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”. 

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.” 

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. 

…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.”

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!” 

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.”

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. 

…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. 

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. 

“We had to roll the truck into the Off Road Expo that year due to a missing 3^rd 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.” 

Nissan 370Z: A Nissan Unlike Any Other

The Nissan 370Z car is one of those models that’s been loved for longer than I’ve been alive. It represents a company that responds to progress and continuously manufactures a car that transcends expectations. Ask any enthusiast and they’ll tell you a million reasons you should buy a Nissan Z. The car at hand is a 370z wearing Milestar tires, whose owner, Joe Velazquez, was kind enough to have a chat with me about his build.

Sarah Bernson (SB): My first question can feel a little generic but I find it can help get the storyline started, so…How’d you get into cars?

Joe Velazquez (JV): I would have to say that I have always been intrigued by cars. I grew up loving lowriders and muscle cars as it was common in my community. Up until the first Fast and Furious movie released when I was in high school. I then became infatuated with the import scene with limitless possibilities in customization.

…But the craziest memory is when I drove down to Arizona for a car show and my car wouldn’t start the morning of the show.…

SB: I think the natural intrigue we find is starting to burn out in the newest generation so I love to hear people say they’ve naturally been into cars for as long as they can remember. The import scene is super vast and certainly one of my favorite communities as well. There are loads of different cars under the import umbrella though. What made you ultimately gravitate towards Nissan 370Zs?

JV: After I got out of the military and moved back to SoCal, I started hanging out with other car guys and several of them also had Z’s. I really liked the body shape of the Z when compared to anything else in the scene. It really sets itself apart from everything else that was easily achievable. The body shape appears to be already widebody and the width of the wheels can be insane.

SB: Friends can be the best (or the worst) influence on us when it comes to car purchases. You get to get up close and personal with their car and so often you catch whatever car-virus they’ve got. Why’d you go with the Nissan 370z out of all the Zs?

JV: I actually went to a dealership to look at cars and I was undecided on what I really wanted before I showed up. After looking at several cars, I was dead set on my current red Nissan 370z. It just stood out when compared to a Genesis 3.0T or Evo MR. 

…I grew up loving lowriders and muscle cars as it was common in my community. Up until the first Fast and Furious movie released when I was in high school.…

SB: Sometimes the right car just hits differently. Like the Genesis and Evo are cool cars but I totally get what you mean. When you got the car did you have a vision for what it would become? What was your goal for the car?

JV: My goal was (and still is) to collect as many unobtainable parts for my car as possible. The more rare, the better. The harder to find, the better. Eventually I want to track my car for fun.

SB: Z cars are fairly abundant so looking for rare parts is totally a good way to separate yourself from the pack a bit. I’ve heard Z’s are a great platform for the track! What are your future plans for the car?

JV: I plan to find rare LMGT wheels and a NISMO mid logo steering wheel. The car itself is mostly complete with how I want it to look.

SB: Hell ya! Wheels make such a huge difference! It totally looks complete as it is though. Super sick! What would you say is your favorite design element and/or performance element of the car?

JV: I would have to say the handling of the car. I was hesitant about getting air suspension because I have been inside cars with terrible air setups. They sometimes bounce around too much and I felt like it might be more of a hassle when talking to others who had them. My air suspension setup is mixed with the full SPL components to make this car handle like a champ in the canyons.

SB: SoCal is known for incredible canyon roads and cruises. Of course, having the right setup is key for performance and safety. Do you have any particularly interesting memories with your Nissan Z?

JV: It’s a little hard to say what my favorite memory is. But the craziest memory is when I drove down to Arizona for a car show and my car wouldn’t start the morning of the show. I had to spend the entire event wondering why my car wouldn’t start. Luckily, a friend was with me. We had to push it up the U-Haul trailer the next day. It wasn’t easy since we needed a chain pulley to help us crank it up and the help of some friends and neighbors.

SB: Ugh! That sorta thing is the worst. I suppose that comes with the car territory though. I always like to ask people if there is anything else they want to tell me about their car, otherwise I feel like I’m manhandling the conversation a bit too much. So, am I missing anything?

