ROCK CRAWLING – STATE OF SPEED https://stateofspeed.com ALL THINGS PERFORMANCE AND SPEED, AND THE CULTURE THAT DRIVES IT Tue, 14 May 2024 23:07:40 +0000 en-US hourly 1 https://wordpress.org/?v=6.7.1 https://stateofspeed.com/wp-content/uploads/2019/05/Shift-Knob-RGB.png ROCK CRAWLING – STATE OF SPEED https://stateofspeed.com 32 32 Shop Talk With Demello Offroad: Navigating the Rough Trails of Small Off-Road Business https://stateofspeed.com/2022/09/23/shop-talk-with-demello-offroad/ https://stateofspeed.com/2022/09/23/shop-talk-with-demello-offroad/#respond Fri, 23 Sep 2022 16:00:35 +0000 https://stateofspeed.com/?p=33459

We had the opportunity and pleasure to chat with Jason, as he filled us in on his personal experience of growing the Demello Offroad brand.Read More →

The post Shop Talk With Demello Offroad: Navigating the Rough Trails of Small Off-Road Business appeared first on STATE OF SPEED.

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Shop Talk With Demello Offroad: Navigating the Rough Trails of Small Off-Road Business

Demello Offroad custom red Toyota Tacoma with Milestar Patagonia M/T tires in a desert
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

Jason Demello of Demello Offroad in Riverside, California is pretty much a household name in the Toyota off-road community. Today, the Demello brand offers bulletproof armor for Tacoma, Tundra, 4Runner, FJ Cruiser, select Lexus GX models AND the brand new Ford Bronco. Bumpers and sliders are Jason’s game when it comes to fabrication, and as far as suspension and installation goes, his team can handle it all at their SoCal location. From overlanding to rock crawling and everything else in between just happens to fall right inside of Demello Offroad’s all-encompassing wheelhouse.

Demello Offroad's Toyota 4Runner crawling on rocks with Milestar M/T tires
Vehicle: Toyota 4Runner
Tires: Milestar Patagonia M/T 315/70R17 LT

 

Demello's red Toyota FJ Cruiser driving through mud with Patagonia M/T tires
Vehicle: Toyota FJ Cruiser
Tires: Milestar Patagonia M/T 315/75R16 LT

Has it always been THIS good for Jason Demello though? Nope. Not even close. As what seems to be the story for most successful small businesses, trials and tribulations are prerequisite in order to make it on over to the sunny side of the street. Sure, there are always day-to-day operational obstacles to wrangle with but surviving just to face the problems of an established, profit-turning business is a struggle and right of passage on its own.

We had the opportunity and pleasure to chat it up with Jason, as he filled us in on his personal experience through the long days and longer nights associated with starting a passion-fueled business and keeping Demello Offroad afloat for so many years. You may have known bits and pieces of his story, but we were able to get down to the very bottom of where Demello Offroad all started and where its headed.

 


 

State Of Speed: Thanks for taking the time to answer some questions for us, Jason. First off, tell us about your experience during the first phase of starting Demello Offroad. 

Jason Demello: I started in my apartment garage in South Orange County but within two weeks, management served me a notice that there were multiple complaints about the noise I was making. Hindsight looking back, it was silly to think that would last. Those garages were meant for storage in a fairly new and rather high-end complex, and I was plugging in my 110 welder into the same outlet as the garage door opener. I learned where the breaker reset was real quick.

During that time I was working a full time job doing shipping and receiving for a small genetics start up company, and after hours I had to resort to bouncing around from the garages of friends and family who would let me work on my project. I cut all the material and bent the tube with my Harbor Freight bender, and frankly, those first three sets of sliders I made by hand were pretty bad—SO bad that someone on the TTORA (Toyota Tacoma Off Road Association) forum called me out for having piss poor welds and called me ‘amateur hours’, which I guess I was.

Demello Offroad worker welding an auto part
Photo Credit: Demello Offroad

SoS: That’s harsh. How did you take that criticism? 

JD: It stung but that guy was right. I made the choice to then make the best, be the best and take criticism as a way to grow instead of allowing it to push me back. I also made weld quality my top goal, so I practiced day and night to get better. Often after work on a Friday night, I’d sit in 2+ hours of traffic going to San Bernardino where one of my first business partners (Frank) lived. He had a small garage at his house where we could work. I’d camp out there all weekend working non-stop from morning into the night building sliders and bed bars. Good friends like David Hale and Dan Lilo also helped make things possible by agreeing to work for lunch, dinner or whatever else I could offer for their time.

SoS: Teamwork does make the dream work, huh? What platform truck did you start out building for and what year was this all happening? 

JD: It was mostly Tacoma based back then in 1998-2000 even though these trucks were still relatively new in the off-road world. Most of the guys and companies focused on older Toyota trucks and considered the Tacoma a Camry with big tires.

White Toyota truck driving in a forest
Photo Credit: Demello Offroad

SoS: So nothing for Chevy, Ford or Dodge trucks back then? 

JD: In those early years we experimented with S-10s, Nissans, Fords, and basically anything we were requested to make but I’ve always been a Toyota guy. I’ve always been familiar with them and if I don’t know something about a Toyota off the top of my head, I can usually find the answer real quick.

White Toyota truck rock crawling
Photo Credit: Demello Offroad

SoS: How long did you spend working in other people’s garages?  

JD: We got out first shop in 2002-2003-ish. I ‘clocked in’ there after work every day since it was now just down the street from my full time job. I even had one or two employees at the time cutting material all day or spray-painting sliders for me until I went full time in October of ’03 just after my son was born in June of that year. It was an exciting and tough time that’s for sure.

SoS: That is a big commitment going full time. What were some notable hurdles you ran into and what advice could you give to someone looking to turn away from 9-5 life to start their own shop: 

JD: Wow, there are so many hurdles! I don’t think small business is for everyone and I really wouldn’t recommend it for most people. You really need an advantage to get ahead and stay on top. You need family money, a house to pull money out of, a dad with knowledge, a dedicated shop space, tools—ANYTHING that gives you an advantage. I didn’t have any of those things. All I had going for me was being too dumb to know when to give up.

I once heard Will Smith say in an interview something about running on a treadmill. He’s so competitive, that if you were to challenge him to see who could run farther and longer, he may die trying to beat you. That’s how I felt about building stuff. I don’t know how to stop. I I know I’m not the best, and I make mistakes but was so lucky to be blessed with the ability to blindly go forward when working on something. 

It’s also worth noting that I had no shortage of good friends over the years that helped promote and build the business with me—I couldn’t have done it without them.

Person working on Demello Offroad bumpers
Photo Credit: Demello Offroad

SoS: Sorry to focus on the bad times, but can you recall one specific issue that really knocked you back on your ass? You know, “the things that didn’t kill us, made us stronger” type of scenario?

JD: 2008 in general may have been the toughest notable problem. We were just hitting our production stride. The FJC had come out and we bought a new one in the hopes that we could make enough money off it to make the monthly payment. That vehicle blew up and we got slammed with orders. We moved into a bigger shop, hired more employees, took on more expenses and suddenly it was all cut off like the world had stopped turning overnight!

We had to make some tough choices, lay off important people at the shop and really had to evaluate what our shop space was going to be used for. I realized that I wasted a lot of time on my dream rock crawler and race truck projects I was never going to finish. I also didn’t need the lathe that still had no power running to it. I allowed myself one project at a time and sold everything else off. 

I also subbed out stuff instead of trying to bring it all in-house, which is a common mistake I see a lot of shops do. It’s tempting in the short term. It makes sense—even in the long term but the problem is doing it at the right time. I’ve seen really large companies in this industry go from 300 in-house employees to reducing to just a fraction of that in one day. We’ve hit many roadblocks, but this was the biggest eye opener for me.

Two White Toyota FJ Cruiser built by Demello Offroad
Photo Credit: Demello Offroad

SoS: So you’d say that 2008 was harder to deal with than the impact of COVID? 

JD: Yes and no. It was a great to have a surge in business during these last two years but it threw everything else out of whack. It permanently raised the prices of so much stuff in our industry. Customers think that we are making a killing because our prices keep going up but honestly looking around the room and seeing what everyone’s charging for similar products, we are all most likely losing money or at lease making less than we were before it all started.

SoS: So taking this into consideration, what would you consider is now Demello Offroad’s bread and butter items/services? 

JD: Bumpers for sure. We are trying to focus on installations because over our 20 years in business, we’ve seen a shift. In the beginning, we often offered free install because honestly people would do it themselves but now people want cheap and fast but they don’t want to get their hands dirty. Unfortunately we are seeing people buy cheaper products made overseas or offered by big box stores. I’ve seen this coming for a while, and I hope I am wrong but because of this we have been currently pushing installations a lot more and just carrying more products.

Line of custom built off road bumpers made by Demello shop
Photo Credit: Demello Offroad

Demello Offroad custom bumper on a red Tacoma

Photo Credit: Demello Offroad
Red Toyota cruiser with Milestar Patagonia M/T tires in a forest
Vehicle: Toyota FJ Cruiser
Tires: Milestar Patagonia M/T 315/75R16 LT

SoS: Well, folks are going to need a shop to install that eBay lift kit that didn’t come with proper instructions, right? What trends in the current marketplace do you particularly like/dislike and what would you like to see more/less of in the future?

DM: The trend of pushing Toyota towards being a follower and not a leader worries me. If you cut me, I will bleed Toyota but when I saw the new Bronco coming out, I ordered one over two years ago. I swear they took every complaint from a Toyota FJC and Toyota 4Runner owner over the last 20 years and built them exactly what they wanted—minus the reliability and symbol on the hood. We got our Bronco and honestly it’s a home run. I’m just jealous that Ford did this and not Toyota because I don’t see Toyota coming out with a real frame SUV with a removable top, front and rear lockers sitting on 35s, and with tons of power to spare. I mean the new 4Runner is nice but it still falls short of the Bronco in my opinion BUT reliability has its place too. I wonder how long that will play a factor though with warranties extending way out and people trending towards more features and caring less about reliability. I’m just curious where this will lead.

White 4Runner's underbelly with Milestar's Patagonia M/T tires
Vehicle: Toyota 4Runner
Tires: Milestar Patagonia M/T 315/70R17 LT

SoS: Ford did not play around with the Bronco release, that’s for sure. Well, are there any new products we can expect to see from Demello Offroad in the near future? 

JD: Oh yeah, rear 4Runner bumpers for ’03-current, rear GX bumpers, and finally a Tacoma rear bumper. Oh, and of course Bronco parts, which I am personally working on at home and on the weekends so I don’t cut into the production of new Toyota parts.

Demello's custom rear bumper on a Tacoma with Milestar Patagonia M/T tires in an open desert

SoS: We’ll keep out eyes open for all of that freshness! Well, thanks for chatting with us for a minute Jason. Is there anything that we didn’t cover or something you’d like to add? 

JD: I’d just like you for the opportunity to tell my story. I’m not a large business owner with a huge bank account or big ego that needs stroking. I’m just another guy who likes to go off-roading. While you may go into an office everyday or we may have completely different types of jobs, we are still the same. So please, if you see me on the trails come say hi. I started doing this because I love everything off-road. I love the outdoors. I love meeting new people who enjoy the same as me. 

SoS: Thanks for keeping it real, Jason.


To stay up to date on product releases and news updates from Demello Offroad check in online at demello-offroad.com or give them a follow on Instagram @demellooffroad. If you prefer a live phone conversation, give them a ring at 866.333.6525 or if all else fails drop by at 12785 Magnolia Ave., Riverside, CA 92503. Either way, they’ll be glad to hear from you. 

 

The post Shop Talk With Demello Offroad: Navigating the Rough Trails of Small Off-Road Business appeared first on STATE OF SPEED.

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Dirt, Mud, Sand & Beyond: Demello OffRoad’s Solid Axle Swap 2005 Toyota Tacoma https://stateofspeed.com/2022/08/17/dirt-mud-sand-beyond-demello-offroads-solid-axle-swap-2005-toyota-tacoma/ https://stateofspeed.com/2022/08/17/dirt-mud-sand-beyond-demello-offroads-solid-axle-swap-2005-toyota-tacoma/#respond Wed, 17 Aug 2022 13:11:55 +0000 https://stateofspeed.com/?p=33402

We had the opportunity to spend some time in the dirt with Jason to see what his solid axle swapped Tacoma was all about.Read More →

The post Dirt, Mud, Sand & Beyond: Demello OffRoad’s Solid Axle Swap 2005 Toyota Tacoma appeared first on STATE OF SPEED.

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Dirt, Mud, Sand & Beyond: Demello OffRoad’s Solid Axle Swap 2005 Toyota Tacoma

In the world of custom trucks, there’s basically no limit on what can be done. This goes for throwing parts, hours of labor and/or cold hard cash into a project. As a grand example of just what we mean, we reached out to Jason Demello of Demello Offroad in Riverside, CA to get a closer look at his very special 2005 Toyota Tacoma 4×4 double cab that he affectionately calls “Big Red”. 

red toyota tacoma crawling over rocks
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

Yes, this truck is quite big—and red BUT this truck is so much more than that. We had an opportunity to spend some time in the dirt with Jason to see what his Tacoma was all about because at first sight, it’s apparent that it’s not like the rest. “Long story short, we wanted to be the first to do a solid axle swap (SAS) on a new Tacoma back in 2005, so a ‘friend at the time’ bought a new truck and dropped it off at the shop”, Jason says. “We started cutting off the front suspension while it still had paper plates on. It was brought back to us in 2011 to add a rear 3-link, and we ended up acquiring the truck outright in 2020 with plans to give it a complete facelift, which it so badly needed.” 

solid axle suspension on red toyota tacoma

Now, for those who are familiar with Demello Offroad as a company, you’ll know they specialize in the Toyota Tacoma platform, as well as 4-Runner, Tundra and FJ Cruiser and Lexus GX models. Jason started the business in his garage and continues to deliver bulletproof armor options as well as full off-road builds for enthusiasts and trucks of all levels from extremely capable overland machines to mall crawlers—and he does so without judgment, even in the latter direction. He just loves working on these types of vehicles, which is why he’s been at it for so long. 

red toyota tacoma in a desert
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

…He just loves working on these types of vehicles, which is why he’s been at it for so long...

“The most frequent question I get asked from trucks owners is how much a truck like our SAS Tacoma would cost”, Jason admits. “There really isn’t a correct answer for that. What I do is counter their question by asking how much money they are willing to spend, and how capable they are of doing some of the work on their own. This Toyota is pretty extreme and it’s definitely not for everyone.”

rear of a red toyota tacoma overlooking a desert
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

Now, Jason will be the first guy to talk you out of wasting your hard earned money at his shop. “You don’t need a truck this crazy to go off-road”, he admits. “Hell, most 4×4 Toyota trucks and SUVs are more than capable of taking you places you never thought possible!” Now with that information in mind, do remember that even though ditching a Tacoma’s comfortable IFS suspension for a front solid axle swap isn’t exactly everybody’s cup of tea, Jason and other likeminded folks who are addicted to scaling wicked rocky terrain, gaining crazy front wheel articulation is of utmost importance. “The best advice I can give anyone is to build what you can and enjoy it!” 

rear of a red toyota tacoma in a desert
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

What Jason truly enjoys is climbing rocks. That is clear to see with the Tacoma’s custom front and rear 3-link systems with ARB lockers, solid axle front and rear Currie RockJock 60 setups and a fully customized frame front to back, as well as the Marlin Crawler box, which just happens to be Jason’s favorite part of the build. “It really is cheating. The Marlin Crawler makes rock crawling so much easier and is a definite must-have.”

red toyota tacoma on a hill
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

This Tacoma obviously screams that it can go anywhere it damn well pleases with ease, and to assist in that are the Patagonia M/T tires from Milestar. These rugged hunks of rubber are designed to conquer rocks, mud and dirt without missing a step. The more treacherous the terrain, the harder these tires work, which is a huge component in the Tacoma’s ability to provide pure off-road bliss. 

red toyota tacoma crawling over rocks
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

…This Tacoma obviously screams that it can go anywhere it damn well pleases with ease, and to assist in that are the Patagonia M/T tires from Milestar...

Now, when Jason took ownership of this truck, he planned on making it look like a completely different truck than before. The Tacoma was originally silver in color, but the fresh Toyota Radiant Red paint looks so much better on it. So do all the 2022 Tacoma panels from McNeil Racing. Of course, Jason made sure to showcase Demello Offroad’s own products with the new front bumper, sliders and roll cage that was finally finished up years after it was started years ago in the shop. “Our lead fabricator worked his magic on that cage I began back in the day, and together, I think what we accomplished with truck since we’ve owned it has created a whole new attitude that it was begging for”, Jason says of the job well done. 

close up of a Demello front bumper on a red toyota tacoma
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

As extreme and over-the-top as this Tacoma may be, it’s the exact truck Jason needed it to be to both as a visual representation that potential customers can see what’s possible through Demello Offroad, as well as an adventure rig that he can whip around on his free time and at expo events. Speaking of events, Jason has a great story to tell about the first time this Tacoma debuted back in 2005. 

custom Red 2005 toyota tacoma by demello side view in a desert
Vehicle: Red Toyota Tacoma
Tires: Milestar Patagonia M/T 40×13.50R17 LT

“We had to roll the truck into the Off Road Expo that year due to a missing 3rd link bolt, which was replaced at the last minute with a grade-5 bolt from Home Depot. That detail was forgotten about until the first time it was taken off-road at the Gate Keeper at Duran Falls in Calico, CA. The front axle broke loose when that bolt failed in front of a crowd of 100 people. Needless to say, we were embarrassed BUT it was a humble reminder to never overlook the ‘small’ things in any scale of truck build.” 

The post Dirt, Mud, Sand & Beyond: Demello OffRoad’s Solid Axle Swap 2005 Toyota Tacoma appeared first on STATE OF SPEED.

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Milestar XPDN4 Cascadia: An Overland Trek Through Oregon’s Many Exciting Landscapes https://stateofspeed.com/2022/08/08/milestar-xpdn4-cascadia-an-overland-trek-through-oregons-many-exciting-landscapes/ https://stateofspeed.com/2022/08/08/milestar-xpdn4-cascadia-an-overland-trek-through-oregons-many-exciting-landscapes/#respond Mon, 08 Aug 2022 21:51:37 +0000 https://stateofspeed.com/?p=33311

Adventures are best when shared with good company to experience the high times together and that is what XPDN4 is all about.Read More →

The post Milestar XPDN4 Cascadia: An Overland Trek Through Oregon’s Many Exciting Landscapes appeared first on STATE OF SPEED.

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Milestar XPDN4 Cascadia: An Overland Trek Through Oregon’s Many Exciting Landscapes

Adventures are best when shared with good company to experience the high times together and overcome any obstacles that may present themselves along the way as a solidified unit. Plus, what fun is cracking a celebratory cold one alone when setting up camp for the night? This is what Milestar Tire’s XPDN4 Cascadia overland event is all about. While, yes there is much celebration to be had while settling in at the campsite (with plenty of frosty beers to go around), this journey was mapped out to send the 10 participating vehicles through gorgeous central Oregon, over the Cascade mountains and finally onward to the serene coastline, which is quite a wide range of landscape and temperature changes. 

Day I: Blast Off

The XPDN 4 crew meet up at Spoken Moto cafe in Oregon

 XPDN4 officially kicked off on July 11, 2022 at Spoken Moto, a small café in Bend, Oregon. It was here where Martin Castro of Milestar Tires welcomed and briefed representatives from Torq-Masters, Turtle Back Trailers, Adventure Rack Systems, Van Compass, Modern Jeeper , Gambler 500, Sons of Smokey, Anderson Design Fabrication, Ready Rig 4×4 and MB Quart of the logistics covering the next few days on the trail. Up until this point, everyone was simply told to come prepared to camp and to be ready to encounter some cold weather. That’s all the information they had to go on up until the morning meet-up but once everyone chowed down and loaded up on caffeine, the caravan hit the road with confidence the trip was going to be a blast. The vehicle group was diverse as it was capable of the journey as it comprised of a Ford Transit van on 37’s, a diesel-swapped Chevy Colorado on 40’s and a 15-passenger van, a Toyota Tundra, Tacoma, and a pre-runner two-door 4Runner, a Jeep JL and two Gladiators, oh and a Subaru Wilderness too! 

Ford transit van on milestar X/T tires followed by a blue subaru wilderness and a toyota tacoma

gray chevrolet on a gravel road followed by a jeep in Deschutes National Forest

…the caravan hit the road with confidence the trip was going to be a blast...

Dusty blue subaru wilderness followed by a gray jeep on a trail in deschutes national forest

The drivers were first led through the Deschutes National Forest over dirt and winding forest service roads that took them past a crystal clear alpine lake and amazing views of the snow capped Three Sisters volcanoes, which are the prominent landmarks of the central Oregon Cascades. After crossing Highway 20 near the town of Sisters, the crew then headed northeast and soon left the pines behind with a high desert scenario in front of them. The crew then hopped onto a Bureau of Land Management (BLM) road that led them straight into a dead end comprised of barbed wire and boulders (thanks to the homeowner who lives just above the road), which forced them into a slightly different direction but were still able to locate their rendezvous for the evening—the South Perry Campground on Lake Billy Chinook. 

the XPDN 4 crew meet at south perry campground on lake billy chinook

gray and white jeep overlanders set up camp

gray toyota tacoma overlander set up to camp

After a long day behind the wheel, the weary group of adventure seekers were greeted with a catered dinner from El Sancho Loco Taqueria in Bend as well as refreshments from Deschutes Brewery—their very own beer sponsor in for the evening! The total number of miles covered for the day added up to 106, but it was an interesting 106 miles that was enough to tire the crew out while giving them a taste as to what was to come the next morning. 

Day II: Beach Bound

gray toyota, red jeep, blue subaru, and more overlanders head down a forest trail

Waking up refreshed and ready to head towards the coast, the crew packed it all in and hopped back into their respective driver seats for a 218-mile stretch that would leave them sleeping in the dunes of the Pacific Ocean later that night. With some ground to cover, the caravan fueled up in Sisters as they embarked west on route 20 toward the Hoodoo ski area. The route led them past Big Lake and onto sections of the Santiam Pass wagon route—a 157-year-old trail carved into the steep hillsides and surrounded by massive pine trees. 

Torq-Masters Gray Toyota Tacoma followed by a jeep in a forest trail

As beautiful and majestic as the giant trees appear, however, they can also pose hazard to this route as the crew found out. Dozens of pines had fallen across the trail at some point, and while they were cut and moved by locals who maintain the trail, there was just room enough room to squeeze a UTV through. With full-size pickups, SUV’s and a passenger van needing to get by, the crew had to pull together to make their way through. The two-hour ordeal included plenty of cutting, winching and shoveling in order to clear the way, but they made it thanks to their combined variety of onboard tools and teamwork most of all. 

the XPDN 4 crew clear the Santiam Pass Wagon Route

the XPDN 4 crew clear the Santiam Pass Wagon Route

…As beautiful and majestic as the giant trees appear, however, they can also pose hazard to this route as the crew found out...

White toyota drives through the cleared trailer

 

Only a two-hour scenic cruise on pavement was left to reach the coast, which everybody did safely around 8PM. Again, the crew was greeted with a wonderful catered dinner, this time from Bill & Tim’s Barbeque & Tap House in Eugene. BBQ at the beach; what could be better? 

Day III: Fine as Wine

white toyota pick up tears up the sand on an Oregon beach

 

Well, the late start in the morning was definitely nice. The extra time allowed everyone to have a relaxing breakfast, as well as rip around a bit in the sand before making their way back to historic highway 101. The easy 2.5-hour scenic cruise to north to Pacific City would lead the crew to a lunch stop on the shore. This stretch of the Oregon coast is drop dead gorgeous, which is why their route was designed around spending so much time looking at it. 

man checks the tire pressure on a red jeep gladiator on the beach

There was still one more stop to make before XPDN4 was to conclude. Old 47 Estate winery in Gaston, Oregon sits two hours east from the coast through the picturesque Willamette Valley. Upon arrival, Benjamin Martin, a veteran and co-owner of Dauntless Wine Company, showed them around and caught them up to speed on his company’s mission statement. Along with two other veterans, Benjamin (who just happens to be an ex-off-road industry worker) found his true calling in winemaking, as well as giving back to warriors in need through charitable donations. In fact, 100% of Dauntless’ net profits benefit many veteran-oriented charities. Of course, Benjamin did run through the importance of the local geography and the types of grape varietals they are able to grow. 

the XPDN 4 crew enjoys a beer at Old 47 Estate Winery

Bartender pours wine for the XPDN 4 crew

…As beautiful and majestic as the giant trees appear, however, they can also pose hazard to this route as the crew found out...

white Toyota pickup overlander in Oregon

Tasting different wine examples proved to be the most ideal wind down from a 3-day off-road excursion throughout the region. After a fun-filled potluck style dinner, the crew laughed and told stories about their personal takes throughout the trek through Oregon. Even though the trip seemed to flash by, the crew covered some amazing ground through land that is not often traveled. While the good times vastly outweighed any delays the crew experienced along the way, being able to settle in together after hours of driving remained the best part of each day’s itinerary. Fellowship is the glue that holds this specialized industry together, and Milestar Tires will once again drive that point home in the next XPDN installment to come. 

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Lifting Your Rig 101: What to Consider https://stateofspeed.com/2022/07/13/lifting-your-rig-101-what-to-consider/ https://stateofspeed.com/2022/07/13/lifting-your-rig-101-what-to-consider/#respond Wed, 13 Jul 2022 13:12:59 +0000 https://stateofspeed.com/?p=33032

With an estimated +300 billion dollars being spent in the light truck/SUV aftermarket, choosing the right suspension upgrades can be daunting.Read More →

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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.
Green RAM power wagon on Patagonia M/T Tires
Vehicle: RAM Power Wagon
Tires: Milestar Patagonia M/T 40X13.50R17LT
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.
Diagram of Differential Gears

…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.
red jeep jk wrangler 2-door on Patagonia M/T Tires
Vehicle: Jeep JK
Tires: Milestar Patagonia M/T 37X12.50R17LT
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.
Lunchbox differential
Lunchbox-style differential Locker
Photo Credit: offroadextreme.com

…Like with most things, the minute you decide to modify something you instantly create a snowball effect where one thing leads to another...

Air activated differential Locker by ARB
Photo Credit: ARB 4×4 Accessories
One of the final things to consider is the drive axles themselves. The factory shafts can typically take a considerable amount of stress, but now that you have increased the leverage necessary to turn a larger diameter tire, compounded the torque applied with lower gears and ensured the power is being transferred to equally despite the load, the axle shafts easily become the next weak link. To overcome this, the aftermarket has created upgraded (stronger) replacement alloy axle shafts. Available in heat treated 4340 chrome molly or 300M materials along with various options of upgraded universal or constant velocity joints, installing aftermarket axle shafts is something that should seriously be considered any time you start upgrading your axles.
White jeep jk overlander crawling up rocky hill on Patagonia M/T Tires
Vehicle: Jeep JK
Tires: Milestar Patagonia M/T 38×13.50R17 LT
Like with most things, the minute you decide to modify something you instantly create a snowball effect where one thing leads to another. When it comes to 4wd vehicles, bigger tires and the desire to explore the road less traveled often leads to the need to upgrading the axles. If you are planning to upgrade your 4wd, you may soon find yourself in the same situation. When the time comes, we highly recommend talking to your local off-road shop or one of the businesses that specialize in the particular make and model of your vehicle. They can help you plan ahead and know exactly what and when you need to upgrade.

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Hodson’s Dodge W300 Is an Art Masterpiece! https://stateofspeed.com/2022/06/08/hodson-dodge-w300-crew-cab/ https://stateofspeed.com/2022/06/08/hodson-dodge-w300-crew-cab/#respond Wed, 08 Jun 2022 13:29:12 +0000 https://stateofspeed.com/?p=32823

Known for creating works of art from forgotten classic work trucks, Hodson Motors unveiled their latest piece - the 1968 Dodge W300 Crew Cab.Read More →

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Hodson’s Dodge DW300 Is an Art Masterpiece!

Blue 1968 Dodge W300 with Milestar Patagonia M/T tires on some rocks
Vehicle: 1968 Dodge W300 Crew Cab
Tires: Milestar Patagonia M/T 38×15.50R20LT

Over the last several years, the father and son team of Derrick and Riley Hodson of Las Vegas’ Hodson Motors have become synonymous with creating functional works of art from formerly ignored and often abused classic workhorse truck foundations. Combining body parts from light, medium, and heavy-duty trucks and blending them in such a way that is easily overlooked as stock by the casual observer, the team have developed a formula that has proven hard to beat. Their latest is a 1968 Dodge W300 Crew Cab that has taken their build style and pushed it to a whole new level.

1968 Hodson Dodge W300 in a desert terrain
Vehicle: 1968 Dodge W300 Crew Cab
Tires: Milestar Patagonia M/T 38×15.50R20LT

Instead of starting from scratch on this project, the Hodson’s started with a partially finished project that the former owner had already invested a considerable amount of time and effort into, creating a solid drivetrain as the foundation to build off of. Starting with a rare 1968 Dodge W200 ¾ ton Crew Cab truck, the former owner installed an early Superduty Dana 60/ Sterling 10.5 axle combo slung on the same era Superduty leaf spring suspension, utilizing custom mounts front and rear. Under the hood he installed a tried and true 5.9L 12 valve Cummins mated to an NV4500 and a divorced NP205 transfer case. It was at this point that Riley purchased the project.

A combination of utilitarian and creature comforts were seamlessly blended to create a relatively subtle yet comfortable driving experience...

With a solid foundation, the team could focus on making the Dodge W300 theirs. The first step was to swap the manual 5spd for a 6spd Allison 2000 automatic transmission. They also chose to upgrade the axles with 5.13 gearing, to smooth out the ride with a set of smooth body FOX remote revisor shocks, and to improve the ease of steering with the addition of a PSC hydro-assist to complement the Superduty power steering box. The last step on the drivetrain was to install a set of custom traction bars on the rear axle.

With the drivetrain where they wanted it, the next step was transforming the body. Starting up front, a dual headlight 1964 D300 grille and core support were put in place of the single headlight ‘68 unit. The core support swap required fabrication of a custom aluminum radiator and charge cooler to keep the 5.9L happy. Moving on to the front fenders, the team really started to apply their signature formula. A set of W300 fenders were installed but not before being heavily massaged. The W300 fenders had the factory heavy duty “flare” they were looking for, but the wheel opening was just too small to fit the large diameter tires they were planning to install. To remedy this, two fenders per side were cut and spliced together in order to enlarge the opening an additional 2 inches. The next step was to replace the factory Swepside bed with a Utiline model. In true Hodson fashion, the bed was not left alone. In order to get the look they were after, the 9-foot bed was shortened to get the proper proportions. Before the fenders were reinstalled, they received another set of W300 front fender flares grafted onto the wheel openings, as well as an additional 3 inches added to the width.

Close up shot of a ceramic blue Dodge W300's front grill

With the major body modifications complete the truck was dropped off at Nefarious Kustoms of Las Vegas, NV, for finish body work and a smooth coat of Dodge Ceramic Blue paint. To finish off the body, all the factory emblems and trim, including the “West Coast” style rearview mirrors, were cleaned up before they received a satin black finish. Other notable features on the exterior are the custom tail light surrounds, AMP Research retractable steps and full LED lighting. The final touch was to fabricate a custom set of matching heavy-duty bumpers. To create the front, Riley started with some heavy wall square tube that he cut and welded to mimic the shape of a factory bumper. On top of this he attached the factory grille guard off a 1964 Power Wagon. Then to finish off the look he was going for, he cut and blended three separate lower front aprons from some donor 1968 D300’s before mounting them to the bottom of the bumper. The same size square tube was utilized to create a wrap around, drop center rear bumper.


Rear bumper shot of Hodson's Dodge W300 Crew Cab

To further set the Dodge W300 Crew Cab apart, the interior was addressed. A combination of utilitarian and creature comforts were seamlessly blended to create a relatively subtle yet comfortable driving experience. First up a set of Dakota Digital gages were mounted into the factory instrument cluster. The dash was further modified with the installation of a touch screen head-unit and Vintage Air HVAC vents and controls. The doors received a set of New Relics power windows along with custom door panel inserts. To finish off the interior, the truck was dropped off at Ian’s Auto Interiors of Las Vegas where a custom black carpet was made to cover the floors before the front and rear bench seats, custom door panels, and headliner inserts were encased in a subtle, distressed natural leather. A matching leather wrapped steering wheel points the direction, and a Lokar tap shifter was installed to control the gear selection. One of the final touches to the interior was to modify the factory dash mounted transmission shifter to now control the position selection for the NP205 transfer case.

Interior shot of Hodson's muted blue Dodge truck

With everything finally falling into place, the final touch was to install the 38×15.5R20LT Milestar Patagonia MT tires wrapped around a set of 20×12 XD Panzer wheels.

Detailed shot of Milestar Patagonia M/T tires
Vehicle: 1968 Dodge W300 Crew Cab
Tires: Milestar Patagonia M/T 38×15.50R20LT

While the team at Hodson Motors has developed an unbeatable formula for building beautiful one-off trucks that blur the line between full custom show trucks and their hard-working brethren, the one thing you can always count on is that their trucks will not only be 100% fully functional, they will also always be used. These trucks are built to be driven and driven they are. Since completion, the Dodge W300 has not only spent time in the lime light, it has been driven thousands of miles and used as a truck is supposed to be used.

Side shot of an old blue Dodge Crew Cab

Hodson Motors have become synonymous with creating functional works of art from formerly ignored and often abused classic workhorse truck foundations...

A pair of classic trucks in a canyon
Left: 1964 Ford F-250
Right: 1968 Dodge W300 Crew Cab

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Brian Jacobson’s Jeep Wrangler JLU Monster https://stateofspeed.com/2022/06/01/jeep-wrangler-unlimited-sport-jlu/ https://stateofspeed.com/2022/06/01/jeep-wrangler-unlimited-sport-jlu/#respond Wed, 01 Jun 2022 13:00:20 +0000 https://stateofspeed.com/?p=32772

Brian sold his K5 in March 2021 and he didn't’ wait long or spend much time debating what his next vehicle would be - a Jeep Wrangler JLU.Read More →

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Brian Jacobson’s Jeep Wrangler JLU Monster

Jeep Wrangler JLU off-roading with Milestar Patagonia Mud Terrain Tires
Vehicle: Jeep Wrangler JLU
Tires: Milestar Patagonia M/T 40×13.50R17LT

Guess who’s back? Back again. It’s Brian Jacobson and this time he’s created a JLU Monster.

You may recall the recent State of Speed feature of Brian Jacobson’s 1969 Chevy K5 Blazer. If not, then spoiler alert, Brian sold the K5 shortly after it was completed. He had his reasons, of course, and when asked it was more than just the ridiculous amount of money he was offered. “I had a bit of an epiphany on a trip to Parker, Arizona.” Said Jacobson. He continued, “On this trip my family struggled getting in and out of the Blazer. It wasn’t easy dealing with the roll cage, strapping into the harnesses, etc. Then they rode in a friend’s new Jeep JLU…” The rest is history. Jacobson immediately started building out his next project in his mind, and after selling the K5 he told himself, ‘It feels so empty without a Jeep.’

Silver Jeep JLU rock crawling with Milestar Patagonia M/T tires
Vehicle: Jeep Wrangler JLU
Tires: Milestar Patagonia M/T 40×13.50R17LT

Jacobson isn’t a stranger to Jeeps. In fact, prior to the Blazer he built out an impressive Jeep Wrangler TJ Unlimited, AKA Jeep LJ. The irony here is that the LJ was intended to be his daughter’s vehicle to drive to school. After a few years he planned to inherit the LJ from her and eventually start to build it out. But as things often do, the LJ build got started early, and went a bit overboard for a teenager’s daily driver. Before long it wasn’t Brian’s daughter’s Jeep any longer, but his own.

 

For sure! The family is comfortable. I’m happy, and I’m planning to keep it...

Brian sold the K5 in March of 2021 and he didn’t’ wait long or spend much time debating what his next vehicle would be. Literally, the day after the Blazer was sold, he began a search for a Jeep Wrangler JLU. After scouring private party ads, and dealer inventories, Brian found the Jeep that would become the basis for his next project. Most Jeep enthusiasts might seek out a Jeep Wrangler Rubicon, the ultimate factory-built off-roader. However, Brian already had his Jeep build planned out in advance and his plans far exceeded everything a factory Rubicon is built with/for. So why spend the extra money on a top-of-the-line Wrangler? 

At the end of the day, Brian ended up with a base model Jeep Wrangler Unlimited Sport. “I knew I was going to cut it up, and I immediately started ordering parts,” said Jacobson. In April of 2021 Jacobson dropped the freshly acquired JLU off with his friends at Rock Bottom Offroad to get the build started. “I was going to keep it fairly simple at first, with bolt on suspension, etc.” said Jacobson. He added, “But the guys at Rock Bottom Offroad called me up and said, ‘Guess what we’re doing?”. Essentially his JLU build was Hijacked and the folks at Rock Bottom Offroad took this build to eleven.

The shop immediately began to dig into the JLU, stripping it down, and getting it ready to conquer everything from the Hammers to the Rubicon trail. One of the most important components in any crawler build is the axles, and for this reason Brian and crew went with a set of Fusion 4×4 Elite Kingpin 60/Elite 80 – 40 spline axles. Suspending those beefy axles is a custom rear trailing arms, and three-link front suspension built by Rock Bottom Offroad.

Close up shot of a Jeep Wrangler's suspension

 

Vehicle: Jeep Wrangler JLU
Tires: Milestar Patagonia M/T 40×13.50R17LT

Providing the damping at all four corners are Radflo 2.5 coilovers and bypasses. Steering left and right is handled by 2-½ ton Fusion steering aided by Red Neck Ram hydro assist from the folks at West Texas Off-Road. “The cool thing about West Texas Off-road is you turn your wheels left and right, take measurements, and send your measurements over to them. They build the hydro assist to your specs, not the other way around,” said Jacobson. They also took the heavy-duty steering box that Jacobson purchased and, in addition to porting the box, modified it to meet the flow requirements of a hydro-assist system.

 

Even with a quick walk ‘round the outside of Jacobson’s Jeep, it’s obvious that these axles and custom suspension weren’t bolted on for looks. They were selected to maximize travel and the suspension is complemented by custom wheel tubs at all four corners. Even with a set of 40” Milestar Patagonia M/Ts, Brian’s Jeep managed a Metalcloak Corner Travel Index (CTI) of 1050. For those unfamiliar with a CTI score, a custom trailer is used to measure a vehicle’s maximum axle/wheel articulation, commonly referred to as flex, at all four corners of the vehicle. To give perspective, Metalcloak has performed a CTI test on a stock JLU Rubicon and achieved a CTI of 636 with the front swaybar disconnected.

It feels so empty without a Jeep...

Close up shot of Milestar Patagonia M/T tires
Vehicle: Jeep Wrangler JLU
Tires: Milestar Patagonia M/T 40×13.50R17LT

Now this might spark a little controversy, but Jacobson said, “with 5.38:1 gears, and this 8-speed transmission, the JLU Sport’s stock transfer case is perfect. In fact, many people say the Rubicon’s 4:1 transfer case is just too low.” To raise a few more eyebrows, Jacobson’s JLU is powered by a 2.0-liter 4-cylinder turbo! Jacobson told us, “I know someone who has their turbo JL tuned to 400 horsepower.” He continued, “I’ve got a S&B air intake, and Magnaflow exhaust on mine and it turns those 40” tires without issue.” He did say that he plans to increase performance with a tune in the future once the 42” Milestar Patagonia M/Ts have been released.

Besides axles, any other factory parts are not up to the task of dealing with this kind of articulation, turning tires far beyond the stock 31” diameter units, and not to mention bringing it all to a standstill. As such, those weak points needed to be replaced with aftermarket units. Adam’s Driveshafts, 1350 rear and 1310 front, ensure the power coming out of the transfer case makes it to the differentials. Additionally, Brian’s JLU is sporting the big brake kit that comes with Fusion 4×4 axles to slow down the custom candy blue powdercoated Raceline Monster beadlocks wrapped in tires taller than most young kids.

