k can quickly evaporate on dealer upgrade packages that aren’t really worth that much money when it comes down to it. It may buy a good amount of factory ‘premium’ add-ons and accessories, but they might not even be the key items you’d need to work towards building the legit off-road truck you want. Instead, you can take that cash and strategically spend it on quality goods from reputable aftermarket manufacturers who specialize in products that you actually want and need. 

Even if you’re looking to outfit an older truck that you may have had around for a while or have finished making payments on, that same $10,000 will come in clutch with turning things around for the better. It’s cheaper than going out and buying another brand new truck, that’s for sure. So why not invest some money into an older pickup and starting having some off-road fun with it? 

…$10k can quickly evaporate on dealer upgrade packages that aren’t really worth that much money when it comes down to it…

Rolling Attire

Tires

There are a few key categories of parts you’re going to have to start shopping around in if you plan to make a go of transforming your truck into an off-road worthy rig. Right out the gate, you’ll want to address your truck’s tire situation. You’ll want to still steer clear of dealer-upgraded rubber here, as whatever tire they’ll try to sell you will still be geared toward on-road above off-road performance every time. Instead, take a look at tires that are designed to take on dirt, mud, sand, and rocks—all the types of terrain that you’ll be looking to combat while out in the great wide open. Specially designed tread patterns and beefier sidewalls will most definitely be your friends here, and will totally be worth the money you’ll invest in them. 

Wheels

While you can put bigger, better tires on just about any wheel, it’s probably wise to spend some money on a set that is designed to better handle off-road situations. Bead lock equipped wheels will prove to be invaluable when you’re out on the trail as they provide clamping power to maintain the tire seal instead of relying on inflation pressure alone to keep them held onto regular wheels. This is quite an advantage since lower tire pressure is often used to improve traction on rough terrain. Plan on spending a few thousand of your budget on new wheels and tires. Of course, you could spend a lot more on them but that’s all based on your own personal preference and taste. 

Ride Height

Suspension

You can get away with spending minimal money on an entry-level leveling kit here and still be able to fit larger wheels and tires all around, and get the look of an off-road truck. While that may make your rig look the part (kind of), you could (and should) go a step further and look into more complete lift kits that will get both ends of the truck up a few inches higher, thus giving your truck the added ground clearance that is imperative in true off-road situations. While you don’t have to get your truck crazy jacked in the sky or anything, even a 4-inch lift will do. 

Shocks

Whichever way you end up lifting your truck, don’t forget to upgrade the factory shocks with a set designed to take on and handle increased dampening abilities. Even if you think you might need remote-reservoir shocks, invest in them. They can take much more abuse, and a lot of them can be manually adjusted to better fit the specifics of your particular truck. Of course, they cost more than simple upgraded OEM replacements, but are well worth the money. 

Underbody/Rocker Protection

With a truck sitting at a higher than stock altitude, its underbelly becomes more susceptible to damage from debris and other obstacles while bombing the trails. To keep vital parts and systems protected from an unforeseen accident, there are plenty of panels and skid plates available that bolt on and offer peace of mind while you’re out having fun. These aren’t a requirement, however, but a strong recommendation when it comes to defending your rig against the elements. 

Accessories Make the Truck

Lighting

Even if you don’t plan on being out in the middle of nowhere past sundown, upgrading your truck’s headlights to brighter HID/LED output wouldn’t be a bad idea. Heck, while you’re at it, it couldn’t hurt to wire up some bright auxiliary lighting sources as well. LED light bars, spotlights, or any other type of bolt-on light housing will end up getting a lot of use even if you don’t intend to use them often. You’d be surprised at just what kind of pitfall you could avoid with sufficient nighttime illumination in pitch-black visibility.  

Winch

You really don’t ever need a winch until you absolutely need one. Whether it’s your truck that gets stuck, or a buddy’s rig that needs to be pulled out of a sticky situation, you’ll be glad to have a dependable get-out-of-jail pass at your disposal.

Brakes

A proper off-road truck definitely deserves an upgrade or two in the braking category. Larger, heavier wheels and tires can rob your truck’s factory braking system of precious stopping power. Aftermarket rotors and calipers are an easy solution, and if your truck is still equipped with rear drum brakes, converting them to discs will dramatically improve braking abilities.

Performance

HP & Torque

There are a lot of combinations to choose from in this department ranging from simple air intake systems, custom exhaust, digital programmers, and a ton of other products designed to make more power. Pricing and level of skill required for at-home installation vary, so choose wisely and know when it’s best to fork over the extra cash for a pro to handle the install. 

Locking/Limited Slip Differential

You may not think this upgrade is necessary until you experience the struggle to make enough traction firsthand. Installing a locking or limited slip diff will allow for your truck to spin both wheels on an axle, which really comes in handy while keeping or regaining precious momentum on tricky types of terrain. The boost in confidence of where your truck can go after installation will astonish you. 

Mid Travel vs. Long Travel Off-Road Suspension

Which Is Right For You?

Every truck and its owner are different. While that may sound like stating the obvious, it is very much true, and determines the relationship of how someone drives their pickup. Most folks are more than fine with leaving their truck bone stock, and hardly ever venture far from paved roads. Modern trucks are easy to drive, and are often treated as a regular car—with a handy bed that comes in clutch during those sporadic trips to Home Depot. While this picture comes off as being dramatically domesticated, it’s really not that far off from how it really is, except for the truck owners that have a sharp taste for far more action and adventure. 

Now, the type of action we have in mind here is off-road adventure, and what exactly that means to each individual truck owner. While a good percentage of them tend to lean toward the mild side of things (which isn’t a bad thing at all) there are a slimmer number of truck fiends that crave the most capable, unstoppable setup imaginable. Of course, we’re talking about the timeless debate between mid- and long travel truck suspension systems, and what it really means to build and drive them. 

The Deciding Factor(s)

Which is the right one for you? Well, only you can really answer that question. There’s a lot to take into consideration—some are the obvious cost and labor issues, and others may be less glaring and require careful attention. You’ll have to seriously address the pros and cons of how mid- and long travel suspension systems stand to benefit your particular situation and how they could possibly negatively affect you world as well. 

Materials

While there is no real “negative” surrounding either of these suspension upgrades as they are both far superior than factory specs if you plan on doing any type of off-roading—even in the slightest. Mid-travel setups are far more accessible than their long-travel counterparts, as most basic front kits consist of at least an aftermarket uni-ball upper control arm, a quality coilover with reservoir, an upgraded leaf spring pack, axle flip kit, and a reservoir-equipped shock. All are fairly straightforward to install, and all of these components bolt right into place. 

Mid-travel setups are far more accessible than their long-travel counterparts…

On the other end, long travel setups are far more involved as you’re looking at aftermarket upper AND lower uni-ball control arms, an extended axle shaft, tie rod extension, coilovers with reservoir, and strategic weld-in reinforcements in the way of braces/gussets for optimum strength. You’ll see a beefier leaf spring pack here at the rear, which will be placed underneath the axle. This means that bolting on shocks in their factory mounting points will not be possible. You’ll have to get creative here to make it work, whether that means relocating the mounts somewhere else of going right through the bed utilizing a bed cage. Don’t expect things to be as easy as with mid travel setups here, it’s far more work, but there is a larger payout here once the dust settles. 

Cost

Long travel suspensions cost much more to build, obviously, but in more ways than you might think. Aside from the suspension components themselves, you’ll also have to take factory fender panels out of the equation, and think about wider, fiberglass options instead since the width of the front suspension is extended and the rear travel is extended so much over stock. On the bright side, you’ll be able to run comfortably with 35” tires without having to endlessly cut and trim until there’s nothing left of those original fenders anyway. 

Type of Driving

Think of mid travel suspension good for casual trail cruising, some moderate rock climbing, and increased general access to rougher conditions that wouldn’t otherwise be comfortable in a stock truck. You’ll have a lot more options open to you as far as terrain you’ll be able to take on, but take those options and multiply them—that is the true capability of long travel. But is long travel feasible for daily driving duties? Sure, why not? It’s really a personal preference with the additional width up front and all, but it’s just like anything else, you’ll adapt. 

Bottom Line Pros and Cons

Let’s start with mid travel first. You’ll be able to install the suspension components comfortably at home without any specialty skills or tools. The parts involved are fewer and relatively inexpensive, and you’ll still be able to upgrade tire size—think 33s without having to cut/trim fender wells too extensively. While you’ll be able to comfortable drive your truck daily and still have more confidence off-road, you will still be limited to more extreme conditions that only a long travel will be able to handle.

Long travel suspension parts do add up fast and installation isn’t always for the everyday DIY builder at times. You’ll most likely have to do some welding, so if you don’t have this skillset under your belt, you may have to outsource or wrangle a buddy who can help out. Save part of your budget for replacement fender panels, and prepare to lose valuable bed space for that bed cage and probably a spot to throw your spare. Don’t let all those factors stop you from seeing the job through—once everything is done, the off-road landscape will be your oyster. 

…once everything is done, the off-road landscape will be your oyster…

In the end, you’ll have to make the decision of just which scenario is right for you. Are you down for the higher cost and more in-depth installation of the long travel? Is it really worth the extra money and extra headaches? Are you fine with still being able to having more paths opened to you while still being limited to only where long travel-equipped trucks can travel? Weight it all out, sleep on it, talk it over with your better half, and then start building the truck that is right for your own personal situation. 

Who’s The Boss: Ford Raptor vs RAM TRX

Now, there have been A LOT of comparisons between these two behemoths of the factory off-road truck world, and the results are pretty much unanimous. But we aren’t really here to determine a winner or loser, because let’s be honest here, neither the Raptor nor the TRX deserves to be called a loser—not in the slightest. There is, however, a more divisive line that has been drawn in the dirt as to which of these two impressive trucks hits the hardest—for now. 

Right out the gate, it’s no secret that the 2021 RAM 1500 TRX currently packs a heavier punch. The supercharged, intercooled 16-valve 6.2L V-8 cranks out a bruising 702HP with 650 lb-ft of torque, which just happens to be the true definition of Hellcat power right there! Now, as impressive as those numbers are by themselves, just think that the TRX completely mashes the Raptor’s 450HP offering by a difference of 252HP! That’s big. On paper alone, RAM clearly takes the first arm wrestling match, but we’re quite interested to see how Ford retaliates with the next Raptor rollout. Whatever they do come back with has to be some kind of big artillery in hope to keep up at the very least. 

When it comes to the exterior of both trucks when they’re side by side, there’s clearly a larger one of the two. The TRX stands more than two inches taller than the Raptor and measures almost two inches wider. The beefier façade just isn’t skin deep, as the RAM truck tips the scales at 6,866 pounds—nearly 900 pounds heavier than the Raptor. That extra size and weight doesn’t exactly equate to a slower moving pickup, as the TRX can reach the 60mph mark quite quicker than the Raptor. Again, while RAM is leading the race at the moment in the performance category, we’ll see what Ford cooks up in the future to combat this onslaught. 