JV: I would like to thank my friends at Garbage Dream for always supporting me, Concept 3 Performance for always taking care of my car, and my Nissan mechanic specialists @Zona_Z34 and @VQ_power. I would also like to take the time and thank @kuruzuauto for always keeping my car clean and detailing my car before every major car show.

Something that is entirely apparent throughout our interview is the way Joe not only connected with his Nissan 370Z , but how the car brought him into a rich community. He was inspired by his friends who had Zs, and later when things went rough, his friends were there to help. This story is a common one among car enthusiasts. All of our origin stories are unique of course, but I might go out on a limb here and say that we are all in this for the community almost as much as the cars. The cars are the medium that holds us all together and it’s really something beautiful.

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. 

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.  

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. 

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.

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. 

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. 

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.            

Hodson Motors’ Forest Service Ford F-250 Restomod

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. 

“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. 

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. 

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.  

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.  

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. 

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. 

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?

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.

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

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.

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.

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.

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.

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.”

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.

“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.

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.

Happy Accidents:
Jay Roxas’ Mitsubishi Lancer EVO IX

We can’t control what life throws at us; we can only roll with the punches and make the most of what we’re given. Such is the case for Jay Roxas. If it wasn’t for some unplanned unpleasantness, the Mitsubishi Evo IX you see here might never have come to be.

Our story begins more than a decade ago, when Roxas first discovered his love for Mitsubishi’s rally-bred sedan. “Ever since the Mitsubishi Evo 8 came out, I’ve always wanted the car. It had always been my goal to get one,” he recalls. Finally, in 2011 he came across a 2006 model year Mitsubishi Evo 9, and decided to pull the trigger. He didn’t want to take a piecemeal approach, explaining, “I kept it stock for about five years because I was trying to save up enough money to do it the way I wanted all at once.”

“I took the [Evo IX] into the shop, and they were backed up and busy so it was going to take a while to fix, so I just said, ‘let’s do everything’…”Jay Roxas, Evo Owner

Call it fate, call it luck, call it karma, but everything happens for a reason, and in Jay’s case, a chance encounter with an irresponsible driver was the signal from the universe that it was time for the Evo to evolve. “I was actually in a hit and run, where a lady hit me from behind, and she tried to run away!” he recalls. “We chased her for like four miles, and it turned out she didn’t have insurance, didn’t have registration, and she had two kids in the car. It didn’t even have plates!”

Police got involved, justice was served, but Jay’s Evo was still in need of repair, and a decision had to be made. “I took the car into the shop, and they were backed up and busy so it was going to take a while to fix, so I just said, ‘let’s do everything’,” he recalls. “Everything” started with body mods from Voltex, from the front bumper to the widebody fenders and over-fenders to the quarter panels and side skirts. VIS supplied the carbon fiber hood and trunk, and the whole car received a custom Melbourne Red Metallic respray, based on the BMW factory color.

“…it’s not going to sit in the garage. I spent too much money on it for me to just look at it…”

“It has a full custom diffuser, and I had a custom front splitter made because I wanted something stronger than carbon fiber that wouldn’t get beat, because I am going to drive the car – it’s not going to sit in the garage. I spent too much money on it for me to just look at it,” Jay explains. The custom touches are an intentional nod to function as well as individuality. Per Jay, “If that accident didn’t happen, my car would probably still be stock right now. If I had to do it over again without that, the car would probably be full Voltex – everything, wing, diffuser, the whole body. But in that process, I realized I wanted to put my own twist on it instead of just copying what had already been done.”

The Mitsubishi Evo IX rides on Tanabe Sustec Pro coilovers set up by Chewerks in California’s City of Industry, and is shod with Milestar 265/35R18 XP+ ultra-high performance all-season tires on all four corners. The tires are engineered to deliver exceptional handling in dry and wet conditions, as befits a rally-bred chassis tamed for the street. This is an Evo that gets driven, so having a tire that balances tread wear, dry performance, and wet grip was a critical part of the equation.