Although Brian’s Jeep is incredibly capable, it was also built to be comfortable and functional both on and off-road. PRP seats and harness were utilized for comfort and safety. Also, seeing how the roll cage in his K5 became an inconvenience, Brian opted for a Rock Hard 4×4 bolt-in roll cage to compliment the JLU’s factory roll cage. “The factory cage is pretty thin,” said Jacobson. “But it’s made of hardened steel, and the Rock Hard 4×4 cage helps improve what came from the factory.” The stock JLU’s top is sufficient but a bit cumbersome when outfitted with a hardtop. So, for increased style, and ease of going topless, Jacobson added a Bestop Fastback softtop.

Interior shot of a Jeep Wrangler's backseat

To make sure passengers, and passersby, can hear the Jeep coming, Brian added an Audison car audio system powered by a Stinger Electronics head unit. With seeing, and being seen, in mind, factory lighting was swapped for Oracle Lighting products with off-road lighting being handled by units from Rigid Industries. To look good, while being functional, Nemesis Industries fenders, inner fenders, sliders, and bumpers were used. A Warn Industries winch provides tugging power (most likely to recover others), while Artec Industries skid plates modified by Rock Bottom Offroad protect the underside from catastrophe.

Detailed shot of a Jeep's front bumper

So, with all this work done to the Jeep JLU, State of Speed felt obligated to ask Brian if he accomplished his goal of having a capable off-roader, while keeping his family comfortable? To which Jacobson replied, “Absolutely! While they were all sad to see the K5 go. They’re happier now.” Which of course required us to ask Brian if he was happy with the build? “For sure! The family is comfortable. I’m happy, and I’m planning to keep it.” Only time will tell if Brian really does stick with the JLU. Sometimes building a vehicle is as much, or more, fun than using it. So, if that’s the case, State of Speed is excited to see what’s next for Jacobson!

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Evil 1956 Jeep Willys: The Ultimate Off-Road Adventurer https://stateofspeed.com/2022/05/24/evil-56-jeep-willys/ https://stateofspeed.com/2022/05/24/evil-56-jeep-willys/#respond Tue, 24 May 2022 23:51:27 +0000 https://stateofspeed.com/?p=32727

Pat met with Verne at the Lucas Oils Off Road Expo. It was that exact moment that solidified his decision to build a 1956 Jeep Willys.Read More →

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Evil 1956 Jeep Willys:
The Ultimate Off-Road Adventurer

Vehicle: 1956 Jeep Willys
Tires: Milestar Patagonia M/T 40×13.50R17 LT

There comes a time in one’s life when “fitting in” takes a back seat to being unique and truly different than the rest of the pack. Pat Soffe (@offpvmt) of St. George, Utah found himself in this exact category while figuring out what vehicle to build. His major prerequisite was one that could keep up with his off-roading, rock crawling habits—but that all changed before he even began.

Just make sure to measure the height of the door before you get started though

As the sun started to set on Pat’s time with his 2001 Jeep XJ, he began weighing the pros and cons of building a newer Jeep—a JL. Unfortunately, the cons quickly posed a very real sign to go into a different direction. “The first deterrent of building a new JL was the price of a new JL”, Pat admits. “Purchasing a brand new stock condition vehicle that would need so much additional money invested to match the capabilities of our old Jeep was just too cost prohibitive.”

Brown rusty 56 Jeep Willys with Milestar Patagonia M/T tires
Vehicle: 1956 Jeep Willys
Tires: Milestar Patagonia M/T 40×13.50R17 LT

With the towering monetary barrier causing Pat to find another way forward, he began scouring the used JL market, but was soon hit by another block in the path. “We took our old XJ to three JP Magazine Dirt & Drive events among other meets throughout the years, and something that kept telling us to stray away from going with a Jeep JL was that literally EVERYBODY else had a JL. I wanted something that would get noticed and stand out.”

While Pat still didn’t know exactly what kind of rig to build next, he did start watching past Four Wheeler magazine’s Ultimate Adventure videos in hopes to find nudge in a certain direction. “I was going through hours of coverage to get some bit of inspiration, and then there it was”, Pat says excitedly. The vehicle he spotted was a 1949 Willys truck, and it belonged to JP Magazine’s own Verne Simons. “I was instantly hooked. I soon found myself literally taking screen shots of as many photos as possible of Verne’s truck. As luck would have it, I had a chance meeting with Verne at the Lucas Oils Off Road Expo in Pomona, California. It was that exact moment that solidified my decision to build a 1956 Jeep Willys truck.”

Decal shot of an old patina Jeep Willys

With the big picture crystal clear in his mind, Pat soon embarked on his own Willy’s build—starting with a 1997 Jeep TJ frame. “We literally started with a blank slate”, he says. “The humble beginning allowed for the build process to move ahead rather simply.” First, that TJ chassis was stretched at the top of the rear axle rise and extended 42 inches to provide a proper place to mount the bed, as well as obtain a 118-inch wheelbase. The front Dodge Dana 60 Kingpin and the rear GM 14-bolt axles were then built up before the custom front 3-link Skyjacker suspension setup, as well as a rear 4-link system that both feature TJ 2.5-inch dual rate springs and ADX reservoir shocks were assembled.

To handle the terrain shredding, rock climbing duties Pat was after, he selected a set of TR Beadlock HD17 wheels and 40×17-inch Milestar Patagonia tires that are well known for their established prowess out in the wild. So far, Pat’s Willys project was showing some real promise while on the ground floor. Next, he would begin the process of finding an adequate power source to fuel the level of adventure he had in mind for his soon-to-be assembled pickup.

Tire shot of Milestar's Patagonia M/T
Vehicle: 1956 Jeep Willys
Tires: Milestar Patagonia M/T 40×13.50R17 LT

Pat could’ve run with many different engine options but he ultimately chose a 2002 GM 5.3L LS power plant, as well as a Monster TH400 transmission to propel his truck through the elements. The LS provided modern reliability, as well as more than enough horsepower and torque to get him out into the great wide open and back home again. To keep the engine cool even during the hottest day in the desert, a Champion 3-row aluminum radiator with a Spal fan was selected, which is actually a Jeep CJ V-8 conversion that fit the bill perfectly.

The first deterrent of building a new JL was the price of a new JL

Now as far as the ’56 Jeep Willys truck cab, front end and bed, Pat didn’t do a whole lot to prep it for installation onto the frame. The natural 66-year-old patina, which is impossible to duplicate otherwise, was left in place as a nod to the experience this truck has seen in action. Pat did include many new conveniences to the Willy façade in the way of a front and rear bumpers, a Warn winch and a whole arsenal of Rigid LED lighting, which is required equipment for the environment Pat tends to frequent.

Bumper shot of a brown '56 Willys truck
Detailed shot of an old Jeep Willys' headlight

Next, the interior space within the cab was completely Raptor lined before it was outfitted with a set of Corbeau Baja XP seats, light gauge sheetmetal door panels and aircraft style toggle switches. The Willys’ cabin is comfortable enough to allow Pat to navigate his truck through some pretty rugged terrain without feeling like he was roughed up too badly at the end of the day.

Interior shot of an antique 1956 Jeep truck

Now that we see a physical manifestation of Pat’s latest rig build, the many questions regarding the ‘how’s’ and ‘where’s’ behind the project begin to surface. While he does have some fabricating experience, he didn’t put the truck together at a professional shop. “This truck was built in its entirety in a two-car garage”, he says proudly. “While I did have some know-how to go on, not so much with our old XJ, which was put together with mostly off-the-shelf parts, I never put together anything of this magnitude before.”

Once the dust settled, Pat begin to look right where he started to prove that his creation was ready to take on the Ultimate Adventure—the very event that gave him the inspiration to put the truck together in the first place. While he was told that the unique and not-often-seen trucks are usually selected to participate in the event, his truck was not chosen the first time he applied. He did, however, get in on it the next year. “It truly was an adventure of a lifetime”, he states. “During the entire 6 days of the event, we only encountered two problems—a rock hole in the trans pan and a shorted wire in the ignition switch. It was great to see how it performed in the event that ultimately pushed me to build it.”

Dark brown '56 Willys truck
Old 1956 Jeep Willys in a desert

Pat did share with us that his first real trip in the truck (even before the whole Ultimate Adventure experience) was a rip through the famed Rubicon trail, which he completed in one day—14 hours. The truck was mostly untested at that point, but he just had to get out there and match his build up against the realest of proving grounds.

“I couldn’t have made it to this point without seeing what Verne Simons did with his Willys truck first”, Pat says with great pride. “Once I got started with my truck, I gathered a lot of support from some very awesome manufacturers. A huge THANKS goes out to Milestar Tires, Skyjacker Suspension, TR Beadlock Wheels, Motive Gear, Rigid Industries, PowerTank and Warn Industries. Here is proof that you too can build a legit rock crawler in a two-car garage. Just make sure to measure the height of the door before you get started though.”


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The Birth of An Industry: ’46 Jeep Willys https://stateofspeed.com/2022/05/09/1946-jeep-willys/ https://stateofspeed.com/2022/05/09/1946-jeep-willys/#respond Mon, 09 May 2022 13:09:14 +0000 https://stateofspeed.com/?p=32662

Rebadged the CJ2A, the civilian Jeep and its military counterpart would give birth to an entire industry that still exists to this day.Read More →

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The Birth of An Industry: ’46 Jeep Willys

Originally built out of necessity at the start of WWII, the Willys MB, nicknamed the Jeep, soon became one of the G.I.’s most beloved forms of transportation. The tough, versatile, and reliable little 4wd served in every theater of the war from the deserts of Africa to the jungles of the South Pacific. With the war drawing to an end and the contract to the government ending with it, the manufacturer felt that they could evolve production and offer the Jeep to the civilian market as a light duty tractor.
olive green 1946 jeep willys rock crawling
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT
Rebadged the CJ2A, the Jeep was offered with the option of a power take off gear box and a host of farm or construction implements. What the people at Willys didn’t foresee was the level of interest the returning soldiers had in owning a version of the Jeep they had grown to love, to use as a recreational vehicle. No sooner than they started buying them did the owners start altering them. Whether it was to personalize them or modify them to increase their off-road capability, the civilian Jeep and its military counterpart would give birth to an entire industry that still exists to this day.
olive green '46 jeep willys rock crawling
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT

…the civilian Jeep and its military counterpart would give birth to an entire industry that still exists to this day...

77 years after the Jeep first hit the civilian market, the original CJ2A’s are still as popular with off-road enthusiasts as ever. Whether it’s restored to original, pulled out of retirement and returned to the trail, or completely custom built, the early Jeeps, now more affectionately known as flat fenders due to their distinct front fender design, have become one of the most iconic vehicles in the off-road industry.
When Rodney Hendrix of Murphys, California set out to build a vehicle capable of transporting him and his gear to remote hunting sights in the Sierra Nevada Mountains, he chose to base it off of the beloved flat fender. A derelict 1946 CJ2A was pulled from a field near his home and the process of building began.
olive green 1946 jeep CJ2A
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT
You can’t properly build anything without a solid foundation so that’s where Rodney began. While adequate for the original vehicle, the factory C channel frame is not the strongest design. Another drawback with the original is its rather short 80” wheelbase. To remedy both issues at once, working out of his home garage, Rodney built himself a new frame from 2”x3”x .1875” tubing. During fabrication of the new frame Rodney elected to stretch the wheelbase out to 104”. Originally built with front and rear leaf springs locating a Dana 44 front, 9” Ford rear axle combo, the Jeep is currently running GM 1-ton axles. Gone are the front leaf springs and in their place, is a custom 3-link suspension with 14” ORI struts. The front Dana 60 is stuffed with 4.88 gears and a Lock-Right locker. Steering is controlled by a Saginaw box that was drilled and tapped by Rodney before being plumbed to a single ended hydraulic ram in order to create a simple hydro assist setup.
olive green 1946 jeep CJ2A suspension system
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT
Out back a GM Corporate 14-bolt was outfitted with a matching set of 4.88 gears and an ARB air locker before being hung from the existing leaf spring suspension. The current drivetrain package puts the power to the ground through a set of 40×13.5R17 Milestar Patagonia MT tires wrapped securely around a set of 17×9 RBP wheels.When it came time to install a powertrain in the Jeep, Rodney originally chose a GM 4.3L V6 mated to an SM420 manual transmission. While reliable, he soon realized the little V6 just wasn’t going to cut it and it was quickly replaced with a 5.3L GM LS V8 backed by a 4L60 automatic. Finishing out the powertrain is a Dana 300 transfer case that was modified for twin stick control before installation.
olive green 1946 jeep CJ2A with aired down milestar M/T tires
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT
One of the most distinguishing features of Rodney’s CJ is the body. While it retains the classic character and good looks of the original design, not much is left that hasn’t been modified. Anyone that has spent time in or around an original flat fender knows they are not known for their room or cargo carrying ability. This fact, combined with the wheelbase stretch prompted Rodney to cut the body and add a new door opening with an additional 9” of length. This still wasn’t enough to even out the proportions of the Jeep, so Rodney cut the body once again, this time behind the door, and added another 7” to the overall length of the tub. All new body panels as well as the floor and firewall were fabricated by Rodney in his home garage utilizing angle iron, c-clamps, and an assortment of hammers to form the replacement panels. The last part of the body to receive his attention was the hood. The installation of the larger V8 engine made it necessary to move the grille further away from the body than the factory design. To accommodate the stretch, Rodney fabricated a hood that was 4” longer than stock. During the fabrication of the hood, a set of custom fenders were incorporated into the design to mimic the iconic flat fender look. With all the modifications done, the body was sprayed with a coat of custom mixed olive-green paint.
olive green 1946 jeep willys crawling on rocks
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT

…while it retains the classic character and good looks of the original design, not much is left that hasn’t been modified...

After completing the body and drivetrain, Rodney turned his focus to the interior and occupant safety. Starting with a pile of 1.75” .120 wall DOM and a tubing bender, Rodney designed and assembled a stout cage that should not only be safe, it really compliments the lines of the Jeep. Attached securely to the frame, the cage had seat mounts for the Corbeau suspension seats and harnesses incorporated into the design. The finishing touch is a custom canvas top designed, cut, and sewn by Rodney himself using a sewing machine borrowed from his grandmother and receiving instructions from watching You-Tube videos.
olive green 1946 jeep willys crawling on rocks
Vehicle: 1946 Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT
Spawned out of strife and forging the foundation of an entire industry, if the LSCJ built by Rodney Hendrix is any indication, the love of the iconic Willys Flat Fender will be alive and well for years to come.

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This 1969 Chevy K5 Blazer Proves That if You Can’t Find It, Build It https://stateofspeed.com/2022/05/02/1969-chevy-k5-blazer/ https://stateofspeed.com/2022/05/02/1969-chevy-k5-blazer/#respond Mon, 02 May 2022 13:10:37 +0000 https://stateofspeed.com/?p=32601

For Brian Jacobson's build, he wanted something old and fast. So, Brian came to the conclusion that Old + Fast = K5.Read More →

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This 1969 Chevy K5 Blazer Proves That if You Can’t Find It, Build It

Let’s do a little time traveling, the year is 2018 and after selling a highly sought-after Jeep Wrangler TJ Unlimited (more commonly called the LJ) Brian Jacobson is on the lookout for his next project. His criteria are that he wanted to get back to playing in the desert and his next build needed to be old and fast. So, after digging out an old high school algebra book Brian began to crunch numbers and came to the conclusion that Old + Fast = K5.

Toyota’s TRD Pro Calvary Blue 1969 Chevrolet K5 Blazer with milestar m/t tires
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

Again, let’s fire up the DeLoreon’s Flux Capacitor and travel back to the late 1960’s. Jeep’s CJ had carved out a new market segment, International Harvester had released the Scout in 1961 and Ford came out swinging with the Bronco by 1965. At this point General Motors had not only been late to the Pony Car craze, but now they were several years behind in the emerging SUV market.

Blue 1969 Chevy K5 Blazer with milestar m/t tires
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

But GM took a different approach than its competition from Detroit. Instead of producing an all-new smallish competitor to Jeep’s CJ, some bean counters determined it would be a lot cheaper and easier to shorten an existing K-Series pickup platform. In doing so GM created a full-size SUV to which the other auto makers would soon follow. So, in 1969 (often mistakenly called the Summer of Love), Chevrolet released the full-size K5 Blazer.

…Instead of producing an all-new smallish competitor to Jeep’s CJ, some bean counters determined it would be a lot cheaper and easier to shorten an existing K-Series pickup platform…

Speeding forward at 88 MPH, we once again find ourselves in 2018. Brian Jacobson is having a hard time finding the right K5 Blazer for his project. Even before today’s high inflation, the cost of a clean K5 had skyrocketed and since Brian knew he was going to beat on this truck, he decided he would pick up something rough and build it out his way. As is often the case, this K5 project quickly snowballed into a one-of-a-kind build worthy of being on display at car shows.

Toyota’s TRD Pro Calvary Blue 1969 Chevrolet K5 Blazer with milestar m/t tires
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

Upon tearing into his newly acquired K5, Brian said he became of the mindset, that “If I’m going to do it, I’m going to do it right.” After that, the truck quickly became torn down. Everything got sandblasted, and with a nearly 50-year-old off-road vehicle, rust and abuse had taken its toll on the body panels. “We replaced every panel but the hood and tailgate,” said Jacobson. He continued, “It was a horrible rust bucket. We even welded in new rockers and a cowl.”

TRD Calvary Blue 1969 Chevy K5 Blazer with milestar m/t tires
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

Brian did a lot of the work himself but gives credit to his good friends from Rock Bottom Off-Road in Riverside, California for the build. While Brian is a contractor, running heavy equipment, he helps Rock Bottom Off-Road with sales and publicity. “They’re good friends of mine. Plus, they had previously built my LJ,” said Jacobson. So, the K5 was transported to Rock Bottom for the build, and 1.21 gigawatts…err eighteen months later, the truck was finished.

Calvary Blue 1969 Chevrolet K5 Blazer with PRP highback racing seats
Vehicle: 1969 Chevrolet K5 Blazer

And that’s brings us Back to the Future. When it was all said and done, the original desert beater concept was thrown out the window and the end result was a build worthy of the most elite car shows. “Yes, I took it to any show around,” said Jacobson, “but I also mobbed it through the desert, including KOH. I built it to use it.” Which is no understatement when you start to look at this truck’s build sheet.

but I also mobbed it through the desert, including KOH. I built it to use it...

At the heart of it all is a LS3 Crate engine rated at 500HP. The LS3 is connected to a 4L80E automatic transmission, and a NP205 Twin Stick transfer case. From there the driveline connects to a kingpin Dana 60 front end, out of an ‘84 Chevy truck, and a 14-bolt rear end out of a ‘04 Suburban. Inside the axle housings are ARB air lockers and 5.13:1 ring & pinion gears. Both the front and rear axles already had disc brakes from their donor vehicles, but Jacobson took it a few steps further with Powerstop Brakes 6-piston calipers at all four corners combined with a Wilwood master cylinder & hydro boost power assist. Steering is handled by PSC hydro assist with ram assist to make steering those 38” Milestar Patagonia M/Ts easy when aired down super low thanks to KMC Machete beadlock wheels.

Calvary Blue 1969 Chevrolet K5 Blazer with milestar M/T tires
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

Yeah, it’s true the truck makes a lot of horsepower thanks to the tuning provided by CBM motorsports, and even has the braking power to slow it down. But is it fast when the going gets rough? You better believe it! Jacobson ditched the original front/rear leaf spring suspension in favor of a much more responsive Off-Road Designs 4-link setup with damping provided by King coilover shocks. To add rigidity to the frame, while also increasing safety, Jacobson had the roll cage tied to the frame. Also, with safety in mind, Jacobson went with PRP highback seats and safety harnesses.

Calvary Blue 1969 Chevrolet K5 Blazer with king coilover shocks
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

What makes this truck show worthy? Everything else about it of course! This truck is just as much form as it is function. As a favor, this build brought two old school body guys out of retirement and was then treated to a what would approximately be a $20,000 paint job in Toyota’s TRD Pro Calvary Blue. Bumpers are functional, yet highly aesthetic units originally from Chassis Unlimited Bumpers. Though Jacobson said, “Those bumpers were discontinued, but Rock Bottom Off-road is making them now. Same with the cage and center console.”

blue '69 Chevrolet k5 blazer
Vehicle: 1969 Chevrolet K5 Blazer
Tires: Milestar Patagonia M/T 38X13.50R17LT

In addition to the PRP seats inside, the interior got a full custom treatment from a local Riverside, CA interior shop called Barajas Upholstery. Atop the N8Z Fab console is a classic B&M shifter along with NP205 twin sticks allowing for all kinds of weird combinations like front only two low/high, rear only low range and of course the more usual 4 high/low combinations. Covering the gorgeous interior is a Softopper softtop replacing the original hardtop unit. And for those Southern California days when it’s too hot to go topless, Jacobson had a Vintage Air A/C unit added.

blue 1969 chevy k5 blazer interior with N8Z Fab console and PFP steering wheel
Vehicle: 1969 Chevrolet K5 Blazer

Often erroneously overlooked in a vehicle this age is the electrical system. Sure, copper wire remains copper wire. But the wire’s insulation becomes hard and brittle over time. Even the smallest vibrations can reveal weaknesses in the wiring harness in the way of electrical shorts. With that in mind, Brian made sure his K5 got a full Painless Performance wiring harness combined with new LED lighting. Replacing those worn out, and potentially inaccurate gauges, are all-new units from Autometer. Adorning the K5 are massive KC lights putting out all the needed lumens for nighttime romps through the desert which are controlled by a 4×4 sPod unit for simplicity and added functionality.

cavalry blue 1969 chevrolet k5 blazer with KC lights and Classic Unlimited Bumper
Vehicle: 1969 Chevrolet K5 Blazer

At the end of the interview State of Speed candidly asked Brian if he was happy with the build. Jacobson responded, “To be transparent. I’ve sold the K5.” As the old saying goes, everything is for sale if the price is right. “I had someone offer me an absurd amount of money, and couldn’t say no,” said Jacobson. When asked if he regretted selling it, he said “Yes, I miss it. But I don’t regret selling it. I’m enjoying my new JL build even more.” This JLU build he speaks of is a 2020 Wrangler Unlimited Sport that the guys at Rock Bottom Off-Road gave the full treatment, and State of Speed will cover in an upcoming article. So stay tuned!

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Hodson Motor’s 1965 Jeep J60 Dually: One of a Kind, One at a Time https://stateofspeed.com/2022/03/11/hodson-jeep-j60-dually/ https://stateofspeed.com/2022/03/11/hodson-jeep-j60-dually/#respond Fri, 11 Mar 2022 14:10:10 +0000 https://stateofspeed.com/?p=31562

The legendary father/son combo Derrick and Riley Hodson have developed what they now affectionately call the Jeep J60Read More →

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Hodson Motor’s 1965 Jeep J60 Dually:
One of a Kind, One at a Time

You’ve seen their trucks before (and are most likely obsessed with one or all of them if you’re anything like us). Their personal collection of insanely cool, larger-than-life custom pickup creations are definitely labors of love, and each one is an example of equal parts creative vision, healthy obsession and attention to detail and purpose.

Of course, we’re talking about the legendary father/son combo Derrick and Riley Hodson. The Hodsons call the outlying dessert landscape of Las Vegas home, which is just far away from the bright lights of the big city to give them all the peace and quiet they need in order to dream up these large-scale truck build before getting down and dirty bringing them to life.

Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

Classic, rare medium-duty trucks are the Hodsons’ forte, and over the years, they have truly developed a design perspective that is uniquely their own—you’ll know a Hodson truck when you see it. The truck itself will be an industrial-grade pickup of some sort that wasn’t meant for the everyday consumer to hold the keys to, but that’s half of the appeal. Once the guys zero in on a truck they want, they located it, dig it out of its long-time place of rest, and apply their own special sauce to the equation. So far, this process has yet to let them down.

…you’ll know a Hodson truck when you see it…

Even though Derrick and Riley specialize in legitimate medium-duty trucks, they also like to drive the trucks they built—otherwise, what’s the point, right? To allow them to have a get more seat time behind one of their own creations, they sat down and developed what they now affectionately call the Jeep J60—essentially a 4-door J10 pickup. If you’ve never heard of this particular model before, don’t fret—it has never existed. Well, until now.

rear of a Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

This particular project was designed to be more of a real-world daily driver. Now, don’t get us wrong—each and every one of their builds is painstakingly designed to function well on the road. Broken down, the Hodson’s Jeep J60 consists of a Jeep Wagoneer 4-door that has been sliced at the back of the cab and sealed up with the back wall of a J10 pickup cab grafted in. The rear doors received a great deal of metalwork to further give this creation the appearance of a true 4-door pickup.

…each and every one of their builds is painstakingly designed to function well on the road…

The front of the cab features a 60’s-era Gladiator grille that resides front and center, as well as wide front fenders from Autofab. The rear features a custom bed, a big side step tailgate, and step side fenders that have been widened a whopping 10 inches! The paint color of choice that makes all those cool customizations gel in complete harmony is Ford Raptor Lead Foot grey—and man, does it look good.

front end of the Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

Paint isn’t the only Ford component to be incorporated into the creation of the J60, however, as the full-custom body was laid atop a 2004 Ford F450 dually chassis complete with a 6.0 Powerstroke engine and 5-speed automatic transmission. This truck sounds just as good as it looks with that big diesel rumbling underneath the hood, and to give the truck the oversize appearance that is synonymous with all Hodson trucks, 22-inch American Force wheels covered in 37X13.50R22 Milestar Patagonia X/T tires were bolted into position. The roll bar the guys went with is as burly as it looks—even more so, actually. While a lot of roll bar setups are fabricated out of hollow tube pipe, the stuff used here is solid through and through.

Rims and tires of the Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

Hopping up into the cab is made easier with AMP Research Powerstep running boards, and with just one glance inside the cab, you’d be blown away by how clean the interior space is. Black and grey upholstered seats and other paneling from TMI Products helped make all the difference in updating and upgrading the entire confines of the J60. Creature comforts are never spared in any of the Hodson one-off pickups. While this truck already boasts an impressive lineup of high-end amenities, the guys wouldn’t dare one of their projects be considered finished without Dakota Digital gauges, a full audio system, power windows and door locks, and of course, ice cold A/C.

side profile of the Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

While the J60 is hardly alone as the single shining star in the deep Hodson stable, it does stand as one of their favorites. This truck does get a little more road time than some of the others, but that was the point of building it. Unless the guys are just planning to go for a cruise without making many (if any) stops, any selection from their lineup would do just fine, but the J60 has been dialed in to give them everything they love to put into their projects, in a slightly more compact package—even through there’s really nothing small about it.

rear of the Ford Raptor Lead Foot Grey Jeep J60 Dually by hodson motors
Vehicle: Hodson Motors Jeep J60 Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

Five years have been invested into this build, and a talented supporting cast in Nefarious Customs, 6651 Customs, Airth Defined, Cheyenne Ruether, Jeeprecyclers.com, and more were sourced to bring it all together. Trucks like these don’t just appear out of nowhere—they require a lot of imagination, skill, patience, and a sh*tload of parts.

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2022 King of the Hammers https://stateofspeed.com/2022/02/10/2022-king-of-the-hammers/ https://stateofspeed.com/2022/02/10/2022-king-of-the-hammers/#respond Thu, 10 Feb 2022 17:57:27 +0000 https://stateofspeed.com/?p=30359

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).Read More →

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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. 

Hammer town during King of the Hammers 2022

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.

desert racer 4570 launches pillars of dirt at King of the Hammers 2022

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. 

parking for spectators at King of the Hammers 2022

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. 

Milestar Every man Challenge competitor at the pits during King of the Hammers 2022
Driver: Eric Johnson/1311/EMC
Tires: Milestar Patagonia M/T

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.

a desert racer launches over some boulders at King of the Hammers 2022

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.

starting/finishing line in Hammertown at King of the Hammers 2022

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. 

2 racers go head to head at King of the Hammers 2022

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. 

desert racer climbing over boulders at King of the Hammers 2022

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.

2 desert racers go head to head at King of the Hammers 2022

 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.

Milestar racer 4472 climbs over some boulders at King of the Hammers 2022
Driver: Dustin Isenhour/4472/4400 Ultra 4
Tires: Milestar Patagonia M/T

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.

winner of the Modified 4500 Class at King of the Hammers 2022, Milestar's John Mathews
Driver: John Mathews/4580/4500 Modified
Tires: Milestar Patagonia M/T

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.

Milestar desert racer attacks a steep incline at King of the Hammers 2022
Driver: Dustin Isenhour/4472/4400 Ultra 4
Tires: Milestar Patagonia M/T

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.

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Off-Road Suspension Tech: Shock Reservoirs and Bypass Valves https://stateofspeed.com/2021/12/04/off-road-suspension-tech-shock-reservoirs-and-bypass-valves/ https://stateofspeed.com/2021/12/04/off-road-suspension-tech-shock-reservoirs-and-bypass-valves/#respond Sat, 04 Dec 2021 14:12:34 +0000 http://54.201.197.135/?p=29270

Shocks are both simple and complicated. Their function and parts are simple, but it’s their configuration that makes such a huge difference.Read More →

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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.

Blue Chevrolet K5 Blazer in snowy woods
Vehicle: Chevy K5 Blazer
Tires: Milestar Patagonia M/T – 38X13.50R17LT

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. 

Blue Toyota Tacoma crawling down a rocky hill
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 40×13.50R17LT

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.       

black chevrolet silverado driving through mud
Vehicle: Chevy Silverado
Tires: Milestar Patagonia M/T – 315/70R17LT

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.

diagram showing remote reservoir shock and bypas shock
Photo Credit: AccuTune Offroad

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. 

Black Jeep TJ crawling over rocks in a desert
Vehicle: Jeep TJ
Tires: Milestar Patagonia M/T – 37X12.50R17LT

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.     

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The Differential Difference https://stateofspeed.com/2021/11/11/the-differential-difference/ https://stateofspeed.com/2021/11/11/the-differential-difference/#respond Thu, 11 Nov 2021 14:13:16 +0000 http://54.201.197.135/?p=28790

There isn’t one system out there that can meet the demand of every driver for all conditons, but this article should help shed some light.Read More →

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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). 

Black Ford F-250
Vehicle: Ford F-250

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. 

White Jeep gladiator JT in a desert
Vehicle: Jeep Gladiator JT
Tires: Milestar Patagonia M/T – 40×13.50 R17 LT

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. 

orange toyota hilux crawling over rocks in a forest
Vehicle: Toyota Hilux
Tires: Milestar Patagonia M/T – 37×12.50R17 LT

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. 

 

rusted out jeep willys driving up a desert trail
Vehicle: Jeep Willys
Tires: Milestar Patagonia M/T – 40×13.50R17 LT

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. 

White Ford f-150 raptor G1 at Cleghorn
Vehicle: Ford F-150 Raptor G1
Tires: Milestar Patagonia M/T – 315/70R17LT

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. 

Air Lockers ARB air locking differential on a Jeep Gladiator JT
Air Lockers ARB air locking differential

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. 

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Top 10 Tools Every Off-Roader Should Carry https://stateofspeed.com/2021/11/09/top-10-tools-every-off-roader-should-carry-2/ https://stateofspeed.com/2021/11/09/top-10-tools-every-off-roader-should-carry-2/#respond Tue, 09 Nov 2021 14:09:41 +0000 http://54.201.197.135/?p=28688

Even simple tasks can become impossible if you don’t have the right tools. So what do you need as an off-roader? Read More →

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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…

 

Red jeep rubicon next to a campsite in a desert

black jeep tows a white subaru crosstrek up a desert hill

1. Socket Wrench

WestWard Socket Wrench Set
WestWard Socket Wrench Set
Photo Credit: Grainger

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

red hi-lift jack
Hi-Lift Jack
Photo Credit: 4 Wheel Parts

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

red and black krazy beaver shovel
Krazy Beaver Shovel
Photo Credit: Extreme Terrain

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

red and black jumper cables
Road Pro Jumper Cables
Photo Credit: Road Pro

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

silver and black bale ties
Bale Ties
Photo Credit: MidWest Bale 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

Irwin Vise Grips
Photo Credit: Grainger

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

red and black husky ratchet strap
Husky Ratchet Straps
Photo Credit: The Home Depot

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

fire extinguisher
Fire Extinguisher
Photo Credit: Harbor Freight

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

Klass Tools Tarp
Photo Credit: Walmart

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

black jeep on milestar patagonia tires pulling a white subaru crosstrek up a hill

red jeep rubicon drives down a gravely desert road

 

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.   

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Best New Ford Bronco Performance Parts at the SEMA Show https://stateofspeed.com/2021/11/04/sema-2021-broncos/ https://stateofspeed.com/2021/11/04/sema-2021-broncos/#respond Thu, 04 Nov 2021 17:31:50 +0000 http://54.201.197.135/?p=28739

After a couple decades, a few car chases and a whole lot of horsing around, the Ford Bronco is back! Well, its 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. Read More →

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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.

Ford Bronco Outer Banks and Red Fire Dept. Bronco at the Ford Booth at SEMA 2021
Vehicle: Ford Bronco Outerbanks 4 Door, Ford Bronco Black Diamond BDS Fire Dept.
Booth: Ford

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!

Rhino Rack Ford Bronco at SEMA 2021
Vehicle: Doetsch Offroad Ford Bronco
Booth: Rhino Rack

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.

Havoc Offroad Black Diamond Ford Bronco at SEMA 2021
Vehicle: Havoc Off Road Black Diamond 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.

Ford Bronco R Race Truck at Sema 2021
Vehicle: Bronco R Race Truck
Booth: Ford
4600 Ultra4 Race Ford Bronco at SEMA 2021
Vehicle: 4600 Ultra4 Race Ford Bronco
Booth: Ford
Ford Performance Rebelle Bronco R Sport Race Truck 202
Vehicle: Bronco Sport Rebelle Rally Race Truck
Booth: Ford Out Front

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.

Ford Caterpillar Bronco at SEMA 2021
Vehicle: Snow-crawler Bronco
Booth: Ford

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Don’t Call It a Comeback: The Resurgence of the Compact Truck https://stateofspeed.com/2021/10/29/dont-call-it-a-comeback/ https://stateofspeed.com/2021/10/29/dont-call-it-a-comeback/#respond Fri, 29 Oct 2021 13:11:59 +0000 http://54.201.197.135/?p=28590

What makes the midsize truck marketplace so exciting? Well, automakers are looking to deliver the most bang for your buck in this category. Read More →

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Don’t Call It a Comeback:
The Resurgence of the Compact Truck

By “compact” truck, we really are discussing the modern, smaller-than-full-size pickup that is commonly referred to as a “midsize” model. Long gone are the days of the true mini-truck, so if you’re thinking those are making another appearance at new dealer lots, keep dreaming. The classic S-10, Ranger, Tacoma, Hardbody trucks are machines of a past generation. They had a great run, and are great projects if you can get your hands on a good specimen, which are still readily available. “Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick, but there are some bright sides to that reality. 

Orange Toyota Hilux in a forest
Vehicle: Toyota Hilux
Tires: Milestar Patagonia M/T – 37×12.50R17LT
blue 1970's Mazda B-Series Rotary Compact Truck
Vehicle: ’70s Mazda B-Series Rotary Compact Truck

 

“Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick…

The Chevy Colorado is still going strong, and it is larger than ever. In 2019 Ford rereleased the Ranger back onto the market, which is great to see, but it too, is much larger than its last generation that phased out in 2012. Oh, and the Tacoma? It most certainly leads the midsize pickup scene, as it remains one of the most popular on the market. There are other established players in this category that boast devout followings and comparable specs, roomy cabs and available bed lengths that justify their respective MSRP figures, and there are new models trying their best to compete for a place in this very interesting segment. 

Tan Chevrolet Colorado Overlander in a desert
Vehicle: Chevy Colorado
Tires: Milestar Patagonia M/T – 295/70R17LT

So what makes the midsize truck marketplace so exciting, anyway? Well, automakers really are looking to deliver the most bang for your buck in this category. Even though we can all complain that the cost of modern midsize truck are catching up with full-size pickups, these slightly smaller models will come in cheaper than their larger counterparts at the end of the day—there’s no doubt about that. A little sacrifice of space is par for this course with these models, however, these trucks can be jam-packed with features, which make maximizing their function and catering them to meet your exact needs becomes the fun part. 

Blue Toyota Tacoma Overlander at Los Padres national Forest
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 315/70R17LT

…automakers really are looking to deliver the most bang for your buck in this category…

Right off the bat, midsize trucks are easier to maneuver than the big ones given their natural nimble size. Just because they’re a tad bit smaller though, don’t move too fast and assume these compact haulers can’t pack a punch to contend with the true heavyweights, because they absolutely do. If you need them to haul stuff around or tow heavy loads, they’ve got you covered. Looking to hit the trails and head off-road? You can do that with these trucks, no question. If you need a commuter vehicle, but want the true utility that only a pickup truck can offer, there are engine configurations with these midsize wonders that are ultra efficient and sip lightly at the pump. There really is a compact truck for every driver out there. 

Grey Toyota Tacoma overlander driving up a middy slope
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 35×12.50R16LT
Silver Jeep Gladiator JT crawling up a dirt path
Vehicle: Jeep Gladiator JT
Tires: Milestar Patagonia M/T – 38×13.50R17LT

Since muscle is an obvious concern when truck shopping, let’s take a look at some of the beefier compacts in the field. The Nissan Frontier, which is a familiar face in the compact genre, received a standard option motor upgrade last year, in the form of a healthy 3.8L V6 with a respectable 310HP output along with 281 lb-ft of torque. This engine will most definitely make its presence known while hauling, towing and ripping around off the beaten path. The Ford Ranger also puts up some impressive numbers from its 2.3L turbo 4-banger—270HP and 310 lb-ft of torque. It has proven to also tow and haul great, which is definitely something to consider when comparing to a full-size brute to get the same job done. 

White Ford Ranger overlander
Vehicle: Ford Ranger
Tires: Milestar Patagonia M/T – 315/70R17LT

Suspension wise, the Colorado/Canyon with its off-road-ready ZR2 package, is an upgrade that brings the price of admission up a bit, but don’t feel too guilty about over spending on your dirt hobby here, as the the ZR2 equipment also earns rave reviews on paved roads as well. The two-inch suspension lift utilizing quality components and the 3.5-inch wider track is an investment rather than an added expenditure, as the premium suspension package will serve its owner well during work and play. Same goes for the Tacoma with its TRD package, or better yet, its TRD Pro tier option. The latter selection comes correct with an upgraded skidplate under the engine, Fox internal bypass shocks, an electronic locking differential, an inclinometer with pitch and roll displays, 16-inch wheels with beefy A/T tires, improved off-road driving modes—and the list just keeps on going from there. 

Black Chevrolet Colorado ZR2 Overlander on a dirt path
Vehicle: Chevy Colorado ZR2
Tires: Milestar Patagonia M/T – 37×12.50R17LT

While most buyers are interested in midsize trucks that do big truck things, there is another crowd that is interested in overall value and efficiency. These are mostly the folks who don’t intend to work their truck too hard, or play too rough with it either, but still want to have the utility of a truck on hand without it costing too much to operate. For these guys and gals, Ford has released an ultra affordable wildcard onto the market that may get mixed reviews from the truck audience. The Maverick is less expensive than the Ranger right off the lot as MSRP starts under $20K. The standard hybrid powertrain and impressive MPG will only continue to keep more money in wallets. Before this truck is prematurely written off for its lack of power, just know that Ford’s new budget-minded midsize truck is also available with a 2.0 turbo I-4 that boasts 250HP and 277 lb-ft of torque—definitely no slouch.

Light blue Ford maverick hybrid XLT near a city
Vehicle: 2022 Ford Maverick Hybrid XLT
Photo By: Ford Media Center

The variation of standard and optional equipment in the realm of midsize pickups is more than enough to assist in piecing together the right truck at a lower price of a comparably equipped full-size. This is what has made this segment of vehicles such a hot commodity among today’s truck buyers. While there may not be too many outright steals to be had at the dealership, there is plenty of room to better budget your money to get the exact truck that you need/want. Bigger isn’t always better, and the ever-growing fleet of midsize wonders are looking to drive that point home with everything in their power. 