As far as suspension and handling is concerned, both the TRX and Raptor offer more-than-competent suspension systems comprised of well-qualified suspension components, but the RAM has proven to edge out Ford, and that is mostly in part to the inclusion of a coil spring system paired with Bilstein adaptive dampers. The Raptor still employs leaf springs, which may change at some point (maybe not), but so, as there are some necessary tweaks to be made in order for the former off-road champ to hopefully re-enter the contest with increased maneuverability. While there is definitely nothing “wrong” with the Raptor’s existing suspension setup, as it would outperform a great deal of would-be performance trucks out there looking to contend, it’s just that RAM really has raised the bar that much higher in this category, especially for its weight class.

Creature comforts are important, and the TRX does capitalize on being built upon America’s favorite pickup—the Ram 1500 platform. The truck is only available in a crew-cab option, which may be an issue for those who specifically desire another cab configuration, but there are plenty of add-on luxury packages on both trucks to make just about anybody happy. At a quick glance, the TRX does feature a more updated and refined interior space, with a much larger infotainment screen than Ford’s. That much alone scores some very important points with consumers. 

Another limitation that is attached to the TRX is the lack of any 2WD mode to be found. While the Raptor does feature one, all that is available on the RAM are 4WD Low, 4WD High and 4WD Auto settings. Take that for what you will. This may not land in deal breaker territory (or maybe it does) but it definitely is something to keep in mind. 

Another thing to take into consideration when comparing these two heavyweights is the price associated with them. The starting price point for the TRX is $71,790—definitely on the higher end of the spectrum as compared to the Raptor’s “meager” $55,150 tag for extended cab models. Now, these are just the base prices, so if you plan on spending extra on some upgrades (which most buyers do) plan on throwing another $8-10k at these trucks. Bargain hunters may balk at the TRX price tag, but did you expect a Hellcat engine, crew cab model, or anything else about this obvious premium truck to run “cheap”? No? Didn’t think so. 

At the end of the day, it’s important to remember that it’s a new day in the off-road truck industry. The baked-in greatness that has come standard in the Raptor for the last decade has afforded it a rightful place at the top of the heap—but its throne has most definitely come under heavy fire. While attempting to stray from that whole winner vs. loser thing, it’s safe to say that RAM is the current leader in this heated battle royale. We do expect Ford to come back swinging, as they absolutely must to respectfully defend the Raptor’s honor. 

While there is much room for the Raptor to show improvement in the future, there is equally as much space for the TRX to grow as well. Bruising egos wasn’t seemingly the intention with the release of RAM’s high-performance rig (or maybe it was) but this is the off-road rivalry all truck enthusiasts have wanted to see for the better part of 10 years. RAM surely wasn’t interested in being a contender here, that’s for sure, as their sights were set directly at the Raptor’s crown. 

We do expect that the entire pickup-loving world will be anxiously awaiting Ford’s response to this wallop of an upset. This fireworks show has just begun, folks—stay tuned.

The All-New 2021 Ford F-150 Raptor: More Tech, More Travel

Feb. 3 – If you’re looking to hop into the most capable off-road vehicle made to date, geared to the gills with new tech and designed after an F-22 Raptor fighter jet, then you may want to take a look into the all-new 2021 Ford F-150 Raptor. Ford has crafted the most rugged Ford Raptors to shred through the dirt, and now they have upped the ante with the 2021 Ford F-150 Raptor. Designed to tackle the toughest terrain, the new Raptor comes with all the bells and whistles to comfortably glide through the desert with ease. 

This fully redesigned Ford F-150 Raptor comes straight from the factory with an all-new five-link rear suspension with improved wheel travel. Also included, similar to the 2017-2020 Raptors, is the electronically controlled next-generation Fox shocks with Live Valve technology. The Ford Performance chief engineer, Carl Widmann, says that the “Raptor is rooted in Baja 1000 racing, and its suspension advances our capability and performance — a five-link rear setup with more wheel travel than any Raptor before it.” The previous generations’ 13 inches of travel in the front and 13.9 inches in the back was already an impressive feat from the factory, but when it comes to pre-running, the more the merrier! The all-new Ford F-150 Raptor is also capable of up to 1,000 pounds of damping per corner at desert speeds.

The styling for the new Ford F-150 Raptor is deeply inspired by the F-22 Raptor fighter jet. The rugged and aggressive exterior is the signature Raptor look, but this completely redesigned platform goes one step further to show its true grit. The new hood has a heat extractor and functional side vents inspired directly by the fighter jet. Also noticeable is the distinctive front that emphasizes the truck’s width, featuring a power dome hood, headlights that stretch fender to fender, and of course, that beautiful blacked out grille.

Engine wise, the Ford Raptor is equipped with a third-generation twin-turbocharged 3.5-liter EcoBoost engine. The previous 2017-2020 Raptors proved just how much of an improvement the EcoBoost engines made to the Raptor family, so it was only right that for 2021, they maintained the same power plant.

When it comes to the newest technology Ford has to offer, the Ford F-150 Raptor is equipped it all. The Raptor’s new high-tech cockpit includes a 12-inch digital gauge cluster featuring a large information-on-demand area with Raptor-specific graphics and animations, off-road data and turn-by-turn navigation. Also included in the standard package is a 12-inch customizable center screen, allowing the driver to split the screen and control multiple functions at the same time. Over-the-air updates allow the Ford F-150 Raptor to gain more capabilities in the future like trail maps and trail turn assist, making the Raptor even more capable off-road. 

The 2021 F-150 Raptor will be assembled at Ford’s Dearborn Truck Plant in Dearborn, Michigan, and if you’re ready to get your hands on one, be prepared to wait until this summer when they’ll be hitting showroom floors.

Hennessey’s Supercharged Mammoth 1000 RAM TRX Makes Over 1000HP

Jan 20, 2020 – Hennessey Performance Engineering (HPE) is known widely for taking performance vehicles and taking them to the next level, as seen in the Velociraptor Bronco. So once they got a hold of the new 2021 RAM TRX, they went to town and came up with the limited-edition Hennessy Mammoth 1000 TRX.

This high performance pickup comes from the factory with a supercharged 6.2L V8 rated at 702BHP and 650lb-ft of torque, which is quite impressive, but obviously not impressive enough for the mad scientists at Hennessey. In a direct quote from John Hennessey himself, “The RAM 1500 TRX is exciting in stock configuration, but I’m seeking extraordinary,”. And extraordinary is what they made. With the addition of an upgraded supercharger, headers, and high-flow exhaust to name a few, the RAM TRX is boosted to over 1000hp(hence the Mammoth 1000 name if it wasn’t obvious enough) and 650lb-ft of torque. Along with the beefed up powertrain, you get a 2.5″ lift kit, custom front bumper with a built in light bar, Hennessey wheels, 35″ off-road tires, and a suspension level; all part of the MAMMOTH OFF-ROAD STAGE 1 package.

If you want to get your hands on one of these: good luck. There will only be 200 of the Mammoth 1000s made, each carrying its own serialized badge, and comes with a price tag of $135,350. RAM TRX included. But without a doubt, the Hennessey Mammoth 1000 RAM TRX is sure to be a beast off the road.

Audi Returns to Rally Racing

Competing in Dakar 2022 With Electric-Drive Platform

December 10, 2020 – For the first time ever, Audi will be competing in the famous Dakar Rally in 2022 with an innovative prototype vehicle. Utilizing an electric drivetrain powered by a high-voltage battery paired with an efficient energy converter, Audi plans to spearhead a future for the company in cross-country rallying motorsport.

Once a trailblazer in the rally world with their Quattro sub brand, Audi plans to make a triumphant return to the scene bringing a factory team back to the dirt stages. And what better way to start than with one of the most extreme and dangerous rally races out there. Audi plans to use their new electric drive system that charges the high voltage battery while driving. The Dakar Rally’s tough conditions and demand for endurance became the perfect test for the platform. Audi hopes to showcase the durability of their new electric-drive platform and once again become an icon in the rally world and lay the groundwork for developing the platform for production use.

Entry Level Ford Raptor?
Ford Announces the F-150 Tremor

December 15, 2020 – Adding to its increasing lineup of off-road capable vehicles, Ford is introducing the all-new F-150 Tremor. Meant to be a bridge between workhorse and trail beast, the F-150 Tremor features all-terrain upgrades with all of the towing and payload capability you’d expect from an F-150. This new model is designed for those looking to hit the trails and tackle rocky and muddy backroads while providing the features required to be a solid and reliable work truck.

The Ford Tremor is powered by a 3.5 liter EcoBoost V6 engine paired with a 10-speed automatic transmission, all together powering a four-wheel drive system. The Tremor is raised slightly for improved ground clearance compared to the standard F-150, and has upgraded suspension with retuned springs all around, specifically designed monotube shocks in the front and twin tube shocks in the rear that are tuned softer at low speeds. An upgrade to a Torsen limited slip differential is available as well as a torque-on-demand transfer case similar to the one available in the the F-150 Raptor. Along with the 33″ General Grabber all-terrain tires that come standard on all Tremors, this truck ready to tackle trails right out of the box.

More of the Raptor is seen in the exterior design which has been beefed up all around. The hood has a more aggressive design matched with a mean-mugging front end. Raptor-inspired off-road running boards line the sides of the truck and are built to take a beating. The bash plate is also taken from the Raptor, and the rear features a cutout bumper with dual exhaust and recovery hooks giving it an approach angle of 27.6 degrees and a departure angle of 24.3 degrees.

Adding to it’s offroad capabilities, the F0rd F-150 Tremor comes selectable terrain specific suspension settings, “Trail Control” which is basically like cruise control for the dirt, 360 degree camera to see obstacles on the trail, and an optional recovery tool set for when those obstacles get the best of you. And with its 10,900 lb payload capacity, anything you need comes along for the ride as well. The new F-150 Tremor is truly the best of both worlds; a workhorse for the weekdays and trail beast for the weekend.

Safari 911: Are Porsche’s More Fun Off-Road?

When most people hear the word Porsche they usually think of the 911, even though the first cars were designated the 356. The 356 hit production in 1948, and ran until 1965. Interestingly, the 911 which would replace the 356 was launched 2 years earlier in 1963. Despite the difference in model designation, the outside envelope and drivetrain configuration of both cars were very close. The familiar shape and mechanical layout conceived by the car’s designer, Ferdinand “Ferry” Porsche are still in use today. The 2020 Porsche Taycan is an all-electric sports car that still resembles the familiar 911 shape. The 911 is an icon, and people don’t like anyone messing with an icon. The 911’s original air cooled engine design was so coveted by enthusiasts that there was much controversy when it was retired in 1998 to be replaced with more conventional water cooling. I wonder if the Taycan has the battery bank laid out in a “flat six” configuration.

Most people drive their Porsches on the street. Although the 911 was known for simplicity, and driving pleasure, they were still luxurious, and rather expensive. They were out of reach for many. That fact created envy, and also spawned the Porsche snob. It’s easy to be a snob when you are so successful. Racing on pavement, Porsche has earned an impressive 19 overall wins at Le Mans to go with over 50 class wins. They also have endurance wins including 18 at the 12 Hours of Sebring, and another 18 at the 24 hours of Daytona. They have won the FIA World Endurance Championship three times, and own 12 manufacturer, and team titles in the World Sportscar Championship.