Though the 4G63 long block and factory turbo remain stock, Jay’s Evo has received a full slate of well-thought-out bolt on upgrades for additional power, including an ETS front mount intercooler and piping, a full Tomei exhaust downstream of the turbine, and a KTM 3-port boost controller. With a dual map E85 or 91 octane tune by KT Motoring, the setup is geared for a max 25 PSI boost.

“The last time I had it on the dyno, it did 400 to the wheels, give or take, and for the track the way I use it, that’s all you really need,” Jay says. “If I want to push more than that, well, I will wait for the engine to give out and then do a full build.” In the meantime, Jay has a ride he can enjoy every time he turns the key. “In the past year, I’ve been going to nursing school, so I told myself that I have to hold off on what I do with the car,” he admits. “I don’t get to take it to the track like I did, and I will go to shows once in a while, but that’s about it. This is kind of the boring part, until I finish school.”

Though it sounds humble, Jay understands and appreciates what he has. “I want to focus on what’s important. The car is nice, but it isn’t my top priority. Where the car has taken me now, never was in my plan. For people to actually recognize it? Never in my plan. I wanted an Evo to track. I never thought I would be taking it to shows, and that people would invite me to bring it. I feel like it hasn’t even sunk in that people would do that.”

Balanced Attack: The Nissan 370Z That Was Meant to Be Driven

When the Nissan 370Z was introduced back in ’08, it had all the makings of an absolute dream machine. The 370Z 2-door sports car with its sleek, low slung design was a vast improvement from its predecessor, the 350Z. The all-new variant, redesigned from the ground-up featured an all-aluminum body structure with increased rigidity, lightweight components, improved suspension, and a 3.7-liter VQ37 VHR V-6 engine to boot that held its own against formidable foes that cost double, the value of the Z. Even today, this sixth-generation model holds a special place in the hearts and minds of gear-heads worldwide as it continues to impress with its visual allure and capable performance both on and off the track.

It wasn’t long before he decided his weapon of choice was a ’16 Magma Red 370Z.

Three years ago, when it came time to purchase a new car, Joe Velazquez wasn’t looking for your typical commuter vehicle. “The kids moved out of the house and it was time to upgrade into a more sporty ride that I could enjoy on a daily basis”, mentioned Velazquez. It wasn’t long before he decided his weapon of choice was a ’16 Magma Red 370Z.

By the time he drove the car off the dealer lot, Velazquez had already formulated a plan to begin modifying his 370Z and execute it tastefully. The first order of business was focusing on improving vehicle horsepower performance. A Motordyne M370 upper manifold replaced the factory unit and was coupled to a Nismo R-tune cold air intake to improve airflow. A set of Motordyne long tube headers vacated spent exhaust gases through a Fast Intentions 2.5-inch exhaust system. A Mishimoto 19-row oil cooler, power steering cooler, and radiator were all used to improve cooling capabilities. An UpRev software module was installed to maximize fuel and ignition timing. The ECU performance tuning was reworked by @saul_nismo_knights.

In order to efficiently transfer the vehicle newfound horsepower onto the tarmac, Velazquez opted to install an Action Clutch stage 3 clutch and lightweight Chromoly flywheel. With all the improvements made to the 370Z from the factory, there is an inherent flaw. The internal concentric module inside the clutch slave cylinder made of plastic degrades over time. He decided to convert to an external module using a ZSpeed CMAK V2 clutch slave cylinder delete kit. The final piece of the puzzle was implementing a heavy-duty RJM Tilton HD clutch pedal system that’s designed to work with the factory remote reservoir, and OEM type or aftermarket clutch slave cylinder.

With the engine complete, Velazquez turned his attention to the handling of the car. Stopping power is now handled by R1 Concepts 6-piston front brake calipers and 4-piston rear calipers that assist with cutting rotating weight and are larger in size than OEM to help improve braking. Tein springs and a Hotchkis front sway bar was installed and mated up to Momo RF-5C wheels in 19×9.5 +15mm offset upfront wrapped in Milestar MS932 XP+ 255/35-zr19 tires and 19×11 +23mm offset wheels towards the rears with 295/30-ZR19 rubbers.