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Build an Off-Road Truck With a $10K Budget https://stateofspeed.com/2021/10/25/build-an-off-road-truck-with-a-10k-budget/ https://stateofspeed.com/2021/10/25/build-an-off-road-truck-with-a-10k-budget/#respond Mon, 25 Oct 2021 13:10:14 +0000 http://54.201.197.135/?p=28507

$10k is the right sum of money that can be stretched a very long way when spent correctly on parts from reputable aftermarket manufacturers.Read More →

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Build an OffRoad 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

Tan Jeep JT Code X in a desert
Vehicle: Jeep JT Code X
Tires: Milestar Patagonia X/T – 40×13.5R17LT

Tires

Gray Jeep Dually by Hodson Motors
Vehicle: Jeep Dually
Tires: Milestar Patagonia X/T – 37X13.50R22LT

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

Blue Toyota tacoma with RAW wheels and milestar m/t tires
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 315/70R17LT

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

Orance Toyota Hilux wading through water in a forest
Vehicle: Toyota Hilux
Tires: Milestar Patagonia M/T – 37×12.50R17 LT

Suspension

Red Toyota Tacoma with King coilovers and total chaos control arms
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 315/70R17LT

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

heavily modified Blue Toyota Tacoma
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 40×13.50R17 LT

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

Tan Toyota Tundra widebody with long travel suspension
Vehicle: Toyota Tundra
Tires: Milestar Patagonia M/T – 38X13.50R17LT

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

Grey Ford F-150 Overlander in a snowy forest
Vehicle: Ford F-150 Overlander
Tires: Milestar Patagonia M/T – 35X12.50R18LT
Tan Chevrolet Overlander
Vehicle: Chevy Colorado Overlander
Tires: Milestar Patagonia M/T – 295/70R17LT

Lighting

White toyota tundra trd at night with LED light bars
Vehicle: Toyota Tundra TRD
Tires: Milestar Patagonia M/T – 37×13.50R20 LT
Silver Jeep JT with lights on
Vehicle: Jeep JT
Tires: Milestar Patagonia M/T – 38×13.50R17LT

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

White Doge RAM Overlander treading through mud in forest
Vehicle: Dodge RAM Overlander
Tires: Milestar Patagonia M/T – 37×12.50R17LT
Tan Jeep JT Code X on a sandy desert
Vehicle: Jeep JT Code X
Tires: Milestar Patagonia M/T – 40×13.5R17LT

 

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

Black GMC 3500 Overlander Camper in a desert
Vehicle: GMC 3500 Overlander Camper
Tires: Milestar Patagonia M/T – 295/60R20LT
Vehicle: Dodge Power Wagon
Tires: Milestar Patagonia M/T – 40X13.50R17LT

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

White Gen 1 Ford F-150 Raptor at Cleghorn Trail
Vehicle: G1 Ford F-150 Raptor
Tires: Milestar Patagonia M/T – 315/70R17LT

HP & Torque

Blue Ford F-150 Raptor Gen 2 in a desert
Vehicle: Ford F-150 Raptor
Red Toyota Tacoma
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 285/70R17LT

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

Black chevrolet colorado ZR2 undercarriage
Vehicle: Chevy Colorado ZR2
Tires: Milestar Patagonia M/T – 37×12.50R17LT
Blue Dodge RAM 1500
Vehicle: Dodge RAM 1500
Tires: Milestar Patagonia M/T – 38×15.50R20LT

 

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. 

 

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Mid Travel vs. Long Travel Off-Road Suspension https://stateofspeed.com/2021/10/08/mid-travel-vs-long-travel-off-road-suspension/ https://stateofspeed.com/2021/10/08/mid-travel-vs-long-travel-off-road-suspension/#respond Fri, 08 Oct 2021 13:10:45 +0000 http://54.201.197.135/?p=28287

Today we’re talking about the debate between mid and long travel truck suspension systems, and what it really means to build and drive them. Read More →

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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. 

white ford ranger overland vehicle
Vehicle: Ford Ranger
Tires: Milestar Patagonia M/T 315/70R17 LT

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

Red Ford F-150 Raptor gen 2 modified by SVC in a desert

SVC Suspensions kit on a Ford F-150 Raptor

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…

Blue and silver Total Chaos Fabrication Upper Control Arm UCA and King Coilovers with oil reservoir

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. 

Blue and silver Total Chaos Fabrication Lower Control Arm LCA and King Coilovers with oil reservoir

Cost

White Ford F-150 Raptor Gen 2 with SVC Suspension upgrades and SVC widebody kit

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

Red Toyota Tacoma Crawling over some rocks
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 285/70R17 LT

Blue Ford F-150 Raptor Gen 2 modified by SVC jumping over a hill

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.

Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T – 35×12.50R16 LT

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…

Silver Ford F-150 Raptor Gen 2 with suspension upgrades and wide body kit by SVC

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. 

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Are 35 Inch Tires Right for Your Rig? https://stateofspeed.com/2021/08/26/are-35-inch-tires-right-for-your-rig/ https://stateofspeed.com/2021/08/26/are-35-inch-tires-right-for-your-rig/#comments Thu, 26 Aug 2021 13:54:21 +0000 http://54.201.197.135/?p=27868

Depending on your vehicle, 35’s could be a simple bolt on process, or entail several modifications in order to make them fit.Read More →

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Are 35 Inch Tires Right for Your Rig?

The number one question people ask about is what size tire will fit my vehicle. Nothing gives your off road vehicle a more aggressive look than larger tires, and custom wheels. Fortunately, larger tires will give you just as much of a performance gain as they do a visual enhancement. One of the most popular tire sizes is a 35 inch tall tire. Depending on your vehicle, 35 inch tires could be a simple bolt on process, or entail several modifications in order to make them fit. If you have an AWD, car based overlander, or small SUV, you might want to try something smaller. On the other hand, a full size truck can allow enough clearance to bolt on 35’s with no issues. 

Porsche Cayenne offroad overlander on 35 inch tires
Vehicle: Porsche Cayenne
Tires: Milestar Patagonia M/T 35X12.50R20LT
Porsche Cayenne offroad overlander on 35 inch tires
Vehicle: Porsche Cayenne
Tires: Milestar Patagonia M/T 35X12.50R20LT

Automotive designers tend to make the wheel openings tall, but narrow. It probably has to do with aerodynamics. The wind turbulence created by wheel openings affects the coefficient of drag considerably which also reduces fuel mileage. Despite their good intentions, the lack of clearance is a real issue. Modern trucks have plastic fender flares, and side body cladding that can also hamper your efforts to fit larger than standard tires. In the past you could simply get out a saw, and cut the sheet metal away. Most people with new vehicles frown upon this as it is irreversible. Many don’t want to cut into such a large investment; that’s why lift kits are used. Not only do lift kits give additional ground clearance, but they also provide more room for larger tires.  

Black Jeep JK with offroad MT 35s
Vehicle: Jeep LJ
Tires: Milestar Patagonia M/T 35X12.50R20LT

So why go to all that trouble you may ask? The answer is because your tires are the only thing between you and the dirt. Would you rather hike a trail in a pair of ice skates, or hiking boots? Some of us wouldn’t want to be on ice with ice skates let alone on a trail, but that’s another topic. Once you have increased the width of your tires, the only other way to increase the size of the contact patch is with a larger diameter. The contact patch is the surface area of the tire that directly makes contact with the ground. As the tire gets wider, the contact patch increases in width. As the tire diameter increases, the contact patch also grows in length. Increasing the length of your contact patch can give you much more contact patch on the ground. The size of the contact patch is critical because it provides the grip needed to stop, go, and turn. Increasing the contact patch is the easiest way to get better control. 

Jeep offroading and rock crawling on tall Milestar Patagonia M/T tires
Vehicle: Jeep LJ
Tires: Milestar Patagonia M/T 35X12.50R20LT

So why stop at 35 inches, why not go even bigger? That’s a great question, and the reason is simple. Once your tires reach a certain size, they start to affect other parts of your vehicle. They will put a strain on driveline components, and your gear ratio might not be suitable to allow the engine to operate in the correct RPM range that it needs. The bigger tires may be too much for your steering components as the contact patch creates so much grip. You also need to consider your brakes. You can see that once you start making changes to your vehicle, it creates a huge snowball rolling downhill. You will end up spending thousands of dollars, and entirely re-engineering your vehicle. That’s why tires in the range of 32 to 35 inches are popular upgrades. They can be made to work without too much disturbance of your factory systems. Some people have trail only vehicles, but most of us also want to drive on the street, or commute to work.

Red overland toyota tacoma with 35 inch Patagonia MT offroad tires
Vehicle: Toyota Tacoma
Tires: Patagonia M/T LT315/70R17
Red overland toyota tacoma with Patagonia MT offroad tires
Vehicle: Toyota Tacoma
Tires: Patagonia M/T LT315/70R17

A 35 inch tall tire is still a big tire. It will affect your final drive ratio, and your braking, but many people will gladly accept that for the increase in traction. There is a camp that typically drives in muddy conditions who like tall narrow tires. They contend that the skinny tire cuts through the mud, and gets down to firm earth where there is traction. This only works if there is a bottom to the mud. If the mud is deeper than the distance between the surface of the mud, and your truck’s frame or the body, then you are likely to get stuck. A wider tire will provide flotation. Instead of cutting into the mud, it will resist sinking in; allowing the vehicle to remain on top. As many people know, and all will find out, mud doesn’t care either way. You can get stuck using a skinny, or a wide tire. The skinny tire concept is somewhat specialized. It doesn’t work on wet roads, or sand. That’s why most people prefer a wider tire. 

Toyota Tacoma with 35" tires offroad running through the mud
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T

Personally, I like the way my vehicles handle with a large, wide tire. It feels much more stable to me, and it helps to build confidence when in certain off camber, or loose conditions. A larger tire also comes in handy when you are traversing ruts. Most of the time, it’s much better to roll over the ruts, than to fall into them. If you are driving the same direction as the ruts, you may only have an inch of tire still riding on the top edge, and that’s all it takes to stay on top. The same goes for washouts, or obstacles. When you come up to an obstacle that needs to be scaled, a taller tire will roll over it much easier than a shorter tire. The shorter tire will need to climb up the obstacle while the taller tire will have more of a tendency to roll over it. 

White Ford Ranger with 35 inch off road tires
Vehicle: Ford Ranger
Tires: Milestar Patagonia M/T LT 315/70R17

So you see, there is a reason why 35 inch tall tires are so popular. For most vehicles, they give you as much performance as possible without negatively impacting your vehicle. Like all modifications, you need to weigh the positives with the negatives. Most people will agree after weighing the options that installing 35 inch tall tires on your rig will give it the performance you want in the dirt, and set you apart from all the stock trucks out there.            

Toyota Land Cruiser rolling through mud with Milestar Patagonia MT Offroad Tires
Vehicle: Toyota LandCruiser FJ80
Tires: Milestar Patagonia M/T LT315/70R17

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Relic Run 2021: Rally at the Reservoir https://stateofspeed.com/2021/08/12/relic-run-2021-rally-at-the-reservoir/ https://stateofspeed.com/2021/08/12/relic-run-2021-rally-at-the-reservoir/#comments Thu, 12 Aug 2021 23:07:01 +0000 http://54.201.197.135/?p=27556

Relic Run is a get together of vintage 4x4’s from all makes and models, designed to celebrate the mechanized great outdoors.Read More →

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Relic Run 2021: Rally at the Reservoir

The Challenge

Every good trip starts out with a list. You know, that check list that you got all the camping gear, food, recovery gear and maybe even some spare parts to ward off the broken ones. (It’s common knowledge that if you bring spare parts you won’t need them, right?). How much you bring depends on where you are going and what you are driving. For this trip the list of things will be mostly comprised of vintage parts, vintage camping gear and even a couple of vintage guys who grew up before cell phones and GPS.

cj5 and k5 blazer waterfall

Where would one take all this vintage stuff? Relic Run 2021 hosted by Expedition Utah. Relic Run is a get together of vintage 4×4’s from all makes and models. The run itself is designed to celebrate the mechanized great outdoors. This means break out those gas Coleman lanterns, look up those camping recipes for the Dutch oven, and grab those aluminum lawn chairs from grandma’s attic.  The official outfit of Relic Run depends on the year of your vehicle. Cut off shorts, 70’s rock band t-shirts and Chuck Taylors fit in well in pretty much any decade. Each year the event switches from a base camping trip to a multi-day journey styled as a car camping Safari of yesteryear. 

in the forest on the way to the relic run in a k5 blazer

People migrate from all over the US to take part in Relic Run, but not just anyone can attend. You need to qualify first. How do you qualify? You need a period correct 4×4 vehicle and matching camping gear that predates 1989. The Vehicles really are the stars of the show. The more period correct, the bigger the challenge. Anyone can get in a New Jeep JL and drive across country, but it takes skill and tenacity to get in a vintage 4×4 and experience the great outdoors the way your grand parents did. By reliving these adventures, we pay homage to a generation that was so tough, they just thought it was normal life.

Getting There

This year’s relic Run was hosted on the banks of Wyoming’s flaming gorge. This is where the true adventure begins. Our vintage 4×4 started life in 1972. The K5 Blazer was Chevrolets answer to the Ford Bronco. Based on the ½ ton chevy pickup, the K5 Blazer shared all the same running gear and cargo capacity as the same year Chevy truck. This made a great platform to haul camping gear, fishing gear, and even tow a trailer. Since this year was a base station Relic Run, we chose to Glamp in a 1975 trillium 4500. This trailer is built like a boat. The fiberglass outer shell and fiberglass interior is incredibly light and strong creating a great overlanding trailer before the term was ever coined.

k5 blazer in yellow with camper
Vehicle: Chevy K5 Blazer
Tires: Milestar Patagonia M/T 33X12.50R15LT

Getting to the gorge in a 1972 K5 blazer towing a vintage fiberglass travel trailer nearly 1000 miles before the event even starts was the true challenge. With weeks of prep checked off the list, The K5 was finally ready for its first task. Pick up its co-driver “Red” Phil Griffis from San Diego airport. Red is no stranger to Relic Run and old cars. He helped acquire the K5 years ago and has ticked off many miles behind the wheel. No sooner than we loaded his gear Red was handed a paper map as relic navigation and we set off to follow the old routes the best we could towards Salt Lake City.

chevy k5 blazer doing the relic run

This would include Route 66 and passing though forgotten ghost towns the freeways bypassed long ago. The old routes cleverly avoid steep hills with names like Cajon pass and Baker grade saving wear and tear on a nearly 50yo rig. Normally we would drive at night to avoid the deserts blistering heat, but our confidence was high in our K5, so we passed through the high desert during the hottest time of the day. The AC was blowing cold, but the interior was still 90 degrees. Turns outs, that was pretty generous since the outside air temp was 110 degrees with 70% humidity.

k5 blazer and trillium 4500 camper

Verne Simons & the CJ5

Still west of the Colorado river, we got a cryptic text at 11am saying (it’s ready). Our friend Verne Simons had decided to disassemble two CJ5s to create one really period correct original Jeep. He was able to tear the body off the frame and rewire the whole vehicle between 2 Saturdays.

milestar patagonia on jeep cj5

Verne is not only our resident Jeep expert; he’s also been writing 4×4 content articles in multiple magazines for two decades. No sooner did Verne notify us the CJ5 was ready, he quickly loaded up his gear and headed out. Verne’s home base is near Phoenix. High noon in a Jeep CJ would be the ultimate test of determination, hydration, and salt retention as he set out to meet us along our journey.

jeep cj5 with milestar patagonia mt

As the sun started setting the heat remained constant. Cryptic communication continued as we figured our paths would collide on the back side of Vegas about 9pm. Driving the CJ-5 loaded with 10 days of camping and two dogs, he’d actually done it. From a literal pile of parts on the previous Saturday, Verne created a functioning vehicle and put 250 miles across the hottest desert for its first test. Verne arrived a bit dingy from the heat and worried about the additional 700 miles to go. As a team, Red, Verne and Myself went over the Jeep to make sure all systems were functioning correctly and reassured Verne the vehicles and crew were up to the challenge. Once the dogs were fed and watered, the vehicles got one last examination, and we were in search of tonight’s camp. Just north of Lake Mead we pulled off in some mud hills at about 11pm. It was still hot, and the humidity reminded us of Atlanta with not so much as a breeze. This made sleep in short supply. 

cj5 setting up camp

Breakdown Day

Some of us slept better than others, but it was time to get up, take some morning pictures, check over the vehicles again and hit the road. We still had 500 miles to go. It was hot and a true oasis sounded like a smart stop on our road day. It’s important to mention that we left days early to the event in anticipation of Murphy’s Law. “What can go wrong, Will go wrong” We live by a code, “you can’t be mad about the situation you put yourself in”. So, when things go wrong it’s just part of the adventure. We were in search of a place called Toquerville Falls. All navigation showed it as 3.5 miles off the highway. Turns out it was a decent 4×4 trail with steep grades, sharp ledges, and dusty desert roads. So, we dropped the trillium at the trailhead, aired down the Milestar Patagonia M/T’s and switched to low range. 

cj5 and k5 blazer in utah by a waterfall

The k5 Trans was not liking the additional heat and stress of low range and without that high-speed air through the radiator, the engine was cooking under the hood. The Carb on the CJ5 was flooding over and wanted more speed also to keep from stalling out. We arrived at the falls greeted by other off-road enthusiasts smiling and splashing in the pools below. The falls were a welcome relief to the relentless heat. We visited the falls just long enough to get recharged. With soaking wet clothes, this made the trail ride to the blacktop palatable.

overlanding in classic rigs

A quick stop to air up the tires started a chain of events you just couldn’t make up. While the K5 was running at a high idle to keep the ARB compressor putting out 6cfm, the alternator started to smell funny. Little did we know that the electronics in the K5 were about to get a shock to the system. Mind you no electronics like heat, the alternator poured smoke out from under the hood and the ignition cut out. We disabled the alternator and tried to move on, but the ignition started shooting ducks (backfiring and sputtering). Our next move was to install the spare ignition parts and move on. So, we changed out the cap, rotor, and ignition module. The K5 was running again.

milestar patagonia m/t on chevy blazer

On the freeway we went or so we thought as it started shooting ducks again. The next exit was coming up fast, so we pulled off and found a safe place to work. No sooner did we pull off, Verne called on the radio, (he’d picked up a drivetrain vibration). Verne crawled under his rig and we crawled back into the engine compartment for a second ignition module and a coil this time. Verne’s repair turned out to be simple. Remove the offending rear driveshaft and turn his Jeep CJ5 into a front wheel drive.

fixing a cj5

The CJ5’s rear drive shaft had a bad U joint. This was compounded by a marginal yoke and we suspected the rear shaft was too long. Back on the road again, the K5 was still running without an alternator and Verne needed U joints so our next stop was Napa auto parts. The Auto parts parking lot soon became a repair station as Vern built a driveshaft and the K5 got a new alternator. This was all par for the course. Smiling and joking about the repairs is all part of the adventure. Hungry and tired, we found some great food in cedar city and jumped on the highway again. One mile from our next exit the CJ5 started to sputter. The chatter on the radio diagnosed that we may have forgotten to get fuel.  Dodging through traffic cones Verne coasted right up besides the K5 and we dumped the K5’s spare fuel in the CJ5. The old 304 v8 fired right back up and we were running smoothly again. Camp was right around the corner in a high elevation forest, and this would be the best night’s sleep so far. 

blazer with camper and cj5 on milestar patagonia

setting up camp overlanding relic run

Flaming Gorge

The next day both vehicles ran perfectly covering a mix of dirt and asphalt about 400 miles to arrive at the eastern shore of the flaming gorge reservoir. This would be the base station for Relic Run 2021. Our arrival timing was perfect as the sun set over the water.

canoe on a lake in utah during sunset

We pulled into camp just as the last light slipped away so we could get our sleeping situations arranged. The 1973 CJ5 and the 1972 K5 made the 950-mile trek across deserts, up into forests, and ate up asphalt in true vintage style.  As the morning light brightened with daybreak, we realized how cool our Relic Run campsite really was.

Several miles of abandon shoreline connected to crystal clear water, we were finally able to scrub off the sweat and dust from our travels. The water was refreshing and reminded us of why we love adventures. 

Relic Run 2021

Thursday afternoon was the official start of relic run. Vintage 4×4’s from the tri state area started rolling in filled with vintage camping gear like gasoline stoves, flannel sleeping bags, canvas tents and cast-iron pans for making recipes long since forgotten. The first night was a meet and greet where everyone shared hors d’oeuvres. (Clever snacks your grandparents probably made for parties and mixers). Story swapping went on for hours until Mother Nature sent us all to bed with a stiff breeze and light rain. The next morning campers were up early chatting about tents that blew down or water on their vintage cot and cotton sleeping bags. 10am came around and it was time for a trail ride. 8 of the most eclectic vehicles showed up from a right-hand drive Toyota BJ71 to a Dodge power wagon.

 

expedition utah

These people loved all things 4WD, but that didn’t stop the brand loyalty rivalry. Toyotas outnumbered Jeeps making them feel superior, and Fords stayed at camp proving Chevrolet was the true workhorse that weekend. The destination of the trail ride was 3 corners monument. This is where Wyoming, Utah, and Colorado meet. A 60-mile round trip consisting of smooth graded dirt roads, broken asphalt, and forest 2 tire tracks didn’t disappoint as the scenery ever evolved. 

relic run 2021 lineup in utah

 Along the way we saw cattle, pronghorn, grouse and even a moose. Back to camp just in time for one last swim, The Relic Runners needed to get to work building vintage meals for the evening’s potluck dinner. Casseroles, meatballs, pasta salads, along with upside down cakes and baked goods left everyone full and satisfied. 

cars participating in relic run 2021

A Day Off

Saturday was a day with little to do but soak up water and sun. We fished the bay in our vintage boats as others sat in aluminum lawn chairs in the water. This was also a great day to look over the aging 4×4’s and do any last-minute maintenance for Sunday’s trip home. Verne added an additional power port to charge his phone, the CJ and the K5 both took a quart of oil and seemed to be on the same schedule of drinking habits. The highlight Saturday had to be the taco assembly line sponsored by Expedition Utah. Bob Dubois “The Mayor of Relic Run” had picked up 50 lbs. of marinated meat and we aligned camp stoves, BBQ’s and scottles to feed the entire group several times over. The food was excellent, but the company was even better.

sunset in utah on a lake

It was fun to watch the Relic Runners get competitive as others steered clear of the classic Red Ryder (in fear of shooting their eye out we suppose).

It was time for the annual BB gun contest. Pop cans were hung in the trees with fishing line creating a ‘’tin can alley’’. Each can was awarded points and the points tallied for your team. The most points to a single shooter got vintage prizes collected at yard sales and storage auctions. The team that won got bragging rights for a full year. It was fun to watch the Relic Runners get competitive as others steered clear of the classic Red Ryder (in fear of shooting their eye out we suppose). The sun was setting as the winners of the BB gun shoot were awarded their prizes. The snack tables still had brownies and pineapple upside down cake on it, so people split their time around the dessert table and enjoying the water. Relic Runners continued to swap stories and favorite destinations well into the morning. 

Goodbye

Sunday morning had people stirring early taking down tents and folding up gear. As people gathered around the last coffee pot, heartfelt goodbyes were said, and info was exchanged for new friends. Rigs slowly made their way to the highway until camp was silent again leaving behind only tire tracks and footprints. 

k5 blazer and jeep cj5 on milestar tires

The CJ5 and the K5 would leave camp together but split up about 250 miles into Utah. This was the moment vacation felt like it was finally ending. Each Relic Runner takes home a different experience. For some it’s the love of old 4×4’s, others its to embrace a time forgotten before data plans and streaming networks. For me, it’s the challenge resurrecting a vehicle to its original glory and showing the world its capabilities are still valid in this modern society. So, if you think you have what takes to build a vintage 4×4, love vintage camping gear, then it sounds like you might just be a Relic Runner.

About Ryan Kennelly:
Ryan Kennelly leads a team designers creating aftermarket off road products during the day. After work he builds vintage 4×4’s specifically for off road adventures. To follow along in real time, checkout @dirtstar2002 on Instagram. 

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Hodson Motors’ Forest Service Ford F-250 Restomod https://stateofspeed.com/2021/07/14/hodson-motors-forest-service-f-250-restomod/ https://stateofspeed.com/2021/07/14/hodson-motors-forest-service-f-250-restomod/#respond Wed, 14 Jul 2021 14:20:23 +0000 http://54.201.197.135/?p=27144

Powering the Hodson Motors Ford F250 is a Lincoln 460 big block with a Sniper EFI self-tuning fuel injection system, and a C6 transmission.Read More →

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Hodson Motors’ Forest Service Ford F-250 Restomod

green hodson f250
Vehicle: 1964 Ford F250
Tires: Milestar Patagonia M/T 38X15.50R20LT

In our last feature installment starring the father and son duo at Hodson Motors, Derrick and Riley Hodson, we explored their amazing beast of a truck—the ’83 Jeep J10 they affectionately refer to as the JRT10. Outfitted with a V-10 Viper engine, SRT10 interior, a full 4-inch lift and all the fixins, along with a unique visual appeal that has become the Hodson’s calling card, the JRT10 is staying put in the permanent Hodson collection. However, the truck is always in high demand when fans are able to take a closer inspection. 

front shot of usfs work truck restored

“Dad comes up with these crazy concepts for truck builds, briefs me on his vision, and sends me off to make it happen.”Riley Hodson

With so many impressive completed and in-progress projects to look at, we’ve decided to reserve some space on the Internet to take a well-deserved peek at a truck that means a lot to Derrick. “This 1964 Ford F250 is something particularly cool that my dad wanted to build”, Riley says. Now, for those who aren’t up to speed on how the Hodsons operate their shop, their method is pretty straightforward and very effective. “Dad comes up with these crazy concepts for truck builds, briefs me on his vision, and sends me off to make it happen”, adds Riley. This is the truck that really kick started Derrick’s truck collecting and established Riley’s work flow to make said trucks come to life. 

In the case of this F250, the plan was to dig up something quite rare, which is now par for the Hodson course, and add some special parts to really make it come together, which is also a common ingredient in the family recipe. “This truck here is actually a factory F250 4×4 short bed”, Riley admits. “But what really makes it unique is that it was a custom ordered short bed, as it was a brush fire truck with a water tank in the bed. These kinds of trucks were used at National Parks by the Forest Service.” 

The first step in the project was to first locate one of these trucks out in the wild, which is a process Riley now has down to a science. “The hard part is not really finding these trucks, it’s the actual digging them out of the far off, remote locations they are usually in, and dragging them back home to our shop in Las Vegas that poses the real challenge.” While we aren’t at liberty to discuss where this particular F250 was found, we can share the details about what was done to the truck to make it come out they way it did. 

profile shot if restored usfs work truck

Even though the truck is a rare bird as-is, the first thing Riley and his crew at Hodson Motors did was cut it up. The rear fenders were stretched three inches wider and 6 inches longer, and F600 medium duty fenders were grafted into place up front, as was a front clip from the same truck. To give the roof another six inches of additional headroom, an F800 tall cap was worked into the equation. 

hodson motors usfs ford f-250

To further make the truck their own, Riley and his crew built a completely custom bed for the F250, and also installed a unibody big back window to help brighten up the inside of the cab. Now, you may be wondering where the heck these guys are able to source so many killer parts from obscure trucks. Well, let’s just say the guys have been doing some healthy hoarding over the years, and know exactly where to get more.  

ford on milestar tires
Vehicle: 1964 Ford F250
Tires: Milestar Patagonia M/T 38X15.50R20LT

When all the metal work was done to the truck, it was sprayed with a green primer and left that way for quite some time. The guys started getting used to that green color, and ended up mixing a custom gunmetal gloss green hue to finish it off while keeping the looks of it somewhat familiar.  

rear shot of hodson usfs f250

To increase the big look of the truck shell itself and give it that Hodson Motors classic touch, the suspension was lifted a full four inches all around. The original frame and axles were utilized in the overhaul, and the roll cage you see—it’s made from 4-inch pipe, not hollow tube, so it’s super heavy and damn near bulletproof. To capitalize on the taller ride height, a set of 20-inch Method NV wheels were selected, as was a set of 38-inch Milestar Patagonia M/T tires to ensure the truck was as capable to handle rough terrain and not just look the part. 

Powering the F250 is a Lincoln 460 big block with a few add-ons in the way of a Sniper EFI self-tuning fuel injection system, and a C6 transmission. The engine compartment is clean and tidy, and is designed so to keep function a top priority. Also designed with function in mind, is the F250’s interior space, although a ton of form has also been thrown in for good measure. Freshly distressed leather was used on the bench seat, center console, and door panels for an plush vet vintage looking appearance. As with all the builds that Hodson creates, a lineup of usual creature comforts in the way of Dakota Digital gauges, full air conditioning, and power windows were included to modernize the feel of the interior. 

profile shot of ford f250 on milestar tires

Imagine what the forest rangers back in the 60’s would say about what has become of one of their old work trucks. The Hodsons work their magic time and again in order to dream up and build the type of trucks that are now directly associated with their name. If this Ford gives you any tingles (as it should), check out some of the other Hodson Motors’ creations, and be sure to stay tuned to their social accounts for future projects that will be sure to push the envelope even further. 

 

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Hodson Motors’ Viper-Powered Jeep JRT10 https://stateofspeed.com/2021/06/24/hodson-motors-viper-powered-jeep-jrt10/ https://stateofspeed.com/2021/06/24/hodson-motors-viper-powered-jeep-jrt10/#respond Thu, 24 Jun 2021 14:26:37 +0000 http://54.201.197.135/?p=26858

With an engine swap already in the stars for the Jeep, the guys narrowed the running down to a Viper SRT-10 engine. Read More →

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Hodson Motors’ Viper-Powered Jeep JRT10

front 3/4 of hodson jeep j10 with srt10 engine

Lifted trucks, classic trucks, rare trucks—if you consider yourself a fan of either or all of these categories, then you’ve surely heard of Hodson Motors out of Las Vegas, NV. Derrick and his son Riley Hodson operate their modest shop in the middle of the desert that houses parts and pieces from some pretty not-often-seen medium duty pickups from the past. Crew cabs that you never even knew existed are there, as well the other key ingredients required to create their insanely cool one-off machines. 

rear shot of hodson motors jrt10 on milestar tires

So the way Derrick and Riley operate is pretty simple—Derrick comes up with the grand ideas, and then brainstorms with Riley and lets him loose on figuring out how to make those ideas come to life. The guys have come to rely on a network of tightly knit shops to assist in their builds over the years, and in that time the Hodsons have amassed quite the personal truck collection, including this 1983 Jeep J10 that they affectionately call the JRT10. Derrick started on it seven years ago alongside local Las Vegas off-road fabricator, Cameron Chin, who owns and operates Nefarious Kustoms. Wanting to finally button up the build, they kept running with their vision of a rarely seen Jeep pickup model beefed up and customized to meet their specialized criteria. Also on the docket were a couple of imported tricks to make the J10 truly different from the rest. 

rear shot of jeep truck on milestar tires

In the end, the time-consuming engine swap was well worth the effort just for the sake of saying that the Jeep now has an SRT-10 mill under the hood…

With an engine swap already in the stars for the Jeep, the guys narrowed the running down to a Viper SRT-10 engine. Yeah, that’s quite the jump, and a little more in-depth than Riley had initially anticipated. “The install was complicated”, he admits. “The firewall had to be chopped, and the radiator actually had to be relocated back to the bed if you can believe that. It just didn’t fit in the engine bay, so we had to run stainless tubing for the water underneath the truck.” In the end, the time-consuming engine swap was well worth the effort just for the sake of saying that the Jeep now has an SRT-10 mill under the hood—and, it lent a hand in creating a pretty catchy nickname for the truck. 

srt10 engine swap

Since the Hodsons have been building cool trucks on a more frequent basis over the past six years or so, they’ve whipped up their own winning recipe that is applied to all of their projects, which always includes a killer suspension setup. The Jeep now sits on a full front and rear 4-link suspension system complete with a caged rear frame and Radflo long travel remote reservoir coilovers, so you just know this thing rides comfortably—even on the rough stuff. 

milestar m/t

With the all-around lifted ride height, a healthy set of rubber could be thrown into the mix without any clearance issues. 37-inch Milestar Patagonia M/T tires were selected for their tried and true all-terrain exploration capabilities. While tires of this stature are commonplace in the lifted truck scene, so is the use of stock fenders, unfortunately. Hodson Motors has come to appreciate the importance of keeping proportion in mind when incorporating large tires, and to do that they like to go with larger fenders to keep up. To give the JRT10 correct proportional balance, AutoFab wide body fenders were utilized up front while the bedsides were widened six inches with fresh three-inch wider rear fenders to boot. Now, give the truck another look. All that extra bodywork makes much more sense when understanding the method to their madness. 

hodson motors jrt10 on milestar tires

With the truck getting closer to paint, the guys started debating what color to have it sprayed. A specific Lamborghini color caught their eye, but it turns out they don’t typically release the actual codes to their paint—go figure. Instead, Matthew Miller of Nefarious Kustoms had to trust his eyeballs to match up an opal blue metallic pearl color that came pretty damn close to the Lambo shade. He then sealed it up with an eggshell matte clear coat, and blacked out all the exterior trim for good measure. The original front end was swapped out with a Gladiator Rhino grille conversion, and new LED lighting was wired up for updated looks and increased nighttime visibility. 

hodson motors jrt10 on milestar patagonia m/t

Other items that were scavenged from the SRT-10 donor were the black suede power bucket seats and dash cluster, which look right at home inside the Jeep. “All of our builds also feature what I usually refer to as creature comforts”, Riley adds. “These are just the common modern amenities such as power locks and windows, and air conditioning—all those little things that we enjoy in our daily drivers should be included in custom classic builds as well.” With the added Bluetooth stereo system, push button start, leather-wrapped steering wheel and dash, and a whole lot more, the cab space feels much more plush than one might expect from the Jeep at first glance. 

jeep j10 interior swap

While the JRT-10 is a permanent part of the Hodson Motors collection, it does serve as a representation of what type of truck Derrick and Riley enjoy building and driving. If their custom trucks are good enough to make them happy, it’s a safe bet the ones they create for their customers will be finished off even better. If you’re looking to check out some crazy off-road rigs that perform just as good as they look, Hodson will surely scratch the itch of the uncommon utility truck fanatic.

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The Cleanest ’75 Ford Bronco On Dirt https://stateofspeed.com/2021/06/18/the-cleanest-75-ford-bronco-on-dirt/ https://stateofspeed.com/2021/06/18/the-cleanest-75-ford-bronco-on-dirt/#respond Fri, 18 Jun 2021 14:30:29 +0000 http://54.201.197.135/?p=26738

Jeff Godbold admits that his time owning this ’75 Ford Bronco surely hasn’t been the most exciting era the truck has ever seen.Read More →

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The Cleanest ’75 Ford Bronco On Dirt

front 3/4 shot of '75 orange ford bronco on patagonia mt tires
Vehicle: 1975 Ford Bronco
Tires: Milestar Patagonia M/T 33×12.50R15LT

Jeff Godbold admits that his time owning this ’75 Ford Bronco surely hasn’t been the most exciting era the truck has ever seen. Actually, since its lengthy, in-depth rebuild, the Bronco really hasn’t been worked all too hard, but that’s mainly due in part because of how clean it has come to be. Jeff purchased the Bronco from the guy who invested the time to completely blow it apart and piece back together again with parts and products that would ultimately allow it to perform and look better than it has in its 47 years in existence. And who’d want to go and get those kind of results muddy? 

orange 1975 bronco on milestar patagonia mt tires

“I purchased the Ford Bronco completely done in 2012”, Jeff says. “The guy I bought it from was an older retired police officer, who spent several years doing most of the work himself. With the exception of waiting a couple years for the bodywork and paint to be completed, he did his part in pretty good time.” 

Time, in fact, was something that the previous owner put a large emphasis on. When he sold the Bronco to Jeff, he also included a rather extensive parts and cost list, as well as a well-organized log of billable hours that accounted for everything from the 13-hour engine and transmission rebuild job on 1/20/2009 right down to the 2-hour wash and vacuum back on 10/10/2005. Every other imaginable modification in between is also accounted for, as you could imagine, which is awesome to see actually. This very detailed record keeping has given Jeff a level of insight most folks don’t get when buying someone else’s project vehicle. 

347ci stroker engine

High on the list of completed chores was the rebuild of the 347ci stroker engine that has all the bells and whistles any gearhead would flip over, and to capitalize on all the extra performance gains, Jeff added an overdrive transmission after he took ownership of the Ford Bronco to make it more freeway-friendly. Also on the logbook is a 2-inch body lift with all new mounts and bolts, as well as new American Racing wheels, center caps, lug nuts and locks and finished off properly with 33-inch Milestar Patagonia M/T tires. 

milestar patagonia mt tires on a ford bronco
Vehicle: 1975 Ford Bronco
Tires: Milestar Patagonia M/T 33×12.50R15LT

This ’75 is basically a brand new rig, and has been built to easily conquer rugged terrain, although it has only been assigned light duty work since its completion. Don’t go pointing fingers at Jeff for this, as the previous owner also kept the Bronco in the garage most of the time since he thought it turned out too nice to have to power wash every weekend. 

It’s just one of those rare gems that is a direct product of someone’s grand vision, and in this case fueled by a period of his absolute mania.

“We’ve towed the Bronco with our motorhome and driven it around some during our outings, but nothing too crazy”, Jeff admits. “I’ve also taken it to a car show, even though that’s not really my thing, but the response to it was nothing short of amazing”, he adds. Even though the Bronco has been equipped to handle the trails, the quality of its reworking has placed it in the show vehicle category, which wasn’t the original intent. Either way, there’s something to be said about owning a classic off-road truck of this caliber. It’s just one of those rare gems that is a direct product of someone’s grand vision, and in this case fueled by a period of his absolute mania. 

At the end of the all-encompassing parts and labor list is a grand totaling of just about $63k, which sounds about right. There may have been some other costs that slipped by the last owner, but he didn’t seem like the type to leave anything out. Jeff didn’t pay that much to bring the Bronco home, naturally, but in today’s current market for vintage Ford Broncos, this number sits somewhere on the low end considering the extent of its rebuild. With the release of the new 2021 Ford Bronco, there seems to be an undeniable uptick in sales of classic models that could be peaking right now due to timely nostalgia. That’s what we’ve come up with anyway, but that sure would explain the spike in resale value. 

front shot of orange 1975 Ford Bronco

You’d be hard pressed to find another Bronco that has been restored to this ‘75’s pedigree. There’s always new evidence to be found of it with every inspection, and of course when pouring through the list of modifications that has been compiled during its transition. Jeff has had quite a number of custom vehicles in the 25 years that he’s been into cars, and even though he might not drive the Bronco as much as any of the others, he has appreciated the time spent with it. 

The moment has come for Jeff to release the ’75 Ford Bronco into the care of another owner, and he can only hope it might get more use in the dirt as it is certainly equipped to handle it. On the other hand, he wouldn’t blame them for deciding to continue the tradition of keeping the Bronco as clean as can be. What would your driving habits be with this machine if you happened to find yourself its next lucky owner?

Click Here to view the 1975 Ford Bronco on Bring A Trailer.

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A Definitive Guide To 37, 38, And 40 Inch Tires https://stateofspeed.com/2021/04/14/a-definitive-guide-to-37-38-and-40-inch-tires/ https://stateofspeed.com/2021/04/14/a-definitive-guide-to-37-38-and-40-inch-tires/#respond Wed, 14 Apr 2021 14:32:16 +0000 http://54.201.197.135/?p=25303

Your tires might provide the appearance you’re after, but they are also vitally important to how your vehicle performs.Read More →

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A Definitive Guide To 37, 38, And 40 Inch Tires

The number one question from 4×4 owners is what size tire fits on my rig. Designers used to leave some room in the wheel wells of most trucks; if you have an older model you can probably go up in size with just a little sheet metal trimming. On a 1990’s Ford F series for instance, 37’s will fit with no trimming needed. On newer vehicles they closed things up in order to provide better aerodynamics (less turbulence), around the wheel wells. This limits how large a tire you can run without a lift, or sheet metal trimming, and cut-out fender flares. Since it now takes much more effort to run bigger tires, why do so many truck owners run them, and what’s the difference between 37’s, or 38’s, and even 40 inch tires? For many people, they say the bigger the better.

jeep jk on patagonias
Vehicle: Jeep JK
Tires: Milestar Patagonia M/T 37X12.50R17LT

Looks aside, your tires are the only thing between you and the ground — if you’re doing it right.