While no Porsche snob in their right mind would get their prized 911 muddy, there were those who were quite successful competing in the dirt; including the factory. While some wanted luxury and status, the cars durability and performance made them perfect for rally, hill climb, and offroad competition. Off the pavement, Porsche has four Monte Carlo rally titles, and a couple of Dakar Rally wins. The exotic all-wheel drive Porsche 959 was originally developed to compete in Group B rally competition but was never realized due to the cars cost. The 959 did however take 1st, and 2nd place at the Paris-Dakar rally in 1986. Porsche already won the Paris-Dakar rally in 1984 with a 911 RS/SC 4×4. The win in 1986 was with the same driver, Rene Metge in one of the two 959 models entered.

If you wanted to run a rally today, you would probably contact the Tuthill Porsche team. They outfit Porsche 911’s for rally competition. In 2013, they built 17 vintage 911’s for the East African Safari Classic Rally in Mombasa. 15 of the 17 cars finished the grueling rally. A Safari 911 that you need to check out belongs to Kelly-Moss Road and Race Director of Operations, Andy Kilcoyne. His 911 is extensively modified for the dirt.

So are these 911 Safari builds just to thumb their noses towards Porsche purists, or are they legitimate offroad performers? Certainly Porsche’s own success in the dirt would demonstrate that the latter is the case. Surprisingly, one of the 911’s greatest weaknesses on pavement makes the car superlative in the dirt; Trailing Throttle Oversteer. Those three words strike fear into 99 percent of Porsche 911 owners. Because the engine is mounted in the rear, the back end of the car outweighs the front. The ratio for the 911 varies from 58 to 60 percent of weight on the rear wheels. The most extreme case was the 1979 930 turbo. It had 63.8 percent of the weight in the back end. When you cut the throttle sharply on a rear engine car, the heavy rear end can act like a pendulum. The back end will come around, and cause uncontrollable oversteer. Uncontrolled Trailing Throttle Oversteer on pavement is bad. Controlled Trailing Throttle Oversteer in the dirt with grippy offroad tires is a blast. Just let off the gas for a second, flick the steering wheel opposite to where you want to go, and then bury the throttle to drift through the corner. On the pavement the goal is to drive at the limits of your tires adhesion without going overboard. On the dirt, it’s much more fun to hang it out in the turns, but that’s not all.

It’s common knowledge that the Porsche has many similarities to the Volkswagen which was designed by Ferry Porsche’s Father, Dr Ferdinand Porsche. The rear engine configuration, light weight, independent rear suspension, and torsion bar springs are shared by both cars. Those attributes made them extremely capable offroad. Many offroad racers were VW based. VW’s were also used extensively during the fiberglass dune buggy craze during the 60’s. Unlike the Porsche, Volkswagens were inexpensive, and produced in massive numbers. By making a few simple changes, any 911 can become a solid offroad performer. Some Porsche bodied cars where raced offroad, but mainly in the highly modified unlimited classes. They were somewhat of a novelty, however the platform is well-proven. The latest unlimited, open wheeled race cars competing today are rear engine designs with an independent transaxle driving the rear wheels, just like the 911.

So what’s holding most people back from building such a fast, proven, and fun car for the dirt? It’s the cost. Anything with a Porsche badge on it has skyrocketed in value in recent years. While you might find a rough example that needs work for a reasonable price, most well-kept 911’s, no matter what the year can go for anywhere from 60 thousand to well over a hundred thousand dollars. A quick internet search for let’s say a 1976 Porsche Turbo Carrera came back with a lovely example for the bargain price of 229,900 dollars. To be fair, you can find 1974 to 1977 models for good prices, but the 2.7 liter engine had problems that can be costly to fix. As long as you are not concerned with originality, a 3.0 liter engine can be bolted right in. If you are going to tweak the suspension, and fit larger tires why not? The offroad 911 will grow in popularity, it’s just too fun to drive to ignore. Then there will be those who build one just to bother the Porsche snobs out there. Whatever your motivation, you will have a unique car that attracts attention, and is a blast to drive.

More on this Safari 911 build here.

Troy Story

The Origin of Troy Lee Designs

No offense meant but I doubt many of you do but for those who know their hot rod history you might recognize the name Marvin Lee. Lee worked for the famous Bohman & Schwartz coachbuilders in Pasadena and at D’Arcy Coachworks in nearby Alhambra. Lee gained some notoriety with his radically customized ’42 Chevy Fleetline, however, he got the public’s attention when his beautiful silver painted dry lakes racing ’29 Ford Roadster caught fire at a lakes meet and burned to the ground—nobody had a fire extinguisher.

Lee fared better in 1949 when he fielded the Chevy-six-powered ‘City of Pasadena’ streamliner powered by a 248 ci Chevy six fitted with some Wayne Horning speed equipment. On July 17, 1949, the ‘City of Pasadena’ streamliner set a new class record at 153.545 mph—it was the fastest lakes racer ever.

Bright yellow, the car was good enough to grace the cover of the very first Bonneville Nationals program in 1949. Lee was on the planning board for that very first Bonneville Nationals. Unfortunately, in August 1950, on a record run at Bonneville with a new body configuration, the rear wheels lost traction at an estimated 230, the car spun and flipped. Driver ‘Puffy’ Puffer was unharmed but the car was destroyed and Lee gave up on streamliners. In the mid-fifties, he opened a car lot at 1650 E. Colorado Boulevard, Pasadena where among other vehicles he sold hot rods and custom cars.

…his beautiful silver painted dry lakes racing ’29 Ford Roadster caught fire at a lakes meet and burned to the ground—nobody had a fire extinguisher.

Fast forward thirty years and you might recognize the name Troy Lee, Marvin’s grandson and the son of Larry and Linda. Larry was an artist, painter, pinstriper and motorcycle racer. With that family history you could say Troy was destined for a life in motorsports. But it was not to be an easy life; the Lees were itinerant, sometimes living in a ¾ camper and traveling from place to place.

We spoke to Le Mans winner Jim Busby at his race shop in Laguna Beach. Busby used to hang out at the Pasa Green Body Shop in Pasadena where Larry was working at the time striping and painting names on people’s cars. Busby was the paint prep kid who remembers: “People forget that Larry was a Von Dutch; he was every bit as talented as Dutch, Dean Jeffries and all that crowd. Larry Lee was right there and twice as crazy as all of them put together.”

“Larry lived in a trailer that he pulled around behind his camper and that trailer arrived here on this property where we sit today about 1976. Larry was always looking for a place to hook his hose up to and this turned out to be it. Then he built a little platform back there to paint and the very first helmet Troy painted was my helmet. It was black but when I went to England to drive a Lola for Barclay’s Bank they wanted an American flag so Larry and his infant son Troy painted that helmet with that waving American flag and that’s how Troy got started.”

“I’d put my name up underneath the visor but Jody told me to put my name on top where people could see it. Pretty soon there were so many helmets to paint I had to quit building pipes.”Troy Lee, Troy Lee Deisgns

Eventually, Larry settled for a while near Nevada City, north of Sacramento, CA, where he operated a speedway track. It was there that Troy’s affinity with motorcycles blossomed. In 1979, they moved back to Southern California where Troy began to race KTMs., Suzukis and eventually Husqvanas. He was also painting racecars for Busby. When he was not painting he was welding exhaust systems for Bill’s ProCircuit Pipes In Corona. Then he moved on to Mitch Payton building pipes in Mitch’s folk’s garage in Norco. Meanwhile, he started painting helmets in his spare time for Jody Weisel of Motocross Action Magazine who put a little ad in the back of the magazine. “The first ones I painted were for Wardy (Jeff Ward) and Magoo (Danny Chandler) and Todd ‘Goat’ Brecker” Said Lee. “I’d put my name up underneath the visor but Jody told me to put my name on top where people could see it. Pretty soon there were so many helmets to paint I had to quit building pipes.”

“It was around that time I started making visors—vacuum-forming them using my mother’s oven and a vacuum cleaner.” Unable to stand the stench of melting plastic, Linda encouraged Troy to move his operation into a hanger at Corona Municipal Airport (CMA). Most airports frown on automotive operations and CMA required that he spend 40-percent of his time working on airplanes so he began painting registration numbers and even complete planes. Eventually, Troy occupied three hangers at the airport. However, a night of drinking Wild Turkey precipitated a move to a new location on a street ironically named Wild Turkey Circle in Corona.

The visor business was growing though and Lee went to Japan to get molds made. Linda, meanwhile, made him business cards and Malcolm Smith Motorsports agreed to distribute the products. Troy Lee Designs (TLD) was born and there was soon a relationship with Japanese helmet maker Shoei to develop a line of mountain bike helmets.

…a night of drinking Wild Turkey precipitated a move to a new location on a street ironically named Wild Turkey Circle in Corona.

By 1991, business had outgrown the hangers and TLD moved into a new commercial building just down the street. Although helmets remained a huge part of the business with commissions from Wayne Gardner, Dario Franchitti, Scott Dixon, Tommy Hayden, Roger Lee Hayden, Jeremy McGrath, Danica Patrick, Scott Russell Paul Tracy, Jimmy Vasser, Ryan Villopoto and many others, the product line had expanded to include action sports apparel and protective gear.

In 2001, Lee formed a supermoto team with long-time friends Jeremy McGrath and Jeff ‘Wardy’ Ward. They campaigned in the Red Bell AMA Supermoto amateur national championship with Honda support. They were very successful and Wardy placed in the top three from 2003 through 2007 and won in 2004 and 2006. Meanwhile, in 2003, Lee relocated TLD to a 22,600 sq ft historic Ganahl Lumber building in Corona where more than 85 people now work. The facility, located at 155 E Rincon Street, has a 5,000 sq ft retail showroom that houses Lee’s collection of unique sports memorabilia. It’s open Monday through Friday.

Troy Lee Designs are now sold in stores all over the world but in 2011 Lee opened his own store Troy Lee Designs Boutique and Design Center at 380 Glenneyre Street, Laguna Beach, California. The store offers premium tees, jeans, high-end clothing and a selection of TLD bicycle wear, moto gear and sportswear. The store is open seven days a week where that first helmet painted for lifelong friend Jim Busby is displayed.

In 2016, the private investment firm Spanos, Barber, Jesse & Co., invested in TLD and has helped the brand grow and expand its offerings. There is a new 40,000 sq. ft. warehouse in Upland, CA, and a new store in Whistler, British Columbia, Canada. Next year, 2020, will see Troy Lee Designs celebrate its 40^th anniversary by adding a new European-based Moto-X race team with Yamaha. This is in addition to the existing Troy Lee Designs/Red Bull/KTM official factory team that continues in 2020.

As important as it is as a branding, marketing and moral building, racing is only a small part of what is now a multi-million dollar business. “Our investment in the youth continues as Derek Drake and Piece Brown come aboard our pro team.” Said Lee. “I’m so stoked to see what the future holds for 2020.”

It’s a long way from a camper but when I called Troy answered his own phone and followed up so you know the guy still has his feet on the ground and a spray gun in his hand.

The Ram TRX: A New Rival to the Ford Raptor

August 18, 2020 –  A new challenger approaches. When you think of a high powered and fast off-road pickup, there used to be only one vehicle that came to mind; the Ford Raptor. But now theres a new contender stepping into the ring in the fight for supremacy in the offroad world, and its name is the RAM 1500 TRX. And what does TRX stand for? No clue. But when you read it out, it kind of sounds like “T-Rex” which makes it clear who this beast is picking a fight with. But how does it stack up against the reigning champion?