Velazquez admits one of his guilty pleasures includes stretching the Z’s legs around the twisty roads of Azusa Canyon for some spirited driving. According to him, the upgraded suspensions modifications made a “night and day” difference. “Out the box, I felt the Z exhibited excessive body roll and the initial cornering didn’t feel right. Concept 3 located in Santa Fe Springs is my one-stop-shop that not only helped dial in my suspension but also installed a slew of SPLParts including front and rear camber and pro end links, bump steer front outer tie rod ends, eccentric lockout kit, and titanium rear traction arms. The Milestar MS932 XP+ tires offer fantastic grip and overall performance that helped further increase the handling capabilities of the Z.” The chassis and suspension were completed with a Z-Speed aluminum under shroud and Street Faction rear bash bar w/jack point.

Subtlety wasn’t the goal.

When it came time to modify the exterior of the vehicle, Velazquez wasn’t looking the replicate your typical cookie-cutter build. “I wanted to create a 370Z that people haven’t seen before at shows or driven on the streets. Fly1 Motorsports located in Ontario CA, helped transform my 370Z from a stock to a show quality build using their honeycomb carbon fiber parts.

Subtlety wasn’t the goal. The exterior consists of a mishmash of various products. Slick Carbon based in South Gate CA provided a set of CF side mirrors, CF roof, CF A-pillars, and CF 2015+ Nismo-style rear wing. A closer look reveals a Fly1 Motorsports honeycomb carbon fiber hood, front fenders, vortex generator, and splitters. The exterior was completed using a Zakustech honeycomb carbon fiber louver to recreate a sleek retro-inspired design while maintaining an aggressive appearance. A pair of EL Stig RGBW LED demon eyes and EL Stig RGBW halos were retrofitted into the original headlights to set the car off-in-style.

With everything taken care of but the interior, Velazquez wanted to keep modifications to a minimum. After adding Street Faction door cards, a Momo MOD30 steering wheel was affixed to a Works Bell short boss, Rapfix quick release and Rapfix flipper. A pair of Momo Daytona Bucket seats were mounted to Buddy Club brackets and rails and Cusco 5-point harnesses were secured to a Next Level Performance roll bar. “ The Momo seats keep me firmly planted but comfortable when driving on any road including twisting through the canyons. It didn’t feel like I was sloshing around allows me to drive with more confidence.

Currently, the vehicle is undergoing a facial transplant using a combination of Varis Kamikaze widebody parts combined with Nismo bumpers. Velazquez’s 370Z was built to be the perfect example of a “driver’s Z” that was tastefully modified and that’s exactly what it is. Everything works, everything looks in place, and it continually turns heads anywhere it goes.

Godzilla Rises:
The Nissan R32 Skyline GT-R

At the close of the 1980s, Nissan set out to create a car that encompassed the best of everything they were capable of producing – the most advanced drivetrain, the most powerful engine available to the general public, the most advanced electronics, and the most sophisticated driving experience they could deliver. The name they gave it, GT-R, was a direct reference to the car’s historic lineage, but to the world, the Nissan R32 Skyline was known simply as “Godzilla.”

If Japan had a social media status for its relationship with technology, it would be permanently set to “It’s complicated.” As an island nation, and a densely populated one at that, the country has always been reliant on its ability to do more with less. Even centuries ago during feudal Japan’s period of isolation during the Tokugawa Shogunate (look it up later if you’re not already familiar – it’s seriously fascinating) when almost all interaction with the Western world was cut off, there was Rangaku, a term describing the body of knowledge developed through their one remaining point of contact with the Dutch. Through Rangaku, Japan stayed abreast of world developments in technology, warfare, agriculture, and medicine, and when Commodore Perry and a US expeditionary fleet forced the issue in 1853, Japan went from a feudal society seemingly frozen in time to a fully-modern empire overnight.