Most of us who modify our vehicles are concerned with function, but we also care about aesthetics. You wouldn’t purchase an expensive truck if you didn’t care about how it looks. There are also many who fall into the category of “form follows function,” who don’t necessarily prefer shiny paint, and chrome. These people still want their truck to look like it performs. Nobody wants to drive a silly looking truck, or one that looks like a pile. I’m not talking about patina. It shows that the vehicle is weathered, and probably has a few stories to tell. Patina is cool, but rusted out garbage is not. Despite which camp you fall into, when you see big tires on a 4×4, it makes the truck look amazing, and capable at the same time. You picture it climbing over rocks, and ruts, or anything else for that matter. 

bronco wheeling with milestar patagonias
Vehicle: Ford Bronco
Tires: Milestar Patagonia M/T 37X12.50R17LT

Looks aside, your tires are the only thing between you and the ground — if you’re doing it right. Your tires might provide the appearance you’re after, but they are also vitally important to how your vehicle performs. Traction gets you through all types of terrain; mud, sand, snow, etc., but it’s also very important for stopping and steering. I’m sure some have been in the situation where you are hard on the throttle with the wheels turned, but the truck just goes straight. This can be anything from an annoyance, to a life threatening occurrence. All of a sudden, stopping becomes the number one priority. The bottom line is that your tires are important, and there are several reasons why bigger tires are better. 

jeep gladiator on 40 inch tires
Vehicle: Jeep JT
Tires: Milestar Patagonia M/T 40X13.50R17LT

It doesn’t matter how high the body is if your differential cover is excavating a trench.

First let’s talk about minimum ground clearance. The word minimum is important here. You can jack your truck up with 12 inches of lift if you want. That will get the body and frame high enough off the ground to clear a lot of obstacles. The problem is that the minimum ground clearance is between the differentials, and the ground. It doesn’t matter how high the body is if your differential cover is excavating a trench.

jeep lj with 38 inch milestar patagonias
Vehicle: Jeep LJ
Tires: Milestar Patagonia M/T 38X13.50R17LT

Eventually you will get hung up on something or high centered on the diff. If you are running independent suspension with four wheel drive you may have more ground clearance at the pumpkin, but your a-arms, traction beams, or uprights are still going to be in harm’s way. There are only 2 solutions for increasing the minimum ground clearance on your vehicle; running exotic planetary, or portal gears on each wheel, or taller tires.

portal gears
Photo Credit: Krtk05 via Wikimedia Commons

Taller tires are the easier solution. Planetary gears attach to the housing ends on a straight axle, or are built into the suspension upright or spindle on an a-arm type suspension. You can gain several inches of minimum ground clearance this way but it causes other problems like a redesign of your steering linkage. They can also cause severe axle wrap on leaf spring suspensions. I’m not trying to dissuade you from going this route because portals are very cool, and functional, but you better have deep pockets, or your own machine shop and cad design program in order for it to be feasible. Just buy the taller tires.

milestar patagonia tread
Vehicle: Jeep JK
Tires: Milestar Patagonia M/T 38X13.50R17LT

There is also one other benefit of larger diameter tires, and that’s contact patch. The contact patch is the amount of tire rubber making contact with the ground. As the tire gets bigger in diameter, the contact patch grows. This has nothing to do with tire width; it’s more a product of circumference. The wider the tire, the greater the contact patch is in a let’s say east, west direction. The bigger diameter tire you have, the bigger the contact patch is in a north, south direction; or front to back if you’re looking at your rig. If your truck came with 31 inch tires from the factory, and you made the necessary changes to run 37’s, your contact patch would grow proportionately. Even more with a 40 inch tire. When you also increase the width, your performance can increase substantially. That means steering, and braking are also enhanced. 

Now you might suspect that there is a down side to running bigger rubber, and you would be right. You only need to know Newton’s Third Law of Motion to figure out that for every action there is an equal and opposite reaction. Pushing those bigger tires down the road will negatively affect your fuel mileage. It will also require more torque to turn them. This creates a chain reaction that may have you modifying your entire drive line.

ram power wagon 40 inch milestar tires
Vehicle: Ram Power Wagon
Tires: Milestar Patagonia M/T 40X13.50R17LT

Axles, CV joints, drive shafts, gear sets, even your automatic transmission or clutch, if you have a manual gearbox, might have to be upgraded. But wait, there’s more. Once the outside diameter of your tires has increased, your brakes might not be up to the task. The greater circumference has to be taken into account. All the gains in braking control from an increase in contact patch might be negated if your brakes can’t stop you. Last but not least, you turning radius will also increase. That gets you closer to the edge of the trail when you’re doing a 3 point turn with no brakes. 

jeep jk with 38 inch tires
Vehicle: Jeep JK
Tires: Milestar Patagonia M/T 38X13.50R17LT

Before you freak out and give up on running 37 or 40 inch tires, just know that there are solutions to all the down sides. Your axles may hold up fine to bigger rubber. You may be able to do a gear swap in your differentials to bring your final drive ratio back to what it was. Bigger brakes are almost always a great enhancement to any rig. The bottom line is that 37, 38, or 40 inch tires are worth an investment in your rig to run them. They will take you places that people with smaller tires may never get to. Your rig will be much more capable when the terrain gets challenging.

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Milestar XPDN1: A Mojave Overland Adventure https://stateofspeed.com/2021/02/16/milestar-xpdn1-mojave-adventure/ https://stateofspeed.com/2021/02/16/milestar-xpdn1-mojave-adventure/#respond Tue, 16 Feb 2021 15:10:56 +0000 http://54.201.197.135/?p=25065

XPDN is a series of overland expedition events hosted by Milestar Tires and designed to challenge even the most capable of rigs.Read More →

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Milestar XPDN1: A Mojave Overland Adventure

XPDN is a series of overland expedition events hosted by Milestar Tires and designed to challenge even the most capable of rigs. For those who may question what exactly overlanding is, it’s one of the fastest growing trends over the last several years, and involves traveling off the beaten path while being self-sustained. Overlanding is not camping in campgrounds, but boondocking, with the emphasis on traveling.

hualapai mountain overlanding milestar xpdn1

When it came to the planning process for Milestar XPDN1, it was no easy process, and packing in as many sites as possible, and attaining any necessary permits can prove to be difficult, but by the end of the journey, you realize that every last detail was worth it. Taking on a trip like this can also be difficult without support, and there were incredible sponsors that took part, including All-Pro Off-Road, Motive Gear, Off the Grid Surplus, Pro Eagle, Trails Magazine, and Tembo Tusk.

For the inaugural Milestar XPDN1, the Milestar Team set out to conquer the Mojave Desert in the Northwest of Arizona, with planned stops at the Petroglyphs in Searchlight, a ghost town in Oatman, and an abandoned mine at the base of the Hualapai mountains. When setting out for a journey such as XPDN1, it is incredibly important to be prepared for whatever obstacles you may encounter, and always pack accordingly. With temperature dips into the 20s, participants learned just how important the planning and prepping stages are. With the route planned, the permits attained, and the participants selected, it was only a matter of time before the expedition began.

xpdn1 night before overlanding

Come Thursday night, participants and sponsors rolled into a hotel parking lot in Laughlin, Nevada, some familiar faces, and others new bodies looking to join the Milestar family. The rigs were all lined up, most looking freshly washed and waxed, geared to the gills with all of the essentials, and more. Everyone was ready to set off the next morning on what would be the maiden voyage of all XPDN’s. After everyone’s arrival, a driver’s meeting was held to go over important details for the following day; the pure excitement was evident on every face, and everyone knew the next couple of days would be some for the books. 

Day 1

airing out on xpdn1

Friday morning came quick, and by sunrise everyone was already in their rigs, gassed up and exhilarated for the day ahead. One by one, the rigs headed out of the parking lot and onto the road. The first stop was an exciting one, a stop to air out. Over thirty vehicles were lined up along a dirt road, the sound of air being let out of the tires audible from every direction.

Milestar XPDN1 group photo

Once each rig was at its desirable psi, we loaded up and set out on the adventure. The first trail was fairly mild, mostly a dirt road with everyone sticking relatively close together to get a feel for what the days ahead could consist of. Along the way, we noticed small trees on the side of the road decorated with Christmas ornaments. Not too long after, an entire area was littered with these trees, so it was only right to get out and shoot a group photo. After a short break and stretch, it was on to the first official stop, the Grapevine Canyon Petroglyphs in Searchlight, AZ.

lineup of milestar rigs ready to overland

Pulling in one after another, the rigs were lined up and the participants set out on a short hike to check out the petroglyphs etched on to the large boulders, which was evidence of the prehistoric Indians who lived in the area. The petroglyphs are said to depict Creation Mythology, telling stories of powerful gods who shaped the world and fought off evil spirits.

After an hour or so of taking in the incredible sites, it was back to the trails. A brief stop at one of the lakes along the Colorado River was followed by an exciting waypoint, a stop for lunch. Lunch was to be had at a location surrounded by large mine shafts, some you can see from a distance, and others you didn’t notice until you almost drove into them! Once everyone was fed and reenergized, the trek continued. 

subaru crosstrek overlanding

Remember how it was emphasized that you should come prepared for any situation? Well this was extremely important in the case of a Subaru Crosstrek that gave its all to keep up with the pack. An incredible hill climb that challenged even the most rugged rigs on the excursion proved a little too difficult for the Subaru, and along the way up, a large boulder had a bit of fun with a lower control arm. This is something expected from a grueling trail, though, and a few guys got together to get the Subaru back up and running. However, this was in no way a setback. As excited as some of the participants were to get their hands dirty working on a car, the rest of the group got to sit and enjoy an extraordinary sunset. Once this was resolved, the leader radioed the tail gunner to make sure the group was back together, and we set forth through the night, weaving our way through an incredible, yet tight, wash to get to the campsite.

xpdn1 stopping for the sunset

It’s surprising how tired and hungry you can get from wheeling through the Mojave Desert during the Milestar XPDN1, so it was a joyous site to pull off to camp and have Tembo Tusk there, preparing a delicious taco dinner for everyone to feast on. Each rig rolled into camp and picked out a plot of land to set up camp. Tents were immediately popped up on roofs, while some were planted on the ground. The sound of the crackling fire was instantaneous, drawing everyone in for a night of telling stories of the day, and expectations for the next. Soon camp got quiet, and everyone was fast asleep.

xpdn1 driving through the night

driving to campsite while overlanding milestar xpdn1

Day 2

xpdn1 morning coffee with patagonia mt spare
Tires: Patagonia M/T

morning of day 2 of milestar expedition

Saturday morning had arrived, and a beautiful sunrise greeted everyone. The smell of breakfast and coffee overwhelmed the campground. After cramming down our meals, tents were collapsed and rigs loaded back up. It was time to hop back on the trails and head out to some amazing sites.

milestar tires patagonia mt at xpdn1
Tires: Patagonia M/T

tundra in oatman az

The first stop of the day was Oatman, AZ, a town once thriving with gold mines. Today, Oatman is a wild west ghost town filled with several attractions and the overwhelming smell of fresh cinnamon rolls. The stop at Oatman consisted of axe throwing, delicious treats, and the overall support of a small town. Burros that surrounded the city, walking freely and greeting you upon arrival.

With no lost limbs from axe throwing, it was time to load back up and head to the next destination. A quick pitstop to get gas and snacks was the only real stop before hitting some of the most rugged and beautiful trails of the whole trip.

xpdn1 in arizona

milestar expedition getting gas

When you’ve got a large group of purpose built rigs tearing through some trails, it’s going to take some incredible obstacles to slow them down. This was an overlanding trip, and these highly capable rigs come prepared with every possible tool you could dream of, so a few downed trees across a tight trail was a breeze to clear and keep the group headed in the right direction. Without a doubt, this was an extraordinary trail, despite the minor setbacks.

lexus overlanding

Beautiful greenery surrounded us on each side, the Hualapai mountains visible in the distance. Skies were blue and we were trudging through day 2 of the Milestar XPDN1. 

going through the desert on milestar xpdn1

Jeep Jk overlanding

The day flew by as the group was in awe of the amazing terrain that had been covered, but no one was ready for what was in store for us next. A short trip on a paved road took the group a couple of thousand feet up, high enough that the temperature change was starting to become very noticeable. We split off the road to a trailhead that was very different from the trails we had seen earlier in the day, with bushes and miles of views whichever direction you looked. This was now a mountainous trail, weaving through trees with switchbacks leading you to believe that we were heading somewhere relatively high up. This was exactly the scenario, and twenty or so minutes later, the group was stopped at one of the peaks of the Hualapai mountain ranges.

xpdn1 driving through hualapai mountains

A dirt road hugged the side of the mountain, with an imaginary guard rail protecting you from a steep cliff. It was pure beauty, dirt stained rigs lined up along the Hualapai mountain pass, views as far as the eyes could see. Every second was a photo opportunity, people hopping out to take pictures of other peoples rigs, admiring the sights, talking about how great this trip was. And then out of nowhere, it was almost as if a strong force was trying to get us off the mountain, strong winds blowing from every direction. Not just any ordinary winds either, these were extraordinarily cold, so you know once everyone was back inside their rigs, there was no getting out until camp. 

sunset during milestar xpdn1

As strong and cold as those winds got, it was all worth it for what came next. We thought the sunset the day before was incredible, but the one we saw on the decline from the Hualapai mountains was almost unreal. Thousands of feet up in the mountains gave us all a phenomenal view of the sunset, brilliantly red and orange, almost apocalyptic. The rest of the trek down was lit by red and orange gradient hues, coming to a stop at the Boriana Mine, our campsite for the night. The Boriana Mine was incredibly active between 1915 and 1919, leading Arizona’s tungsten production. This was a time when tungsten rose to $125 per ton and was highly sought to support World War 1 efforts.

pulling into boriana mine at night

We pulled into the site one by one, light bars illuminating the land that was once a thriving mine. Tembo Tusk was again there before the rest, cooking up a scrumptious bbq dinner with a fire pit already up and running. If you ever find yourself setting up camp at an abandoned mining site, I highly recommend equipping your rig with several thousands of lumens. Between mine shafts, ponds, and rusty equipment on the side of the road, there are several ways you could turn your exciting trip into a not-so-great time. Once again, everyone set up camp, filled their bellies, enjoyed some conversation by the fire, and hit the hay.

tembo tusk making dinner

Come morning, the pond described earlier had frozen over, a sign that temperatures were still in the freezing range. Tents were taken down, and people gathered to say goodbyes and mention just how great the trip had been. Hundreds of miles and thousands of feet in elevation changes later, Milestar XPDN1 was coming to an end. Being its maiden voyage, it was obvious that the trip was even better than what people expected. Overlanding is always a great adventure no matter where you are, but when a trip is fully planned out with amazing trails, breathtaking views, and exceptional waypoints, it’s hard to pack up and head home. Milestar XPDN1 may have been over, but it was time to start looking forward to what comes next — XPDN2!

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All-Terrain Tires vs. Mud-Terrain Tires https://stateofspeed.com/2020/12/29/all-terrain-tires-versus-mud-terrain-tires/ https://stateofspeed.com/2020/12/29/all-terrain-tires-versus-mud-terrain-tires/#respond Tue, 29 Dec 2020 15:35:56 +0000 http://54.201.197.135/?p=22473

Able to take a hit far better, tires like the Patagonia M/T feature a 3-ply sidewall that provides added strength and impact protection.Read More →

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All-Terrain Tires vs. Mud-Terrain Tires

Consumers have a massive amount of options to choose from when it comes to tires. Going beyond the aesthetics of the tires and breaking down the performance, which is better, an all-terrain tire or a mud-terrain tire?

willys jeep milestar patagonia
Vehicle: 1956 Jeep Willys
Tires: Patagonia M/T

All-terrain (A/T) tires are designed to cover the most amount of terrains including where the vehicle is most commonly at, on pavement. Able to give decent traction on dirt roads and light snow while still coming with mileage warranties, road hazard warranties, smooth rides and general flexibility.

Mud-terrain (M/T) tires were once used nearly exclusively for mud, deep sand or heavy snow. Now, technology has allowed them to expand further and they are widely used in nearly all forms of off-road and many companies have shifted to naming them Maximum-Traction tires.

subaru crosstrek on patagonia tires
Vehicle: Subaru Crosstrek
Tires: Patagonia A/T R

There has been a gap between the two, however. In recent years, a new option has become more readily available. Hybrid-terrain (or aggressive all-terrain) tires strive to blend A/Ts and M/Ts for a performance minded consumer that still wants the mileage warranty and good road manners of an A/T while getting more traction like an M/T.

All-Terrain Tires

subaru crosstrek off-road
Vehicle: Subaru Crosstrek
Tires: Patagonia A/T R

There are many different off-road terrains out there and many of the vehicles that traverse them also spend the majority of their time on the highways and surface streets going about daily life. “Our philosophy with an A/T is something that’s got a broad range of sizes because this is where most of the light-truck market is at.” Explained Martin Castro, Events and Activation Manager for Milestar Tires. “You need to have confidence in things like mileage warranty, 30-day ride guarantee with our Patagonia AT-R, road hazard assurances and having the peace of mind of having the right load rated tires.”

A/Ts will not be amazing performers on extreme or harsh terrains. The tightly spaced lugs and harder compounds work phenomenal on roads, hardpack dirt, and snowy road conditions but they will not grab rocks or sling/float on mud and soft sand the same way M/Ts do.

tacoma m/t tires
Vehicle: Toyota Tacoma
Tires: Patagonia A/T R

Good A/Ts come with 40,000+ mile warranties, staggered tread blocks with zig zag sipping to clear debris and water quickly, maintaining better contact with the road. Many of them also carry the Three-Peak Mountain Snowflake symbol which means it was been independently tested and approved for severe snow conditions.

milestar x/t tires on tacoma
Vehicle: Toyota Tacoma
Tires: Patagonia A/T R

Mud-Terrain/Maximum-Traction Tires

M/Ts are often the gold-standard of off-road performance. Huge lugs with high void tread designs for debris to be cleared, grippy rubber compounds with extra blocks on the sidewalls for airing down. The wide footprint lends itself well to floating on top of mud and sand, and the specifically designed lugs grab and scoop soft terrain or grab tightly to rocks.

Jeep TJ on Milestar tires
Vehicle: Jeep Wrangler TJ
Tires: Patagonia M/T

M/Ts are, however, durable beasts.

Where M/Ts lack is longevity. The slightly softer compound and extreme use means they just don’t last as long as A/Ts, especially on highways. They tend to be louder due to the high voids trapping air beneath them and often require more frequent rotations to different positions on the vehicle to keep them properly worn.

milestar patagonia m/t tires
Vehicle: Ram Power Wagon
Tires: Patagonia M/T

M/Ts are, however, durable beasts. Able to take a hit far better, tires like the Milestar Patagonia M/T feature a 3-ply sidewall that provides added strength and impact protection. Many M/Ts have smaller portions designed into the bottom of the voids that act as stone ejectors, helping to keep those areas clear and able to grab more terrain. “M/Ts need to have really good traction in extreme terrains.” Said Martin. “Snow wheeling is a huge part of yearly vehicle use for many people, both for fun and necessity so the M/T has to have great floatation and act like a snowshoe on the snow or sand by dispersing the load out.”

milestar patagonia m/t
Vehicle: Toyota Tundra
Tires: Patagonia M/T

Hybrid-Terrain Tires

Hybrid-terrain tires target the best of what A/Ts and M/Ts have to offer. Larger lugs and voids than a standard A/T, stronger sidewalls and extra shoulder blocks while maintaining all-weather road performance and a Three-Peak rating.

jeep gladiator on 40 inch patagonia x/t tires
Vehicle: Jeep Gladiator
Tires: Patagonia X/T

“The hybrid-terrain is the evolution of the standard A/T.” Martin explains. “On the Milestar Patagonia X/T, we have combined the strength of the 3-ply side wall and rugged tread blocks on Maximum-Traction tires with the all-weather traction, longevity and smoother ride of All-Terrain tires.”

A good hybrid tire is designed to be aggressive in some areas and tame in others. Expertly designed tread patterns allow for hybrids to gain more traction by stepping up the block and void sizes without severely compromising ride quality, wet traction and mileage expectations. One of the ways Milestar does this is by using a variable pitch tread pattern that alternates the pitch sequence, staggering them in just the right way that produces a quieter ride.

jeep gladiator on x/t tires
Vehicle: Jeep Gladiator
Tires: Patagonia X/T

Keep in mind though that hybrid tires are still a hybrid. A middle ground between two ends of a spectrum. They likely will not out perform a M/T on rocks or in mud and most likely wont beat a mild A/T on the street.

The Final Decision

The final decision is up to you. The fact is, most vehicles that are used off-road end up with far many more on-road miles than they do off-road. Every vehicle and every driver are going to have different requirements, even as simple as looks will have an affect on your final choice. As an enthusiast, you’ll need to decide whether you want some performance with lots of on-road benefits, high off-road performance that sacrifices longevity and ride or a blend between the two.

milestar patagonia m/t
Vehicle: Willys Jeep
Tires: Patagonia M/T

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Entry Level Ford Raptor? Ford Announces the F-150 Tremor https://stateofspeed.com/2020/12/15/ford-tremor-f150/ https://stateofspeed.com/2020/12/15/ford-tremor-f150/#respond Tue, 15 Dec 2020 16:35:35 +0000 http://54.201.197.135/?p=24748

Adding to its increasing lineup of off-road capable vehicles, Ford is introducing the all-new F-150 Tremor; a bridge between work and play.Read More →

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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.

Photo Credit: Ford
Ford F150 Tremor rear on the trail
Photo Credit: Ford

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.

Photo Credit: Ford

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.

Ford F150 Tremor
Photo Credit: Ford

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.

2021 Ford F150 Tremor on the trail
Photo Credit: Ford

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Toyota Land Cruiser: Born From War https://stateofspeed.com/2020/12/08/toyota-land-cruiser-history/ https://stateofspeed.com/2020/12/08/toyota-land-cruiser-history/#respond Tue, 08 Dec 2020 15:18:26 +0000 http://54.201.197.135/?p=22646

The history of the American Jeep is well known. Used by soldiers in World War II, it earned a reputation for toughness that endures today. Many will be surprised to learn that the Toyota Land Cruiser has a similar pedigree...Read More →

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Toyota Land Cruiser: Born From War

The history of the American Jeep is well known. Used by soldiers in World War II, it earned a reputation for toughness that endures today. Many will be surprised to learn that the Toyota Land Cruiser has a similar pedigree. During the war, an American Bantam Mk II was captured in the Philippines, and sent to Japan. The military ordered Toyota to reverse engineer it and they came up with the AK model. It was purposely designed to look differently than the Bantam. The Japanese Imperial Army named it the Yon-Shiki Kogata Kamotsu-Sha (type 4 compact cargo-truck). The AK was made in few numbers, and rare photos exist of them in action. In 1942, the AK10 came along. It also used reverse engineering from the Bantam and this time was much closer in looks to the Bantam.

Toyota Jeep BJ
Photo Credit: Intrnt Explodr via Wikimedia Commons

In 1950, Japan was still occupied by US forces after it surrendered in 1945; ending World War II. The goal of US occupation was to create political stability and spur economic growth. When a new conflict began on the Korean Peninsula, US forces looked for military vehicles that could be produced in Japan. The AK design was further refined into the model BJ. It was the BJ that later became the Land Cruiser. The BJ was called the Toyota Jeep. It looked similar to the Willys design with its vertical grille bars, flat fenders, and boxy shape. The Jeep name was a registered trademark of Willys-Overland, so Toyota apologized for the use, and dropped the name. It became simply the model BJ with many conjecturing that the J was for Jeep; although that has never been substantiated.

The Jeep name was a registered trademark of Willys-Overland, so Toyota apologized for the use, and dropped the name.

old schoool land rover at toyotafest

Toyota was building trucks long before World War II. They had parts and tooling available that could be adapted to the new military vehicle. The chassis of the BJ came from Toyota’s model SB one-ton truck. The same truck donated its rear axle to the BJ. The SB rear axle was modified as a steering axle, and adapted for use in the front. The model SB had only a 995cc (60.7 cubic inch) 4 cylinder engine which would not suffice, so they dropped in the type B 3389cc (206.8 cubic inch) six-cylinder engine that produced 85 horsepower and 156 lb-ft. of torque. The BJ was offered in five configurations; touring liaison, two pickup truck variations, a mobile communication truck, and outfitted for firefighting.   

The Toyota BJ was built and subjected to several tough trials that included climbing to the 6th station of Mount Fuji, a feat that had never been done before. Despite the impressive demonstrations, the initial design was rejected. The contract was awarded instead to a Mitsubishi-built Willys-Overland. Undaunted by the first rejection, Toyota went after utility companies, and other fleet operators. After continued development, the BJ was adopted by the Japanese National Police Agency in 1953.

Toyota Land Cruiser BJ
Photo Credit: Rad Dougall via Wikimedia Commons

In 1954, the name Land Cruiser was adopted. Then in November of 1955, Toyota created the Model BJ25. It was a complete redesign of the Model BJ Land Cruiser. They also introduced the FJ25 that used the F engine. The original BJ was intended to be a military vehicle. The new BJ, and FJ Land Cruisers were targeted towards the general public. Toyota shortened the wheelbase for better maneuverability. Also intended to be more user friendly, the truck’s transmissions were equipped with syncromesh. The interior dimensions were increased, and the suspension was revised to provide a smoother ride. Gone were the crude one-ton truck parts that were originally used on the BJ model.

red land rover

The truck became a world-wide success. In 1955, Toyota was exporting to 14 countries. Of those exports, 98 were Land Cruisers. The following year those numbers expanded to 518 Land Cruisers sent to 35 countries, and in 1957 2,502 Land Cruisers were sent to 47 countries around the world. The list of countries included the United States. One single Land Cruiser was sold in the states in 1957, but the humble beginnings would later develop into a huge market. US sales in 1960 had grown to 162 trucks. By 1987 the US numbers were an impressive 8,858 units sold. Toyota production worldwide had reached over 1.1 million trucks.

Toyota Land Cruiser FJ55
Photo Credit: Mr. Choppers via Wikimedia Commons

Several styles of truck all shared the Land Cruiser name. Foremost was the FJ40 which was so good, it remained basically unchanged from 1960 to 1984. The long wheelbase FJ40 evolved into a new design; the FJ55. Built with typical Toyota quality, the FJ55 was a wagon, but still had a fully boxed frame, and excellent suspension for offroad use. It could comfortably cruise at 80 miles per hour on the highway. Over the years, the Land Cruiser wagon morphed into several models, but sadly FJ40 production ceased in 1984. It was replaced by the FJ70 that was never imported into the United States.

milestar patagonia mt on overland style red toyota land cruiser
Tires: Patagonia MT

In 2003, a retro looking mid-sized SUV was unveiled by Toyota as a concept car at the North American International Auto Show. The FJ Cruiser took design ques from the FJ40, but departed heavily from the original design. Gone was the straight axle front end (and the unique feature of having both front, and rear pumpkins on the same side which allowed you to dodge rocks). The basic utilitarian vehicle had grown into a bloated monster that was difficult to see out of. It was popular with a new group of owners, but did not resound with the traditional FJ40 enthusiast. Original FJ40’s and their FJ55 cousins demand high prices on the used market. Several companies exist that restore originals, or will build a new one from scratch. Either option will cost you 6 figures.     

Red Toyota Land Cruiser crawling rocks
Tires: Patagonia MT

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Does Tire Compound Even Matter? https://stateofspeed.com/2020/12/02/does-tire-compound-even-matter/ https://stateofspeed.com/2020/12/02/does-tire-compound-even-matter/#respond Wed, 02 Dec 2020 15:17:18 +0000 http://54.201.197.135/?p=22918

I can tell you from first-hand experience that the rubber compound used is just as important as any other component of a tire. Read More →

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Does Tire Compound Even Matter?

For many people, the only thing they demand from their tires is that they hold air. They don’t know anything about tire construction, the materials used, or attributes of different tread designs. When it comes time to buy, they believe all tires are the same. They choose the cheapest they can find, or insist on the brand they are most familiar with. “Dad always ran brand x tires, so I will run those too. Dad knows what’s best”. These people are notorious for abusing their tires more than the guy down the street who can’t stop doing burnouts.

I’m sure you’ve had to roll down your window in traffic, or mention to someone in a parking lot that their tire is under-inflated, or sometimes even flat. For those people, the exhaustive work of technicians, test drivers, and product development engineers goes pretty much unappreciated. They purchase tires only when they absolutely have to.

On the other end of the spectrum are the enthusiasts who are pushing the limits of their vehicles on a regular basis. If you find one of them with a low tire, it’s because they set it there. They have all kinds of fancy gizmos to air their tires down for maximum footprint, and increase traction, and then to pump them back up again. They bring their own compressors along, and some even have on board air systems with storage tanks, and other accessories. They use that compressed air for obnoxious train horns, to blow dust or dirt out of their rig, or to pressurize a water tank for a trailside shower. Compressed air can really come in handy.

Then there is TPMS; Tire Pressure Monitoring System. From a gauge on the dash a driver can tell nearly exactly how much air pressure they have in each tire (even the spare on the rack) in real time, while they’re driving. It’s much easier to go online and argue whether 10 pounds is the best pressure to run on the rocks, or if 11.5 pounds works better in the sand when you know exactly how much pressure you are running.

The enthusiasts are the ones who delve into the fine details that make up a tire. They know the difference between a bias ply tire, and a radial; how steel belts vary from polyester, nylon or rayon cords. They understand the tire engineer’s lingo of rock ejectors, tread squirm, high void, staggered blocks, siping, etc. Ask the average person on the street what a tire bead is, and they will just look at you puzzled. Anyone who has ever built a beadlock wheel knows what it is, and that the shape, and thickness is critical to getting a good seal on the wheel.

It’s true that many off-road enthusiasts know quite a bit about tires. They might even know what size tire fits which truck, and what the proper wheel offset is in order to clear the fenders without trimming (the number one asked question on the internet). However, not a whole lot of tire buyers think about the rubber compound used. That information doesn’t show up on websites, in brochures, or in the carefully polished sales pitch from the guy at the tire store. Is it important? Why does it matter?

I can tell you from first-hand experience that the rubber compound used is just as important as any other component of a tire. A friend of mine showed up for a trip we took (way back in the 1980’s actually), with a brand new set of tires. We drove out to the mountains on the pavement, ran some trails, and then did a high speed bomb run down some graded fire roads. Once we got back to the pavement for the trip home, we noticed his tires were literally shredded. He had deep slices in the tread blocks and several chunks missing from the tread. He did not know that the tires he bought had a very soft compound. Although they were new, they got torn up from wheel spin on the rocky fire roads. The tread compound was way too soft for the sharp rocks.

Those tires were perfect for mud, sand, or slick rock, but not suited for sharp rocks. Those tires were too soft, but your tires can also be too hard. At the same time that my friend bought those super soft tires, I had military take offs on my Jeep. They had a very aggressive tread design, and were very tough. The compound on those tires was very hard because they were designed to last a long time. They worked great when they could dig into the ground, but on slick, or smooth surfaces they were junk. In cold temperatures they got hard as a rock. They were bias plies so they rode rough as hell.

Those are two examples of tread compound from both extremes; too hard, and too soft. So what’s the perfect tread compound? That depends on what you need. Tire engineers have to weigh a lot of variables when they make this determination. Usually a tire will be configured for the street, part street, and part off-road, or mostly off road. Of course there is also a choice for off road only; The Milestar Patagonia M/T “Black Label” is super soft by design.

It’s for people who want maximum traction above all else. If you compare the Patagonia A/T R, with the Patagonia M/T you will notice right away that they look differently. The tread pattern of each tire is suited for their intended uses. The A/T R is designed more for the street, than the dirt. It will still perform in the dirt, but is rated higher than the M/T in ride comfort, and mileage. Obviously, if you are driving long distances on the pavement to get to the trail, tread wear is important.

Milestar A/T R on Subaru Crosstrek

The A/T R comes with a 50K tread wear warranty plan. The tread pattern itself helps to increase mileage by having smaller voids, but the tread compound also makes a big difference. The tread compound of the M/T is softer, and when I say softer I mean more flexible. Engineers can measure how soft the rubber is using a gauge that’s called a Durometer; the firmer the rubber, the higher the number. Which tread design and tread compound you choose depends on what your needs, and desires are. If you want better tread life, go with the A/T R. If you spend most of your time in the dirt, go with the M/T. If you still want more, choose the “Black Label” for the ultimate in traction. 

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Long Wheelbase and Short, The Pros, and Cons. https://stateofspeed.com/2020/10/13/long_wheelbase_and_short_the_pros_and_cons/ https://stateofspeed.com/2020/10/13/long_wheelbase_and_short_the_pros_and_cons/#respond Tue, 13 Oct 2020 14:31:48 +0000 http://54.201.197.135/?p=15530

I’ll cut to the chase, there is no “winner” when it comes to the debate over short wheelbase or long; they are like apples and oranges.Read More →

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Long Wheelbase and Short, The Pros, and Cons.

I’ll cut to the chase right now, there is no “winner” when it comes to the debate over short wheelbase or long; they are two separate things like apples and oranges. Instead we can talk about their strengths and weaknesses. Your local trail might have rocks, or mud, or sand on the same trail. Unless your area offers only one single type of terrain, you will have to make a choice which is better for your particular likes, and dislikes. We can look at data, but in the end, it will come down to your own opinion which works best for you. 

Jeep JT long wheelbase
Vehicle: Jeep JT
Tires: Patagonia MT

The FORD’s wheelbase is, wait for it, 168.4 inches. That’s over twice as long as the Jeep.”

CJ7 Jeep short wheel base
Photo Credit: Mike Ingalsbee

Since we are in the realm of opinion, I will offer mine. I come by my opinion after owning both long and short wheelbase 4×4’s, and wheeling them in varied terrain. The first 4 wheel drive I ever owned was a 1984 Jeep CJ7 which I bought new off the lot. It had the 258 inline 6, and a manual 4 speed transmission. I was living, and wheeling in the mountains, so for self-preservation I kept it low to the ground. I had an add a leaf in each spring, and extended shackles. The minimum lift was to clear the 36 inch tall Goodyear Wrangler R/T tires. Out of my group, I was the only truck not to end up on its lid, so I was doing something right. The Jeeps wheelbase was 83.5 inches.

Jeep YJ short wheelbase
Vehicle: Jeep YJ
Tires: Patagonia MT

My long wheelbase truck is the one I currently own. It’s a 1992 FORD F350 4×4 crew cab. Yes, it’s a beast. I’ve installed a shackle reversal kit in the front to improve the ride quality which lifts the truck about 5 inches. The front kit also uses longer superduty length leaf springs, and custom Atlas springs in the rear level the truck and further improve the handling. It rides on 37 inch tall tires. With the longer wheelbase, additional height is not as much as a concern. I have a classic Warn winch bumper on front with an original Warn M10000 winch that has only been used to winch a fallen tree on my neighbor’s property, and other trucks that have gotten stuck. I have never been stuck in this truck so far, (I’ve owned it for 6 years). The FORD’s wheelbase is, wait for it, 168.4 inches. That’s over twice as long as the Jeep.

There are places where the long wheelbase just will not fit. In more open terrain, the long wheelbase can hold its own.”

Ford truck long wheel base
Photo Credit: Mike Ingalsbee

Now that I have quantified my bonafides, let’s get into the meat of the subject. One thing I really liked about the Jeep had nothing to do with performance, but it rates mentioning. Between the 36 inch tires, and 3” diameter side bars, those jerks that open their door into yours in the parking lot were entirely inconsequential. They hit either rubber, or steel. Door dings or paint chipping was not even possible. The big FORD has a mile of sheet metal that gets dinged all the time. The truck is big, and parking stalls get smaller all the time.

Ford F250 overland
Vehicle: Ford F250
Tires: Patagonia MT

When I owned the Jeep I was either hitting local trails in the Santa Cruz Mountains, or spending time out at the Hollister Hills OHV Park. Hollister had an obstacle course that included a tire pit. The tire pit was instant doom for the short wheelbase. The front tires would kick those loose tires right up into the back axle; wedging them between the tires, and the frame. Most of you won’t find a tire pit out on the trail, but the same goes for branches, or any other unsecure flotsam you might find. The short wheelbase means both front and rear axles will be in the same situation.

Jeep overlanding short wheelbase
Vehicle: Jeep Wrangler
Tires: Patagonia MT

If it’s rocky, both will be in the rocks. The same is true for mud or loose sand. With the longer wheelbase, the front and rear axles can be in different time zones. While the front tires are clawing through a mud hole, the rear tires can be getting excellent traction in drier or less slippery conditions. For pure traction, I give the advantage to the longer wheelbase. One thing that beats the long wheelbase is that the shorter wheelbase is so much more maneuverable. You can fit it in tighter spots which might allow you to avoid the hazard all together. When it comes to hill climbing, the same maneuverability of the short wheelbase can cause problems. Backing down a hill is much more challenging because slight inputs to the steering wheel will cause the rear end to change direction abruptly. On the other hand, during a failed attempt you might be able to whip the Jeep around, and drive straight down the hill. That would just not be possible in the big FORD. Some say that the long wheelbase has an advantage during side-hilling, but I will give put that in the toss up category. The long wheelbase has the greater risk of getting high centered. I have found that the traction advantage, and the fact that you can usually rock the truck back and forth until you get traction makes it easier to get back on your wheels with the long wheelbase. If you do get high centered with a short wheelbase, you are generally screwed. It’s a good chance that both axles will be off the ground. 

Ford Bronco crawling
Vehicle: Ford Bronco
Tires: Patagonia MT

When it comes to tight trails, the short wheelbase wins hands down. There are places where the long wheelbase just will not fit. In more open terrain, the long wheelbase can hold its own. Based on pure performance it’s a matter of preference, but you also have to consider utility. One of the biggest drawbacks of the short wheelbase rig is limited cargo room. It’s easy to take some of the capabilities away if you add a roof top rack, or tons of weight hanging off the back because there is no room inside the vehicle. You have much more room to place your gear down low, and between the axles in the bigger truck.

Ram Power Wagon long wheelbase
Vehicle: Ram Power Wagon
Tires: Patagonia MT

If you are towing, it’s no contest. My FORD will tow anything, and you won’t be able to tell it’s back there. The same goes for ride quality. The short wheelbase and short body means that the leaf springs or suspension links will also be short. The result is less wheel travel, and a choppy ride. The big truck rides surprisingly well after the leaf spring upgrades. The limiting factor is the weight capacity. A certain amount of spring rate is necessary if you want to tow, or carry a slide in camper. You see, the two are really not the same. There is a solution available that will give you the best of both. Tow your Jeep behind your big truck on a trailer. 

Ford truck long wheel base
Photo Credit: Mike Ingalsbee

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Safari 911: Are Porsche’s More Fun Off-Road? https://stateofspeed.com/2020/09/15/off-road-safari-porsche-911/ https://stateofspeed.com/2020/09/15/off-road-safari-porsche-911/#respond Tue, 15 Sep 2020 13:45:06 +0000 http://54.201.197.135/?p=22537

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...Read More →

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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.

Porshe 911s lined up

Mint Green 2023 Porsche 911 Dakar
2023 Porsche 911 Dakar
Photo Credit: Porsche

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.

Offroad set up Porsche 911

2023 Porsche 911 Dakar with racing stripes in a desert
Photo Credit: Porsche

 

2023 Porsche Dakar Rally Car drifiting in desert
Photo Credit: Porsche

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.

Kelly Moss Racing Porsche Safari 911

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.

Kelly Moss Racing Porsche Safari 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.

Kelly Moss Racing built porsche 911 safari driving in the dirt
Photo Credit: Kelly Moss Road and Race

More on this Safari 911 build here.

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Ford Finally Unleashes the All-New 2021 Ford Bronco https://stateofspeed.com/2020/07/13/ford-finally-unleashes-the-all-new-2021-ford-bronco/ https://stateofspeed.com/2020/07/13/ford-finally-unleashes-the-all-new-2021-ford-bronco/#comments Tue, 14 Jul 2020 01:16:18 +0000 http://54.201.197.135/?p=20486

The 2021 Ford Bronco has finally been revealed! Will the Ford Bronco have what it takes to take on the Jeep lineup?Read More →

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

Orange Yellow 2021 Ford Bronco in running in the desert sand
Photo Credit: Ford

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

pair of Ford Broncos climbing rocks in the mountiains
Photo Credit: Ford

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.

2021 Ford Bronco Sport in the forest with rooftop bike rack
Photo Credit: Ford

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.

'21 Blue Ford Bronco
Photo Credit: Ford

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.

Bronco interior infotainment system
Photo Credit: Ford

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 off road vehicle on the highway
Photo Credit: Ford

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.

offroad suv in the sand dunes

First Edition Models

 

first edition trim
Photo Credit: Ford
Sport Model First Edition
Photo Credit: Ford

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.

2021 offroad ford with removable doors in the desert under a night sky
Photo Credit: Ford

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.