The TRX seems to be coming out on top in terms of power. Featuring a 6.2L supercharged HEMI V8, this RAM has quite the kick. It pushes out 702hp and 650ft lb of torque, making its run from 0-60mph in 4.5 seconds. Thats quick for even a sports car! Compared to the Gen 2 Ford Raptor’s 3.6L twin turbocharged EcoBoost V6 engine that produces 450hp and 510ft lb of torque, the new kid has it beat. All that power comes with a cost, though. The TRX weighs a hefty 6350lb and compared to the Raptor’s 5508lb curb weight its a much heavier truck. Though you would think that the much lighter Raptor would help its speed, it still falls short in comparison to the TRX pulling a 0-60 in 5.5 seconds. So in power and speed, it seems that the RAM 1500 TRX has the Ford Raptor beat. But straight line speed isn’t everything for an offroad beast.

Both contenders here have beefy suspension setups by highly respected brands. The Ford Raptor features 3in racing shocks that were made by FOX while the new RAM TRX features Bilstien shocks designed specifically for this vehicle. RAM boasts the new TRX’s suspension, mentioning it’s, “unbeatable damping and improved heat dissipation for traversing harsh terrain at speeds greater than 100 mph”. Undoubtedly, this new truck was designed for all you desert running folks out there just like the Raptor. The difference here lies in the rear where the RAM uses a coil-spring setup while the Raptor still utilizes a leaf spring setup. The TRX’s suspension setup and fat fender flares gives it a wider track than the Raptor as well as an almost 2in difference in ground clearance.

These trucks wouldn’t truly be trucks if they couldn’t haul. The RAM has a payload capacity of 1,310lb and a towing capacity of 8,100lb. Compared to the Raptor, the TRX is much more capable. The Raptor’s payload capacity is around 300lb less at 1000lb and has a max towing capacity of 6000lb.

The arena where the Raptor has the TRX beat is definitively in its price. The RAM TRX is going to start at around $72,000 for the base model and up to $90,000 for the Launch Edition, which is right around $15,000 more than the current Gen 2 Ford Raptor. So which one is better overall? We’ll have to see when people start taking the TRX out for testing. But what can be stated is that the new RAM 1500 TRX is definitely looking like its going to be a beast and a strong rival for the Ford Raptor. So now begs the question: who wins in a fight between a T-Rex and a Raptor?

Ford Finally Unleashes
The All-New 2021 Ford Bronco
(and Bronco Sport)

July 13, 2020 – The 2021 Ford Bronco has finally been revealed, coming in 2 models, the Ford Bronco and the Ford Bronco Sport (and a plethora of trims), which should be capable of conquering anything you put in front of them and their turbocharged Ecoboost engines. Will they have what it takes to take on the Jeep lineup? We’ll have to wait until we see these out in the wild, but from the looks of it, these Broncos should be able to hold their own!

Models

The all-new 2021 Ford Bronco looks to be the perfect ride for any off-road enthusiast, coming in a 2-door and 4-door Bronco and 4-door Bronco Sport model. You’ll be able to customize any of the Broncos your way, plus there are over 300 Ford accessories to truly make it your own.

Ford Bronco

The 2 and 4-door Broncos come with a large assortment of trims: the Base, Big Bend, Black Diamond, Outer Banks, Badlands, Wildtrak, and First Edition. The G.O.A.T mode is featured on the Black Diamond model, although unclear if the other trims have it.

Each starts with a 2.3L Ecoboost, or, according to the reveal video, can be upgraded to the 2.7 L Ecoboost engine that puts out 310 horsepower and 400 torque, but, depending on the model, can include a plethora of upgrades such as a twin-turbocharged version and 35 inch tires.

All Bronco models include best-in-class departure and breakover angles, ground clearance, and water fording. They also come with a 12-inch screen capable of downloading off-road apps that can keep track of your adventures.

Ford Bronco Sport

The Bronco Sport has a smaller range of trims: Base, Big Bend, Outer Banks, Badlands, and First Edition. Every model comes standard with 4×4 and G.O.A.T mode. A 1.5 L Ecoboost is available with 181 horsepower and 190 torque, or you can grab a 2.0 L Ecoboost with an increased 245 horsepower with 275 torque.

First Edition Models

Both the Bronco and Bronco Sport come with a First Edition Model, packing the best of every other model into one, and adding some extra goodies. Only 2,000 of the Bronco Sport First Edition will be produced, and 3,500 for the Bronco. Better grab ’em while you can!

G.O.A.T Mode

The Bronco comes standard with a terrain management system with up to 7 available G.O.A.T modes, also known as the Goes Over Any Type of Terrain mode. This feature, in theory, lets you tackle any terrain with just the click of a dial.

Was the hype for the Bronco well deserved? Will it live up to its heritage? We think the Bronco and Bronco Sport will give Jeep a run for their money, but the customers will be the true judge of that.

Top 10 Best Off-Road Vehicles

Not all four-wheel drive vehicles are created equal. Many are similar and are very capable in their own ways, especially depending on the type of off-road driving you do and terrain you prefer but some are just flat out better than others. Trying to classify all 4x4s into one list is like trying to herd cats, they’re all going in different directions and don’t care what you say. In an attempt to appease the off-road powers that be, I’ve put together a list of my top 10 best off-road vehicles as a starting point for a “do most everything” vehicle that factors in cost, aftermarket support, usability and a little bit of cool-factor.

10. Suzuki Samurai

The Suzuki Samurai, also known as the Suzuki Jimny outside the U.S. has been around a long time. First production started in 1970 but didn’t hit State-side until 1984 with the SJ413 model. They are light and inexpensive. Aftermarket support is mediocre but just about everything is available.

When it comes to what it is capable of, well, it’s ok in stock form. They have reliable leaf spring suspension design and straight axles front and rear, removable tops and no frills. They are very reminiscent of old flat fender Willys Jeeps with a few modern upgrades like a stereo and even A/C on some models.

9. Toyota FJ40 Land Cruiser

The FJ40 gets on the list with sheer brute strength and vintage cool-factor. Toyota’s Land Cruiser line has had a well established grip on the off-road world for a long time and the FJ40 is a big reason for that. Available in soft top configuration as well as permanent hard top versions, they were bigger than Jeep CJs, had a nearly indestructible, though not powerful, inline-6 engine and were the go-to vehicle for people who wanted a vehicle like a Jeep, but didn’t want a Jeep.

The two-door short wheelbase rig used to have strong aftermarket support but these rigs are getting older and harder to find. As a respected vintage vehicle, purchase prices are climbing. Another rig with leaf springs and straight axles front and rear, a stock FJ40 can out-wheel 90-percent of new 4×4 vehicles sold today.

8. Toyota 4Runner

4Runners are also a favorite for the anti-Jeep crowd. There have been many iterations of the 4Runner over the years, the earliest coming with leaf springs and straight axles, then to independent front suspension with a live-axle rear that uses coils to support the body. Overall, the 4Runner has improved with each new body style in some form, though each generation gets more creature comforts and more low-hanging body panels. With the Overland theme growing, 4Runners still have a tight hold in the off-road world.

Aftermarket support varies wildly from generation to generation, but each have their niche. Bumpers, rock rails, skid plates and so much more are available. Toyota has had a long history of reliable motors, from the 22r, the 3.4L V6 to even their V8s, which are available in some of the late model 4Runners.

7. Toyota FJ Cruiser

Toyota’s FJ Cruiser shares a lot with the same year range 4Runner, from 2006 to 2014. The two-door rig added a specific vibe to what is essentially the same platform and on a shorter wheelbase. Aftermarket support skyrocketed when the FJ Cruiser hit the dealer lots. Since then, the support has dialed back but is still available.

The IFS front and straight axle/coil rear is a solid suspension that is good for most off-roading. The suspension is a little more complicated to modify and doesn’t articulate the same as a straight axle, but higher speed activities are generally more enjoyable because of it.

6. Jeep Cherokee XJ

When the Jeep Cherokee XJ hit the market in 1984, it started a chain of events that leads directly to where the Jeep brand is today with the 4-door Wranglers. Available in both two door and four door, buyers had a good option for a compact SUV that didn’t break the bank and could go anywhere.

The XJ had an eighteen model year run on the same platform, with a body and trim refresh in 1997. Loaded with the classic Jeep 4.0L inline six power plant, available in two or four door models with straight axles, it has been hard to beat. Aftermarket support is high and with more than a million XJs on the road, vehicle prices are nominal.

5. Jeep Wrangler TJ/LJ

When most people picture a Jeep, they have an image of a Wrangler TJ in their head. Short wheel base, removable hard or soft top, aftermarket support coming from every angle for anything you could possibly imagine. The TJ was the last Jeep to run the 4.0L I-6 and never had a ton of frills. Rubicon models step the game up significantly, along with the price tag.

Next on our top 10 best off-road vehicles list is the Jeep Wrangler JL. The Wrangler LJ Unlimited is generally considered the holy grail of off-road vehicles, if you can get your hands on one for a decent price. The longer version of the TJ could use most of the same parts but had a wheelbase that was better suited for wheeling in just about any terrain. Prices of both the TJ and LJ have not dropped as fast as many other off-roaders because the demand for them is still high.

4. Toyota Tacoma

Toyota trucks have their own legacy aside from the rest of the brand. Strong, reliable trucks that can be used for nearly any task. Just like the other Toyota’s on this list, they have great motors and a well rounded suspension.

Aftermarket support depends on which generation but as a popular rig for Overlanding, the parts lists is continually growing. While not the best rock crawlers, Tacomas find an easy home blasting down fire roads and sand as much as it does on the highway.

3. RAM 2500 Power Wagon

The Ram 2500 Power Wagon is the Rubicon of Ram trucks. Lockers front and rear, strong and durable coil suspension front and leaf or coil rear depending on year, plus a HEMI V8 powerplant. Power Wagons are beasts that can tackle anything, as long as there’s enough room for the wide solid axles and body.

The Power Wagon comes with a winch direct off the showroom floor, along with its hefty price tag. A truck like this makes a great tow rig that converts to a recovery rig for smaller brethren.

2. Ford Raptor

By far, the Ford Raptor wins the cake when it comes to high speed action capability direct from a manufacturer. Long travel King Shock coil overs, 35-inch tires and a rear locker make it a no-brainer if you want to cover lots of distance quickly.

Price tag is usually the only drawback to Raptors, though first-generation models are starting to dip in price. As a vehicle that wasn’t specifically designed to handle rock crawling, with the help of their long wheelbase and traction controls, they can handle more than you might expect. Every other aspect of off-road is no sweat for a Raptor. The aftermarket loves the Raptor and has a massive amount of accessories and upgrades available.

1. Jeep Wrangler JK

The Wrangler JK revitalized the Jeep brand immensely when it hit dealer lots in 2007. The four door Jeep brought attention from a much wider spread of demographics than any other Jeep, or vehicle for that matter, before it. Soccer moms (and Dad’s like me), mall crawlers, hardcore rock crawlers, overlanders, desert racers and more all have interest in JKs. They a bigger than previous Wranglers, suspensions are much more effective, have huge wheel well openings for larger tires and can balance as a daily driver/weekend warrior better than most.