After the Second World War (which had, as one of its many causes, Japan’s quest for resources to feed the country’s industrial economy), the country was back to square one, and in the rebuilding environment of the 1950s, a pop culture icon emerged from the depths of the ocean, born of atomic fire and intent on destruction for destruction’s sake – Godzilla. The OG Kaiju carried a lot of cultural baggage on his scaly shoulders, and over countless appearances in film and other media, his portrayal evolved to match Japanese society’s relationship with history and technology. Godzilla went from an amoral, elemental agent of chaos sent to punish mankind for its hubris, to humanity’s sometimes-ally; he might stomp you or set your neighborhood on fire, but he wasn’t going to let those other giant monsters disrespect the Earth, either.

What’s In A Name?

When the motorsports media gave the R32 Skyline GT-R the nickname “Godzilla” in reaction to the way it was laying down the hurt in the Australian Touring Car Championship series at the start of the 90s, it wasn’t inspired by anything much deeper than the mildly-xenophobic “Japanese monster” connection. But fans worldwide embraced the moniker, and another pop culture icon was born, representing Japan’s star-crossed love affair with bleeding-edge technology.

The R32 Skyline GT-R began as the brainchild of Nissan chief engineer Naganori Ito, who drew inspiration from Porsche’s 959 supercar. The 959 was the answer to the question, “What do you get when you throw a ton of money into developing the 911 platform to the very limit of what’s possible?” Launched in 1986, it was aimed squarely at Group B rally racing, but arrived just as the “killer Bs” were outlawed thanks to a series of serious and sometimes deadly crashes in competition. With no place to race, the extremely limited production Maximum Porsche became the ultimate high-tech German sports car for the street.

For Nissan, the starting point for their ultimate street car would be the new R32 Skyline chassis. Replacing the R31 Skyline, which had seen a GTS-R performance variant for Group A Touring Car homologation in Australia, the R32 chassis would have a veritable alphabet soup bowl’s worth of different variants – GXi, GTE, GTS, GTS-25, GTS-T, GTS-4, and finally the GT-R. No Skyline had held the GT-R designation since the short-lived C110 Skyline, which replaced the Hakosuka model in 1972, and the new R32 version embodied a radically different design philosophy from the simplicity of those previous models.

Nothing Ordinary About It

As with the 959, the R32 Skyline GT-R is an all-wheel-drive car built on a nominally RWD platform. The longitudinally-mounted RB26DETT inline-six engine is bolted to a 5-speed manual transmission similar to the one utilized in the 300ZX Turbo, backed by an electronically-controlled transfer case. The main output shaft sends power to the rear differential, while a propshaft extends forward on the right side of the transfer case to spin the front differential. The transfer case can vary the torque split from 0/100 front to rear to 50/50 by engaging a clutch pack upon computer command – borderline science-fiction stuff for the end of the Eighties.

The front and rear suspensions are both multilink independent designs, and Nissan incorporated an early version of their HICAS rear-wheel steering system to provide up to one degree of both out-of-phase rear steer at low speed to tighten the turning radius, and in-phase steering while the car was at higher speeds to improve stability in turns. While modern drivers may consider this feature a mixed blessing in terms of handling (and many current R32 owners have “locked out” HICAS), when in proper operating condition the system does offer what was promised by Nissan’s chassis development team.

The star of the show in the R32 Skyline GT-R isn’t the driveline or the chassis, of course – it’s the RB26DETT under the hood. The cast iron inline six-cylinder block features 86mm bores and a crank with a 73.3mm throw for a “true” displacement of 2,568 cubic centimeters, rounded up to 2.6 liters for the purpose of general discussion. The block is topped by an aluminum dual overhead cam cylinder head with four valves per cylinder, and compression is a very mild (and turbo-friendly) 8.5 to 1. The intake valves are fed via a trio of two-barrel throttle bodies, effectively giving each cylinder its own throttle blade. On the exhaust side, there are two Garrett M24 turbochargers, each fed from its own set of three cylinders and equipped with integral wastegates set to regulate boost to 10 PSI.