 

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The 2021 Ford Bronco: What to Expect https://stateofspeed.com/2020/07/08/the-2021-ford-bronco-what-to-expect/ https://stateofspeed.com/2020/07/08/the-2021-ford-bronco-what-to-expect/#respond Wed, 08 Jul 2020 17:27:01 +0000 http://54.201.197.135/?p=20235

Ford is poised to take a run at the Wrangler with the 2021 Ford Bronco. Can it really go toe-to-toe with Jeep’s flagship?Read More →

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The 2021 Ford Bronco: What to Expect

The Blue Oval Boys Take On the Jeep Wrangler on Its Home Turf.
Do They Have the Right Formula to Unseat the King of Hardcore Off-Roading?

race bronco and old bronco
Photo Credit: Ford

For the last 75 years, Jeep has been the brand to beat when it comes to street cred where the streets end. From the original civilian CJ-2A to today’s JL Wrangler, they’ve set the standard for no-compromises off-road performance straight off the showroom floor. Throughout that long, successful run they’ve faced many challengers; the Toyota Land Cruiser, the Chevy Blazer, the International Scout, and of course the Ford Bronco.

Jeep JL Milestar Tires
Vehicle: Jeep JL
Tires: Patagonia M/T

Though they all found their own fans, over the past few decades all those nameplates have fallen to the wayside, leaving only Jeep still selling vehicles that are so strongly biased in favor of all terrain performance over creature comforts and day to day practicality.

Now, Ford is poised to take a run at the Wrangler with the 2021 Bronco, which will be revealed in full to the world on Monday, June 13, 2020. This long-rumored return of a classic off-roader shows every sign of being specifically targeted at the same market segment as the JL, but can it really go toe-to-toe with Jeep’s flagship? Here’s what we know so far…

There Will Be Three Different Broncos

bronco reveal

This is a mortal lock, based on what Ford has already shown us. The lineup will include a 2-door, a 4-door, and the Bronco Sport. But honestly, you can just ignore the Sport – it isn’t going to share anything but a nameplate with the “real” Bronco, and is going to be positioned as a competitor to softroaders like the Jeep Renegade, not the Wrangler. A pickup version to compete with the Jeep Gladiator is possible as a follow-on in subsequent model years, depending on how sales of that model (as well as the 2- and 4-door Bronco) pan out.

The Doors Will Be Removable (Without Tools)

bronco door patent

US Patent 10,550,615 B2 granted to Ford in February describes a “door hinge assembly incorporating a latch to facilitate selective door removal.” Unlike the Wrangler, it seems that the Bronco’s doors will be easy to remove and replace without needing any tools. Ford has also filed multiple patents for things like doors with separate skins that leave a side-impact protection structure in place when removed, an airbag compatible with a detachable door, and even retractable safety rails between the front and rear pillars that are either constantly in place when the doors are off, or activate automatically in the event of a crash. Ford would undoubtedly prefer for you to keep the doors on your new Bronco while driving on the road in the name of greater occupant safety (and will also certainly put a lot of warnings about it in the manual, where nobody will read them), but based on the fact that the hinge latch patent has not just been applied for but granted, that seems very likely to be incorporated at launch.

The Bronco Will Have Body-On-Frame Construction and a Solid Rear Axle With IFS

2021 bronco wheel
Photo Credit: Ford

The rumor is that the Bronco will be built on the same platform as the new mid-size Ranger pickup in the same facility, and that implies a separate traditional ladder frame instead of unibody construction. That’s good news for the aftermarket, as it will allow body lifts to easily accommodate larger-diameter tire fitments without re-engineering suspension components, plus many people will prefer that design’s inherent ruggedness for serious off-roading. The Bronco will also almost certainly have a coil-sprung solid rear axle with a multi-link suspension, but unlike the Wrangler, the front suspension is going to be independent. This is a wise move for Ford; IFS is the right answer for 95% of the questions asked of the Bronco both on and off road, and they don’t have to worry about a small but extremely vocal cadre of purists raising a ruckus like Jeep will when they inevitably have to switch the Wrangler over from a solid front axle. 

There Won’t Be a Traditional Transfer Case and 4-LO

2021 Bronco tail light
Photo Credit: Ford

This prediction is more speculative than some of the others, but images circulating on the interwebs point to a manual gearbox with a ratio labeled “C” on the shifter rather than a separate lever/button to engage low range. Ford has plenty of experience with 4WD systems, from full time to shift on the fly to manually-selectable, but this is a new twist. In addition to a ‘creeper gear’ you can also expect selectable locking for the front and center differentials, and either a limited slip or locker for the front as well. 

Want a V8? That May Be a Long Wait for a Train That Doesn’t Come

Way back in the early 1990s, Ford decided that the future of their powertrains lay in the direction of smaller-displacement engines with more sophisticated designs to replace their tried-and-true pushrod V8 design. While there’s much to be said about whether overhead cam V8 engines were the right idea for their trucks as well as their passenger cars, they have remained steadfastly devoted to the idea of high technology instead of raw cubic inches.

second generation 3.5 liter eco boost
Photo Credit: Ford

On the dyno, either engine choice for the new Bronco absolutely murders the old SBF V8…

For the Bronco, it’s very likely that the workhorse “base” engine will be the 2.3 liter EcoBoost 4-cylinder delivering something in the neighborhood of 270-280 horsepower and 310 pound-feet, biased toward low-end horsepower and torque. The optional upgrade is likely to follow the rest of Ford’s truck lineup with the twin-turbo 3.5 liter EcoBoost V6, producing around 375 horsepower and 470 pound-feet. 

3.5 liter ecoboost
Photo Credit: Ford

On the dyno, either engine choice for the new Bronco absolutely murders the old SBF V8, but buyer acceptance is going to come down to whether the market they’re trying to court (both in terms of people with fond memories of Broncos past, and would-be Jeep Wrangler owners cross-shopping) believe that a turbocharged small-displacement engine is the right solution. Engine calibration is going to make or break the success for the new Bronco among shoppers who are looking for off road competence, and the benchmark Wrangler JL offers not only a standard naturally-aspirated 3.6 liter V6 gasoline engine rated at 285/260, but an optional 2.0 liter turbo inline four with 270 horsepower and 295 pound feet, plus a turbocharged 3.0 liter EcoDiesel that delivers an estimated 260 horsepower and 442 pound-feet.

second generation 3.5 liter eco boost
Photo Credit: Ford

Offering a 5.0 liter gasoline V8 based off the current Coyote architecture would seem to be an attractive option for Ford, should customers desire a NA engine over the EcoBoost 4 and 6 cylinder powerplants, but considering how the wind has been blowing with their Raptor models, a hopped-up EcoBoost V6 seems more likely as a future ‘premium’ engine upgrade.

It’s Ford’s chance to show the world what they can do when they’re turned loose to compete with the current heavyweight champ.

F150 ecoboost
Photo Credit: Ford
Ford, America’s truck leader, continues its relentless pace of innovation, delivering segment-leading torque for 2017 F-150 customers with the all-new 3.5-liter EcoBoost® V6 engine and 10-speed automatic transmission.

The Devil in the Details

While we feel we are on pretty solid ground with these predictions, Ford has kept most of the details for the new Bronco very close to the vest. You can be sure that every engineering, styling, and marketing decision for the new model was vetted against the Wrangler archetype, though – the company has a clear vision of what they’re trying to accomplish with 2021 Bronco, which is something pretty rare these days when focus groups, shareholder opinions, and low-risk strategies dominate new car and truck designs. That’s what’s really exciting about the upcoming reveal. It’s Ford’s chance to show the world what they can do when they’re turned loose to compete with the current heavyweight champ.

bronco reveal
Photo Credit: Ford
Ford Motor Company will reveal the all-new Ford Bronco lineup across Disney’s broadcast, cable, digital and streaming properties.

 

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Top 10 Best Off-Road Vehicles https://stateofspeed.com/2020/05/05/10-best-off-road-vehicles/ https://stateofspeed.com/2020/05/05/10-best-off-road-vehicles/#respond Tue, 05 May 2020 17:20:17 +0000 http://54.201.197.135/?p=20019

I’ve put together a list of my top ten 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.Read More →

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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.

Suzuki Samurai one of the best offroad rigs

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.

Vehicle: Toyota FJ40 Land Cruiser
Photo Credit: Jeremy via Wikimedia

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.

Toyota 4runner one of the best offroad vehicles
Vehicle: Toyota 4Runner
Tires: Patagonia MT

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.

Toyota 4runner in the mud
Vehicle: Toyota 4Runner
Tires: Patagonia MT

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.

2014 Toyota FJ Cruiser
Vehicle: Toyota FJ Cruiser
Tires: Patagonia MT

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.

Jeep Cheroke XJ one of the best offroad vehicles
Vehicle: Jeep Cherokee XJ
Tires: Patagonia MT

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.

Jeep XJ with rear leaf springs
Vehicle: Jeep XJ
Tires: Patagonia MT

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.

Green Jeep LJ crawling
Vehicle: Jeep LJ
Tires: Patagonia MT

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.

blue jeep lj rock crawling. One of the best offroad vehicles
Vehicle: Jeep LJ
Tires: Patagonia MT

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.

Red toyota tacoma with a light bar offroading
Vehicle: Toyota Tacoma
Tires: Patagonia MT

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.

Red toyota tacoma with a light bar offroading
Vehicle: Toyota Tacoma
Tires: Patagonia MT

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.

Ram Power Wagon offroad
Vehicle: Ram Power Wagon
Tires: Patagonia MT

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.

SVC Offroad Ford Raptor doing a jump

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.

White Ford Raptor trekking through the mud. One of the best off road vehicles
Vehicle: Ford Raptor
Tires: Patagonia MT

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.

Overland jeep going over rocks
Vehicle: Jeep JK
Tires: Patagonia MT

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.

Red toyota tacoma with a light bar offroading
Vehicles: Jeep JK and JL
Tires: Patagonia MT

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.

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A Badass Jeep JK Build for 10K? Here’s Your Guide! https://stateofspeed.com/2020/04/21/10k-jeep-jk-wrangler-build-guide/ https://stateofspeed.com/2020/04/21/10k-jeep-jk-wrangler-build-guide/#respond Tue, 21 Apr 2020 17:08:32 +0000 http://54.201.197.135/?p=19752

There are thousands, maybe even millions of different ways to build and accessorize the Jeep JK Wrangler. There are so many aftermarket parts available, where do you start?Read More →

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A Badass Jeep JK Build for 10K? Here’s Your Guide!

There are thousands, maybe even millions of different ways to build and accessorize the Jeep JK Wrangler into a great JK build. There are so many aftermarket parts available, where do you start? We decided to toss our thoughts out there with a hypothetical build using a bone stock JK and a $10,000 budget. That certainly seems like it should be enough money, though most of us build our rigs over time and not all at once.

Jeep JK rock crawling
Vehicle: Jeep JK
Tires: Patagonia MT

Here’s we’ll cover the basics and our picks for this Jeep JK build, keeping the whole budget in mind. For consistency, all prices are based on advertised retail price from Northridge4x4.com. We are not including tax or installation as both will vary based on where you are and your level of do-it-yourself ability and necessity.

Yellow Jeep Wrangler JK rock crawling
Vehicle: Jeep JK
Tire: Patagonia MT

Lift It

First up, let’s get the 10k-JK build elevated. JK Wranglers have large wheel wells openings from the factory. They can fit a much larger tire than previous model Jeeps without as much lift. Our goal is to get the Jeep into a good height for clearance while improving function. For this, we’d go with the Teraflex 3-inch Lift Suspension System w/ 4 Sport Flexarms & Track Bar.

Teraflex 3-inch Lift Suspension System w/ 4 Sport Flexarms & Track Bar.
Photo Credit: Teraflex

The kit includes the necessary lift coils and miscellaneous brackets but also goes a step further than the basics by providing new front lower and rear upper control arms, a front adjustable track bar and a rear track bar relocation bracket. The track bar components and new Preset Sport Flexarms will keep your vehicle in proper alignment. The Flexarms also provide better articulation and more strength.

Price: $1400.96

 

Fox suspension for a Jeep JK
Photo Credit: Fox

Shock It

Shocks are no place to scrimp. Having good shocks is a key factor in a long-lasting rig that doesn’t beat your body up on every mile and every bump. With the immense popularity of JK Wranglers, FOX Shocks made life easy by having direct bolt-in options for different lift heights.

The FOX Performance Series 2.0 Reservoir smooth body shocks brings all of the fancy tech FOX has developed over the years into a simple to install package. Built with lots of aluminum to resist corrosion and utilizing race-proven piston and valving designs, you can’t go wrong.

Price: $269.95 each – $1079.80 for 4

 

Jeep JK rock crawling
Vehicle: Jeep JK
Tires: Patagonia MT

Flare It

Adding new high clearance fender flares is a solid Go-To when building this Jeep JK, especially when working on a specific budget. The extra clearance allows for a larger tire without as much lift by removing unnecessary OEM plastic bits and low hanging edges.

MCE Fenders produces OE width flare with 2-inches of extra tire clearance. With only a set of these flares, a JK Wrangler can run a 35-inch tire on stock suspension. Their single wall construction is so durable, MCE offers a “No Fine Print” Lifetime Warranty. Kit includes DOT approved LED side marker lights and retains the OE inner fender liner.

Price: $399.99

 

Method Race Wheels on Patagonia MT Tires
Tires: Patagonia MT

Wheel and Tire It

With the JK build higher, we can now stuff some new sneakers on it. The 3-inch lift technically is meant for a 35-inch tall tire but because we have chosen high clearance flares for our build, we can step up to 37s.

Method race wheels
Photo Credit: Method Race Wheels

Method Race Wheels produce a strong and reliable wheel for years of off-road use. There is a wide range of styles available, though there is a smooth blend of classic and modern with the Street Series 309 in Matte Black.

Built from A356 aluminum and T6 heat treated, the 17×8.5 309 has a 2500+lb load rating and also features the Street-Loc V.1 lip with undercut that simulates a true beadlock wheel.

Price: $257.13 each – $1,285.65 for 5

Tires just might be one of the most important choices you make during your build. A reliable Jeep JK build needs reliable tires. The Milestar Patagonia M/T 37X12.50R17 provides superior traction in harsh terrains while giving you excellent road manners.

The solid mud terrain tire has aggressive edges for a great bit, high-void tread design for self-cleaning and uses a 3-ply sidewall for additional protection against damage.

Price: $373.50 each – $1867.50 for 5

Black Jeep JK Wrangler with a spare tire mount
Vehicle: Jeep JK
Tire: Patagonia MT

Spare It

Anything can happen, even with careful driving and strong tires. It is always a good idea to bring along a matching height spare tire. We’ve included the costs of the spare wheel and tire above but now you need a place to mount it. The stock JK tailgate, though stronger than it’s predecessors, isn’t up to the task of supporting the weight of a larger wheel and tire combo. Not to mention the clearance issues.

Teraflex Alpha HD Hinged Spare Tire Carrier & Alpha HD Adjustable Spare Tire Mounting Kit
Photo Credit: Teraflex

Installing a Teraflex Alpha HD Hinged Spare Tire Carrier & Alpha HD Adjustable Spare Tire Mounting Kit solves the issue. The Hinged Spare Tire Carrier replaces the OE tailgate hinges and reinforces the sheetmetal of the tailgate, making it robust enough to easily support a 37-inch tire.

Combines with the HD Adjustable Spare Tire Mounting Kit, the system can accommodate many different wheel backspaces and tire widths.

Price: $700.98

Jeep JK with custom front bumper and WARN winch mounted
Vehicle: Jeep JK
Tires: Patagonia MT

Protect It

We’ve covered the height, flex and traction, now on to protecting the Jeep JK build when out in the dirt. There are a staggering number of bumpers available on the market for the JK. Many of them are good solid pieces and have varying different benefits.

Bumpers

Body Armor 4×4 has been building quality bumpers for years. Using 3/16-inch and ¼-inch thick steel plate, their Mid-Stubby Front Bumper accommodates a winch like the Warn VR EVO 10-S with synthetic rope and has multiple light tabs for future use. A winch is just good off-roading practice and Warn is the winch leader when it comes to build quality and innovation. Body Armor 4×4’s Rear Bumper Base provides a solid shackle attachment point, clears the OE-hitch and looks much better than the factory bumper.

warn winch suitable for a jeep jk build
Photo Credit: Warn

Front Price: $441.99

Rear Price: $331.99

 

Skid Plates

Rock Hard 4x4 skid plates
Photo Credit: Rock Hard 4×4

This JK build is a big beast of a Jeep, especially on 37s but there are still plenty of obstacles that may want to give the underbelly a few love taps. For that, there skid plates from Rock Hard 4×4 for the Transfer Case and Fuel Tank. Both are made from 3/16-inch thick steel and are 100 percent bolt on.

Transfer Case Skid Plate Price: $259.95

Fuel Tank Skid Plate Price: $409.95

Rock Rails

Rock Hard 4x4 Patriot Series “Boat Side” Rock Sliders
Photo Credit: Rock Hard 4×4

When protecting your Jeep JK build from the perils of off-road trails, make sure to pay attention to the rocker panels. The JK Unlimited is long and has a large gap between the tires that likes to get munched by rocks. Bolting on a set of Rock Hard 4×4 Patriot Series “Boat Side” Rock Sliders will eliminate the concern.

The strongest rock slider Rock Hard 4×4 makes is built from durable 3/16-inch steel and has a flat surface designed to glide off obstacles. The boat sides include openings for Hi-Lift Jack use and has an optional diamond tread pattern top for better traction when used as a step.

Price: $899.95

light setup on a grey jeep JK owned by OvrlndX
Vehicle: Jeep JK
Tires: Patagonia MT

Light It Up

The last bit we’ll squeeze into our $10k-JK is lighting. When travelling and camping, you are bound to be out at night and having sufficient lighting is far safer than not. Genesis Off-Road produces a Double Dually Light Bracket for the hinge area of the A-pillar that accepts two lights per side. Rigid Industries recently released the 4-inch 360-Series LED Diffused Fog Lights that are perfect for lighting up the trail, road or camp.

Bracket Price: $69.00

Lights Price: $349.99 a pair – $699.98 total

Tally It

Lift

Teraflex 3.0” Outback Suspension System

$1,400.96

1

$1,400.96

Shocks

Fox 2.0 Performance Series Remote Reservoir – Front

$269.95

2

$539.90

Fox 2.0 Performance Series Remote Reservoir – Rear

$269.95

2

$539.90

Wheels

17×8.5 Method 309 Grid Series

$257.13

5

$1,285.65

Tires

37X12.50R17LT Milestar Patagonia M/T

$373.50

5

$1,867.50

Fender Flares

MCE Fenders Front and Rear OE Width Gen II

$399.99

1

$399.99

Front Bumper

Body Armor  Front Bumper Mid-Stubby JK-19532

$441.99

1

$441.99

Winch

Warn VR EVO 10-S Winch with synthetic line

$744.99

1

$744.99

Rear Bumper

Body Armor 4×4 Rear Bumper – JK-2961

$331.99

1

$331.99

Tire Carrier

Teraflex HD Hinged Tire Carrier w/ Adj Tire Mount

$700.98

1

$700.98

Rock Sliders

Rock Hard 4×4 Patriot Series Tread Plate Rocker Sliders RH-6006-T

$899.95

1

$899.95

Skid Plates

Rock Hard 4×4 Steel Transfer Case Skid Plate

$259.95

1

$259.95

Rock Hard 4×4 Steel Gas Tank Skid Plate

$409.95

1

$409.95

Lights Bracket

Double Dually Light Brackets – A-pillar mounted

$69.00

1

$69.00

Lights

Rigid Industries 360 Series 4in LED Lights (pair)

$349.99

2

$699.98

$10,592.68

The tally comes out to $10,592.68. It really adds up that fast. There are far more accessories and upgrades that can be done that what is shared here, not to mention all the different options for what we have covered. Now go build your Jeep JK, make it how you want it!

White Overland Jeep JK going off road
Vehicle: Jeep JK
Tires: Patagonia MT

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Understanding Independent Front Suspension (IFS) https://stateofspeed.com/2020/04/16/understanding_independent_front_suspension_ifs/ https://stateofspeed.com/2020/04/16/understanding_independent_front_suspension_ifs/#respond Thu, 16 Apr 2020 17:11:34 +0000 http://54.201.197.135/?p=15689

With an independent suspension, both sides work independently from each other. IFS was designed in part to provide a smoother ride, but like everything else on a vehicle; it has its strengths, and weaknesses; we’ll explore both.Read More →

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Understanding Independent Front Suspension (IFS)

Early 4 wheel drive trucks used a solid axle up front because it was simple, and strong. However, the solid axle has downsides. One of which was the ride quality. Anything that disturbs one side of the axle affects the other side too. With an independent suspension, both sides work independently from each other. IFS was designed in part to provide a smoother ride, but like everything else on a vehicle; it has its strengths, and weaknesses; we’ll explore both.  

Side by side IFS
Photo Credit: Mike Ingalsbee

In order for the axles to articulate when the suspension moves up and down, the IFS uses constant velocity joints (CV’s). The CV’s get their name from their function. As they move, they maintain a constant velocity unlike your standard cardan or universal joint. CV’s do not need to be timed like a universal joint, and opposing CV’s can work at different angles without causing a vibration. 

CV Joint internals

CV’s are constructed from a splined “star” that slides over the splines on the axle shaft. The star has deep grooves on the outside diameter that provide a bearing race for several large ball bearings (typically 6). There are other designs that use square parts with needle bearings, but the most common CV’s use round balls. The round balls are contained in a ring that has holes through it where the ball bearings sit. The ring is called a cage. The cage and bearings then fit into the outer housing that has the same deep grooves of the star in its inside diameter. The star drives the bearings that in turn drive the outer bearing housing. The cage simply holds the ball bearings in place.

Toyota Tacoma with independent front suspension
Vehicle: Toyota Tacoma
Tires: Patagonia M/T

The result is an assembly that drives the axle shaft while allowing it to articulate in any direction. There is a limiting factor to the articulation; a maximum angle that the CV can move. If the axle shaft exceeds that limit it can bind, or come apart. All that motion of the balls creates a lot of friction (heat), so proper lubrication is a must. That’s why it’s also critical to keep dirt out of the CV; that is the job of the CV boot. The boot needs to flex with the CV while keeping the grease inside, and water, and debris out. Boots are made from rubber, silicone, or plastic. Heavy duty leather boots are also available, but those are mostly used for racing. One of the shortcomings of CV’s is when the boot gets damaged, the grease escapes, and it doesn’t take much foreign matter to destroy the CV joint. 

Closeup of an independent axle and CV joints

An IFS has more moving parts, and more points of failure than a solid axle. Each a-arm will have a pivot or two with a bushing on the chassis end, and a ball joint or spherical bearing at the upright that allows the suspension to move up and down and to turn at the same time. All these points create friction so they will wear over time, and can fail. There is also a packaging problem with IFS. Fitting shocks, steering, and axles into a space tight enough to still allow tire clearance at full lock can be daunting. The other issue is the CV’s maximum angle. It will limit the amount of suspension travel available.

Independent front suspension

Most independent suspensions use an upper and lower a-arm, and a spindle or upright as many call it. The exception to this is Ford’s Twin Traction Beam Suspension, or TTB. The TTB is unique in that it has what is typically a solid axle with a universal joint in the long side axle which allows both sides of the housing to articulate. It’s a solid axle with a pivot in the middle. It does offer independent motion of both wheels, but it has more of the properties of a solid axle than an independent suspension using a-arms, and CV joints. 

Ford truck IFS suspension
Photo Credit: Mike Ingalsbee
This photo shows the Ford Bronco’s unique TTB suspension system

The independent suspension has a differential just like the solid axle, but with CV’s on both ends. The differential is mounted to the chassis which decreases the unsprung weight of the vehicle. Unsprung weight is the weight of the moving components of you suspension. Sprung weight is the weight of the vehicle that the suspension is holding up. The less unsprung weight you have, the less work your shocks need to do to control the suspension. Your suspension is much more responsive to the terrain without needing huge amounts of damping in the shocks. When combined with fewer tendencies to transfer suspension inputs to the other side of the vehicle like a solid axle does, the result of IFS is a much more comfortable ride. 

UTV crawling over rocks

When designing an IFS, room for the differential housing in the chassis has to be taken into account. The front end already has tons of stuff occupying space like the engine, fan, and radiator. Some designs simply drop the chassis down in the center of the frame to mount the differential. This can cause ground clearance problems. Instead of an axle that can move, you have solid frame making contact to the ground or rocks. If the IFS is properly designed, it can actually increase ground clearance in front, but moving the differential up too high can lead to excessive angles on the CV joints, a definite limiting factor. That’s why many rock crawlers prefer a solid axle in front. The solid axle will lift the entire front end up and over rocks. With an independent front design, you need to keep the tires on the rocks as one side of the suspension will go up and over the rock, while the chassis and opposite side are not affected. When it comes to the rocks, the solid axle has some advantages over IFS. 

View of the CV joint boots
Vehicle: Toyota Tacoma
Tires: Patagonia M/T

When talking about an IFS you also need to discuss the steering. Most IFS designs use rack and pinion steering. The rack is a long rectangular piece with straight gears cut into it. It is held in mesh with a pinion gear that comes in perpendicular to the rack. As the steering wheel is turned, the pinion gear moves the rack back and forth. On each end of the rack are steering shafts that connect to the upright on the other end. Care must be taken to keep the length and angle of the steering shafts similar to the a-arms. If the motion of the steering shafts are not on the same arc as the a-arms, you will experience bump steer. Bump steer is when the up and down motion of the suspension pushes or pulls on the steering shafts causing the wheels to turn, or toe in or out. A drawback to the rack and pinion is that when a load is put on a steering shaft, that load goes to the teeth on the rack, and the pinion gear at the point of contact. If you continuously encounter these loads, the teeth on the rack can hammer against the pinion gear causing it to wear out or break.

Breakthroughs in CV joint designs, as well as other IFS parts and assemblies have pushed 4 wheel drive IFS to high levels of durability.

It was already mentioned that the IFS gives a smoother ride, it has other attributes as well. Because of the way the upper and lower a-arms travel in an arc, the upright maintains nearly perfect camber throughout the suspension travel. Where a straight axle will have the tires on an angle when it articulates, the IFS will keep the tread of the tire parallel to the ground. That maximizes the contact patch of the tire, giving you maximum traction for acceleration, braking, and steering control. It also saves the sidewalls of your tires from possible damage. Because both tires move independently, and with less input on the chassis, the vehicle tends to be more stable; especially at high speeds. Both tires are free to move up and down, and remember there is also less unsprung weight, so the vehicle remains level and constant. With more traction, and better steering control, there is less understeer in the corners. Understeer is when the vehicle resists steering input and the vehicle momentum overcomes traction. It causes the vehicle to push straight ahead in the turn. With an IFS you can push harder into the turns, and accelerate sooner because the front will turn better. While the straight axle might be better suited to slow speeds in the rocks, the IFS shines at high speeds in rough terrain. Impacts that will upset a straight axle suspension will be soaked up with ease by the IFS. 

Trophy truck IFS
Photo Credit: Mike Ingalsbee

Breakthroughs in CV joint designs, as well as other IFS parts and assemblies have pushed 4 wheel drive IFS to high levels of durability. Pro-4 racing on the track, and Ultra4 racing offroad has refined the parts needed to apply the horsepower and torque that is available today. So much so that Unlimited Trophy Trucks, the biggest and baddest trucks racing in the desert, are now being built with 4 wheel drive. The drive assemblies are so reliable that the extra complexity is worth it. The benefits include less possibility of getting stuck in the silt, quicker acceleration out of the turns, being able to drive deeper into the corners, and less wheel spin so your tires may last a little longer. New designs with portal axles to reduce CV angles, and provide additional gearing options will push performance ever farther. There have been several 4 wheel drive Trophy Trucks in the past, but they seemed to be burdened by the complexity of 4 wheel drive. Now that the bugs have been worked out, 4 wheel drive IFS has become the wave of the future.   

UTV with independent front suspension
Tires: Patagonia SXT

  

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What’s the Big Difference Between a Jeep JK and a Jeep JL? https://stateofspeed.com/2020/03/17/jeep-jk-vs-jl-2/ https://stateofspeed.com/2020/03/17/jeep-jk-vs-jl-2/#respond Tue, 17 Mar 2020 14:08:03 +0000 http://54.201.197.135/?p=17730

The two models look so similar, it is easy to question what the difference between them really is. We are going to explore those differences here.Read More →

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What’s the Big Difference Between a Jeep JK and a Jeep JL?

The Jeep scene changed forever when the JK Wrangler Unlimited hit the automotive market in 2007. Jeep was no stranger to capable 4-door off-road vehicles, but the new Wrangler was different. Taking the iconic powers of the previous generations of Wranglers and CJs and transforming them into a more family and daily-life friendly vehicle made a huge impact.

Jeep JK built for offroading

JKs popped up everywhere. Jeep couldn’t make enough of them. The suspension was improved, and extra creature comforts were added. The term “mall-crawling” became a thing because the popularity of the vehicle reached far more demographics of buyers. Loads of people who wouldn’t normally buy a Wrangler were now all over them. It is very possible that the JK Wrangler saved the Jeep brand from total collapse.

After a twelve-model year run, ending with a 2018 model, the JK Wrangler was the most produced and sold Jeep of all time. The vehicle saw various upgrades through its stretch but by-and-large was still the same vehicle. With such a popular vehicle, how could the Jeep engineers and designers top it for the next version of the vehicle?

The JL Wrangler hit showroom floors for the 2018 model year, right alongside the final days of the JK. For non-Jeep folks, the JL Wrangler Unlimited looks just like a JK on a passing glance or with blurry eyes.

What’s the Difference?

The two models look so similar, it is easy to question what the difference between them really is. We are going to explore those differences here.

Lineup of Jeeps going trailing
Tires: Patagonia M/T

Exterior: The JK is a classic body-on-frame construction. All the sheetmetal is steel, with lots of classic CJ cues. The JL, however, brought in weight saving aluminum for the doors and various other non-structural pieces. Sheetmetal changes were mostly cosmetic. Turn signals moved to fender flare from grille, pull handles instead of push buttons, rear license plate moved from body to bumper, trivial things that don’t have much impact of the versatility of the vehicle alone but when added up, make a difference.

Four door models of the JL were lengthened by four inches, two inches for two door models. Both stayed the same body width. The longer body allows for more interior space and better passenger comfort.

Lite Brite "Stepchild" profile shot
Vehicle: LiteBrite’s Jeep JL “Stepchild”

Another beneficial change to the new model is the fender flares and wheel wells. A larger than factory tire is easier to fit on a JL than a JK, especially for Rubicon (and some Sahara) models. Rubicons get special higher clearance fender flares that offer 2-inches more tire clearance.

Watch Brittany Williams of LiteBrite on Youtube sharing what she likes about the Jeep JL Wrangler:

 

Wheel well and Patagonia M/T tires
Vehicle: Lite Brite’s Jeep JL “Stepchild”
Tires: Patagonia M/T

The doors and tops are removable on both models, minus one JL top option, the Sky One-Touch top. Later JK models had an option of a soft top, standard black hard top or a color matched top. JLs continued the same trend and added the Sky One-Touch top that has removable rear quarter windows and a push-to-retract fabric center in the roof.

Jeep with a hard top installed
Vehicle: Jeep JK with a hard top
Tires: Patagonia M/T

JK Wranglers have fold down windshield components but require disassembling the exterior of the A-pillar (6 bolts on each side) along with disconnecting roll bar attachment points near the windshield visors. The JL Wrangler improved on this design by extending the roll bar to have A-pillar tubes. With this design, Jeep was able to no longer require the windshield to be load bearing in the event of a rollover and could make folding the windshield down much easier. Remove the windshield wipers and 4 bolts on the interior and it is down.

Interior: The passenger compartment was drastically redesigned and modernized. The gauge cluster has a much more digital aspect to it with a center screen that has settings to keep tabs on all sorts of different levels, functions and features. The stereo was shifted to a true infotainment system on most models, now with access to other controls and features that were inaccessible on JKs.

The seats, door panels and other miscellaneous bits inside were changed and small improvements were made. The rear cargo area now has an optional Trail Rail Cargo Management system. The system allows for easier load strapping along with options to add other mounts and racks.

Grey Jeep JK going through mud
Vehicle: Jeep JK

Powertrain: In 2012, the JK was upgraded to the Pentastar 3.6L V6 engine. Though smaller in displacement than its predecessor, the 3.6L is more efficient and has a strong horsepower and torque output. The same engine continued to the JL with minor changes that are mostly in the computer programming. A Stop/Start system was added to help increase fuel efficiency.

White overland style Jeep JK rock crawling

Later in the first model year, the JL Wrangler could be purchased with a 2.0L T4 Hurricane turbocharged inline 4-cylinder engine. The JK Wrangler had only the one engine choice each year of its run. Diesel powered JLs are said to be available for the 2020 model year and talks of a Hybrid model have been buzzing around for some time.

Overland jeep going over rocks
Vehicle: Jeep JK

Drivetrain: The JL Wrangler gets to benefit from the Torqueflite 850RE, an 8-speed automatic transmission. Previously, the JK used a 4-speed automatic for early models, then a 5-speed from 2012 on. The new transmission smoothed the drive considerably, allowing the computer to not hunt for the correct gear as much. The transfer case stayed the same on both Sport and Rubicon models.

Close up of a differential on an overland vehicle

Dana axle assemblies are used in both generations. The JK was much wider than the TJ Wrangler that preceded it, instead of widening the existing designs, Dana created new units with larger ring and pinion gear sets, axle shafts, axle tubes and more. They again upgraded the assemblies for the JL. Slightly wider, slightly bigger, and overall stronger.

The wheelbase was stretched approximately 1.5-inches on 2-doors and 2.5-inches on 4-doors.

White Jeep JL crawling
Vehicle: Jeep JL
Tires: Patagonia M/T

Suspension: Both the JK and JL are set up with solid axles and a 4-link plus track-bar suspension design front and rear. The lengths of the control arms stretched minor amounts and some other small tweaks were made to mounting ends for smoother movement through the range of travel. The JK Wrangler had already received much longer and stronger control arms over the TJ Wrangler. For the most part, the suspension was left alone.

2 offroad vehicles on a trail
Vehicle: Jeep JK
Tires: Patagonia M/T

In the End, Which Is Better?

At the end of it all, which is the better vehicle? That all depends on what you want out of it. At this point, JK Wranglers are starting to drop in price. They are highly capable vehicles that have a long timeline for bugs being worked out by both the factory and the aftermarket enthusiasts. JL Wranglers are slightly bigger, more creature comforts, better efficiency along with a higher price tag.

Lineup of Jeeps

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2020 Jeep Wrangler JPP 20 Flaunts MOPAR’s All-New Jeep Performance Parts https://stateofspeed.com/2020/02/07/2020-jeep-wrangler-jpp-20-flaunts-mopars-all-new-jeep-performance-parts/ https://stateofspeed.com/2020/02/07/2020-jeep-wrangler-jpp-20-flaunts-mopars-all-new-jeep-performance-parts/#respond Fri, 07 Feb 2020 22:15:59 +0000 http://54.201.197.135/?p=18864

This is where Jeep stepped in and created a custom version of their 2020 Jeep Wrangler JPP (Jeep Performance Parts) 20 to debut at the Chicago Auto Show. Read More →

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2020 Jeep Wrangler JPP 20 Flaunts MOPAR’s All-New Jeep Performance Parts

Jeep Mopar
Photo Credit: FCA

Feb 7, 2020 – There’s no doubt that the Jeep aftermarket industry is alive and kicking—when’s the last time you’ve even seen a bone stock Jeep driving down the Highway?

Jeep JPP 20
Photo Credit: FCA

The thriving scene makes it really easy to get your hands on cool parts at a relatively inexpensive price. Jeep, however, wants owners to see the extensive list of parts offered by their aftermarket performance parts division, MOPAR.

This is where Jeep stepped in and created a custom version of their 2020 Jeep Wrangler JPP (Jeep Performance Parts) 20 to debut at the Chicago Auto Show. This fully custom Wrangler showcases a large array of parts to target off-road enthusiasts.

MOPAR Jeep
Photo Credit: FCA

Mark Bosanac, Head of MOPAR Service, Parts and Customer Care for FCA – North America, says that the JPP 20 “is a ‘check-all-the-boxes’ off-road vehicle for enthusiasts.”

Jeep Wrangler MOPAR lights
Photo Credit: FCA

This Limited-edition Wrangler will come equipped with a 2-inch lift kit, LED light packages, a Rubicon Warn Winch, and much more.

Fox Shocks Jeep wrangler jpp mopar
Photo Credit: FCA

What are your thoughts—will this 2020 Jeep Wrangler JPP be a game changer?

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Leaf Springs vs Suspension Links https://stateofspeed.com/2020/01/07/leaf-springs-versus-suspension-links/ https://stateofspeed.com/2020/01/07/leaf-springs-versus-suspension-links/#respond Tue, 07 Jan 2020 14:52:19 +0000 http://54.201.197.135/?p=15663

Both leaf springs and suspension links have their strengths, and weaknesses. Depending on several factors, either design might be right for you, so we’ll take a look at both. Read More →

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Leaf Springs vs Suspension Links

Let’s be specific, and talk about leaf springs versus suspension links with a solid axle. You may have a straight axle in one end of your 4×4 or both, and it could have a combination of links with leaf springs, all leaf springs, or all links front and rear. Both leaf springs and suspension links have their strengths, and weaknesses. Depending on several factors, either design might be right for you, so we’ll take a look at both. 

Jeep LJ with linked suspension
Vehicle: Jeep LJ with linked suspension
Tires: Patagonia M/T

There are all kinds of link configurations in use. Links can take the form of radius arms, be used in a combination of 4 links, or 3 links, and include wishbones, or panhard bars to center the axle. There is even a unique watts link design, but it is rarely used on a 4×4 because of its limited suspension travel. The job of the links are to locate the axle; that’s it. Some designs will have the shocks and/or springs mounted to the link, but that’s an added function. The link’s main role is to attach the axle to the chassis, and allow it to articulate. 

Multi link suspension on a Jeep
Close up of the linked suspension components on the same Jeep LJ

Linked designs use a coil spring to support the weight of the vehicle. Coil springs can be mounted independently of the shock, or they can be combined in a coilover shock. The coilover shock is a fantastic design because it is compact, and easy to mount. There are no spring retainers or coil buckets needed, only a single bolt on each end. The distinction of a coil spring is important because a coil behaves much differently than a leaf spring. First let’s talk about spring rate. The amount of weight it takes to deflect a spring one inch is the rate of the spring. If it is 100 pounds then for each inch the spring is compressed, it generates 100 more pounds of resistance. To compress it 2 inches, it takes 200 pounds of force. If the coil is wound consistently throughout its length, then it is a single rate coil. Its spring rate is linear. The 100 pounds per inch does not vary. 

Toyota Tacoma rock crawling
Vehicle: Toyota Tacoma
Tires: Patagonia M/T

Linked designs use a coil spring to support the weight of the vehicle.

There are progressive rate coil springs too. They have a few closely wound coils at one end and then wider, equally spaced coils at the other end. The closely wound coils compress at a different rate than the widely spaced ones. Dual rate coil springs are used in some factory based designs. With coilover shocks, the way to create a progressive spring rate is to stack them together. A short stiff spring stacked on a longer, more flexible spring will give you a spring combination that changes rate as it compresses. It’s easy to swap coils to fine tune the rate. You can also adjust the spring rate by introducing preload to the coil spring or springs. If you compress the coil one inch in our 100 pound example, the resistance will already be 200 pounds while the vehicle is at rest.  

Close up of leaf spring suspension

On a leaf spring, the rate is progressive due to the multi-leaf design. The more you compress it, the higher the rate goes. Leaf springs work together as a single unit. Each spring is designed to work with the next leaf in the stack. It’s much more difficult to adjust them without the entire leaf pack being removed, and disassembled. Leaf springs can also suffer from spring wrap. Under hard acceleration or braking, the spring can wrap around the axle causing the axle to twist. The twisting can negatively affect traction, and abruptly changes the pinion angle which strains the driveshaft u-joints. A linked suspension will resist this condition because the links don’t flex. With leaf springs, there is no way to introduce preload to the spring. For ease of tuning, the coil spring wins.    

Ford Raptor with leaf springs in the rear

Leaf springs have been used since roman times so they are well understood.