Last but not least on our top 10 best off-road vehicles is the Jeep JK. The JK ran out of production in 2018 and the JL Wrangler took it’s place. The JL is extremely similar to the JK and in a few years when there are more used ones for sale, will likely make a list like this but for now, they are just too expensive. Early JKs from 2007 to 2011 used a 3.8L engine that Chrysler used in a minivan that wasn’t the greatest. The 3.6L that came out in 2012, along with a 5-speed automatic transmission was a huge improvement. The interior was refresh but otherwise, the Jeep stayed mostly the same. Over a million are on the road and the aftermarket support is the largest of ANY other vehicle in the world.

Can the Mint 400 Really Be the Greatest Damn Thing Ever Seen?

That’s what Sahara Hotel President Earl Thompson proclaimed from the finish line back in 1968. It was the second running of the race, and it was a brutal one. Most of the cars and trucks entered were strewn across the desert in various states of disrepair. What kind of race would it be if nobody finished?

Just as it began to look dim for the future of the event, Thompson’s bold proclamation swayed the race promoters to stay the course. Thompson was not alone in his exuberance for the challenge. The Mint 400 exploded in popularity over the next several years, and came to be known as “The Great American Offroad Race.”

The Mint 400 was popular for 2 reasons. The first was a contingency, which is held before the race to inspect the vehicles. The contingency was an epic party, even for Las Vegas.

Held on Fremont Street, known as “Glitter Gulch” at the time, the festivities included all the trappings of Vegas: booze, women, gambling, and revelry. Packed with cars, and fans from all over the world, they all came to “the Mint” to celebrate desert racing.

The contingency was an epic party, even for Las Vegas.

One of those revelers was writer Hunter S. Thompson. He was hired by Sports Illustrated in 1971 to write photo captions for the Mint 400 race. His original 2,500-word manuscript submitted to Sports Illustrated was “aggressively rejected,” but Rolling Stone Magazine liked it enough to publish it.

His notes later became a novel that chronicled his personal debauchery. Anyone who has read the book wonders what he turned into Sports Illustrated. His novel; Fear and Loathing in Las Vegas, was made into a movie in 1998 starring Johnny Depp, and Benicio Del Toro.

After the partying at contingency is over, competitors have 400 miles of rugged terrain outside the city to contend with. The silty, and rocky terrain offered the ultimate challenge for offroaders. It is always said that just finishing offroad races is an accomplishment. At the Mint 400, it was never truer.

Egged on by thousands of spectators who crowded around the known spots for action, racers went huge in extremely primitive vehicles. The race vehicles of the time might have had stronger parts, or multiple shocks, but in comparison to the sophisticated vehicles of today, were insanely unsuited for that type of punishment. The brutal terrain and aggressive driving forged heroes, and created legends.

The race was conceived by The Mint hotel owner Del Webb, and hotel executive Norm Johnson to draw people to Las Vegas. In its prime, the race was huge, but after Del Webb sold The Mint in 1988, the race began to wane.

The brutal terrain and aggressive driving forged heroes, and created legends.

The new owners were just not as enamored with offroad racing. The name was changed to the Nissan 400 before it ceased to exist altogether in 1989.

The race was dormant for nearly 20 years until the Southern Nevada Offroad Enthusiasts group brought it back in 2008. In 2012, the naming rights were purchased by the Martelli Brothers who teamed with the Best in the Desert racing organization to put on the race. The Martelli’s have an appreciation for what the race once was. They labored diligently to restore the Mint 400’s place in the offroad world.

Contingency returned to Fremont Street, and the crowds returned. The party was back, and better than ever. The race now occupies nearly an entire week with a parade down the strip, pit crew competition, time trials, 2 days of contingency, and 2 more days of racing. This year they brought the bikes back; the first time they raced at the Mint since 1977.

For those of us who attended the original, the race was still missing one element. It was moved to an existing course south of town instead of the traditional north course that was so brutal. The unlimited classes get a taste of the north course during time trials, but the races are held south of town on a course that has dry lake beds, and river washes. It’s just not the same as the pile of rocks to the north. It is still rough in the south, but not nearly as bad.

This year’s race got a boost by Mother Nature. Heavy rains changed the game. Typically they bulldoze the course before the race, making much of it flat and featureless. The rains did what they typically do in the desert, they modified the landscape.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them.

The water washed the top layer of soil away, exposing the rocks. There were still deep sandy sections filled with whoops, and the dry lake beds that had racers bumping off the rev limiter, but the rocks were ruthless.

They crushed wheels, broke suspension parts, and had racers deviating from the favored line to avoid them. It became a driver’s race that required skill, as well as brute strength. The race finally had everything that the original delivered. Some might not have liked it, but in order to be “The Great American Race”, it needs to be the most challenging, and likewise, the most rewarding.

No racer was rewarded more than overall winner Justin Lofton. His win was his third at the Mint; the only driver to ever reach that milestone. If you ask Lofton, the many spectators, or the other racers who merely made it to the finish about what they think, they might just say that the 2019 Mint 400 was the greatest damn thing ever.

2019 King of the Hammers

It’s not often when something comes along that is an entirely new concept, especially in motorsports. The King of the Hammers race in Johnson Valley, California has done just that. It has spawned the Ultra4 series that holds events across the country and around the world. It combines the high-speed element found in desert offroad racing with the challenge of rock crawling in huge boulders. The result is rock racing, and the biggest rock racing event on the planet is King of the Hammers (KOH).

KOH draws people from all over the world. Every year an impromptu city appears on the Means Dry Lake in Johnson Valley. Tents and motorhomes spread out from the epicenter called Hammertown. Hammertown contains the competitor’s garages, vendor’s booths, the JumboTron, and the start/finish line. You could spend the entire week in Hammertown, and some do. Ultra4 sees to it that live cameras are spread around the course sending their feed to the internet, and the JumboTron in Hammertown.

The terrain out on the course is extremely rough, and some spots require a strenuous hike just to reach, so Ultra4 places cameras in those action-packed places. They even have some cameras set up on cables that run back and forth from one side of the canyon to the other.

…some spots require a strenuous hike just to reach.

The result is stunning footage with an incredible perspective. You can sit in your lawn chair and witness the action in some of the most remote locations on the course as it is happening. You will also be front and center when the finishers roll up on the podium and celebrate their success.

The attrition at this race is huge so just finishing within the time limit is a major accomplishment. In order to mix it up, the course changes every year. There are countless combinations of rock trails and desert tracks available to run.

…you can burn up your car before you even get to the rocks.

The challenge of each trail changes depending on whether they are racing uphill or down. The course will vary by the number of rock trails they do and the order in which they do them. The desert sections usually allow faster competitors to make their way to the front.

Despite a fast time in the desert, competitors still have hours of punishment in the rocks. The desert tests the car’s suspension, and the efficiency of all the moving parts at high speeds. If you get it wrong, you can burn up your car before you even get to the rocks. The drivers have to be sharp as well as the desert can lure you into complacency and then deliver a crushing blow. A flat tire can cost you precious time and many positions.

KOH has had several winners since its inception in 2007, but one can’t help to see that there is a group of elite that can win, and have won on a regular basis. There is a unique set of skills needed to come out on top. Randy Slawson (who won as a co-driver in 2007), Erik Miller, and Loren Healy have all been crowned King twice. Shannon Campbell and Jason Scherer have won 3 times. Scherer, this year’s King, has the additional distinction of having been the only driver to win back to back, as he was last year’s winner too.

They all share success, and they all have similar personalities. They are not demonstrative, or outrageous. They don’t engage in the braggadocio normally associated with motorsports. They do their talking when they get behind the wheel. Scherer is fast because he’s smooth. The same goes for Slawson and Miller.

They do their talking when they get behind the wheel.

They all have strong followings. Healy and Campbell are much more aggressive. Healy just refuses to lose, and the sight of his piercing red headlights coming closer strikes fear into the competition. Campbell is soft-spoken, but a beast behind the wheel.

When he comes within a mile of anyone, the typical reaction is to move back. Not because he’s out of control, it’s because what most people would think is an impossible line, Campbell sees as a bump in the road. His big, loud, black car, that he builds himself, is downright intimidating. While Scherer, Slawson, and Miller make it look easy, Healy and Campbell make it look incredible.

Any way you look at it, KOH is an event unlike any other. It’s the toughest single-day offroad race in the world and ranks right up there with the Dakar Rally, and the Baja 1000. It’s come a long way in just over 10 years and looks to continue its growth in the future. Will Campbell get the 4th win? Will Scherer cement his name in the record books with a 3rd straight win? It’s a safe bet that one of the other top contenders will eventually join the 3x club, but a fresh face might show up and add their name to the list of Kings. It’s anyone’s guess because the Hammers trails will always have the final say.

What Is the Every Man Challenge?

The Ultra4 Racing King of the Hammers (KOH) is the off-road experience you can’t miss out on, but there is a need to qualify for it. Fortunately, for those on a tighter budget, the Every Man Challenge is around to let stock and lightly modified rigs race on a similar course as the big one.

How The King of the Hammers Got Started

As cliché as it sounds, KOH started in 2007 with a group of guys lead by Dave Cole and Jeff Knoll who decided to have a race on a Friday in the middle of Means Dry Lake. From the group of 50 to 60 drivers that were sent invites, 12 drivers showed up with rock crawling rigs. They weren’t specialized as we see now, and many were just trucks built for fun and hobby driving. Some rigs just had air shocks and leaf springs, something you don’t see now except maybe in the 4600 Stock Class. Of the 12 racers that showed up, John Reynolds with Randy Slawson co-driving won the first ever KOH.

For years to come, the King of the Hammers was an invite-only event with NO media, spectators, and vendors. Of course, when you make something hard to get, you make more and more people want to join. As the race grew in spectacle and in the spotlight, more and more people wanted to enter the race with their own rigs, including stock and lightly modified vehicles.

The Every Man Challenge

In the middle of 2011, Ultra4 announced that a new event would take place the Monday before the 2012 King of the Hammers—the Smittybilt Every Man Challenge (EMC) now the 4WP Every Man Challenge. This was the opportunity for non-professional drivers to race on the same course as the big event but slightly modified for the smaller tire restrictions.

…it’s not impossible to race a street legal rock crawler and potentially win in Modified Class.

It was originally open to only 100 vehicles and the list was filled before the start of 2012. The entry list has increased over the years along with the addition of 2 more classes in 2014: the Legends Class for older 4400 cars that were not as competitive and a new Spec Class.

Can Someone Really Just Show Up and Run?

When it comes to the EMC at KOH, that’s somewhat how it works. Obviously, you still need to register but you can enter with your street-driven rig and race on a similar course to the Unlimited class in KOH. Doing this in the stock 4600 class is a little more realistic for a street-driven truck or Jeep, but it’s not impossible to race a street legal rock crawler and potentially win in Modified Class.

4600 Stock Class

The Stock class rules are simple—and probably the most restricted at the same time. You can basically run your trail rig as long as it meets the following characteristics: stock OEM frame, factory engine, factory transmission, 35-inch DOT tires, single 2.5-inch diameter shocks per corner and mechanical steering.

If you’re looking to make a better-than-stock rig, there are two classes for you:

4500 Modified Class

Essentially, the 4500 Modified class is the next step up from Stock. It’s limited in what you can do but it’s far more open and budget-friendly than the 4400s. It’s a 37-inch tall DOT tire class that also requires rigs to be steered directly by the driver. That means that there is no hydraulic steering, you’re not moving a valve to turn the tires. You can have a hydro-assist, but the steering wheel must be connected to a steering box that’s connected to the wheels.