Under-Promise, Over-Deliver

In factory trim, the GT-R’s RB26 is rated to produce 276 horsepower at 6,800 RPM and 266 pound-feet of torque at 4,400. These numbers are “at the brochure,” however – at the time, Japanese car makers had an understanding between themselves that none of them would advertise a car for sale with more than 280 PS (short for the German term ‘pferdestärke’ and often referred to as “metric horsepower” even though there’s a perfectly good SI unit for power – the kilowatt…) In any case, every Japanese car company with a high performance model produced engines that actually delivered well in excess of this fictional limit, and Nissan was no different. The real figure for an RB26DETT in factory tune is more like 315-plus horsepower, and with modification and increased boost the engine platform is capable of far higher power levels.

The star of the show in the R32 Skyline GT-R isn’t the driveline or the chassis, of course – it’s the RB26DETT under the hood.

The R32 GT-R was offered in a few different variants besides the ‘standard’ production model. In 1989 and 1990, 560 NISMO models were built – 500 were offered to the public to meet the homologation requirements for racing, with 60 used as competition cars. They were wildly successful in Japanese Touring Car Championship racing, winning 29 races in 29 tries and putting a lock on the series title from 1989 to 1993. More success was found in the Australian Touring Car Championship, which led to the Aussie press coining the nickname “Godzilla” for the R32 GT-R. NISMO models were visually distinct thanks to different aero bits and pieces, while the technical changes included the deletion of ABS and metal instead of ceramic turbine wheels for improved longevity in competition.

In 1991, upgraded safety equipment including door collision bars and an optional driver’s side airbag were added, and Nissan homologated a new variant with just under 120 cars produced for the Japanese N1 racing series, all with the company’s iconic white exterior. For 1993, the V-Spec model was added to follow changes in JTCC rules – previously, cars were limited to 16-inch wheels, but an increase of an inch of diameter led to new BBS “mesh” wheels in 17×8, plus a different method of clutch actuation, minor transmission improvements, and Brembo calipers gripping larger rotors to take advantage of the additional room inside the bigger wheels. A total of 1,453 R32 V-Spec cars were manufactured, and a mere 64 V-Spec N1s left the factory. Finally, in 1994 Nissan introduced the V-Spec II, which took the factory tire size from 225/50R17 to 245/45R17, with just over 1,300 cars built.

Making Dreams Come True

All told, between 1989 and 1994, there were something like 44,000 R32 Skyline GT-Rs made, including all the upgraded and racing variants. In America, the original Godzilla was the stuff of dreams for many enthusiasts, fueled by video games and a lust for anything legitimately JDM and off-limits to US drivers. For many years, the only way to get one on the road in the States was via sketchy grey market deals or working your way through ‘display and exhibition’ loopholes of questionable legality. Today, however, foreign-origin cars that were never offered for sale in the US that are more than 25 years old are finally legal to import and own almost everywhere (California and Hawaii impose their own rules) making the entire R32 GT-R production run available.

Is Godzilla something you’d like to have in your own garage? While the supply of US-legal R32 GT-Rs has certainly exploded, so has the pent-up demand for a car that so many of us salivated over in our youths, so a good, unmolested example can run in the $80,000+ range at auction. That’s a lot of money for a three-decade-old car, but it’s hard to put a price on living a dream, and for many of us an R32 Skyline gets our heart racing like no modern car in the same price range ever could.

A Whole Lotta Supra:
The SEMA Edition

The new Toyota MKV Supra is a BMW Z4 with a different body.

If you walked the miles of aisles at the recent SEMA Show in Las Vegas, you couldn’t help but notice the number of Toyota MKV Supra builds littering the show floor. Not only were they in the Toyota corporate display but they were in numerous booths of aftermarket speed merchants from Milestar to Yokohama.

Now, not a lot of people know this beyond the cognoscenti—the most serious enthusiasts—but the new Gen 5 Toyota GR Supra is really a BMW G29 Z4 wearing a Japanese suit. Indeed, the two cars are assembled side by side in Graz, Austria, by Magna Steyr.

It’s been more than two decades since the last Supra was available and this version was apparently seven years in the making. That said, we had a taste of what was coming when the concept FT-1 first appeared at the Detroit Auto Show back in 2014. McLaren F1 designer Peter Stevens said, “The front nose is silly, but it does the upper window line to top of screen better than I have seen before and has sensuous surface through the door.”