Toyota Land Cruiser with leaf springs
Vehicle: Toyota Land Cruiser
Tires: Patagonia M/T

The use of a coil is a huge advantage in the link design, but a linked suspension is much more complicated than the leaf spring design; especially if you are retrofitting it onto an existing leaf spring vehicle. It will take extensive fabrication, and a good understanding of suspension geometry. If you are building a 4 link design, the links take up a lot of space which means you will be doing extensive cutting, and relocating to make room. Most people who do a link conversion in the rear cut the entire back half of the frame off, and rebuild it from scratch to work with the link geometry. You can also forget about hauling much in the bed as that space is now taken up by the upper links. It depends on the link design you are using, but typically the longer the links are, the more suspension travel you can get. The linked design also offers more articulation. These attributes affect other assemblies on your vehicle like the steering linkage and the drive shaft, so they all have to be designed to work together. From a purely performance standpoint, the linked design wins again. 

SVC Offroad Ford Raptor doing a jump

It would seem like a linked suspension is the way to go, so why are leaf springs still in use? Leaf springs have their own benefits that make them desirable. Leaf springs are simple to produce, and easy to mount. Leaf springs have been used since roman times so they are well understood. Not only do they support the weight of the vehicle, but they also locate the axle housing. They are very compact when compared with a link design. They are mounted towards the end of the axle housing for stability, so the room between the springs can be used for other components like the engine up front, and gas tanks in the rear. Those components can be located lower in the chassis to keep the center of gravity low to the ground. It also means that a truck bed or cargo area of an SUV can be roomier inside. Because of the leaf springs progressive spring rate, they are much better suited to supporting varying loads. If you drive your truck empty all week, but use a slide in camper on weekends, leaf springs can handle the variation with little or no modifications. The same goes for towing. The stability that a leaf spring design provides helps substantially while towing. 

Jeep XJ with rear leaf springs
Vehicle: Jeep XJ
Tires: Patagonia M/T

If you want a performance based vehicle for rock crawling, or high speed running in the desert, a linked suspension is your best bet. If you need utility for towing, or hauling heavy loads, leaf springs are the way to go.       

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SEMA 2019: Impressions https://stateofspeed.com/2019/11/08/sema-2019/ https://stateofspeed.com/2019/11/08/sema-2019/#respond Fri, 08 Nov 2019 14:01:05 +0000 http://54.201.197.135/?p=16669

Despite SEMA 2019 being called “The Year of the Supra”, the show had an abundance of other fantastic builds that deserve some love.Read More →

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SEMA 2019: Impressions

SEMA 2019 is here and bringing the all-around automotive goodness we’ve come to expect. We don’t know if you’ve heard, but there were a lot of new A90 Toyota Supras out there. Despite this year being called “The Year of the Supra”, the show had an abundance of other fantastic builds that deserve some love.

Welcome sign at the Specialty Equipment Market Association show in Las Vegas, Nevada

Here are some of our Supra-free highlights from SEMA 2019.

IMPORTS

Datsun 510 at a booth during the show

This Datsun 240z has a completely carbon fiber body and is powered by 5.3L Chevy V8 out of a Silverado. This truck powered beast is owned and raced by Shawn Bassett and is built to tear up the track at any time attack.

Powerstop brakes display at SEMA 2019 featuring a Kouki S14 240sx drift car built for #Gridlife

Race ready Nissan GTR R35 Optima Ultimate Street Car WRX STI

MUSCLE

Check out this ’72 Riviera by Gas Monkey Garage of Discovery Channel’s Fast n’ Loud. It’s powered by a Katech LT4 and boosted with a Magnuson Supercharger.

72' Riviera with Katech LT4 built by Fast n' Loud's Gas Monkey Garage in the Chassisworks booth at SEMA 2019

Gen 2 Camaro built for Optima Ultimate Street Car at SEMA 2019 Race tuned Dodge Viper for Optima Ultimate Street Car

Shelby GT350 at the Koni performance shock absorbers booth

Koni showed off their heritage with a Shelby GT350 at their booth sporting the shocks they developed for the original release in the 60s.

OFFROAD

Milestar booth showing off the new SXT tire on a UTV at SEMA 2019
Tires: Patagonia SXT

Milestar Tires displayed their newly released UTV/Side-by-Side specific Patagonia SXT tire.

Trophy truck display in the hall of the Las Vegas Convention Center Thule booth displaying an overland chevrolet Chris Libak's "Animalistic" Mega Truck at SEMA 2019 Overland Jeep Wagoneer at the KC Hilites booth at SEMA

CLASSICS/HOT RODS

Ford coupe with a Cummins swap by Brookville Roadster Inc. at The SEMA Show

Air Lift Performance booth featuring a bagged classic Chevy pickupChevy truck on the showroom floor in Vegas

The AMC Gremlin was once classified as one of the ugliest cars ever made, but that title definitely doesn’t fit this one. This custom Gremlin hot rod is built by Jacob Griffin and proves that these ugly little cars do have some potential.

Hot Rod at the Meguiars display at SEMA 2019

Slammed rat rod by Son of a Fink Customs

Custom convertible rat rod

EURO/EXOTICS

Audi R8 build at the SEMA show in Las Vegas Borla Exhaust booth at SEMA 2019 GoPro booth at SEMA displaying a race built Porsche

Eibach collaborated with Hot Wheels to present this clean BMW 2002 along with its miniature version at their booth. Some lucky attendants even got to take home their own Eibach x Hotwheels collectible 2002.

Volkswagen Transporter pickup at the Seitronix booth at SEMA

Thule booth with a slammed mercedes on display with a roof rackSSR performance lamborghini

Ferrari Testarosa at SEMASlammed Mclaren on air lift suspension by Accuair at the Specialty Equipment Market Association show

 

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Understanding Straight Axles https://stateofspeed.com/2019/10/22/understanding-straight-axles/ https://stateofspeed.com/2019/10/22/understanding-straight-axles/#respond Tue, 22 Oct 2019 15:30:45 +0000 http://54.201.197.135/?p=15796

Many Historians agree that the wheel was invented in 3500 BC. What doesn’t get mentioned is that a wheel needs an axle in order to carry any weight. That means the straight axle has been around for just as long.Read More →

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Understanding Straight Axles

Many historians agree that the wheel was invented in 3500 BC. What doesn’t get mentioned is that a wheel needs an axle in order to carry any weight. That means the straight axle has been around for just as long. When the automobile came about, the need to transmit power through the axle led to the invention of the live axle. The car axle still needed to carry the vehicle weight, but it also had to transfer power to the wheels, so the live axle design made a lot of sense. Any time you can have a single component do multiple functions it’s an engineer’s dream. That’s why you can still find straight axles under cars and trucks today. There are plenty of independent designs in use, but when the load capacity goes up, the live axle gets called into duty. The straight axle design is popular because it has many attributes that can’t be beat.

Jeep rock crawler with a straight axle
Tires: Patagonia M/T

Jeep with straight axle climbing
Vehicle: Jeep JK
Tires: Patagonia M/T

Strength

If you look at the individual parts that make up the straight axle assembly you will see that they are large, and stout. The housing is a weight bearing assembly so the axle tubes are generally a large diameter. The physical size is needed to allow room for the axles inside, but they also give strength to the overall housing. As the weight capacity goes up, so does the diameter of the axle housing tubes. Some of the largest live axles available are the military 5 ton units. Their axle tubes are actually square. They have plenty of room inside, even for the 2 inch diameter axle shafts they use.

Straight axle pieces
Photo Credit: Mike Ingalsbee

All the power from the engine goes down the driveline and through the axle shafts, so as the intended loads increase, so does the diameter of the axles. The center section that houses the gears is most commonly made from cast iron. It needs to keep the ring and pinion from deflecting under load. During acceleration, deceleration, and cornering, the ring and pinion sees forces from several directions. If the ring and pinion were able to move at all, the mesh between gears would vary, and create binding, and irregular wear.

Straight axle assembly
Photo Credit: Mike Ingalsbee

Most live axles are the same design, but scaled up or down to fit the parameters. A small, lightweight suv will not need the same strength that a one ton truck or race vehicle requires. As the housing, axles, and gears get bigger, the remaining parts all need to increase in size as well. Because of the straight axles design, it is easy to attach suspension mounts, and to increase the axle housings strength with the use of thicker materials and/or additional gusseting. This gusseting can be pretty extravagant on some configurations, and many are works of industrial art.

Rock crawling Jeep
Tires: Patagonia M/T

As seen on some Ultra4 cars, the center section can be moved to either side of the housing. The rear engine cars locate the center section all the way over to one side due to the location of the drivetrain. Auto manufacturers vary the location of the center section. Ford likes to locate it on the driver’s side in front axle applications. GM puts it on the passenger side. In the rear, it’s common to locate the center section slightly off center to compensate for the pinion gear offset. That way the axle shafts can be the same length.  

Race UTV getting air
Photo Credit: Mike Ingalsbee

Versatility and Simplicity

The straight axle is simple in design, and extremely versatile. It can be used with many different suspension configurations. Leaf springs, coil springs, Torsion bars, or coilover shocks can all be used with the straight axle to suspend the vehicle. With leaf springs, the spring eyes provide the attachment points to the chassis. A coil spring, or coilover shock does not locate the axle so many different designs exist to attach the straight axle to the chassis including radius arms in front, links, or trailing arms and a wishbone.

Bronco with pan hard bar on a straight axle
Vehicle: 66′ Ford Bronco
Tires: Patagonia M/T

Links can be triangulated to center the axle, or a panhard bar will be needed to control side to side motion. Still another straight axle suspension design is the watts link. The watts link keeps the rear axle centered at all times, which is good, but because of its equal length links, and center pivot design, the suspension travel is limited. Offroad race trucks use a wishbone or triangulated design because they use an incredible amount of suspension travel; up to 30 inches or more on some Trophy Trucks. 

Rock crawling competition vehicle
Photo Credit: Mike Ingalsbee

Performance

The straight axle is popular among rock crawlers because of the superior traction it affords. That traction is made possible because of the travel and articulation possible. We’ve already discussed the suspension travel possible, but articulation is also critical to maintaining tire contact with the ground. With a straight axle, as one side travels upwards, like when climbing over a rock, the opposite side is pushed down into the ground.

Rock crawling jeep with a straight axle
Vehicle: Jeep JK
Tire: Patagonia M/T
Race UTV cornering
Photo Credit: Mike Ingalsbee

Both tires will be planted. In an independent design, as one wheel moves up, it lifts the entire front end. The opposite tire can be lifted off the ground when the travel limit is reached. Independent suspension travel is limited by the length of its arms, and the maximum angle possible from the CV joints.

With a straight axle, as one side travels upwards, like when climbing over a rock, the opposite side is pushed down into the ground.

The independent suspension is pivoting from the attachment point at the chassis. That distance from the pivot to the tire is less than half the width of the vehicle on a factory based truck. The straight axle will be pivoting at the opposite tire. That means the pivot point is as wide, as or wider than the truck. The longer the distance from the pivot point to the tire, the more travel you will have. Travel is the distance it can move up and down, Articulation is the distance between the tire moving up, and the opposite tire moving down. Suspension travel and articulation are related, but in the rocks, articulation is king.  

Offroad race vehicle
Photo Credit: Mike Ingalsbee

Downsides

The straight axle has some great attributes, but it also has some drawbacks. While one side of the axle affecting the opposite side is an asset in the rocks, it’s a drawback when it comes to a smooth ride. The entire axle is disrupted by input from either side. The strength afforded by those beefy parts comes with a weight penalty when it comes to unsprung weight. Sprung weight is the total weight of everything that is supported by your springs.

The more unsprung weight you have, the harder it is for the shocks to control that movement.

The body, the engine, the payload, etc. are all sprung weight. The suspension, brakes, wheels, and tires are all unsprung weight. Unsprung weight is in motion, and needs to be controlled by your shocks. The more unsprung weight you have, the harder it is for the shocks to control that movement. It’s easy to catch a tennis ball. It takes much more effort to catch a bowling ball. You can run bigger shocks with more valving, but you are getting additional stress and strain on the vehicle. For those people who love their straight axles, it’s a small price to pay. When it comes to strength, and simplicity, the straight axle is hard to beat.

Offload race car axle

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The Top 5 Underrated Off-Road Mods https://stateofspeed.com/2019/07/27/the_top_5_underrated_offroad_mods/ https://stateofspeed.com/2019/07/27/the_top_5_underrated_offroad_mods/#respond Sat, 27 Jul 2019 14:58:38 +0000 http://54.201.197.135/?p=14915

These 5 off-road mods might not make you a hero at the mall, but will help you to have a safe enjoyable trip off-road. Read More →

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The Top 5 Underrated Off-Road Mods and Why You Need Them

Milestar Patagonia M/Ts on Jeep JK with Off-Road Mods
Vehicle: Jeep JK Wrangler
Tires: Milestar Patagonia M/Ts

We’ve all seen the mall-crawler trucks and SUV’s roaming the streets. Built with a credit card and a catalog, they look impressive to the average person, but to an enthusiast, they are quickly scoffed at. Huge tires on stock axles, and enough LED’s to light up a runway. They are bedazzled with spare gas cans, or a shiny new shovel that’s never been used. To be honest, many are nice looking, but most would fail miserably when put to the task. The ironic thing is that their owners have spent thousands of dollars on the look, without gaining performance.

You want rubber on the rocks and mud, not your fancy rims.

In the dirt where it counts, most factory stock vehicles are fairly capable, but they are designed as a compromise. Occupant comfort and fuel economy are major factors to designers. Since most vehicles spend a majority of time on the pavement, hard core off-road parts don’t take precedence. Thankfully, there are modifications you can make that will enhance your off-road capabilities without going overboard. We’ll share our top 5 off-road mod picks.

Milestar Patagonia M/Ts on Toyota FJ Cruiser with Off-Road Mods
Vehicle: Toyota FJ Cruiser
Tires: Milestar Patagonia M/Ts

Number one has to be tires. Think about it. Your tires are the only contact you have with the terrain; they need to provide traction for acceleration, braking, and steering. The huge wheels with low-profile tires might look cool, but they don’t provide the benefits of a taller side wall. You want rubber on the rocks and mud, not your fancy rims. The number one factor determining the diameter of your wheels will be clearance around your brake components. On most trucks, a 16 or 17 inch wheel is plenty. Bigger, and wider tires will affect several factors. You will gain traction, stability, and ground clearance, but they will compromise your fuel mileage, turning radius, and your gearing. If you go too big, your truck will be a dog, and no fun to drive. You also need to have the clearance to fit that big rubber. That brings us to number two.

Milestar Patagonia M/Ts on modified Jeep TJ Wrangler
Vehicle: Jeep TJ Wrangler
Tires: Milestar Patagonia M/Ts
Milestar Patagonia M/Ts
Tires: Milestar Patagonia M/Ts

Whether you lift your truck or not is a major decision. If you are driving through swamps in Florida, or rock crawling out west, you might need some lift. In the mountains it may be the last thing you need to do. The swampers need as much lift as possible, while rock crawlers will want articulation as opposed to just height. If you regularly wheel in the mountains on tight, off-camber trails, a leveling kit or 2 inch lift is probably the most you want. Keep in mind, the taller you go, the more sacrifices you will be making. You will be punching a much bigger hole through the air, and you must be willing to forgo car washes, parking structures, drive thru’s or even your own garage.

Ram 2500 on Milestar Patagonia M/Ts
Vehicle: Ram 2500
Tires: Milestar Patagonia M/Ts

This is where many people go off the rails. Your lighting has to be functional.

Modified Jeep XJ Cherokee sitting on Milestar Patagonia M/Ts with Off-Road Mods
Vehicle: Jeep XJ Cherokee
Tires: Milestar Patagonia M/Ts

Number one, and number two will get you to more places off-road. Number three will get you back. 99 percent of the time factory trucks will not have any decent anchor points on the vehicle. The farther off the beaten path you travel, the greater the chance you have of getting stuck. Even if you have a winch, you will need anchor points on your truck. You do have a snatch strap, don’t you? Having a trailer hitch on the back is a great mod because it does double duty. You can tow, you can carry stuff with it, and it’s a solid anchor point. Up front you need to add something to pull on. A lot of trucks have hooks on the front, but many times they are for lashing the truck down during shipping, not for pulling out a stuck rig. They are known to fail. Anything you add will need to tie directly into the frame.

Hook and light on Toyota Tacoma
Vehicle: Toyota Tacoma
Accessories: D Ring Shackle and Baja Designs Ditch Light
Winch on a Toyota Tacoma with Milestar Patagonia M/Ts
Vehicle: Toyota Tacoma
Accessories: Factor 55 Fairlead, ProLink and Shackle with Baja Designs Light Bar

Number 4 is lighting. This is where many people go off the rails. Your lighting has to be functional. Many people emulate their Trophy Truck racing heroes and install incredibly bright (and expensive), off-road lighting. The technology available today is nothing short of amazing, but some of it is way overkill. Trophy Truck drivers need to illuminate the trail ahead at speeds in excess of 100 miles per hour. Will you be traveling that fast? You need to realize huge lights that send a beam out for 2 miles will limit when and where you can use them. No way can they be used on the street. Even off-road you will be shutting them off for the safety of others. Sometimes all you need are better bulbs in your factory head lights. Most of you will add wide angle lights, strategically placed on your vehicle. It’s good to have some bright lights shining ahead, but you also need light to the sides, and behind you. Backing up when your windows, and mirrors are covered in mud is not fun, especially when it’s completely dark behind you. You’ll want at least one flood light out back that lights up the ground, and the surroundings. The rear light can also be used when loading gear, or hitching up a trailer. Don’t forget the sides of your truck either.

Milestar Patagonia M/Ts on Jeep JK in desert with Off-Road Mods
Vehicle: Jeep JK Wrangler
Tires: Milestar Patagonia M/Ts
Modified Red Toyota Tacoma with Milestar Patagonia M/Ts
Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/Ts
Bumper: Demello Offroad

When traveling down a trail at night, your headlights and/or driving lights are shining ahead. They don’t shed much light to the side of the truck. If you are searching for a side road to take, you will never see it. Known by many as “ditch lights” they can be mounted to the front bumper, on a light bar, or the windshield pillar. Ditch lights can also be used to light up your campsite, or when offering assistance on the trail. A set of rock lights will illuminate the undercarriage, and something portable is always useful. Whatever you decide to run as far as lighting goes, make sure you do a proper wiring job so they remain reliable. There are several products on the market that supply a separate dedicated power source for additional electronic components. They work well when adding lights.

Ditch lights on Toyota Tacoma
Lights: Baja Designs S2 Pro ditch lights

There are countless off-road mods that will enhance your vehicle like extending your axle breather tubes to keep water out of your differentials, a more powerful alternator, additional fluid coolers, skid plates, or running an extra battery as a back-up, but the number 5 most underrated mod would have to be organization. You will need to carry spare parts, tools, food, drinks, clothing, bedding, the list is long. Having an organized truck with good storage makes every task easier. It also makes your truck safer. Loose gear in your truck can shift the weight enough to cause a tip over. It can break a window, or injure an occupant. Make sure you have heavy things tied down, and loose parts contained at all times.

Tan Toyota Tacoma on Milestar Patagonia M/Ts with Off-Road Mods
Lights: Leitner Designs bed rack and storage pods
Jeep Gladiator on Milestar Patagonia M/Ts
Vehicle: Jeep Gladiator
Tires: Milestar Patagonia M/Ts

These 5 off-road mods might not make you a hero at the mall, but will help you to have a safe enjoyable trip off-road.

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What Are Beadlocks? https://stateofspeed.com/2019/07/23/what-are-beadlocks/ https://stateofspeed.com/2019/07/23/what-are-beadlocks/#respond Tue, 23 Jul 2019 14:35:04 +0000 http://54.201.197.135/?p=14872

You might have heard the term beadlock used or seen the unique wheels on an offroad vehicle, but what are beadlocks, and what do they do? Read More →

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What Are Beadlocks?

Milestar Patagonia M/Ts installed with beadlocks for offroad
Wheels: Walker Evans Racing wheels with beadlock
Tires: Milestar Patagonia M/Ts

What are beadlocks, and what do they do? You might have heard the term beadlock used or seen the unique wheels on an offroad vehicle. Beadlock wheels are used in several types of racing, especially on dirt. Their look is distinctive due to the circle of bolt heads that run around the face of the outer rim. They look so good that many wheel manufacturers have copied the look without using the actual locking bead design. It gives any vehicle a purpose-built offroad appearance.

When you look at the pros, and cons, beadlocks have a lot to offer on an offroad vehicle.

Milestar Patagonia M/Ts on Fifteen52 wheels on Toyota 4Runner
Wheel: Fifteen52 wheels with non-functional beadlock design
Tires: Milestar Patagonia M/Ts

Real beadlock wheels provide an important function; they keep the tire bead locked to the rim. Typically the air pressure in your tires forces the tire bead into the lip on the wheel creating a seal that holds the air pressure in the tire. That design works well on the pavement where full air pressure is needed. When air pressure is too low on pavement, excessive heat is created, and tire failure is possible. Offroad vehicles sometimes run lower air pressure in the tires to allow a much larger contact patch on the ground; increasing traction. In deep sand and snow, the larger contact patch helps the tire to float on top instead of digging in which can get you stuck. Lower air pressures offroad will also give you a smoother ride, and allow the tire to flex over sharp rocks. A little give in the tire can prevent punctures from sharp rocks, especially in the sidewall. When rubber goes against rock, the rock usually wins. If you are going to run lower pressures, a beadlock wheel is necessary to prevent the tire from spinning on the wheel, or from losing air pressure all together. Once the tire bead becomes unseated, the tire can get damaged, and all traction is lost. If the tire comes apart, it can wrap around the suspension, rip off your brake line, or cause other damage to your shocks, steering, or body panels.

There are several types of beadlock wheels available. The most common style is the bolt-on outer ring. This style has a machined lip on the outside of the rim to locate the tire bead. Once the tire is slid onto the wheel, the outside tire bead rests on the machined lip. The locking ring then goes on top. Bolting the ring to the wheel clamps the tire bead to the rim and creates an air tight seal.

Jeep LJ Wrangler with Milestar Patagonia M/Ts
JEEP: Jeep LJ Wrangler
Tires: 37″ Milestar Patagonia M/Ts
JEEP: Jeep JK Wrangler
Tires: 37″ Milestar Patagonia M/Ts
Jeep with Combat Wheels
JEEP: Bantam Jeep (Peep)
Event: Friends of Steve Mcqueen Car Show 2018

Military wheels use a different design. Instead of the ring clamping the bead to the wheel, they are more of a two-piece wheel with a cylinder that slides over the barrel of the rim. The tire goes on the wheel first. Then the cylinder is slid over the wheel inside the tire. When the outer rim half is bolted down, it clamps the inner cylinder between both inner and outer beads of the tire. The width of the inner cylinder needs to be matched to the thickness of the tire beads in order to work as desired.

Inner Air Bladder by Coyote Enterprises
Diagram: Inner Air Bladder by Coyote Enterprises
Source: Coyote Enterprises

Similar to the military style in concept, as it clamps both beads to the rim, a third design uses an inflatable bladder inside the tire. The bladder sits inside the tire on the barrel of the rim. Once inflated, it pushes out on both tire beads. This style can be used on most non-beadlock wheels. All that is needed is another valve stem added to the wheel in order to fill the bladder.

40" Milestar Patagonia M/Ts on Jeep YJ Wrangler
JEEP: Jeep YJ Wrangler
Tires: 40″ Milestar Patagonia M/Ts

No mention of beadlocks is complete without discussing the elephant in the room. Every automotive forum online has a thread discussing whether or not beadlocks are street legal. Maybe the confusion comes from the old style wheels known as split rims. Split rims have a ring that sits between the tire bead, and a slight lip on the outside of the wheel. Air pressure seats the split ring against the lip on the rim. Split rims are notorious for coming apart when air pressure pumps up the tire. When they were used, the rim and tire were placed in a steel cage to contain the flying parts if the ring flew off. People were injured; even killed by split rims. That’s why they were phased out. The split rim is still used on heavy equipment tires, but you will not find them on anything but vintage vehicles. Most tire shops refuse to work on them. Tire shops don’t like beadlocks either, but one of the benefits of the beadlock design is that you can mount tires without any special equipment.

40" Milestar Patagonia M/Ts installed on Jeep YJ Wrangler with beadlocks
JEEP: Jeep YJ Wrangler
Tires: 40″ Milestar Patagonia M/Ts

Beadlock rings are not illegal, but they can be dangerous if proper diligence is not used.

Jeep TJ Wrangler with Milestar Patagonia M/Ts mounte with beadlocks
JEEP: Jeep TJ Wrangler
Tires: Milestar Patagonia M/Ts
Toyota Tacoma with Milestar Patagonia M/Ts and beadlocks
TRUCK: Noah Voloshin’s Toyota Tacoma
Tires: Milestar Patagonia M/Ts

Generally, there are no laws that specifically outlaw beadlock wheels. At the same time, they do not satisfy the standards that have been adopted by many wheel manufacturers due to their multi-piece design. Beadlock rings are not illegal, but they can be dangerous if proper diligence is not used. Care needs to be taken during assembly. If the bolts are overtightened they can stretch, and fail. If they are not tight enough, the tire can move, and lose pressure. It’s important to tighten the bolts evenly, and to the correct torque value. Each manufacturer has their own standards depending on the bolts used, and the construction of the wheel. Some beadlock wheels have threaded steel inserts for the bolts. Other wheels have been heat treated to a condition that makes the aluminum able to hold a thread. Of course, there are steel beadlock wheels as well. If the tire bead is very thick, spacers may be needed between the rim and the beadlock ring. You don’t want a gap between the ring and the wheel as the tire bead can still flex. The bolts need to have the proper torque on them in order to work. If the bolts fail, the ring can fly off; a dangerous condition.

Green Jeep LJ Wrangler with Milestar Patagonia M/Ts on beadlock wheels
JEEP: Reid Nordin’s Jeep LJ Wrangler
Tires: 37″ Milestar Patagonia M/Ts

Once you get the hang of it though, it’s really simple. That’s another benefit of the beadlock design. If you get a flat tire, you can take the wheel apart, patch the tire, and then put it back together in the field. It will take some work; most beadlock wheels have 20 to 30 bolts. Another benefit of the ring style beadlock is the ring itself. It adds strength to the outer lip of the wheel. If you are grinding your wheels in the rocks all the time, you can replace the rings when they get gouged or worn down. When you look at the pros, and cons, beadlocks have a lot to offer on an offroad vehicle.

JEEP: Jeep JK Wrangler
Tires: 37″ Milestar Patagonia M/Ts

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10 Things to Know Before Going Four Wheeling https://stateofspeed.com/2019/05/16/10-things-to-know-before-going-4-wheeling/ https://stateofspeed.com/2019/05/16/10-things-to-know-before-going-4-wheeling/#respond Thu, 16 May 2019 14:53:36 +0000 http://54.201.197.135/?p=12948

Whether you are conquering challenging terrain, or travelling to remote locations, offroad travel has major benefits. It also comes with some responsibilitiesRead More →

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10 Things To Know Before Going Four Wheeling

Going off-road, or 4 wheeling as some like to call it, is amazing. Whether you are conquering challenging terrain or traveling to remote locations, off-road travel has major benefits. It also comes with some responsibilities. There are some general safety rules and proper trail etiquette that everyone should know before venturing off the pavement.

Vehicle: Toyota Tacoma
Tires: Patagonia M/T

1. Know Your Rig

You should have a good understanding of your vehicle before you hit the dirt. You need to familiarize yourself with the strengths and potential faults found on your model vehicle, and the specific weaknesses of your own rig. It’s also a good idea to regularly inspect it for loose bolts, leaking fluids, or unnoticed damage.

If you know what it’s supposed to look like, it makes it much easier to assess what’s wrong if you run into trouble. At the same time, you need to have a decent supply of typical replacement parts and the tools needed to replace them. Things like belts, hoses, U-joints, and tire repair kits are universally brought along for emergency use. If you are not mechanically inclined, it’s safer to travel in a group with someone who is.

2. Know Yourself

Do you take regular medication? Do you have allergies to poison ivy, bee stings, or sunburn easily? Make sure you have what your body needs to function properly and let others know your condition so they can assist you if needed. Always have water and food. If you take more than you need, you can share it on the trail with those who are in need. I always have a box filled with drinks and snacks that stays in the truck at all times.

It’s also important to carry clothing. Do you have a change of clothes in case you get wet, or coated in something foul? How about a windbreaker, or raincoat? Changes in elevation or location can cause huge swings in temperature and humidity. A good pair of gloves will protect your hands, and keep them warm if needed. Being prepared also includes having a bedroll or some warm blankets just in case. Things that every vehicle should have are a first aid kit, tow rope, and a fire extinguisher.

3. Know Where You Are Going

Many of us live to explore and are driven by our curiosity of what lies around the bend, or over the next hill, but it’s wise to do a little research before you venture out. Is there a highway to the north, a major river that runs to the ocean, or a mountain peak you can use for reference? You should have a general idea what’s out there. Trails can be blocked, vehicles might be damaged; emergencies can, and will happen. Do you know which direction to go for help? Always have options in case something goes wrong.

Vehicle: Toyota Tacoma
Tires: Milestar Patagonia M/T

4. Know How To Navigate

Can you read a map and a compass? Do you understand topography? There are things in nature that can assist you when navigating through the wilderness. Water generally runs downhill. The sun rises in the east, and sets in the west, and the higher you go, the less vegetation will be present. If you need to signal someone, head to the highest point.

Vehicle: Ford SVT Raptor
Tires: Milestar Patagonia M/T

If you seek shelter, get down in the valley. A couple more good bits of advice are that perfectly straight lines in the distance usually means something there is man-made, and nobody builds a road in the wilderness for no good reason.

Vehicle: Toyota 4Runner Tires: Milestar Patagonia M/T

5. Know the Rules of the Trail

The first rule is to stay on the trail! If the trail you are on is not challenging enough, find one that is. Never head off the trail to challenge obstacles or take short cuts. Trail etiquette includes keeping the trail clear if you decide to stop. Always give the vehicle heading uphill the right of way, and don’t follow too closely. Always make sure others on the trail are OK. We can be stubborn asking for help, so always break the ice with strangers you may meet by offering help if it is needed.

When someone pulls over to let you pass, let them know how many vehicles are traveling in your group. Hold up however many fingers corresponds with the size of your group, or if it’s more than 10, you might want to stop and tell them.

Always have options in case something goes wrong.

If you encounter wildlife or animals on the trail, give them space. Take pictures, admire them, but don’t startle them, or harass them. Taking a selfie with a wild animal is not wise for several reasons. Always pack out your trash, and don’t feed the animals.

6. Know How To Communicate

Almost everyone carries a cell phone these days but reception in more remote areas is spotty at best. Do you have a 2-way radio? Do you use a device that will send an emergency beacon if needed? How about a satellite phone? There are all types of communication available both high tech and primitive.

You can use rocks or sticks to show which direction you are traveling and use a whistle to send messages as far as the sound will travel. Like stated in #4, perfectly straight lines are typically man-made, so a giant X or an arrow can help people in the air spot your location. The military uses hand signals to communicate when they need to be silent. The same techniques may be useful when you are within sight, but out of shouting distance.

7. Know Your Biology

You should know what types of plants, and/or animals pose a danger to you where you are traveling. Is that a typically docile lynx, or a mountain lion looking for a meal? In the worst case scenario, you will need to know how to find food and water. Do you know which types of plants need lots of water to grow? This also provides a great way to stay entertained.

If the kids get bored, quiz them on what types of plants they are seeing. Get some books and keep track of the plants or animals you see along the way. The more you know about the ecosystem you are in, the more you will appreciate how nature works. It can also help you with situational awareness. When the vegetation changes, you know you are entering someplace different.

8. Know Situational Awareness

It’s easy to forget about what you are doing when you are away from the crowds. Nature is so rewarding, but it can also be dangerous. Whenever you are on the trail, you need to read the terrain. Is the trail getting rockier, sandier, or muddier? Are you heading down into a valley, or higher into the hills? Do you see weather conditions changing on the horizon? You should be relaxed and enjoying yourself, but you should also be aware of your surroundings at all times.

Many people just follow the trail without making a mental note of landmarks they can use on the way back. If they get mixed up and on the wrong trail, they get lost. Part of navigating successfully is paying attention to the direction of travel, forks in the road, side trails, and other distinguishing points along the way. You might not know exactly where you are at all times, but you should be able to realize when you are going down instead of up or heading into the sun instead of away from it.

9. Know How To Relax

Taking your vehicle off-road can be stressful. Learning your capabilities takes time and experimentation. You will get stuck. You will get flat tires. You will probably get lost. The key in all those situations is to relax. Things are usually not as bad as they seem and if you have done all the other things mentioned here, you will be prepared. The situations that come up might be daunting at the time, but they will become fond memories and great stories to share in the future.

Solving problems is part of the adventure.

Most of the negative things that happen are caused by rushing. See some sketchy obstacle ahead? Get out and check it first. When you go to try it, is your seat belt on? Did you air down your tires? Are you in the right gear? Slow down and relax, it will pay off in spades. If you are in a situation, a clear head will be vital in solving your dilemma. Solving problems is part of the adventure. Adversity helps us to appreciate how easy most of us have it in our daily lives. If you are not on fire, you aren’t dying of thirst, and you are not injured, it’s not that bad, you’ll be OK.

10. Know All These Things and More

These are only a few ideas that will make your off-road journeys more pleasant. There are endless things to learn and understand about nature. Many people love to cook in the outdoors and thank goodness they do. There is nothing better than a gourmet meal in the fresh air of the wilderness. You may develop an interest in bird watching, photography, geology, hiking, biking, you name it.

There are so many opportunities that make themselves available once you become an off-road traveler. The key is to keep learning as much as you can. The skills you pick up along the way will benefit you your entire life and can be passed on to your friends and family as well. So hit the dirt, have fun, and stay safe on the trail.

 

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The Jeep: From Willys to Wrangler https://stateofspeed.com/2019/05/07/the-jeep-from-willys-to-wrangler-2/ https://stateofspeed.com/2019/05/07/the-jeep-from-willys-to-wrangler-2/#respond Tue, 07 May 2019 14:56:13 +0000 http://54.201.197.135/?p=12749

In the end, there’s only one vehicle that truly deserves the title of “The Most American Car Ever”.Read More →

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The JeepFrom Willys to Wrangler

How the World’s Most Famous Go-Anywhere Vehicle Earned Its Stripes

If you had to pick a single candidate for “the most American car ever,” there are a lot of potential candidates. The Corvette would be near the top of the list—it’s always been “America’s sports car” from the original C1 racers at LeMans through the iconic split-window 1963 model and the C3 that defined the Apollo Era of American exceptionalism (and endured the dark days of smog restrictions and gas lines), all the way up to today’s C7 and upcoming mid-rear-engine C8 supercar.

Photo Credit: Fiat Chrysler Automobiles

You could also make a case for the Ford Mustang that launched the Pony Car wars and spawned the Camaro and Challenger, or the “shoebox” Chevy sedans that became a favorite of hot rodders. The original muscle car, the Pontiac GTO, would also be on the shortlist, and even the Ford Model T would be a strong contender, thanks to the way it put car ownership in the reach of the working class and created the impetus for America’s shift from roads designed for horse-drawn conveyance to ones better-suited for cars and trucks.

Photo Credit: Fiat Chrysler Automobiles

But out of all the possibilities, in the end there’s only one vehicle that truly deserves the title—the Jeep. In continuous production (and continually popular) since 1941 and showing no signs of ever falling out of favor, the iconic off-roader is the one motor vehicle that stands above the rest. Born in the shadow of looming global conflict, the original Jeep served admirably in the Arsenal of Democracy, transitioned to civilian life as a workhorse for farmers and ranchers, and evolved into a status symbol that never lost its off-road credibility.

While “Jeep” grew from a single, scrappy 4×4 light scout car into an entire brand that has encompassed multiple different platforms over the years, including today’s unibody SUV and crossover vehicles, what we’re really interested in is the MB, CJ, and Wrangler models that are first to mind when you hear the name “Jeep.” Here is their story.

Photo Credit: Fiat Chrysler Automobiles

Flat Fenders

The vehicle we know today as the Jeep began its existence as a US Army specification for a “Truck, ¼ ton, 4×4” just prior to America’s entry into the Second World War. Post-WWI, the country’s armed forces had been significantly drawn down and reorganized, and many experiments were in progress to determine how new technology would make the next conflict different from the static trench warfare that characterized the Great War.

…the original Jeep served admirably in the Arsenal of Democracy, transitioned to civilian life as a workhorse for farmers and ranchers, and evolved into a status symbol that never lost its off-road credibility.

Light trucks and cars had shown promise toward the end of that war as a way to conduct reconnaissance, quickly move troops, artillery, and supplies, and generally, replace the large numbers of horses that had previously done most of the heavy lifting. The Army had a number of vehicles already in development or production that ranged from a half-ton to 7.5 tons in payload capacity, but a need was recognized for a smaller, more agile vehicle in the quarter-ton capacity range for the reconnaissance and liaison role.

American Bantam, a manufacturer with a somewhat-troubled history of bankruptcy but plenty of experience with small cars, and Willys-Overland, another faltering Depression-era builder and seller of small cars, endeavored to produce prototypes to meet the somewhat-unrealistic specifications set out by the Ordinance Technical Committee: 4-wheel drive, a crew of three, a 75-inch wheelbase and 47 inch track width, a fold-down windshield, 660-pound payload, and an engine with a minimum of 85 pound-feet of torque, all weighing in at a scant 1,300 pounds empty. Oh, and by the way, bids were required in 11 days, with a deadline of 49 days for the first prototype and 75 days to deliver 70 test vehicles.

Photo Credit: Fiat Chrysler Automobiles

While Willys was the low bidder, they were passed over in favor of Bantam when they couldn’t commit to the incredibly short deadline, and the Army moved ahead with the project. Over the course of development, Willys and eventually Ford became involved, as Bantam didn’t have anything close to the production capacity that would be required for full-scale manufacturing. The specification evolved from the ridiculously-light 1,300-pound weight goal to a more sensible 2,160-pound maximum, and Bantam ended up being edged out of the project as the Willys MB and Ford GPW became the definitive production models, with the US Army securing the patent for what would be known as the WWII Jeep in 1942.

Over the course of the war, Willys would manufacture more than 360,000 MBs and Ford would build another 280,000-plus GPWs. Ford being Ford, while parts were mostly interchangeable between the two, many of the parts produced by Ford would be stamped with a stylized cursive capital letter “F” in the same font as the Ford logo.

Photo Credit: Fiat Chrysler Automobiles

Post-War Production

With the Second World War drawing to a close, and all of America’s manufacturing corporations eyeing the future beyond the massive expansion they’d experienced since 1941, Willys-Overland was keen to find a way to turn the MB into something that could be sold on the civilian market. In 1944 with victory in sight, they began to work on prototypes for the “Civilian Jeep,” or simply CJ, mainly consisting of removing military-specific details like blackout lights and adding a tailgate. The initial conversions would later be referred to as the CJ-1, though none have survived and details are scant. The follow-on CJ-2 prototypes would be another limited experiment with only a few scores produced for internal company testing of more civilian-friendly modifications, and a few still exist today.

Photo Credit: Fiat Chrysler Automobiles

These led to the CJ-2A, the first true production civilian Jeep, which introduced the now-trademarked 7-slot vertical grille (previous models had 9) and was primarily intended for the agricultural market with a wide range of factory accessories like winches, snow plows, mowers, and even welders powered off of the engine’s PTO mount. More than 200,000 were sold between the end of the war and 1949, in a bewildering array of possible configurations that have become a collector and restorer playground/nightmare.

Photo Credit: Fiat Chrysler Automobiles

The next model, the CJ-3A, debuted in 1949 and included more detail changes to improve the transmission, axles, and suspension, and was adopted to replace the now-elderly wartime MB and GPW Jeeps in US military service as the Willys MC, designated the “Utility Truck, M38.” 130,000 or so were produced before being replaced by the CJ-3B in 1953, with more minor changes. Kaiser (yes, the same car manufacturer that eventually spawned the healthcare company) bought Willys-Overland that same year, and licensing of the Jeep design was expanded from Mitsubishi (who had produced the 3A in post-war Japan exclusively for police and other government use) to also include Mahindra in India, who would continue to grind out CJ-3B-based vehicles all the way through 2010.