…it’s far more brutal than the mileage indicates.

You’re also limited to two shocks per corner that are 2.65-inches in diameter with a stroke of 14-inches. They must also be connected directly to the axle, so you can’t make a cantilever suspension or anything that would give it a mechanical advantage to increase the suspension rate to increase wheel travel.

The biggest cost saver, though, is that the entry must be a production vehicle and the body must resemble an OEM body. There is also a limitation to what you can do to the frame. So, there needs to be something that replicates the cab, bed, doors, fenders, hood, and other body pieces that the original truck or SUV you’re entering as. They can be modified for clearance, but only enough for clearance. You can run any make engine and the only limitation is engine location; The rear of the engine block must be located in front of the furthest forward portion of the driver’s seat. Other than that, there isn’t much else limiting the Modified class.

4800 Legends Class

With the extreme advancement of the 4400 Class, a lot of rigs were made less competitive in a short amount of time. In recognition of that and wanting to give these rigs a place to run, the Legends class was created to allow these rigs to race. These rigs are limited to a two-seater rig with a front-engine, single shock per corner, solid axles, and 37-inch DOT tires. Other than that, there isn’t much limiting the 4800s and they are a call back to the early years of KOH.

This technically makes the 4800s a much easier step up to the 4400 class and the King of the Hammers. Adding a set of longer shocks and bigger tires for that race can make these rigs rather competitive against the 4400s. Many 4800s have been rebuilt to 4400 rules without much modification, thus making them an economical way to go from EMC to KOH. Well, relatively economical considering you’re still building a $300,000 to $500,000-plus vehicle for either class. To date, though, no rig has won the EMC and the KOH in the same week.

It’s A Start

What’s great about the Every Man Challenge, it gives those who aspire to race in the King of the Hammers a place to run and prepare themselves for that big race. Even though it may be shorter than most open desert races, it’s far more brutal than the mileage indicates.

They don’t call it the Hammers for nothing.

What’s even better, anyone can enter. If you’ve got a stock, leaf-spring truck that you drive on the road but want to race it, you have a place in the EMC and the 4600 Stock Class. Even though it is the slowest class, it is the one where you’ll learn the most about Johnson Valley and the rock features they race on.

At the very least, you get a chance to race on a compact version of the course that makes up the King of the Hammers. While having a huge budget is nice, the King of the Hammers and EMC is quite possibly the last race where you can drive your vehicle to the event, race in it, and possibly drive back home if you haven’t completely torn your vehicle to shreds. However, you might want to bring a trailer just in case.

They don’t call it the Hammers for nothing.

Racers Run Wide Open at Laughlin Desert Classic

Nothing compares to offroad racing. Pavement racers only need to battle the competition. Desert racers have plenty of that, but also have to survive the terrain. They have to find the balance between outpacing their competitors and destroying their own vehicles. Beating the competition is not enough. You also need to endure one of the toughest and most unforgiving places on Earth. At the Best in the Desert series Laughlin Desert Classic race, the format compels participants to throw caution to the wind and run wide open.

Held in the desert just outside Laughlin, Nevada, the race deviates from the typical desert racing format by running only a couple laps of the short 16-mile long course. The UTV’s ran eight laps on Thursday in the dark. The rest of the classes raced three or four laps on both Saturday and Sunday. The winners ran the shortest total elapsed time for both days. Strategy is out the window because there simply is no time. No time for flat tires, no time for repairs, and no time for indecision. It guarantees excitement, and for some is a recipe for disaster. Just because you choose to ignore the desert terrain, doesn’t mean the desert terrain will ignore you. There were several spectacular crashes during the race when drivers pushed too hard. Thankfully, their safety gear and roll cages kept them safe. Those who had the speed and the skill to thrive on the ragged edge came out on top.

The crews were particularly stressed as most had no input during the race. They had to watch helplessly as the cards were dealt. The UTV crews had some input as they ran eight laps in one shot, but the other classes only had the overnight hours to make repairs or dabble with adjustments. The teams that were running well were able to take in the amenities that Laughlin has to offer. A resort town that sits on the banks of the Colorado River, Laughlin has countless ways to occupy one’s time. While some gambled on the race course, others tried their luck in the casinos. Laughlin also has shows, movies, bowling, and great restaurants. If you prefer to spend your time outdoors, there are watercraft rentals and several nice beaches on the river.

The heat race format gave competitors the free time to have fun with their families, crew, and even other teams when they weren’t racing. The desert racing community is a tight-knit bunch. There is an unwritten rule that we look out for each other. The battles take place on the course, everywhere else there is a strong sense of mutual respect and camaraderie. It takes a special breed to enjoy being tested in the harshest of environments so you end up meeting the nicest people out in the desert. Prima donnas don’t last long.

Other things that didn’t last long at Laughlin were race fuel and body panels. The grid was arranged in rows of three. At the drop of the green flag, it was a drag race until the three separate lanes blended together. Each row had their own battle for the holeshot to get the blood flowing. It’s a big advantage to be in front. Despite some intermittent rain, it is always only a matter of time until the dust starts flying, adding to the feverish pace. The best way to avoid the dust from the vehicle ahead is to be inches away from the rear bumper. There is a reason why desert racers are built with beefy steel bumpers on both ends; they get used… a lot. It is commonly referred to as the chrome horn. Contact can happen by choice or by accident. Either way, the car in front has two choices, outrun the pursuer or get out of the way.

Every class battles for the top spot, a place on the podium, or in some cases, just to make it to the finish. There is also the coveted overall win. The overall is usually taken by one of the unlimited class vehicles as was the case in Laughlin. The Trick Trucks have an advantage on the long wide open sections, and when it gets very rough. The Open Wheeled class 1500 cars excel in tight technical terrain. Laughlin has a mix of both, and the results showed it. The overall win went to Christian Sourapas, his first, driving his Mason 4WD Trick Truck. His total time for both days was 02:06:36.394. Second fastest overall was the 1500 car of Bill Wingerning who had a time of 02:07:46.106. The tight battles even transcended the separate classes.

Rock Racing vs. Rock Crawling

These are two motorsports that are popular across the globe but started in the United States. On the surface, they seem similar, but what is the difference between rock crawling and rock racing?

Looking a rock crawler and racer, you’d think both rigs are the same. They climb over big boulders and go through stuff that would normally break a normal car. They feature a jungle gym of tubes and giant tires. They both feature selectable four-wheel-drive systems, big axles, and immense power. However, when you get down to it, these two vehicles aren’t even close to being the same in practice.

A rock crawler is designed to drive on a defined course, but not in the fastest time possible. They go through gates and take penalties for hitting specific cones, backing up, using their winch, and much more. It’s about pure finesse and driver pathing skill over finding the fastest line.

Rock racing, to contrast, is all about racing to the finish line faster than the person ahead or in front of you. While these rigs can race side by side, they aren’t a wheel-to-wheel race like you’d see in an oval race or at a road course. It’s the same as desert racing, but with the added difficulty of climbing rocks and boulders the size of those Milestar Patagonia MT Black Label tires you have on your own rig. You don’t get penalized for hitting a cone, backing up, using your winch, or anything other than short-cutting the course.

You’ll also see a difference in how they are built. A rock crawler will use a single air shock per wheel, feature four-wheel steering, and be built to be as light as possible. A rock racer, on the other hand, will feature two shocks per tire (in the unlimited class) with a coilover and a bypass, have only the front wheels turn, and built to be as strong as possible. Rock racing rigs are designed with jumps, compressions, and speed in mind – a rock crawler, not so much.

While the two disciplines started out with similar rigs, rock racing has evolved to become something that pushes the limits of what a rig can do. Not only does it have to be fast, but it must survive some of the harshest racing environments known and sometimes created by man. However, many of the rock racing parts have helped improve the parts you see on rock crawlers, too. Higher strength axles, gearboxes, and stronger, yet lighter components have all come from racing to the benefit of crawler and street rig alike.

Vegas to Reno Is the Big One!

Those who think all the wide open spaces are gone have never been to Nevada. Every year the Best in the Desert series holds their Vegas to Reno race (V2R), in some of the most desolate terrains in the West. Only a few small towns can be found on the highway that parallels the course to some extent. At times, the course runs miles from the nearest paved road, totally inaccessible to support from their chase crews. Far from the crowds in Las Vegas, competitors battle for 530 miles over fast graded roads, dry lake beds, mountain trails, and deep silt beds. The only spectators are a bunch of donkeys.

This year, the lake beds were not so dry as monsoon conditions caused flooding and deep mud in some areas. V2R is the longest offroad race in the United States. Usually, an offroad race of this distance would demand some strategy, but due to so many long open stretches, the race has evolved into a flat-out sprint to the finish. Racers have the throttle pinned for miles at a time. If the frantic pace and extensive mileage were not enough, the high temperatures in August added to the toll on anyone who ventured into the desert.

One particularly nasty surprise for racers lies in the final 20 miles of the course. Just as thoughts of getting to the finish start to invade the psyche, the terrain turns savage. The course changes to sharp rocks protruding from the ground. It’s like a huge cheese grater ready to shred the cars into pieces. Many racers have made it to this point thinking they had a V2R win in the bag; only to be crushed after the rocks caused damage to their vehicle. There is nothing more devastating than to complete 520 miles of a 530-mile race. 

Most of the teams come into the race well rested and well prepared. The series takes a brief break prior to V2R due to the repressive heat during the summer months. The race starts on Friday, so qualifying was on Wednesday, and Thursday was spent in the parking lot of the Texas Station hotel and casino for technical inspection.

All types of vendors set up booths to support the racers and market their wares to the fans that come out to see the vehicles up close. It’s the best time to meet the teams and get your favorite driver’s autograph. These are the final hours before the race starts in the morning. The fun, carnival type atmosphere masks the underlying tension. Most of the drivers are calm and collected, but it’s the crew members who have their minds racing; constantly making sure that the vehicle is prepared and the logistics are finalized for Vegas to Reno.

Despite the good intentions, August is still no picnic in the desert Southwest as temperatures during the V2R race hovered around the century mark. The violent rain squalls were a brief reprise, but then the humidity turned conditions into a steam bath. The incessant dust that blankets everything was briefly turned to mud. It covered the cars and the competitors’ visors like a coat of paint. When racers compete off-road in muddy conditions, they have clear plastic sheets mounted over their face shields. As the mud blocks their vision, they reach up and tear one away revealing a clean one underneath. The “tearaways” as they are called, are not usually employed during a desert race, so many were hampered with impaired vision.

What they do have are systems designed to pump filtered air into their helmets. They accomplish two things: First, they supply filtered air so they don’t have pounds of dust in their lungs and eyes. The second is the relief given by the air blowing on their heads. It helps to cool their body temperature just a bit. There are no windshields in the cars so the occupants are battered by rocks, dust, and dirt. Their helmets and fire suits are the only things protecting them from the onslaught of earth, wind, and fire.

The race takes a toll on every participant, even the winners. Those who won are elated. Those who came up short, but still finished, have just as much pride in accomplishment. Those who failed to get to the line in time are more resolved than ever to get redemption next year. Some are sitting in the darkness with a broken car, wondering what just made that noise.