Photo Credit: Fiat Chrysler Automobiles

The CJ-4 moniker was applied to a stillborn concept project in 1950-51, so the next Jeep model the world would see was the CJ-5. In various versions, it would remain in production from 1955 to 1983, and it soldiered on through many changes – not the least of which came when Jeep was sold to American Motors Corporation in 1970. In military service it would be known as the M38A1, and in 1972 AMC engaged in a major revision to the platform that increased the wheelbase by 3 inches, added overall length, and increased the size of the engine bay to accommodate both a 304 cubic inch V8 and 3.8 and 4.2 liter straight six engine options.

…Jeep fans absolutely lost their minds, with the YJ being panned by hardcore enthusiasts as an unworthy successor to the legendary CJ series.

AMC’s marketing increasingly targeted mainstream buyers instead of the agricultural and utilitarian appeal previous Jeeps had cultivated. Multiple appearance, accessory, and performance packages were offered, leaning heavily toward the stickers-and-stripes design ethos of the 1970s and early ‘80s.

Photo Credit: Fiat Chrysler Automobiles
Photo Credit: Fiat Chrysler Automobiles

A stretched-wheelbase version of the CJ-5 was designated as the CJ-6 and was produced between 1955 and 1981, but most of the 50,000 or so units made ended up overseas, with US availability ending in 1975. As a hint of things to come, a 4-door version was available, but never caught on domestically. The definitive “Civilian Jeep” model, the CJ-7, debuted in the 1976 model year in the US in production that overlapped its predecessor. It was visually distinctive from the CJ-5 primarily due to different door cutouts, but also featured changes to the ladder frame beneath the bodywork that allowed wider placement of the rear leaf springs for more chassis stability—the CJ-5 had been somewhat unfairly faulted for being dangerous in sudden obstacle avoidance maneuvers, and the suspension improvements were intended, in part, to address that issue. As the last of the classic Jeep models that could draw their lineage directly to the original WWII MB and GPW, almost 380,000 were built before the sun set on the CJ series in 1986.

Meet the Wrangler

For 1986, AMC (now owned by French auto conglomerate Renault) introduced a mostly-clean-sheet replacement for the CJ-7 named the Wrangler, with the internal chassis code YJ. The redesign continued the trend toward more safety and comfort features, but retained the Jeep essentials—leaf-sprung live axles front and rear, body-on-frame construction, a folding windshield and removable doors, and a strong bias toward off-road competence over everyday practicality. Nevertheless, Jeep fans absolutely lost their minds, with the YJ being panned by hardcore enthusiasts as an unworthy successor to the legendary CJ series. The distinctive square-headlight Wrangler continued in production through the purchase of the Jeep brand by Chrysler in 1987, with total production topping 685,000 units before the final 1995 production year.

Photo Credit: Fiat Chrysler Automobiles

Remaining 1995 YJ production models continued to be sold through the “missing” 1996 Wrangler model year, and the new TJ made its debut for 1997. Bowing to the power of nostalgia, the new Wrangler went back to round headlights, but introduced a major change to the suspension in the form of coil springs in place of the front and rear leaf spring setup that dated back to 1940. Once again, Jeep purists were enraged, but the Wrangler gained another major improvement in everyday on-road practicality in exchange for essentially no loss of off-road competence. The top engine option remained as a modernized 4.0L version of the venerable AMC straight-6, with 4-cylinder power in base models. A “Wrangler Unlimited” model, still retaining the 2-door body configuration but stretched 10 inches in wheelbase and 15 inches overall compared to the standard TJ, debuted for 2004, offering better room in the back seat and greatly improved towing capability.

Photo Credit: Fiat Chrysler Automobiles

TJ production wrapped up in 2006, and Jeep introduced the JK Wrangler for the 2007 model year. While still retaining live axle suspension and styling that was very similar to the TJ, the JK was a complete redesign that was wider and longer in wheelbase (though shorter overall) than its predecessor. Most importantly, the Wrangler Unlimited, AKA the JKU, introduced a true 4-door option with a 20-inch longer wheelbase while being less than 3 inches longer overall than the previous TJ Unlimited. This decision turned out to be hugely successful, with the overwhelming majority of JK buyers opting for the 4-door Unlimited model. Finally giving in to the inexorable march of progress, hardcore Jeep fans have embraced the JK/JKU, and the aftermarket has shown incredible enthusiasm for the third-gen Wrangler with an enormous variety of suspension, engine, and body upgrades.

Photo Credit: Fiat Chrysler Automobiles

For the 2018 model year, Jeep introduced the JL, which continues the tradition of body-on-frame construction and live front and rear axles, with more concessions to the luxury and comfort features buyers of the increasingly-expensive Wrangler have come to expect. While it remains the most competent off-road domestic vehicle you can buy off the showroom floor, especially in “Rubicon” trim, today’s Wrangler has come a very, very long way from the tiny “go-devil” known to US troops in WWII. Over the past eight decades, Jeeps have gone from a thrown-together way to haul a few soldiers and their gear across inhospitable terrain to luxury mall-crawler and every point in between. In the process, they’ve become the most uniquely American form of transportation, recreation, and personal expression, and there’s no end in sight.

Photo Credit: Fiat Chrysler Automobiles

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Can the Mint 400 Really Be the Greatest Damn Thing Ever Seen? https://stateofspeed.com/2019/04/01/can-the-mint-400-really-be-the-greatest-damn-thing-ever-seen-2/ https://stateofspeed.com/2019/04/01/can-the-mint-400-really-be-the-greatest-damn-thing-ever-seen-2/#respond Mon, 01 Apr 2019 14:53:33 +0000 http://54.201.197.135/?p=12081

The many spectators and other racers who merely made it to the finish might just say that the 2019 Mint 400 was the greatest damn thing ever...Read More →

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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?

MINT 400 dust
Photo Credit: Mike Ingalsbee

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.”

1507 at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

MINT 400 in Las Vegas, Nevada
Photo Credit: Mike Ingalsbee
Vintage MINT 400
Photo Credit: Mike Ingalsbee

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.

Old people at MINT 400 2019
Photo Credit: Mike Ingalsbee
KJ Hoe and Scott Campbell's 4520 at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

8182 on the streets during MINT 400 2019
Photo Credit: Mike Ingalsbee
26 at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

General Tire rig in the dirt
Photo Credit: Mike Ingalsbee

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.

Modified VW Beetle 1132 at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

RPM Racing at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

Dudes spittin' verses at MINT 400 2019
Photo Credit: Mike Ingalsbee
FOX Suspension booth at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

Crowds
Photo Credit: Mike Ingalsbee
Dirt Bike at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

RIGID rig sponsored by Method Race Wheels and 4WP at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

Off-road rig sending it
Photo Credit: Mike Ingalsbee

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.

Negu truck in the air at MINT 400 2019
Photo Credit: Mike Ingalsbee
Negu truck nosedive crash at MINT 400 2019
Photo Credit: Mike Ingalsbee

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.

Rig at MINT 400 2019
Photo Credit: Mike Ingalsbee

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2019 Metalcloak Stampede Race Recap https://stateofspeed.com/2019/03/28/2019-metalcloak-stampede-race-recap/ https://stateofspeed.com/2019/03/28/2019-metalcloak-stampede-race-recap/#respond Fri, 29 Mar 2019 01:08:09 +0000 http://54.201.197.135/?p=11830

The 2019 Lasernut Western Series kicked off this past weekend with the MetalCloak Stampede at Prairie City SVRA.Read More →

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Over 100 Competitors Make For an Action-Packed 2019 Metalcloak Stampede,

Drawing Record Crowds Despite Wet Weather

Temecula, CA (March 28th, 2019) – The 2019 Lasernut Western Series kicked off this past weekend with the MetalCloak Stampede at Prairie City SVRA. The MetalCloak Stampede event, one that has been an annual staple in the Ultra4 Racing calendar for 7 years and counting, kicked off the season a bit early this year, making room for Ultra4 Racing’s first series race in Mexico later in the spring.

While the bump in the schedule didn’t come without wet weather, the first race weekend in the Western Series went off with a smash, bringing out over 100 drivers in five different classes for two full days of epic racing action!

QUALIFYING

Due to the looming rain, qualifying was moved up by a couple of hours on Friday afternoon, allowing everyone to qualify in as little mud as possible. With all of the classes mixed for qualifying, it was a who’s who of the competitive off-road racing world taking to the track in an attempt to lay down their fastest laps for more favorable starting orders for Saturday’s prelims.

While some drivers chose to play it more on the safe side, qualifying mid-pack in their classes, others went all-out. For many, that foot-to-the-floorboard action paid off with top drivers in the 4400 Class like Raul and JP Gomez, Paul Horschel and Vaughn Gittin Jr. throwing down lap times in the one minute and 50-second range, top guys from the UTV, Modified and Legends classes hitting the finish line in just over two minutes, and Stock Class competitors putting down respectable times starting in the two minutes and 30-second range.

For others, however, that drive to go all-out in qualifying resulted in less than ideal ways, from equipment breakdown and handling missteps to full-on bicycle shows and flips– the most notable being the end-over-end somersault of Loren Healy in his two-seat 4400 Class car.

By the time Mother Nature fully let loose around 4 pm, all 100+ cars had qualified, ending the day in preparation for Saturday’s races.

4400 HEATS, B-MAIN AND LCQ

After a full night of rain, the track was thoroughly soaked come Saturday morning, postponing all racing action until just after 11 am. While the weather delay did away with prelims for the UTV and Limited classes, a full day of racing action kicked off following the 10:45 am drivers meeting with the three 4400 Class heats.

With only seven competitors moving on to the 4400 Class Main from each heat, the battle among drivers was fierce. Heat One saw top 4400-class qualifier, Raul Gomez, go on to make a sweep right into the main event, with his brother JP doing the same in Heat Two and Paul Horschel taking the checkered in Heat Three.

With Healy’s flip in qualifying pushing him to the back of the pack coming into Saturday’s races, Heat One was filled with lots of cat-and-mouse action for the two-time KOH King, but in the end, he pulled out a respectable fourth place finish in the very car he had flipped the day before.

Other 4400 Class drivers who moved their way into the main straightaway included the likes of Shannon Campbell, Bryan Crofts, Jeff McKinley, Vaughn Gittin Jr., Levi Shirley, and Mike Bergman.

For those 4400 Class drivers who didn’t make the cut in their heats to go directly to Main, B-Main was their next shot. With eleven drivers competing for just three spots, drivers came out swinging, with Marcos Gomez, Ian Keontges and Don Fisher earning their spots in the 4400 Main race.

Eight competitors remained with just one spot left for the taking through LCQ, including Wayland Campbell, who had battled problem after problem with his car throughout the day. Fortunately for him, he was able to overcome the car troubles and pull out a win in the final 4400 prelim race to secure his spot in the Main.

UTV AND LIMITED CLASSES

Intermixed with the 4400 Class prelims were the main events for the UTV and all of the Limited classes. Due to prelims for each class being canceled due to weather and time constraints, competitors lined up in their respective classes in order of their qualifying results from Friday afternoon.

Going off the line in the pole position for the UTV class was Cole Clark, lined up next to the second qualifier, Travis Zollinger. Battle as he may, Clark was unable to keep his starting position and ended the race shortly out of the gate. In contrast, Zollinger battled at the front of the pack the entire race, eventual being passed by Loren Healy (1st), Ben Jones (2nd) and Phil Cagliero (3rd) by the end of the ninth lap, pushing him back to a fourth-place finish.

Following the UTV Main was the Spidertrax 4600 Stock Main, with Josh Atteberry in the pole position and Albert Contreras leading the pack going into lap one. Eleven Stock Class competitors took to the track for the 6-lap race. In the end, it was Contreras who took the checkered flag, followed by Atteberry in second and Dawson Allington in third.

After the 4400 Class B-Main, the Branik 4800 Legends class hit the track for a 9-lap battle of grit and glory. Bailey Cole led the class out of the gate with pole position from the day before – 23 other competitors in the field breathing down his neck. Mud flew, drivers flipped and cars broke, but Bailey was able to stay out front and turn his pole position in a win in the 4800 Class, sharing the podium with David Hartman (2nd) and Craig Allen (3rd).

Following the 4400 Class LCQ, the Yukon 4500 Modified Class took to the now much tackier race course for their main event. With Jimmy Jack on the pole and Kevin Stearns going off the line right next to him, the battle to see who could get to the end of nine laps the fastest started as soon as the green flag dropped. Twelve cars started the race but just five were able to complete all nine laps. In the end, it was Dan Fresh who took the checkered, followed by Rick Lavezzo and John Grounds.

4400 MAIN

The final event of the day, the 4400 Class Main, kicked off just after 6 pm with driver introductions and the singing of the National Anthem. Twelve laps stood between the drivers and the finish line, with heavy hitter after heavy hitter chomping at each others’ heels to get out front.

Though they had all taken to the course at least once already during the day, no driver was spared the change in course conditions from a full day of racing passed and the consequential adjustments in driving technique needed to lay down their bests.

With the majority of the field hanging on through the first half of the 12 laps, each lap following saw more and more competitors fall out of the running for top positions. In the end, just eight drivers of the 25 who started were able to complete all 12 laps, with just over a minute and 30-second spread between first and eighth.

When the checkered flag was waved, it was a battle right to the end between Loren Healy, Paul Horschel and JP Gomez. But when the data came in, it was Healy by a nose, with Horschel trailing just two seconds behind for second place, and Gomez coming in third just three seconds behind him.

For full MetalCloak Stampede race results, please see the Ultra4 website HERE.

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Going Big: A General Guide to 40-Inch Off-Road Tires https://stateofspeed.com/2019/03/15/a-general-guide-to-going-to-40-inch-tires/ https://stateofspeed.com/2019/03/15/a-general-guide-to-going-to-40-inch-tires/#respond Fri, 15 Mar 2019 14:53:31 +0000 http://54.201.197.135/?p=10946

Going off-roading means you need 40-inch tires, right? There are things you need to take into consideration before going oversizedRead More →

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Going Big: A General Guide to 40-Inch Off-Road Tires

Going off-roading means you need 40-inch tires, right? Well, it depends. There are some things you need to take into consideration before going oversized.

40 inch Milestar Patagonia Tires on Jeep JL
SUV: Dan Fresh’s 2018 JL Wrangler Unlimited Rubicon
Tires: 40″ Milestar Patagonia M/Ts

First, we must confess that this is a bit of a generalization. What we’ll be discussing here might not be exactly what your truck or SUV needs to make that jump to a 40-inch tire. For example, your rig might come with axles strong enough to turn a 40-inch tires without breaking the splines or itself in half. You might be able to remove your fenders on your Jeep but the guy in the F150 can’t.

If you’re just a mall crawler, you might be fine with mostly stock stuff, but if you do go off-road, you’ll need upgrades. So, this will be a guide of things to take into consideration before plunking down cash on those big tires. We won’t touch on anything specific to any single vehicle.

40 inch Milestar Patagonia Tires on Jeep YJ
SUV: YJ Wrangler
Tires: 40″ Milestar Patagonia M/Ts

Let’s start with the thing everyone points out as the first thing to change or at least modify: your axles. First, why? Why do you need to consider your axle when changing to larger diameter tires? Much of it has to do with the diameter and additional weight of the tires. Yes, you need to re-gear (and recalibrate your speedometer) to overcome the increased overall gear ratio. A 33-inch tire will have a rollout of 103.7-inches and will rotate 630 times per mile.

40 inch Milestar Patagonia Tires on Jeep JL

Dana Differential Close up on Jeep JL

A 40-inch tire, on the other hand, will have a rollout of 125.7-inches and will rotate 517 times per mile and means you are going further on each rotation. By changing to a taller tire, you’ve essentially increased your overall gear ratio and will be showing a slower speed than what you’re actually doing. So, if you were doing 65-MPH with a 33×12.50, you’ll be doing nearly 80-MPH with a 40×13.50 while still showing 65-MPH.

…if you’re going with big tires, most likely plan on going with bigger axles at the same time.

This means you would not only have to recalibrate your speedometer but also need to re-gear to keep the engine RPMs close to the same for the corrected speed. Fortunately, there are many online calculators to help you determine what gear you need for the tire size increase as well as handheld tuners that allow you to recalibrate your speedometer for your tire size and gearing.

40 inch Milestar Patagonia Tires on Jeep YJ

That won’t be the only problems with your axles, though. Because of the increased weight, you’ve also increased the rotational mass and resistance to rotation. This means you’ll need more torque and you’ll do that by adding power or decreasing your gear ratio or both. This increases stress on the axles and usually leads to failure at the splines and axle shafts on straight axles and, additionally, failure of U-joints or constant velocity joints on independent axles. So, if you’re going with big 40-inch tires, most likely plan on going with bigger axles at the same time.

40 inch Patagonia MT tires

You’ll probably want to invest in new driveshafts, as those will be the next weakest links when it comes to transferring torque to your axles. Most truck and SUV transmissions and transfer cases can operate fine with big tires, but you’ll want to inspect them more often or consider a swap out for heavier-duty versions from the aftermarket. You won’t necessarily need an Atlas or even an NP205, but definitely look for upgrades for your chain-driven New Process transfer case that will allow it to handle more torque. However, if you have a regular NP241, get something better or at least an NP241HD.

40 inch Patagonia MT tires on Jeep YJ

Off-road tires on Jeep YJ

You’ll need a lift, even if you already have a 2- or even 3-inch lift you’ll need to go a bit higher to clear the tires. This is where an IFS suspension starts to lose its advantages as you raise the truck higher, it will continue to ruin the steering and feel of the truck or SUV. You’ll also wear parts out much quicker because of the stresses and the increased load of the lift as well as the tires.

…it’s probably best for only hardcore off-road rigs and showboaters.

You’re looking at a custom suspension regardless if you stay with your IFS or swap the front to a solid axle. For the rear with leaf springs, you’ll be able to find re-arched springs for a decent lift without needing to resort to a huge block for sprung-over axles (where leaf sits on top of the axle). For sprung-under, you’ll have to convert it to sprung-over or you’ll have arches so large it will be pointless.

Off-road tires on Jeep YJ

If you don’t lift, the body will need extensive modification for a 40-inch tire to work. If you don’t want to cut sheet metal, your only other option will be to replace it with fiberglass parts made for prerunners and desert trucks. If you cut metal, most states will require you to have something to cover the tires and have clearance lights on fender extensions to remain legal. Easy to do on a Jeep, not so easy to accomplish on anything with a regular body.

Patagonia MT tires on Jeep YJ

Patagonia MT tires on Jeep JL

You’ll also have to make sure the wheels you use to give you the right backspacing (offset) to clear those very wide tires. The rear can typically be more aggressive than the front and can get away with higher backspacing (lower offset). The fronts, however, need to be spaced so that you can turn properly and not rub the frame or suspension components. Again, in many states, there are also legal issues with tires rubbing the body and chassis.

40 inch Patagonia MT tires on Jeep YJ

Running 40-inch tires isn’t easy, in fact, it’s probably best for only hardcore off-road rigs and showboaters. It’s not impossible to run that big of a tire, but there are many, many things you need to consider before doing it. This is just a short list as there are explicit things you need to do to specific vehicles to run tires this big. The best piece of advice we can give you is to research. Look for who’s done it with a vehicle like yours and see the trials and tribulations they had to go through to make it work. Then, decide if you’re willing to do the same.

40 inch Patagonia MT tires on Jeep YJ

If not, there’s nothing wrong with running 35s on your truck, SUV or Jeep and they are plenty capable. Just ask the guys who race in the Ultra4 Every Man Challenge.

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2019 King of the Hammers https://stateofspeed.com/2019/03/07/2019-king-of-the-hammers/ https://stateofspeed.com/2019/03/07/2019-king-of-the-hammers/#respond Thu, 07 Mar 2019 15:58:43 +0000 http://54.201.197.135/?p=10353

It’s not often when something comes along that is an entirely new concept, especially in motorsports. The King of the Hammers race has done just that.Read More →

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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).

red rock racer climbing down a rocky desert hill, keeping ahead of the competition at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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 impromptu Hammertown at Means Dry Lake in Johnson Valley, at King of the Hammers 2019
Photo Credit: Mike Ingalsbee
Crowd of people finding places to watch the races at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

Orange jeep-based rock crawler racing through some loose sand at King of the Hammers 2019
Photo Credit: Mike Ingalsbee
rock crawler speeds through the desert while a crowd of onlookers watches at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

rock racers turning to climb a steep rocky hill at King of the Hammers 2019
Photo Credit: Mike Ingalsbee
lasernut racing rock racer speeds through the desert track at King of the Hammers 2019
Photo Credit: Mike Ingalsbee
landscape shot of the track where one can see the trails of dirt and dust left by the competitors at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

A red rock racer crawling down a mountain at King of the Hammers 2019
Photo Credit: Mike Ingalsbee
Nick Hall's rock racer crawling over some rocks at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

Jacob Berger's Black rock racer at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

Black Monster Energy rock racer flying through sand at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

Gold Optima Batteries rock racer climbing down from a rock hill at King of the Hammers 2019
Photo Credit: Mike Ingalsbee

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.

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38 Inch Special: A Guide to 38 Inch Tires https://stateofspeed.com/2019/02/25/38-inch-tires/ https://stateofspeed.com/2019/02/25/38-inch-tires/#respond Mon, 25 Feb 2019 16:05:12 +0000 http://54.201.197.135/?p=9843

What does an owner do when they want more than their 37’s, but can’t afford or justify the required upgrades for 40’s? Enter the Milestar Patagonia 38".Read More →

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38 Inch Special:
A Guide to 38 Inch Tires

Go into any current forum or social media group for Jeeps and 4x4s and you will find the most frequently asked question is “How big of a tire can I fit on my *insert 4×4 here*?” The question is posed so frequently that the query is “stickied” to the top of the forum page with countless replies. “You can fit 35 inch tires if you have…” “37 inch tireswork, but only if you’ve done…” “You need tons in order to run 40 inch tires…” (“Tons” is shorthand for 1-ton axles sourced from a pickup). They’ve all been asked.

White, red and yellow Jeep JKs with 37, and 38 inch Milestar Patagonia MT tires
SUVs (from left): Yellow Jeep Wrangler JK, Red Jeep Wrangler JK, and White Jeep Wrangler Rubicon JL
Tires (from left): 37 inch, 37 inch, and 38 inch Milestar Patagonia M/Ts

These seemingly universal 4×4 questions have been answered in their entirety, which we won’t get into here. The Jeep community has seen the 37×12.50R17 become the ubiquitous size on any new Jeep. Go back just over a decade and 37s were the extreme size tire to have and only a handful of brands to choose from. 33s and 35s were BIG, but 37s meant you were serious! So how did this desire for ever-larger tires come to be so common and why is there such a jump in size going from 37 inch tires to 40 inch tires with no choice in between?

red Jeep JK MOAB with 38 inch Milestar Patagonia MT tires

In today’s tire world, nearly every tire manufacturer has an All-Terrain (A/T) and a Mud-Terrain (M/T) in a 33, 35, or 37 inch tire that fits on a 17 inch rim. These sizes have become a standard upgrade for several reasons. First is 4×4 vehicles are bigger than ever before with auto manufacturers adding extra space, seats, and cargo capacity. Second, with the added space and creature comforts comes the weight.

33s and 35s were BIG, but 37s meant you were serious!

Everything gets bigger from the drivetrain, axles, brakes, steering to handle the extra weight and still be a capable vehicle. This transition to more capacity and capability was lead by growing popularity in outdoor activities amongst families. With the vehicles and their components getting bigger and adding capability, enthusiasts took to modifying them with greater earnest and in greater numbers. One of the easiest ways to add capability is by gaining clearance through a larger tire size.

Toyota Tacoma with 35 inch Milestar Patagonia MT tires driving through a sandy desert
Truck: Quicksand Toyota Tacoma TRD Off-Road
Tires: 35″ Milestar Patagonia M/Ts

It can be argued that this rapid expansion in tire sizes was brought about by the advent of a single vehicle: the 2007 Jeep Wrangler Unlimited (JK). It dropped the iconic Inline 6-Cylinder for a V-6 that was better suited to a minivan than a 4×4. The improved approach and departure angles showed enthusiasts that Jeep engineers were focused on making a capable vehicle.

But the one change that was seen as heresy initially and is now beloved: 4 full doors. Jeep aficionados scorned the longer Wrangler, thinking it more of a minivan than a true Jeep. But over time, the extra wheelbase lent itself to improved off-road capability, with the right modifications.

Dan Fresh's 2018 White Jeep Wrangler Unlimited Rubicon JL with 40 inch Milestar Patagonia MT tires
SUV: Dan Fresh’s 2018 White Jeep Wrangler Unlimited Rubicon JL
Tire: 40″ Milestar Patagonia M/Ts

Chief among them: Larger tires. Tires are the only thing that connects the vehicle to the ground. They are the easiest and quickest way to gain ground clearance, improve approach and departure angles, and provide that oh-so-desirable “tough” aesthetic that many enthusiasts are after. But there is a canyon in terms of budgets between running a 40 inch tire and the ubiquitous 37 inch tire.

But the one change that was seen as heresy initially and is now beloved: 4 full doors.

40s are an average of 40-60% more expensive than their 37 inch tire counterparts, and a lot of expensive changes have to be made to the vehicle in order to reliably run a 40 INCH tire as well. So what does an owner do when they want more than their 37s, but can’t afford or justify the required upgrades for 40s? Enter the Milestar Patagonia 38 inch.

While the 38×13.50R17 is only one inch taller than its smaller sibling—the 37 inch, it pays off in ways that become greater than one would initially think. It poses less strain on the hard parts that turn and drive the tires when compared to 40 inch tires. The 38 inch tire size clears factory brackets and bumpers and keeps any sort of body modification to a minimum.

Jeep Wrangler TJ with 37 inch Patagonia MT tires
SUV: Jason Zamora’s 2000 Black Jeep Wrangler TJ
Tire: 37″ Milestar Patagonia M/Ts

Wheel offset, suspension bump stops, steering, and fenders all can stay the same if the vehicle has been properly kitted for 37’s. Where 37’s provide a better “stance”, the 38 inch tire make the vehicle look like it has 40s. All of this is gained with a reasonable bump in price on just the tires. Not only is the 38 inch Patagonia M/T taller, but it’s a bit wider at 13.50 inch giving the wheeler that much more of a footprint.

The tires’ C-Load Range is also a nod to the recreational wheelers as it is commonly thought that having some sidewall give, while still being 3-ply, will allow the tire to “grab traction” or “bite” when aired down. This is further supported when one takes into consideration that tire manufacturers often modify the construction material of the plys depending upon the load the tire is expected to bear and how much air pressure it is rated for.

…the added capability of a 40-inch tire, without the 40-inch wallet.

Strength is upheld with the Patagonia, while being a more focused 4×4 product. At 82 pounds, the 38 inch Patagonia M/T’s optimized construction is shown as it is the same lighter weight as many of it’s 37 inch competitors. This is important because added unsprung weight negatively affects suspension performance and ride quality.

Milestar Patagonia MT tires

In addition, extra weight also brings down fuel economy and increases wear and tear on the drivetrain and steering components. The 38 inch Patagonia M/T is constructed to balance strength, size, and weight; all major factors when enthusiasts start their 4×4 project.

38 inch Milestar Patagonia MT tires

The 38 inch Milestar Patagonia M/T is the choice when one wants the added capability of a 40-inch tire, without the 40-inch wallet. It is tailor-made for the recreation wheeler with its strong, yet pliable sidewall, all-important 17″ wheel construction, and true 38 inch tire sizing. Your next question is simply where will you buy your set?

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What Is the Every Man Challenge? https://stateofspeed.com/2019/02/19/what-is-the-every-man-challenge/ https://stateofspeed.com/2019/02/19/what-is-the-every-man-challenge/#respond Tue, 19 Feb 2019 15:58:15 +0000 http://54.201.197.135/?p=9801

KOH is the off-road experience you can’t miss out on, but there is a need to qualify for it. Fortunately, there's the Every Man Challenge.Read More →

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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.

Milestar Jeep wrangler rig sporting Milestar Patagonia M/T tires crawling over rocks at EMC

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.

Landscape at KOH EMC 2019

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.

Milestar rig catching up to the rock crawler ahead at KOH EMC 2019

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.

Yellow 890 racing through the sand at KOH EMC 2019

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.

black modified Jeep 4570 at KOH EMC 2019

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.

White Toyota Tacoma 4654 at KOH EMC 2019
Photo Credit: Justin Banner

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.

Jeep wrangler 4580 rig at KOH EMC 2019

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.

Jeep wrangler 4580 rig on Milestar Patagonia MTs at KOH EMC 2019

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.

Milestar rig at KOH EMC 2019

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.

Milestar offroad rig at KOH EMC 2019

Milestar Tires rig in the dirt at KOH EMC 2019

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.

Offroad rig driving off

They don’t call it the Hammers for nothing.

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Is Dan Fresh’s JL Wrangler the Perfect Combination of Form and Function? https://stateofspeed.com/2019/01/31/dan-fresh-oc-motorsports-jl-wrangler/ https://stateofspeed.com/2019/01/31/dan-fresh-oc-motorsports-jl-wrangler/#respond Thu, 31 Jan 2019 16:01:04 +0000 http://54.201.197.135/?p=8852

When it comes to a balance of performance and looks, Dan Fresh and OC Motorsports may have hit the target dead center.Read More →

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Is Dan Fresh’s JL Wrangler the Perfect Combination of Form and Function?

When the 2018 JL Wrangler debuted, the Jeep-world went into a frenzy. Vehicle sales were busy, just as many expected. The aftermarket parts industry spared no time getting started with the design and production of new parts. The new model is extremely capable and stylish, something Dan Fresh of OC Motorsports in Costa Mesa, California wanted to be on the forefront of.

Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon crawling over some rocks in a desert

Dan and his crew at OC Motorsports transformed a stock 2018 JL Wrangler Unlimited Rubicon into an upscale culmination of form and function. The team worked with many industry-leading aftermarket parts companies to design a Jeep that could hold its own on the 2018 SEMA Show floor and also be used as a flagship for OC Motorsports events, all while also set to be a dependable race support vehicle.

Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon driving over some sand in a desert

Dan Fresh is a racer at heart. Over the years, he has been heavily involved and raced in trophy trucks, Jeepspeed, Ultra 4 and many more facets of the racing world. That meant straight from the start that this Jeep would be top shelf.

Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon driving over some sand dunes in a desert

For any performance vehicle to work as it should, it needs to have great components. Dan and his team worked closely with Fox Factory to set the Jeep up with a full round of newly designed 3.0 Internal Bypass Shocks. The massive shocks also feature finned aluminum recirculating reservoirs with DSC Adjusters for quick tuning.

Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon with Fox Factory 3.0 Internal Bypass Shocks

Shocks like those need to have some grunt supporting them. A Savvy Off Road 3.5-inch suspension lift was installed, including adjustable control arms along with a Currie Enterprises Antirock anti-sway bar in the rear.

The new suspension gave clearance for a healthy set of 40-inch Milestar Patagonia M/Ts, wrapped around matte black 17-inch Method Trail Series 701 wheels. A combination that gives the vehicle both the ground clearance, stance, and raw gripping power a true performer demands. Because the Jeep often goes from off-road to the street and back again, an Innovative JK Products ARB Under Seat Mount with Air Up and Air Down Kit was installed.

Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon with 40 inch Milestar Patagonia M/T Tires wrapped around 17-inch Method Trail Series 701 wheels

The Rubicon differentials were treated to a pair of Dana 44 AdvanTek covers to protect the gears and lockers. The Jeep’s steering linkage was swapped for a Synergy Heat Treated Chromoly Tie Rod and Drag Link kit with the support of a Fox Factory ATS steering stabilizer system. The power and torque are brought to the differentials via a pair of JE Reel 1350 CV Driveshafts.

close up of Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon with Dana 44 AdvanTek differential covers

Attention was also put on the body of the vehicle. Protecting the rails are Rock Slide Engineering Step Sliders with automatic steps. A Savvy high clearance rear bumper was installed, along with a spare tire/camera delete kit. The front received a prototype Savvy Hidden Winch Bumper with Hoop for Dan to test out on the trails and race courses. The body wrap was installed by Versatile Wraps.

Desert racing and adventures require light when the sun goes down and when the unforgiving terrain doesn’t let up. To battle the darkness, a host of Baja Designs LP9 and XL80 LED lights were installed.

close up of Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon with Baja Designs LP9 and XL80 LED lights

The powertrain has been left mostly stock for now, save for a MagnaFlow Rock Crawler Stainless Exhaust System. Though, with the immense capabilities of the OC Motorsports team, there shouldn’t be any surprise if a HEMI V8 finds its way under the hood in the future.

Profile shot of Dan Fresh's Versatile Wraps wrapped 2018 Jeep JL Wrangler Unlimited Rubicon in a sandy desert

The amount of work done to Dan’s JL is impressive, even more so in that it was all completed in a matter of two days. After proudly standing tall at the 2018 SEMA Show, the Jeep has been on numerous customer appreciation trail runs, desert race testing trips and regularly driven on the street for commuting duties. Soon, the Jeep will be working hard as support for King of the Hammers, Best In The Desert and SCORE International races.

This likely won’t be the end of the modifications for this Jeep, but it is a stellar start out of the gate.

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Racers Run Wide Open at Laughlin Desert Classic https://stateofspeed.com/2018/12/26/racers-run-wide-open-at-laughlin-desert-classic/ https://stateofspeed.com/2018/12/26/racers-run-wide-open-at-laughlin-desert-classic/#respond Wed, 26 Dec 2018 16:02:33 +0000 http://54.201.197.135/?p=7343

The Best in the Desert series Laughlin Desert Classic race compels participants to throw caution to the wind and run wide open.Read More →

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Racers Run Wide Open at Laughlin Desert Classic

Red Brenthel race truck catches some air on a desert race track at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

damaged blue BF Goodrich race truck races through a desert road at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
landscape of the are around the Laughlin Desert Classic as a storm approaches
Photo Credit: Mike Ingalsbee
a pair of race trucks slide through the dirt race track at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

Blue Brenthel class 1/1500 race truck in a midair jump at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
Blue Brenthel class 1/1500 race truck crash landing at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
Blue Brenthel class 1/1500 race truck aftermath of a crash landing at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

jagermeister buggy racing through the dirt track at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
white Fox race truck racing through the desert with a helicopter in pursuit at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
RZR factory racing race truck jumping over a dirt hill at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

man lays on his race truck's spare tires at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
a group of men take a break from maintenance at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
some men lounge in front of their race truck at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

grove lumber race truck speeding through the dirt track at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
race truck kick sup dirt as it speeds it way through the track at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee
a pair of black and red race trucks are launched over a hill at the Laughlin Desert Classic
Photo Credit: Mike Ingalsbee

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.

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The Milestar CAN-AM UTV of Cora and Erik Jokinen https://stateofspeed.com/2018/12/19/cora-erik-jokinen-milestar-can-am-utv/ https://stateofspeed.com/2018/12/19/cora-erik-jokinen-milestar-can-am-utv/#respond Wed, 19 Dec 2018 16:05:09 +0000 http://54.201.197.135/?p=6886

The Milestar Can-Am UTV of Cora & Erik Jokinen was originally built for an impossible task.Read More →

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The Milestar CAN-AM UTV of Cora and Erik Jokinen

 

The Milestar Can-Am UTV of Cora and Erik Jokinen was originally built for an impossible task. When Ultra4 Racer Mike Bergman found himself without a car to race at King of the Hammers in 2017, CT Race Worx put this Can-Am together so he would at least have something to drive in the race.  He wasn’t racing it against other UTVs. Instead, he was going against the biggest and baddest Ultra4 unlimited cars. Despite being outgunned, the car qualified 50th out of about 200 cars and gave them all hell on race day. In 2018, Erik and Cora brought the car back but raced it at KOH with the other UTVs.

profile shot of the Milestar Can-Am UTV of Cora and Erik Jokinen

King of the Hammers combines long, open desert sections that are run at high speeds, with the toughest rock trails found in Johnson Valley, California known as the Hammer Trails. The course is diabolical with sand, ruts, whoops, and rocks, and that’s just the desert section. The rock trails are literally piles of boulders that cling to the sides of steep canyons. Big rocks, small rocks, round rocks, and sharp rocks. What the rocks don’t do to you gravity will. There are many off-camber side hills and steep drop-offs.

close up of the hood on the Milestar Can-Am UTV of Cora and Erik Jokinen

Despite having competed in the toughest single-day offroad race in the world twice, the Can-Am is not too exotic. Most of the modifications come right out of the CT Race Worx catalog and are bolt-on parts. The Can-Am runs ADS shocks and was used to develop the Jokinen’s Torque Locker differential lockers. The traction department also benefits from their Milestar tires.

interior shot of the Milestar Can-Am UTV of Cora and Erik Jokinen

When the only thing holding you to solid ground is your tires, they need to be the best. The Jokinens’ tire of choice is the Milestar Patagonia SXT. New for 2018 is the soft compound Black Label tire that has all the superior features found on the SXT but with a stickier rubber compound for even more traction. The SXT Black Label has the same Kevlar® belt package for strength and light weight as well as the deep, wide grooves with stone ejectors that help to disperse dirt and debris. The wide overlapping tread blocks maintain stability and improve sure-footed control during rapid acceleration and braking. The distinctive tread pattern provides excellent control in sand, silt, and rocks.

close up of the Milestar Patagonia SXT tires on the Milestar Can-Am UTV of Cora and Erik Jokinen

detail shot of the Milestar Patagonia SXT tires on the Milestar Can-Am UTV of Cora and Erik Jokinen

Cora & Erik got to put them to the test when they headed to Sand Hollow State Park in Utah after displaying the Can-Am in Milestar’s booth at the SEMA Show. “It was nice not to be in a serious competition and be able to just play around in the sand,” said Erik, “The scenery is spectacular and the sand is very fine and deep. I experimented with air pressure to get the maximum flotation in the sand. The way the tread wraps around the sidewall of the tire gave me excellent traction while aired down. We were in some big dunes but also hit some rocks and hard packed two-track trails. It was quite an experience; I’m hooked. We don’t have dunes in New York where we live.”

three-quarter view of the Milestar Can-Am UTV of Cora and Erik Jokinen

Erik says they will be racing Dirt Riot events back East next season and might even do some rock bouncing. That is where you point your UTV up a steep rutted, and rocky trail to see how fast you can make it up. It’s not for the faint of heart, but the fans love it. You need lots of traction, but also a tough tire that can take the incredible abuse. Their Milestar SXT’s will be the hot ticket in those conditions.

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Max Traction – What Is a Mud Terrain Tire? https://stateofspeed.com/2018/12/05/max-traction-what-is-a-mud-terrain-tire/ https://stateofspeed.com/2018/12/05/max-traction-what-is-a-mud-terrain-tire/#respond Wed, 05 Dec 2018 21:50:45 +0000 http://54.201.197.135/?p=4624

When you think of the ultimate off-road machine, you probably imagine it having Mud Terrain – or MT – tires. What makes an MT such a specific tire?Read More →

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Max Traction

What Is a Mud Terrain Tire?

A line of Jeep Wranglers in white, yellow, and red roam over some rocks in a forestWhen you think of the ultimate off-road machine, you probably imagine it having Mud Terrain – or MT – tires. What makes an MT such a specific tire? We’ll answer that today.

A Mud Terrain tire, like the Milestar Patagonia M/T, is designed for extreme off-road terrain. Despite its name, the MT is used in more than just muddy conditions. The focus of this tire type is debris ejection, be it mud or stones. Clearing out the grooves naturally with tire rotation allows the tread block leading edge to grab the next portion of the surface and “claw” through it. So, the grooves act sort of like a scoop. Otherwise, the grooves fill up and the tire loses traction.

Jason Zamora’s 2000 Jeep Wrangler TJ, Milestar Patagonia M/T
Tires: Milestar Patagonia M/Ts

However, an innovation made by Mickey Thompson in the 1960s and featured on nearly every MT tire since is the sidewall tread. Allowing the tread to continue down the sidewall of the tire gives the MT another area for traction in rocky and silty sand conditions. When aired down, the MT’s sidewall tread also helps to increase the tread width as the tires flatten out under vehicle weight.

White Jeep Wrangler Rubicon with Milestar Patagonia M/T tires climbing over some rocks in a forest

Because it’s made to be aired down, the MT tires carcass is also designed much differently than a regular street tire like the Milestar Grantland. It typically features more belts to deal with the additional stress airing down creates on the sidewalls. Those belts are also designed to flex despite adding more of them. The beads are also designed to hold on to the rim at lower pressures, usually down to about 20-PSI before needing beadlocks. However, that’s not true for all MT tires. Some can go lower, some can’t go that low without a beadlock. Again, it’s up to the design so always follow the recommendations and warnings from your tire.

One of the biggest down falls of the MT tire is noise. Large tread blocks compress air into the ground, putting it under extreme pressure at the microscopic level. When the tread rotates, that highly compressed air shoots out at Mach speeds and creates the howling noise that’s typical of a very aggressive and blocky tread pattern. The other disadvantage to those large tread blocks is squirm, traction in wet road conditions, and rubber compound life.

Red Toyota FJ Cruiser, Black Jeep wrangler, and white Toyota 4Runner driving over a muddy dirt road in a forest

Squirm is the movement of the tread on the road surface as the tire drives down the road. Because of its large size, the large lugs will squirm more and create heat. That heat travels through the lugs to spots where it can’t cool off and creates hot spots. The combination of squirm and hot spots creates weaknesses in the lug and can cause chunking. Squirm is typically worse on the steering axle than the drive axle, but the drive axle can still see some squirm as you accelerate on changing road conditions.

Despite its great off-road traction, wet asphalt or concrete surfaces will be its weakest points. Those large tread blocks with no grooves have a reduced amount of water removal. While the water can travel around the blocks, the blocks contacting the surface is trying to squish down water that’s between it and the road surface. Since the water is a nearly incompressible fluid, the tread rides above the surface. This is hydroplaning, which reduces traction to zero because the rubber can no longer form with the road, which is what creates grip.

White Jeep Wrangler Rubicon with Milestar Patagonia M/T tires on a dirt road
Tires: Milestar Patagonia M/Ts

A tire’s rubber compound, which arbitrarily describes the softness or hardness of rubber in tires, can also increase grip if its softer. Many MT tires are softer than their road cousins due to the requirement of traction in sand and rocks. That also means that a MT tire won’t always last as long as regular road tires. Not always, but a majority will not.

White Dodge Ram splashes through some muddy water in the first with a black jeep wrangler in the background

However, modern MT tires like the Patagonia M/T are designed with mixed surfaces in mind. So, while the tread blocks are still larger than a standard road tire, they feature additional grooves and purpose made sipes. The sipes allow the tread to move in smaller sizes, reducing the squirm when compared to a fully solid tread lug. The combination of grooves and sipes also helps in removing water so the tread can grip on wet asphalt and concrete roads. They also help reduce road noise by giving air an escape route before being compressed into the road.

White Ford F-150 Raptor driving through a muddy dirt road

Do you need a MT tire? Maybe. Maybe not. The only way to answer that is to ask yourself this question. “Where am I using my vehicle the most?” If you’re mostly running on surface streets with little to no off-road use, then you don’t need a MT tire. If you’re response is the opposite, how often are you on those off-road conditions and can you deal with more road noise produced by those tires? If you just want a tire that looks cool and don’t care about noise and wet surface traction, you can’t beat the aggressive looks of the MT but there still might be a tire right for you that isn’t a MT.

Modified blue Ford Bronco driving on an open dirt road at sunset

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What Are LED Lights? https://stateofspeed.com/2018/11/25/what-are-led-lights/ https://stateofspeed.com/2018/11/25/what-are-led-lights/#respond Sun, 25 Nov 2018 23:33:04 +0000 http://54.201.197.135/?p=6185

What Are LED Lights? If you want bright but don’t want lights the size of Texas, you didn’t have much choice but to buy HID lights for your specific needs.Read More →

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What Are LED Lights?

What are LED Lights?, Silverado Z71 driving up a snowy dirt road

If you want bright but don’t want lights the size of Texas, you didn’t have much choice but to buy HID lights for your specific needs. However, a new light has been on the market and has constantly gotten better and less expensive with age. It’s the LED Light.

What are LED Lights?, Jeep LED Setup

LED, or Light Emitting Diode, is the latest and greatest technology in lighting now. It uses a two-lead semiconductor light source that works like a p-n junction diode. If you don’t know what that is, imagine two plates sandwiching two types of conductive material. One material has electrons from the voltage applied to it while the other material has electron holes. When enough voltage is applied the electrons recombine with the holes and produces energy in the form of photons and you get light.

What are LED Lights?, LED Housing

What are LED Lights?, Baja Designs XL80

With halogen and HID, you can’t combine multiple patterns into one light source. You can’t have one eight-inch light that was both spot and driving – it’s one or the other. With the size of LEDs, you can get many different light patterns on the same source. Despite how bright they are, LEDs are very small usually no smaller than your pinky nail (or smaller if you have big hands). That yellow dot you see on most light circuit boards is the LED. Despite its diminutive size, it has the brightness and power to outclass many HID lights you see right now. Thanks to that you can package a very powerful light system on your vehicle without having to clutter it up.

What are LED Lights?, Ram Custom LED Setup
Tires: Milestar Patagonia M/Ts

The other bonus it has over HID is that it’s instant power up – you don’t have to wait for the plasma to build and warm up because there isn’t one. However, even LEDs, for their size and positives, have some drawbacks. LEDs are prone to producing more heat and manufacturers must take that into account when designing their lights. That includes the housings and circuit boards. That’s what adds costs to the housings because it must be waterproof, the LED can’t be exposed to outside elements, and there can be vibration issues. Even with its high cost, you can’t take away that its instant power, it can last 50-thousand-hours (if you buy from a reputable manufacturer), and you can buy fewer lights but can light up more areas.

What are LED Lights?, Tundra with LED Bars

What are LED Lights?, White Toyota Tundra with LED Bars

So, if you’re looking to get your first set of off-road lights, which way should you go? Should you still use halogen? Save a little more for HID? Or are LEDs the better investment? While there will always be other factors, saving your money and getting a good, high quality LED setup isn’t a bad idea. It’s getting to the point where it’s not worth investing into a halogen or HID system because you can get so much more performance and longevity out of an LED.

What are LED Lights?, Silverado Z71 Daytime Running LED Lights

With halogen lights, you get 250- to 300-hours of life out of them. With HID, it’s 3- to 5-thousand-hours. LEDs from a reputable company that engineers the product from start to finish will last up to 50-thousand-hours. You’ll probably go through several cars with a quality LED light. The only limitation is if there is an LED application for your vehicle outside universal products. However, there is always someone who makes an LED bulb to replace your headlights, fog lights, turn signals, and many other lights.

What are LED Lights?, Jeep LED Headlight Conversion

What are LED Lights?, Jeep LED Taillights

LED lights are the future for everyone. Initially more expensive than halogen and just about the same cost or just a little less expensive than HID, LEDs feature a longer life and better performance than either one. If you’re considering going LED for your project, it should be no brainer. Just be sure to purchase yours from someone you can trust, and you’ll get a long life out of it. Maybe even longer than your car lasts.

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The SEMA 2018 Show https://stateofspeed.com/2018/11/21/sema-2018/ https://stateofspeed.com/2018/11/21/sema-2018/#respond Wed, 21 Nov 2018 15:57:58 +0000 http://54.201.197.135/?p=6455

When it comes to the aftermarket, there is only one trade show that has it all.Read More →

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The SEMA 2018 Show

Milestar Tires booth at the 2018 SEMA show featuring a purple dodge challenger, Black Dodge RAM, and some off road race cars

When it comes to the aftermarket, there is only one trade show that has it all. The SEMA Show is the largest gathering of automotive aftermarket companies dedicated to making your vehicle faster, look better, sound better, ride lower or taller, or just plain do more. This year, there were many exciting new parts that you’re going to have to figure out how to install.

Milestar UTV on display at 2018 SEMA Show

Milestar rock racer on display at the 2018 SEMA Show

The two biggest announcements from the show were done by Chevrolet and Mopar. Chevrolet introduced the eCOPO Camaro concept, an electric version of the COPO Camaro drag car. GM has been in a big push for electrifying their fleet and now it looks like they want to extend that to their performance line, too. The eCOPO is powered by an 800-volt battery pack that sends that power to a dual Borg-Warner HVH 250-150 motor assembly.

Blue eCOPO Camaro at the 2018 SEMA Show

Close up of the Blue eCOPO Camaro at the 2018 SEMA Show

The other part of the eCOPO concept is the idea is that this motor will become another avenue for crate motor options from GM. They are doing this by making it able to be fitted to any transmission made for the LS bellhousing and crank flange. While testing is still ongoing, it is producing over 700-horsepower and 600-lb/ft of torque putting well within the nine-second bracket in the quarter mile.

White Kia Telluride Overlander racing through a dirt path at the 2018 SEMA Show

White Kia Telluride Overlander racing through a dirt path at the 2018 SEMA Show

Mopar, on the other hand, decided it wanted to stay gas powered and introduced the “Hellephant.” This is a 426 Supercharged Hemi crate engine that’s able to produce 1000-horsepower and 950-lb/ft of torque. To make this even crazier, it’s coming as a plug-and-play package for anyone who wants to stuff this much power under their hood. Legally, it’s meant for 1975 and older street cars and off-road vehicles, but we’re sure someone will put this into their JL or JK Wrangler at some point. Mopar is making it easy, too, as it will come fully dressed along with the wiring and ECU. It’s slated to go on sale in early 2019.

BMW M3 E46 with a MOPAR Hellephant crate engine at the 2018 SEMA Show

Close up the the engine bay of the BMW M3 E46 with a MOPAR Hellephant crate engine at the 2018 SEMA Show

Detail shot of Milestar Patagonia SXT tires on a UVT at the 2108 SEMA Show

There were debuts of many new tires and lights to give you the grip on the dirt and light it up, too. Milestar Tires officially debuted their new Patagonia SXT, an off-road dedicated tire to the growing side-by-side and UTV markets. They also announced that Dan Fresh and his racing team will be running the tires in the 2018 Baja 1000. Baja Designs introduced their new OnX6 Hybrid Laser light. It uses two laser light chips along with a pair of LED light chips to create a unique beam of light for their High-Speed Spot optic light on the 10-inch light bar. They claim this combination gives a smooth light blend transition and increases their light beam distance by 350-percent at 95-watts. Their first batch is out now but in limited supplies.

Purple Hot Wheels Hot Rod with a skull grill at the 2018 SEMA Show

Detail shot of the engine of the Purple Hot Wheels Hot Rod with a skull grill at the 2018 SEMA Show

If you’re into racing or into show cars, the 2018 SEMA Show was where you needed to be this year if you wanted to see what was coming out for your next build. Now, you’ll only see them after your competition has passed you by and taken that trophy.

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Rock Racing vs. Rock Crawling https://stateofspeed.com/2018/11/16/rock-racing-vs-rock-crawling/ https://stateofspeed.com/2018/11/16/rock-racing-vs-rock-crawling/#respond Fri, 16 Nov 2018 16:06:54 +0000 http://54.201.197.135/?p=6381

On the surface, they seem similar, but what is the difference between rock crawling and rock racing?Read More →

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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?

Red-Orange Jeep Wrangler Moab crawling on some rocks

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.

Shot of the Falcon suspension system on a Red-Orange Jeep Wrangler Moab

Black, Monster Energy sponsored rock racer
Photo Credit: Mike Ingalsbee

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.

White Jeep Wrangler Rubicon rock crawling

Close up of the Milestar Patagonia M/T off road tires on a white Jeep Wrangler Rubicon

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.

A pair of green rock racers speeding over some boulders
Photo Credit: Mike Ingalsbee
Black, Monster Energy sponsored rock racer speeding over a desert road
Photo Credit: Mike Ingalsbee

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.

Grey Jeep Grand Cherokee crawling up some rocks

Close up of a suspensions set up and Milestar Patagonia M/T tires

Blue JM Collision Center Rock racer speeding over a desert dirt road
Photo Credit: Mike Ingalsbee
Close up of a dirt road while a rock racer speeds towards the camera in the distance
Photo Credit: Mike Ingalsbee

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.

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Hoodbilt https://stateofspeed.com/2018/10/19/hoodbilt/ https://stateofspeed.com/2018/10/19/hoodbilt/#respond Fri, 19 Oct 2018 14:00:17 +0000 http://54.201.197.135/?p=5087

Sometimes you have to take “the road less traveled,” as they say and, so far, that journey seems to be paying off for Devin - owner and founder of Hoodbilt Co.Read More →

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Hoodbilt

Hoodbilt toolbox
Photo Credit: Jared Auslander

Kingston, New York – a city in Upstate New York sitting South East of the world-famous town of Woodstock. The Stockade District, located in the heart of Kingston, was New York State’s original capital back in the late 1700’s. Shortly after its founding, the capital and most of the surrounding buildings were destroyed by the British. Preservation has therefore been, and continues to be, a key part of its history as it says in the district’s Preamble:

“…it is in the public interest to ensure that the distinctive and historical character of this Historic and Architectural Design District shall not be injuriously affected, that the value to the community of those buildings having architectural and historical worth shall not be impaired…”

Alleway
Photo Credit: Jared Auslander

It’s no surprise then that both the district and Woodstock boast one of the largest populations of Hippies known to man – the modern day preservationists. It’s where the counterculture was born, comprised of musicians, artists, and environmental conservationists.

Vehicles in Hoodbilt facility
Photo Credit: Jared Auslander

Ironically enough, The Stockade District was also the home to an arguably environmentally unfriendly thing: The very first Cadillac dealership in all of New York State. During the 1960’s, Cadillacs were being shipped to, sold at, and repaired in a building on the eastern border of the district – one that’s still standing today.

HOME TO AN ARTIST

Devin Larson, founder, and owner of Hoodbilt Co. grew up in a town close to Kingston. At an early age, he’d get dropped off at The Landesmans – family friends of the Larsons – and would be recruited as a helper on one of the many car projects the family was working on.

David Larson of Hoodbilt
Photo Credit: Jared Auslander

As a kid, Larson didn’t initially understand why he was doing these things or appreciate the value of what he was doing with the Landesmans until he started Hoodbilt. At only 28 years old, and with no formal automotive technical training, Devin learned nearly everything about working on cars from The Landesmans, to the point where they repeatedly send him work to do for their clients.

David Larson in an alleyway
Photo Credit: Jared Auslander
Inside the facility
Photo Credit: Jared Auslander

You could say that there was definitely a mutualistic relationship between them, but that’s only the beginning of it. Their relationship would further cement when Hoodbilt was in its infancy. Larson’s work was becoming more steady and required a dedicated space for all of it. Of all the people that could’ve bought the former Cadillac dealership, who would’ve thought that it would be his childhood family friends?

Hoodbilt Workbench
Photo Credit: Jared Auslander
License plate in Hoodbilt facility
Photo Credit: Jared Auslander

It’s no surprise then that, when Devin was offered the opportunity to share space in the building now owned by the very people he learned so much from, he jumped at it. Devin jokes that he and Will Landesman are often physically in the building together at the same time working separately on their respective projects on different floors without actually seeing each other for months on end. It would be at a show months later that the two get to “hang out.”

Another toolbox
Photo Credit: Jared Auslander

WORKS IN PROGRESS

When I first met Larson, I observed an old soul living in a young man’s body. His work process is slow and methodical, with builds taking an average of a year to complete. Contrary to the popular belief of our social media-centric generation, “Doing things quickly never gets you good results,” Devin explained. This holds true for client projects like the ‘51 Chevy 3100 pickup truck he’s currently working on. The task at hand? Combining the subframes, suspension, engine, and ECU from a C4 Corvette with the Chevy cab and his one-off, custom chassis to create a working and driving truck.

Hoodbilt project
Photo Credit: Jared Auslander

“Everything we’re doing is so different, you know? We’re changing so much,” he explained. For these kinds of vehicles being rebuilt essentially from scratch, “You have to pay attention to every aspect of the car,” measuring hundreds of times and cutting or welding once. “You want to give [a finished product] to somebody so that they never have to worry again,” Larson explains. “My ultimate goal is to finish it and never see it again.”

Project vehicle in Hoodbilt facility
Photo Credit: Jared Auslander

As much as this explains why personal project vehicles like his Nogaro Blue Audi S4, Pontiac Catalina, and ‘69 International 1300 remain on the back burner, it also sheds a light on the methods to his madness of pushing the boundaries of what can and can’t be done. In the early stages of ownership of the S4, “Stance” and “Fitment” were relatively foreign concepts in the automotive world, and pushing these limits was more-or-less unheard of. So fitting wider-than-normal, 17-inch wheels to a static Audi was a feat that few had accomplished before let alone dreamed of.

Volkswagen project cars
Photo Credit: Jared Auslander

Challenge accepted. Mission accomplished.

“I love being an artist with it,” Devin explained regarding his reasons for ultimately choosing to build custom cars full-time. It’s as much about the builds themselves as it is about putting his personal touches on things, like lowering the front half of a 60’s Ford F100 pickup’s roof an inch to give it more attitude. For the most part, his clients give him the total creative freedom to do these kinds of things.

Truck project
Photo Credit: Jared Auslander

The F100 is one of many client projects that eventually found their way into Hoodbilt’s possession, with personal touches including (but certainly not limited to) a procharger and custom intercooler that have both been fabricated to a big block motor – one of the many challenges he successfully completed once the truck was his. “I like when diehard chevy guys come to me thinking they know what it is,” Devin said after giving me the build breakdown.

Alleyway with a project Pontiac
Photo Credit: Jared Auslander

Oh, and don’t worry, he’s got plenty of one-off touches that have either been completed or begun on his other vehicles too. For instance, Devin’s dream work truck couldn’t merely be revived as a bone stock restoration. No, he’s already made his own Beadlock wheels for it using Hummer wheels in front and Duallies in the rear. And the Catalina? The chassis is fully channeled with air-ride suspension allowing the car to sit on the floor.

Pontiact Catalina being restored at Hoodbilt
Photo Credit: Jared Auslander
In the shop
Photo Credit: Jared Auslander

But make no mistake, doing what you love as a career doesn’t always equate to being stress-free. It also doesn’t always mean that the traditional path is the only way to a goal either. Sometimes you have to take “the road less traveled,” as they say and, so far, that journey seems to be paying off for Devin and Hoodbilt. 

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Vegas to Reno Is the Big One! https://stateofspeed.com/2018/10/18/vegas-to-reno/ https://stateofspeed.com/2018/10/18/vegas-to-reno/#respond Thu, 18 Oct 2018 14:00:32 +0000 http://54.201.197.135/?p=4742

Every year, the Best in the Desert series holds their Vegas to Reno race in some of the most desolate terrains in the West.Read More →

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Vegas to Reno Is the Big One!

Vegas To Reno Is The Big One, Ford Race Truck
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Rusted Out Truck
Photo Credit: Mike Ingalsbee
Vegas To Reno, Old 76 Station
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, Donkeys
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Rainstorm Out Far
Photo Credit: Mike Ingalsbee

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. 

Vegas To Reno Is The Big One, Raptor Race Truck
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, UTV
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Texas Station
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, Meet Up
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Crew
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, Cheers
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Quest Race Truck
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, UTV
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Ford Race Truck
Photo Credit: Mike Ingalsbee
Vegas To Reno Is The Big One, Offroad Race Truck
Photo Credit: Mike Ingalsbee

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.

Vegas To Reno Is The Big One, Raptor Race Truck
Photo Credit: Mike Ingalsbee

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UTV World Championship https://stateofspeed.com/2018/10/04/utv-world-championship/ https://stateofspeed.com/2018/10/04/utv-world-championship/#respond Thu, 04 Oct 2018 14:00:36 +0000 http://54.201.197.135/?p=4216

A truly “World Class” race, the UTV World Championships had a long list of events that attracted a wide range of enthusiasts.Read More →

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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.

UTV World Championship, UTV Lineup
Photo Credit: Mike Ingalsbee
UTV World Championship, Head-To-Head
Photo Credit: Mike Ingalsbee

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.

UTV World Championship, Wells Over Hill
Photo Credit: Mike Ingalsbee

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. 

UTV World Championship, Golf Cart Racing
Photo Credit: Mike Ingalsbee
UTV World Championship, Carver #936
Photo Credit: Mike Ingalsbee

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.

UTV World Championship, Braden Judge #156
Photo Credit: Mike Ingalsbee
UTV World Championship, Travis Sallee Popping Apple Cider
Photo Credit: Mike Ingalsbee

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.

UTV World Championship, Melvin #912
Photo Credit: Mike Ingalsbee

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.

UTV World Championship, #978
Photo Credit: Mike Ingalsbee
UTV World Championship, #944
Photo Credit: Mike Ingalsbee

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.

UTV World Championship, Chopper Over #922
Photo Credit: Mike Ingalsbee
UTV World Championship, #13 Drifting
Photo Credit: Mike Ingalsbee

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.

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Crawlin’ With the Jeep Wrangler TJ https://stateofspeed.com/2018/09/20/jason-zamora-tj/ https://stateofspeed.com/2018/09/20/jason-zamora-tj/#respond Thu, 20 Sep 2018 14:00:34 +0000 http://54.201.197.135/?p=4521

When it comes to rock crawling, it’s not power that should be your focus as you build.Read More →

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Crawlin’ With the Jeep Wrangler TJ

Jason Zamora’s 2000 Jeep Wrangler TJ

Jason Zamora's 2000 Jeep Wrangler TJ Crawling over some rocks in a desert

When it comes to rock crawling, it’s not power that should be your focus as you build. Unless you’re racing in Ultra4, your rig should be reliable, able to articulate, have very low crawl gearing, and have very strong axles. Power means nothing if you can’t get over a boulder without breaking or crashing it. That’s why Jason Zamora’s 2000 Jeep Wrangler TJ doesn’t have a ridiculous LS or Hemi swap – you don’t need it while crawling.

Jason Zamora’s 2000 Jeep Wrangler TJ, Front View

The Jeep Wrangler TJ was built by Engelhart and Moat (EM) Performance in Santa Fe Springs, CA, of which Jamie Moat talked to us about the build. “We wanted to build a fully capable Jeep with the best bolt-on part in the industry,” he said when we asked him about the build. The full build time was only four months, but the quality you see in not just the parts, but the finished product looks like a TJ that was built over several years. The mirror finish black paint job was done by One Off Rides Garage in Corona, CA and just doesn’t look like a paint job a crawler would have. That probably speaks more about the driving style of Zamora, though.

The engine is bone stock inside 4.0-liter AMC engine, an engine that is regarded as one of the best Chrysler engines ever built to power most any 4WD. Back then, it made 190-horsepower and 235-lb/ft of torque. Zamora’s probably makes about that or just better with the addition of a header and K&N intake system. The only other addition is the 100-amp alternator to drive the GGLighting 50-inch LED light bar and two-inch Pillar Pods, KC HiLites Rock Lights, Warn winch, stereo system with satellite radio, and ARB Compressor that sends air to the ARB Air Lockers.

Jason Zamora’s 2000 Jeep Wrangler TJ, On The Rocks

The lift comes from a combination of a body lift with a front and rear Currie Enterprises Four-inch TJ Johnny Joint Suspension System. It features four-inch lift springs in combination with their adjustable upper and lower short arms that use Currie Johnny Joints, a rebuildable rod end joint that is stiffer than the rubber joints of the OEM control arms but not as teeth rattling as traditional rod ends. This also comes with adjustable front track bar, a rear trac bar relocation bracket, new polyurethane bump stops, and their Antirock adjustable front sway bar.

EM Performance also installed a set of Fox 2.0-inch diameter Performance Shocks. These are a set of monotube shocks that have an internal floating piston to separate nitrogen charged air from the oil. This eliminates oil aeration from pressure changes at the shock piston, which can happen from the oil boiling in the lower pressure areas of the piston’s travel. They feature better valving for off-road driving and on-road handling than the original OEM shocks.

Jason Zamora’s 2000 Jeep Wrangler TJ, showing off its Fox Suspension

That suspension connects to a pair of Dana 44 housings front and rear. Both also have ARB Air Lockers attached to 4.88:1 gears that spin the chromoly axle shafts. Those shafts are attached to Raceline Avenger Beadlock wheels in 17×9 with a 4.5-inch backspace (-13 offset, for you Euro and JDM wheel types). The beadlocks clamp down on a set of sticky Milestar Patagonia M/T tires in 37×12.50R17 all around. These tires have proven themselves at Ultra4 at places like the King of the Hammers and even racing at the Mint 400. Stopping this Wrangler TJ is an upgraded big brake kit while steering is handled by a Currie Currectlync Steering System with a Fox Steering Stabilizer damper on the tie-rod. The steering box is protected by a steel skid plate as, without it, it would be vulnerable to rock impacts.

Jason Zamora’s 2000 Jeep Wrangler TJ, Showing off its Milestar Patagonia M/T Tires

With larger tires and increased suspension travel, you need to make room by modifying the body. For EM Performance and Jason, it was a call to GenRight Off-Road. For maximum front approach clearance, the stock bumper was replaced by a GenRight Stubby front bumper. Rear departure is increased by their Rock Crawler bumper and the GenRight tire carrier keeps the spare from contacting the ground in high-angle crawls. If needed, the rocker panels are protected by their Rock Sliders while the transfer case gets protection from their Belly Up Steel Skid Plate.

Jason Zamora’s 2000 Jeep Wrangler TJ, EM Performance

The fenders are no longer stock and tube versions from GenRight replace them as they open the fender areas for the bigger Patagonia M/Ts. However, to cover the inside of the front fenders, GenRight inner fender panels replace the TJ parts and helps keep air flowing through the radiator. Otherwise, the air would just flow around the radiator because that would be the easiest path. It also allowed the tube fenders to work without cutting the stock Wrangler TJ fenders.

Jason Zamora’s 2000 Jeep Wrangler TJ, Back View

While the passengers sit in the comfort of Mastercraft Suspension Race Bucket Seats up front and a suspension rear bench seat in the rear, they are fully protected by a GenRight Full Roll Cage. It bolts in place of the TJ cage but features far more protection by adding triangulation to the roll hoops and additional side impact strength at the A-pillar bars with a crossbar that fits over the stock TJ dashboard. They can drive without a cover or use the Spiderweb Shade made for the cage.

Jason Zamora’s 2000 Jeep Wrangler TJ, Back Corner View

So, as you can see, power isn’t the factor that limits a vehicle’s crawling ability. Both the 2.5-liter and the 4.0-liter powered TJs can be made into respectable crawlers. That is if you put your money into the parts that matter like the tires, suspension, axles, and protection. Jason Zamora’s EM Performance built TJ is plenty proof of that concept. 

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Behind the Scenes at Currie Enterprises https://stateofspeed.com/2018/09/04/behind-the-scenes-at-currie-enterprises/ https://stateofspeed.com/2018/09/04/behind-the-scenes-at-currie-enterprises/#respond Tue, 04 Sep 2018 14:00:49 +0000 http://54.201.197.135/?p=3615

Take a peak behind the curtains of Currie Enterprises, one of the biggest names in automotive powersports.Read More →

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Behind the Scenes at Currie Enterprises

Currie Enterprises is one of the biggest names in automotive powersports. At their global headquarters in Corona, California, Currie Enterprises builds high-quality components for street rods, muscle cars, and off-road beasts. 

Frank Currie started the business in the late ‘50s, designing and building rearends for specialty equipment such as scissor lifts, tugs, and personnel carriers. In the late ‘70s, the focus moved on to building rearends for Chevy Vegas that had V8 conversions and needed a stronger differential to handle the power in the custom application. 

With the help of Frank’s 3 sons, John, Charlie, and Ray, the company evolved and grew into the powerhouse that it is today. Currie Enterprises now utilizes a 40,000 square foot state-of-the-art manufacturing facility to build a wide range of differentials, accessories and suspension components. 

Check out the behind the scenes look at the magic happening in the Currie facility and visit www.CurrieEnterprises.com for more information on how they can help you and your performance vehicle.

Currie Enterprises, Street & Offroad Axles
Photo Credit: Currie Enterprises

Various completed street and off-road axles awaiting will call by their purchaser.

 Offroad Differential Housings
Photo Credit: Currie Enterprises

Currie keeps off-road vehicle front and rear differential housings in stock to cut down on build and shipping times.

Various Housings & Axles
Photo Credit: Currie Enterprises

Housings & axles for 30 common street car vehicle platforms are kept in stock so that they may be pulled and shipped immediately.

Currie Enterprises, Axle Housing Tubing Rack
Photo Credit: Currie Enterprises

Where a housing is born! The axle housing tubing rack.

Currie Enterprises, Frontend Housing Assembly Technician
Photo Credit: Currie Enterprises

Currie’s frontend housing assembly technician in action.

Currie Enterprises, GM G-Body 12-Bolt Housing
Photo Credit: Currie Enterprises

100% new GM G-body 12-bolt housing in the bracket jig.

Currie Enterprises, F-350/F-450 Unit Bearings
Photo Credit: Currie Enterprises

F-350/F-450 unit bearings used in Currie 1-ton front-end applications.

Various Axle Cores
Photo Credit: Currie Enterprises

Currie has over 30 different axles cores on hand at all times for different applications.

Currie Enterprises, CNC Axle Splitting Machine
Photo Credit: Currie Enterprises

One of three of Currie’s CNC axle splining machines cutting splines.

Currie Enterprises, RockJock Differentials
Photo Credit: Currie Enterprises

RockJock 60 & 70 off-road differentials awaiting pickup by their purchasers.

9" 3rd Members
Photo Credit: Currie Enterprises

9” 3rd members for large P.O. customers are built in stages.

Currie Enterprises, Gear Setup Technician
Photo Credit: Currie Enterprises

One of Currie’s 4 gear set-up technicians doing a precise gear set up.

Currie Enterprises, Finished Products
Photo Credit: Currie Enterprises

Ready to go! Finished product awaiting the big brown truck.

Currie Enterprises, JL Wrangler
Photo Credit: Currie Enterprises

Ray Currie’s new 2018 Jeep JL Wrangler Rubicon that is equipped with all of Currie’s goodies underneath.

Currie Enterprises, Show Rigs
Photo Credit: Currie Enterprises

Currie’s over-the-road show rigs. Look for them at a show near you!

Currie Enterprises, Trademarked Names
Photo Credit: Currie Enterprises

Currie holds numerous trademarked names for their famous components.

Currie Enterprises, Sales Office
Photo Credit: Currie Enterprises

The Currie Enterprises sales office features Currie family vehicles that get rotated out. The office is currently featuring Frank Currie’s Ford 514 SVO powered ’32 Ford 3 window coupe.

Currie Enterprises, Corona, CA Headquarters
Photo Credit: Currie Enterprises

Currie’s world headquarters in Corona, CA.

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Jump Champs 3.0 https://stateofspeed.com/2018/07/12/jump-champs-3-0/ https://stateofspeed.com/2018/07/12/jump-champs-3-0/#respond Thu, 12 Jul 2018 15:00:46 +0000 http://54.201.197.135/?p=2725

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.Read More →

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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.

Ford High Jump
Photo Credit: Mike Ingalsbee

jump champs 3.0 event Aerial Photo

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.

Jump Champs 3.0, Trucks Around Corner Photo Credit: Mike Ingalsbee
Photo Credit: Mike Ingalsbee

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.

Offroad Cars Racing
Photo Credit: Mike Ingalsbee

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.

Bystander Watching a flying truck
Photo Credit: Mike Ingalsbee

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.

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2018 Silver State 300 https://stateofspeed.com/2018/06/07/2018-silver-state-300/ https://stateofspeed.com/2018/06/07/2018-silver-state-300/#respond Thu, 07 Jun 2018 14:00:34 +0000 http://54.201.197.135/?p=2549

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.Read More →

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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.

2018 SILVER STATE 300, Landscape Photo Credit: Mike Ingalsbee
Photo Credit: Mike Ingalsbee

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.

2018 SILVER STATE 300 shot of gilbert racing red buggy crossing a river
Photo Credit: Mike Ingalsbee

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.

2018 SILVER STATE 300, white Ford f-150 crossing a river
Photo Credit: Mike Ingalsbee

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.

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This Jeep Wrangler LJ Is Loaded to the Gills https://stateofspeed.com/2018/04/22/reid-nordins-2006-jeep-wrangler-rubicon/ https://stateofspeed.com/2018/04/22/reid-nordins-2006-jeep-wrangler-rubicon/#respond Mon, 23 Apr 2018 06:50:51 +0000 http://54.201.197.135/?p=902

Reid Nordin’s 2006 Jeep Wrangler Rubicon Unlimited LJ is loaded with custom features to enhance its offroad capabilities, and to provide comfort for its occupants.Read More →

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This Jeep Wrangler LJ Is Loaded to the Gills

Reid Nordin’s 2006 Jeep Wrangler Rubicon Unlimited LJ

Modified 2006 Jeep Wrangler Rubicon Unlimited LJ

Reid Nordin’s 2006 modified Jeep Wrangler Rubicon Unlimited LJ is loaded with custom features to enhance its offroad capabilities, and to provide comfort for its occupants. The Jeep’s 4.0 liter inline 6 engine has been left mostly stock for reliability, but a relocated air box and custom cold air intake has been incorporated. The automatic transmission and transfer case also remain as delivered from the factory except for the addition of an external transmission cooler. Once the power makes its way down to the axles, the fun begins. Currie Rock Jock 60s with ARB Air Lockers reside at both ends. The front Rock Jock is engaged by Warn locking hubs. Getting the front axle to articulate is done with a Savvy Mid Arm suspension and Currie springs. The swaybar is a Currie Antirock with Walker End Links. Out back, the set-up is similar with the Savvy Mid Arm kit, Currie springs, and Currie Antirock swaybar. Walker Evans remote reservoir shocks with compression adjusters take care of the suspension damping. 17X8.5 Walker Evans Beadlocks are wrapped with 35X12.50-17 Milestar Patagonia M/T tires. PSC steering with Ram Assist keeps him pointed in the right direction.

Modified 2006 Jeep Wrangler Rubicon Unlimited LJ with Patagonia M/Ts
Tires: Milestar Patagonia M/Ts

Reid’s favorite spots to go 4 wheeling in his Wrangler LJ are Moab, Sand Hollow, and Ocotillo Wells. Playing in such diverse terrain, Reid needed a tire that would excel in all three and also be comfortable on the road. The Patagonia M/T was designed to be at home while rock crawling, exploring the desert, mud bogging, playing in the dunes, or a casual drive through mountain trails. The staggered, high void tread sheds mud, and special stone ejectors in the 3 ply sidewall help to eject rocks. The aggressive tread design is surprisingly quiet on pavement and has generous siping to shed water in wet conditions. 

With the traction to get into some challenging situations, some care was taken to protect the AEV Hi-Line hood, Poison Spyder Hi-Line aluminum front fenders, rear flairs, and flat candy green wrap by Platinum Paint Protection. Speaking of protection, Reid’s Jeep Wrangler LJ has full aluminum Belly up skid plates. The GenRight +5 gallon fuel tank is also protected by a GenRight steel skid plate. To protect the occupants, a GenRight weld in cage has been installed. The driver and passenger sit in Mastercraft Safety, Baja RS Seats and standard belts. The rear seat has been removed and a custom aluminum Storage box with above fender rack sits in its place; a favorite perch for Reid’s German Shepherd.

Modified 2006 Jeep Wrangler Rubicon Unlimited LJ rear with Milestar Patagonia M/Ts

Lighting on the Wrangler LJ consists of Truck-Lite headlights, Laser Star driving lights, Gen-Right LED rear tail lights, and Gen-Right back up lights. The Optima Yellow Top battery powers a Magellan TRX7 GPS and Rugged Radio’s 2-way radio when the SSV WORKS full stereo system isn’t cranking out tunes. The Optima also supplies power for the Warn 9000 Winch with synthetic line and Factor 55 Fairlead with Flatlink. The Warn winch is mounted to a Currie front bumper. The Currie rear bumper has a Currie Swing out tire carrier to mount the spare, and Currie Rock Rails complete the impressive package. Reid Nordin’s Jeep is a perfect example of a well thought out rig that performs beautifully, on and off the road. Every modification was chosen to complement each other to provide a functional rig that works as well as it looks.     

Reid Nordin's Modified 2006 Jeep Wrangler Rubicon Unlimited LJ

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Four Doors Are Better Than Two: Jeep JKU Wrangler https://stateofspeed.com/2018/04/21/bert-hecks-jeep-jku-wrangler/ https://stateofspeed.com/2018/04/21/bert-hecks-jeep-jku-wrangler/#respond Sun, 22 Apr 2018 06:43:57 +0000 http://54.201.197.135/?p=893

Bert Heck's Jeep JKU Wrangler.Read More →

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Four Doors Are Better Than Two: Jeep JKU Wrangler

Bert Heck’s Jeep JKU Wrangler

The automotive world has a way of taking a serious hold on us. All it takes is being part of one facet of the culture to pull you into the rest, a gateway drug of sorts. That is exactly what happened with Bert Heck, and why he now utilizes a 2015 Jeep JKU Wrangler Unlimited.

Bert’s gateway was drag racing. For years it was his automotive sport of choice. Though he still enjoys the thrill of a dragster tearing down the track, Bert wanted something for when he wasn’t racing. A friend and co-worker talked him into purchasing a 1998 TJ Wrangler. It was built, lots of fun was had but Bert saw that the longer wheelbase rigs had the fun he’d prefer. Street-able and can wheel anywhere.

2015 Jeep JKU Wrangler Unlimited rear

Over the span of a few months, Bert transformed his Jeep JKU Wrangler into the beast you see here. With a large amount of friends in the automotive aftermarket industry, Bert knew who to ask to point him down the right path for which parts to use. Their guidance helped the Jeep build go the way it did.

The Jeep is elevated by a front and rear EVO MFG Double D Pro Long Arm Suspension System sporting 2.5 King Coilovers, giving the Jeep a low center of gravity, 12-inches of clean and usable travel as well as having some of the strongest components on the market. Hanging off the ends of the long arms are a front Currie Enterprises RockJock 44 front differential and RockJock 60 rear.

2015 Jeep JKU Wrangler Unlimited with Milestar Patagonia M/Ts
Tires: Milestar Patagonia M/Ts

To get ultimate traction no matter where the vehicle went, Bert bolted on a set of Method 101 Beadlock wheels wrapped in Milestar Patagonia M/T 37×12.50R17 at each corner. The Patagonia M/Ts are design for maximum traction, no matter where the vehicle goes, perfect for Bert’s wide range of uses for the vehicle.

To give the Jeep the body protection it deserves, a full range of Poison Spyder bumpers, rocker sliders and corner guards were installed, along with a Warn Zeon 12,000lb winch and a full RockHard 4×4 skid plate system. To keep the spare Patagonia M/T firmly planted to the vehicle, an EVO MFG Pro Series Hinged Gate Carrier was installed on the back end.

The 3.6L V6 powerplant and automatic transmission were left stock for reliability, with the exception of a K&N Engineering air intake and oil filter to give it a few extra ponies.

Keep your eyes peeled for this rig. Bert tends to take his Jeep JKU Wrangler anywhere he can. The pair are no stranger to trails in the West.

2015 Jeep JKU Wrangler Unlimited rear

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No Tougher Test Than KOH, King of the Hammers https://stateofspeed.com/2018/03/01/no-tougher-test-than-king-of-the-hammers-koh/ https://stateofspeed.com/2018/03/01/no-tougher-test-than-king-of-the-hammers-koh/#respond Fri, 02 Mar 2018 07:34:59 +0000 http://54.201.197.135/?p=485

The Ultra4 series King of the Hammers race is touted as the toughest single day offroad race in the world.Read More →

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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.

landscape shot of a sunset setting on a mountainous desert
Photo Credit: Mike Ingalsbee

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.

a crowd of people spectating the king of hammers race
Photo Credit: Mike Ingalsbee

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.

white and black buggy rock crawling up a steep and rocky path
Photo Credit: Mike Ingalsbee

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.

black and yellow UTV crawling over rocks on a rocky and dirt road
Photo Credit: Mike Ingalsbee

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.

black jeep racing down a sandy road
Photo Credit: Mike Ingalsbee

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.

silhouette of a buggy crawling up some rocks on a dirt path during a sunset
Photo Credit: Mike Ingalsbee

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.

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Mint 400 Takes Over Las Vegas https://stateofspeed.com/2018/03/01/mint-400-takes-over-las-vegas/ https://stateofspeed.com/2018/03/01/mint-400-takes-over-las-vegas/#respond Fri, 02 Mar 2018 07:34:27 +0000 http://54.201.197.135/?p=482

The Mint 400 offroad race was a huge spectacle, even for Las Vegas.Read More →

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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.

black and white method race wheels 1500 buggy racing on dirt road
Photo Credit: Mike Ingalsbee

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.

black buggy jumping over a dirt hill
Photo Credit: Mike Ingalsbee

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.

red bull trophy truck racing along a sandy road
Photo Credit: Mike Ingalsbee

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.

red white and blue levi's trophy truck speeding through a dirt track followed by a helicopter
Photo Credit: Mike Ingalsbee

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.

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