UTV World Championship

UTV’s were originally created as a farm implement, but the small, all-purpose machines soon developed into sport models for recreation. They are now dirt rockets with long travel suspensions and surprising performance levels. As they evolved, all types of custom fabricated vehicles and performance parts were created along the way. Inevitably, they wound up racing them in just about every terrain imaginable. One of the biggest events of the year is the Polaris RZR UTV World Championship in Laughlin, Nevada. The prestige of earning a World Championship title draws the fastest racers from many different race series. It’s the only occasion where desert, short course, cross country, and mud bog racers can compete head to head. Defending Best in the Desert champion Phil Blurton, multi-time WORCS champion Beau Baron, and Mud Racing champion Dustin Jones can all line up to do battle with recently crowned King of the Hammers, Mitch Guthrie Jr. One thing that is constant amongst these competitors is that they all strive for excellence, and they all want to be the best of the best.

A truly “World Class” race, the UTV World Championships (UTVWC), had a long list of events that attracted a wide range of enthusiasts. Over 10 thousand dollars’ worth of cash and prizes were put up for the UTV driver who flew the farthest during the Laughlin Leap jump contest on Thursday evening. Cole Freiday took the top spot in his Can-Am Maverick X3 with a 117.9-foot leap. You can add jump contests to the long list of racing events that UTV’s are now participating in.

On Friday morning, anyone with a UTV, or similar vehicle, could register for the poker run. The run took place on the actual race course so the public got a good look at what the racers would be subjected to on race day. Racers also took advantage of the run to get their first look at the course as well. Since UTV’s began racing offroad in the desert, traditional desert racers have called them golf carts. At first, the label was somewhat deserved as they were tiny and underpowered. Nowadays the cars are very fast and their dimensions approach the same numbers as other traditional cars. One of the poker run participants that stood out was in fact, a lifted golf cart. The driver was running pretty fast, even if it was done with tongue in cheek. Those not in golf carts were also having a blast. Excessive wheelspin and passengers flashing the bullhorns hand gesture were both prevalent during the poker run. 

Also on Friday were the kid’s races. It’s amazing to see the next generation of racers developing before your eyes. By the time some of these kids reach double digits in age, they will be considered racing veterans. The kids ran in two classes, 170cc, and the faster 250cc class. Many of these kids already know all the tricks of the trade. It was clear that the last thing you want to do is rub wheels with a driver who is grouchy and probably needs a nap. Despite the bumping, the creative lines designed to run their competitors off the course, and their unwillingness to give an inch, everyone emerged unscathed, and with ear-to-ear grins. 250cc class winner Travis Sallee got the full podium interview and champagne spraying treatment, despite it being sparkling apple cider, to prepare him for future greatness.

Saturday would be set aside for the big boys. The short course races took place in the morning, and the desert race ran shortly after it concluded. Many competitors jumped out of their short course cars and into their desert cars without even knowing their results from the morning race. Drawing competitors from every discipline imaginable, the field was stacked with talent. Last year, they ran the desert race first, which forced the short course competitors to race on a brutal, whooped out track. Changing the order made the short course guys a little happier, but the Laughlin course was only somewhat better. It still contained plenty of whoops, ruts, and rocks that pound the cars into submission. Another major improvement was the gradual transition from the land rush start, to the standard course width. Last season the track went from 100 feet wide to 20 feet wide in the first turn. It made for a much better start as everyone was able to open their cars up and go all out for the holeshot.

Speaking of holeshots, the short course race winner was Dustin Jones, who got out to the holeshot for the third year in a row. This time, he held off the entire field to take the win. The car he was driving was built in 7 days at the S3 shop. Jones is a mud and woods racing champion from Louisiana. He built his first desert racing car at S3 by reading the rulebook and looking at photos on the internet. Don’t be fooled by his friendly disposition and southern charm, he is super competitive and credits his teammates for driving him to get faster all the time. “The UTV World Championships is the one you really want to win, and part of the reason why I was pushing so hard is because of my teammates, said Jones, “I have 10 guys in the shop who want to win just as bad as I do, and I need to beat them first. We all work hard to get faster every race, and that keeps me at the top of my game.” Jones jumped into his desert car and finished on the podium again, in third place during the desert race. Also getting a third-place podium finish was S3 teammate Logan Brezina who latched onto 2nd place Branden Sims’ bumper after their third row start. “At race mile 5, Sims got past me so I knew he was fast. There was nobody in my mirror, so I figured if I stayed up with him, I would be running a fast enough pace”, said Brezina.

The desert race was 10 laps on the chewed up course. Desert racing courses are always filled with rocks, ruts and whoops, the undulating bumps that torture the cars’ suspensions and drivers’ control, but the frantic pace would take an extraordinary toll on many of the competitors. You had to find the perfect tempo that would beat the competition, without killing the car. Winner Phil Blurton knew this well as he ran the short course race but did not finish. He ran his short course car so hard that he caught the grease in his CV joints on fire. “The course got really rough,” said Blurton, “It was filled with braking and acceleration bumps in addition to the whoops. We were the 5th car into the desert, and we played it smart. The race is not long, but it’s not short either. By mile 7, we were in the lead, and put 7 minutes on second place going into the last lap.”  2nd place in Group D went to Ryan Holz who beat out Jones for the spot.

Every year the UTV World Championships get bigger, and if you ask anyone, better. The event attracts the best UTV competitors from every form of racing and has something for everyone. The entire family can compete or hang out with the many fans that come for the fun.

Jump Champs 3.0

The Jump Champs have hit their stride as even heavy rains were not enough to dampen the enthusiasm of the many fans and competitors who showed up to version 3.0 held at Glen Helen Raceway in San Bernardino, California. The third ever event was loaded with activities for everyone. The goal is to get people to participate in the driving events, so they have a wide range of competitions. There were dirt drags, time trials competition, and the jump contest that caps off the event on Saturday.  Even if you didn’t want to get your vehicle dirty, they had a show and shine judged by the fans.

Photo Credit: Mike Ingalsbee

For those who wanted to get dirty, there was plenty of opportunity for that. Heavy rains blew through on Saturday morning and soaked the track. Despite the mud everywhere, the fans stayed put and made the best of it. After the dousing, the skies appeared threatening, but the rains did not return. That left a wide range of fans; from young to old, and a diverse group of vehicles to enjoy the rest of the day.

The time trials event grouped similar types of vehicles together on the track. They each had 5 laps to put down the fastest lap in their group. Since everyone was racing for time, and not track position, there was not the customary fender banging and general mayhem that normally takes place at a short course race. This was good considering that many of the vehicles had windshields and license plates, and probably took their owners to work during the week. Others were full on race cars. As the laps wore on during the day, the track got better and better, but many had to run in the slick, sloppy mud that was everywhere. Hats off to the participants who braved the conditions, and were able to throw their vehicles around without any incidents. Aside from the red mist of competition, the track is a professional racing venue and as such is appropriately challenging.

Some of those out on the track were taking advantage of the ride-a-longs that could be purchased during the event. You didn’t even need to own a vehicle to get out on the track. Known as the thrill ride, it was the best truth in advertising seen in a long time. The riders got a chance to fly off the huge jumps, dive into the banked turns, and negotiate the infamous whoops section, all with the cost of a ticket. Opportunities like that don’t come around often.

After two full days of events, it was time for the Jump competition that the event is known for. Taking place on the huge table-top jump that the stars of the Lucas Oil Off Road Racing Series flyover, it gave the fans a perfect view from the safety of the grandstands. The cars and trucks entered were hitting it hard, and some were landing the same. The only incident was when Justin Tex landed hard enough to break his front shock mount right off the chassis. The landing also took out his steering rods which caused him to get sideways and tip over onto his side. His truck had some damage, but he was fine and won the Hanger 24 Roughest Landing award. Everyone was focused on the unlimited class which put on a great show. The longest leap went to Hal Deschamp whose ULTRA 4400 car went 122′. Jordan Sellers was 2nd at 114’, and Blake Wilkey was 3rd at 110’. It was the perfect ending to another great Jump Champs event. Everyone had a fantastic time and is looking forward to the next Jump Champs event on December 15th.

2018 Silver State 300

Desert racing is filled with highly competitive racers, but is also known for the brutal terrain that has to be overcome. No matter where the race is held, you can almost count on there being a mix of sand, rocks, and silt. The course may climb mountains, drop into dry river washes, or skirt rock outcroppings, but the scenery remains fairly consistent. The Best in the Desert Series, Silver State 300 race breaks the mold. There are miles of featureless dry lake beds, and valleys filled with endless sage brush like other races, but the area around Caliente, Nevada where the race is held also contains tight, twisty trails through Juniper forests, water crossings, and green canyons filled with cottonwood trees.

The race starts outside the small town of Alamo in a typical high desert valley filled with sage brush and grazing cattle. The roads there are fast as they were designed to get ranchers from one place to another in the least amount of time. The terrain starts to change around mile 23 as the brush disappears; dirt and rocks dominate the landscape. At mile 30, they have skirted several mountains and cross their first dry lake bed. At only mile 45 they turn east into a canyon that leads into a mountainous area. The map looks like a squiggly line as the course twists and turns following the terrain as it clings to the sides of the hills. Much of the course was laid out by nature. Flowing water has carved out paths through the steep rocky hill sides for centuries. The dry river beds are the only evidence that remains, and provides natural pathways for travel. It’s not easy going as river bottoms can hide deep pockets of sand that put huge loads on engines, transmissions, and drivelines. Large, wheel crushing rocks lurk just below the surface. The course gets very tight and technical as it descends into the town of Caliente and pit 3; only a third of the way to their goal.

With considerable challenges already overcome, the course then heads towards the water crossing. It looks deceptively shallow and not much of an obstacle, but it is much deeper than it looks. Desert racing vehicles are designed to keep dust and dirt out of their engines, not water. If you hit the water crossing too fast, and your intake is not shielded, the strong vacuum created by the engine will suck the water into the engine like a 5 year old getting the last drops of a milkshake in the bottom of the cup. Once the water gets into the cylinders, the engine locks up and stalls. In extreme cases the hydraulic pressure can kick a rod out the side of the block. The water can also wreak havoc with the electronics or other mechanical parts. When the water hits hot metal, it turns to steam that can invade areas that are normally protected by seals. The thermal shock can also have an impact. Some were stopped in their tracks by the water; others suffered hidden damage that would show up much later in the race.

Hopefully the water dried out quickly because the course would turn to silt as it made its way north to Panaca. Silt is very fine particles of sand or dirt that has the consistency of talcum powder. The tiny particles are carried by the wind or water and deposited in the billions. A silt bed can be 10 feet across, or go on for a mile. It can stop a moving vehicle in its tracks and require a lot of digging, or a tug from a rope to get un-stuck. The best way to get through is to bury the throttle and maintain your momentum. Getting stuck strikes fear into any driver. Not only will you have some serious work to get out, but the silt that gets kicked up by each vehicle hangs in the air like a cloud and blinds oncoming drivers. The only safe thing to do is wait until the air clears before getting out of the vehicle, and head for high ground when another vehicle is approaching. The silt gets into everything, just like water, and can stall an engine if it clogs up the air filters. If you get through the silt, a second water crossing waits only a few miles away. Those drivers who have made it this far are only half way through the race.

A long standing saying in offroad racing is that “in order to finish first, you first need to finish.” Just completing the course is a major accomplishment, but there is also the specter of the competition. Desert racers are just as tough as the terrain, and will suffer through incredible hardships in order to win. The race is not over until the very end. Defending Trick Truck Champion Jason Voss was the number one qualifier in time trials giving him the first shot at the course. He typically checks out from the field when he gets out front and had a big lead at the halfway point of the race. He suffered suspension parts failure soon after that point and lost several hours of downtime making repairs. He made it to the finish in 13th place. Justin Lofton was in the mix until he lost a motor. When it came down to the final miles, Justin Matney battled with Justin “Bean” Smith driving Tracy Graff‘s Trick Truck. Matney came out with the overall win by 6 minutes after racing flat out for over 5 hours. The Silver State 300 showed that no matter how fierce the competition, or how many hours are spent in preparation, the desert still provides the greatest challenge to offroad racers.

No Tougher Test Than KOH, King of the Hammers

The Ultra4 series, King of the Hammers race, (KOH) is touted as the toughest single day off-road race in the world. Anyone who has witnessed it will back that up. The course changes every year, but always includes a mixture of grueling desert terrain, and punishing rock trails. It’s a brutal, soul crushing endeavor that will test the resolve of even the most hardened competitors.  The racer who conquers the terrain, and the competition is crowned King, but many competitors hope to merely finish the course without timing out. The challenge and spectacle of KOH draws competitors, fans, and media from all over the globe. A desolate dry lakebed in Johnson Valley, California is transformed into a makeshift city of over 50 thousand people during the event. Part high-speed desert racing, and part hardcore rock crawling, it has created a whole new category of motorsports; rock racing.

The first gathering in 2007 was to see if the assembled competitors could even survive the course. Known as the O.G. 13 run, there were actually only 12 cars that could make it, but O.G. 13 sounds better, so it has stuck to this day. Those original competitors, and anyone who is crowned king, are entered into the race; everyone else needs to qualify. In the decade that has elapsed, KOH has expanded into the Ultra4 series that holds racing events across the country. Each Ultra4 event is unique to the terrain found at its location. Top finishers earn a spot in the big race in Johnson Valley.

The unique nature of KOH, and its incredible challenge, attracts a very diverse pool of competitors. Recreational four wheelers, competition rock crawlers, short course and desert racers, adventure seekers, even some celebrities have taken the green flag. Despite the miles of desert that have to be negotiated, most agree that the race is won in the rocks. Maybe that’s why the professional desert racers that have competed over the years have failed to finish in the top tier. In fact, the same 5 racers have shared the crown over the last 11 years. Erik Miller, Randy Slawson, Loren Healy, and Jason Scherer all have 2 wins, (Scherer joined the 2 time winners club this year). Shannon Campbell has three titles to his name. Had Randy Slawson won this year, he would have joined Campbell with 3, but a crack in his exhaust pipe cooked the transmission fluid and left him on the side of the course only a mile from the finish. He was in an intense, wheel to wheel battle with Jason Scherer all day long and came up just a little short. It might seem like a safe bet to pick one of these drivers to win any given year, but as Slawson proved, anything can happen. In fact, both Slawson and Loren Healy got wins after earning the only remaining starting spot during the last chance qualifier race. Slawson is considered a local, spending years 4 wheeling in Johnson Valley. Healy hails from New Mexico, and was a recreational trail runner before being elevated to a King of the Hammers.

As diverse as the drivers are, the cars are even more unique. Ultra4’s premiere class is unlimited. Rules exist to ensure safety for the competitors but nearly everything else is left up to materials, technology, and imagination. Desert racing has taken 50 years to get where it is today. Ultra4 has taken advantage of desert racing technology, namely in the area of shock technology, but the evolution of the cars has progressed at a staggering pace. The cars that participated in the first “Race” in 2008 would have a hard time qualifying for the race today. Rock crawlers with air shocks would not be able to match the pace that competitive cars are running today. Huge bypass shocks, mega horsepower engines, and bullet proof driveline components have become compulsory. In order to be in contention for the win, you need to be continuously moving. Stopping to winch, making repairs, or suffering flat tires are all serious setbacks. No outside assistance is allowed outside of designated pit areas. If a driver has problems, repairs need to be made in the field with spares carried on-board. If other parts or tools are needed, they have to be retrieved from a pit area and carried back to the stranded vehicle. The only exception to this rule is if a fellow competitor offers to help. Most competitors will help other others because they know it could be them and someday they will need the favor returned. Every year some poor soul has to hike through incredibly brutal terrain and retrieve some ridiculously difficult component to carry like a driveshaft, battery, or spare tire. This race is not for the weak. It’s also not for the timid. One rule that has caused tempers to flare, but is entirely legal, and necessary, is the bottleneck rule. If a vehicle becomes stuck or incapacitated in the course, competitors are within their rights to drive over them. Whether it’s a huge rock, or another car, Ultra4 vehicles are capable of going over either one in short order.

In the beginning, there was only one class. Now the program has expanded to include several races that take place over an entire week of events. King of the Motos is the two wheeled version of KOH and is similar in its extremely challenging nature. 2018 winner Cody Webb was the only rider to complete all 140 miles making him the obvious winner of the toughest King of the Motos races to date. It was Webb’s fourth KOM win of his career. Next up on the schedule was the UTV race. It’s unfathomable that the UTV’s can traverse the same trails as the Ultra4’s but they do. This year’s UTV race was especially brutal as only 12 out of 118 teams finished the course within the time limit. Mitch Guthrie Jr. took his first win as a driver at KOH, but he is no stranger to the race. His father has won the race 6 times; all with Mitch Jr. riding along as co-driver. Mitch Sr. suffered a rollover on backdoor but recovered to finish in 3rd place behind Branden Sims who was 2nd.

In order to broaden the opportunities to compete at KOH, the Smittybilt Everyman Challenge was devised. The EMC has three classes of limited cars competing; offering a class for almost anyone. Incredibly, the top three finishers on the podium were all from a different class. 1st overall was Baja 1000 winner, Dan Fresh racing his 4500 class Jeep Wrangler. The second truck to cross the line was driven by Casey Gilbert. Gilbert was driving in the 4800 legends class. The third truck to cross the line was driven by Jessie Combs who was competing in the stock class, 4600. She was the 59th truck off the line in the morning, and worked all the way through the pack to take the stock class victory and 3rd place overall. In addition to being the fastest woman in the world after an official run of 398.954 mph in the North American Eagle Supersonic Speed Challenger in the Alvord desert, claiming the women’s 4-wheel land speed record in 2013, she is a KOH veteran, and would also run the Ultra4 race on Friday.

King of the Hammers has evolved into one of the most incredible motorsports events in the world. It attracts thousands of fans, the most elite racers in the world, as well as the average Joe who builds their own car in the garage. It has spawned a completely new genre of racing, and remains one of the toughest tests on the planet. If you’ve never been, make plans now. You will be treated to nothing less than the most amazing experience ever.

Mint 400 Takes Over Las Vegas

The Mint 400 offroad race was a huge spectacle, even for Las Vegas. The vehicle parade down Las Vegas Blvd. on Wednesday was hard to miss. Even if you didn’t catch a glimpse, the sound of engines churning out thousands of horsepower could not be ignored. For two full days after, Freemont Street was transformed into a huge party with hundreds of fans, vendor booths, special events, and of course, race vehicles. Over 450 teams would be taking the green light on Saturday morning. In the meantime, time trials would be held Thursday morning, the pit crew challenge would be decided, A Miss Mint 400 contest judged, and numerous parties were taking place.

At time trials, the biggest, baddest vehicles in the race, the Trick Trucks, were bested by Harley Letner in his unlimited open wheel class 1500 buggy. The Trick Trucks excel on the long stretches where they can open up their 800 plus horsepower engines and let their nearly three feet of suspension travel eat up the bumps. On the qualifying course, there were several tight turns and other terrain that held the Trick Trucks in check. Instead, the super-fast Letner stole the top spot. Known for his incredible talent behind the wheel, and the ease at which he operates on the edge, Letner is a contender for the top qualifying spot at every race. He is the defending class 1500 champion and represents the unlimited cars well.

The Method Race Wheels Pit Crew Challenge had cash and prizes up for grabs from Fox Racing, BFGoodrich, Impact Racing, and Rigid Industries. The crews that do the hard labor on race day had their moment to shine. In the 6100 class, defending champs GHA Racing picked right up where they left off last year with a fast time to beat. When the dust settled though, it was Householder Motorsports beating GHA in the finals with a time of 54.8 seconds. The Trick Truck, and 1500 unlimited class were loaded with some of the best crew members in the business. Heavyweight teams like MacCachren Motorsports, Youtheory, and RPM Racing were all knocked out in the first round. Last year’s runner up, Team Ready Gunner, were able to change two of their BF Goodrich 40-inch TA tires in just 45.4 seconds to take the victory.

The night culminated with the Miss Mint contest. Former Miss Mint winners include “Wheel of Fortune’s” Vanna White and “Wonder Woman” Lynda Carter. This year’s contest had six finalists who embodied the heritage of the competition. “This was intended as a call to arms to find a woman worthy of 50 years of American off-road racing culture,” explained Mint 400 co-owner Josh Martelli. Ashleigh Figearo, Bailey Hughes, Janna Breslin, Tia McDonald, Olivia Gray, and Lesley Andreas all made it to the finals. They all spent the day with founding father KJ Howe and Spanish Tony of The Gentleman’s Guide To Racing. After tests of shooting ability, off-road driving prowess, and wine tasting, Bailey Hughes was crowned Miss Mint for 2018. Hughes is a great ambassador to the sport. A part of the Sims Motorsports UTV team, she has even worked the merchandise trailer in the past! Afterward, everyone wandered over to the Dusty Times Magazine launch party where The Eagles Of Death Metal ripped everyone’s faces off with their insane music.

When race day finally arrived, cars were divided between two races. The limited cars would run either 2 or 3 laps in the morning, depending on the class they were in, and the unlimited cars and trucks would do 3 laps in the afternoon. They are split up for both safety reasons, and to accommodate all of the vehicles racing. After the morning race, a pattern was established. Nearly every race was decided by a thin margin. The class 10 cars are the top of the food chain in the morning race. They have limited engines but unlimited suspension. With not a lot of horsepower, their technique is to keep the throttle pinned at the rev limiter the whole time. Brock Heger beat Arnoldo Gutierrez Jr. by a scant 22 seconds. In the turbocharged UTV class, one of the largest with 68 entries, Justin Lambert charged from the back of the pack to take the win over Phil Blurton by only less than a minute after 7 hours of racing.

There had been a light drizzle for most of the day, and when the sun dropped, it began to rain. The big unlimited vehicles would race into the darkness and rain on their final lap. The defending two-time trophy truck champion in the SCORE series, Apdaly Lopez, looked to be the overall winner. That was until local Las Vegas racer Bryce Menzies put a charge on during the final lap. Menzies was able to pull out a slim 28 second margin to take the win.

The Mint 400 has roots that date back to the 1960’s. It was also featured in Hunter S. Thompson’s famous book Fear and Loathing in Las Vegas, A Savage Journey to the Heart of the American Dream. The spectacle witnessed this year rivals those early days. Anyone who took part, contributed to the history that will be written about in some future novel.