So, if the MKV Supra which is a real, iconic enthusiast’s car, is a re-dressed BMW, how do those enthusiasts feel about that? StateofSpeed.com spoke to racer Stephen Papadakis about it. PapadakisRacing.com, is, of course, the winningest team in Formula Drift and earlier this year Steph’ attacked the in-line Bavarian B58 six in search of the magic 1,000 horsepower asking the question, “Is this a worthy successor to the 2JZ Toyota engine? Time will tell but so far, I’m pretty impressed.” Stephen actually reprised this build live at the SEMA Show.

The aluminum block evidences racing heritage with a deep skirt, a built-in cast aluminum windage tray and a forged steel crank. Meanwhile, everything is modular and/or integrated. The plastic intake contains an integrated water-to-air intercooler. There’s direct coil-on-plug ignition and there is also an oil-to-water heat exchanger that uses radiator coolant to control the oil temp. Unusually, the engine has no dip stick and no traditional timing marks.

The biggest structural difference from most common engines is that the chain driven DOHC cam timing assembly is on the back of the block rather than the front. Other differences appear in the four-valve head that has motor-driven variable inlet cam timing and direct fuel injection into the combustion chamber. The head also contains an integrated six-into-two exhaust manifold.

“Is [the B58 engine] a worthy successor to the 2JZ Toyota [Supra] engine? Time will tell but so far, I’m pretty impressed.”Stephen Papadakis, PapadakisRacing.com

In his target-1,000 rebuild Steph’ used the stock crank and bearings but installed custom chrome moly Carrillo rods fitted with forged and coated 11:1 JE pistons with stock rings. Major work came in the cylinder head that was ported and flowed and fitted with valves, springs, retainers and keepers from SupertechPerformance.com. The head is secured by custom made ARP head studs. The gasket, however, is stock.

Two things Steph’ did ditch was the direct injection that will be changed out for six 2,000 cc port fuel injectors, one for each cylinder, and the motor-driven viable inlet cam timing that will be disabled and set to max. He also junked the Supra’s stock plastic intake and went for a 3D printed aluminum intake by Mountune, however, the stock throttle body was retained.

The other big change was to dump the stock Supra turbo, replacing it with a much larger Borg Warner EFR 9282 turbo fitted with a Full-Race.com turbo header and dual wastegates.

In stock configuration, the MKV Supra is good for 335 bhp and 369 lb-ft of torque as is the Beemer. Sixty mph comes in just 4.1 seconds and it tops out at a reasonable but electronically-limited 155 mph. Papadakis’ modifications unfortunately remain unresolved because the factory computer is not able to be re-programmed to work with his ‘old school’ modifications. Steph’ said, “The B58 is a really good engine but until we can go out there and make the power there is work to do with the fuel system and the ECM.”

The styling of the MKV Supra is soft and organic through the sides but very aggressive in the front and rear facias that are perhaps a little busy but then it is a Supra. Aftermarket body kits and wings can make it more so. One of the car’s distinctive features is the ‘double bubble’ roof that references the signature of the Italian styling house Zagato.

Ingress to the MKV Supra necessitates ducking your head but once in the seat the double bubble top affords good headroom. According to several reviewers, the interior looks like that of a BMW but now that we know it is a BMW perhaps that is to be expected. Soft -touch materials and BMW features, design cues and details give the interior a premium feel. However, one design feature that some find uncomfortable are the twin cup holders aft of the eight-speed shift lever. If you use them, the cups get in the way of your elbow. I don’t have an answer for this other than not to use them but then why are they there if you can’t use them? Another issue is the lack of trunk space and spare tire?

Overall, the Supra interior is snug, and I just don’t see two-meter tall (6ft 5in) Jeremy Clarkson having much room for him, his ego and a camera man.

So, when all is said and done, how do we feel about the new BMW Supra. My guess is it’s a bit of a compromise. It’s not a Beemer and it’s certainly not a Toyota but, it’s a great sport coupe that is going to please lots of enthusiasts even if it rolls off the floor at around $50K or more.

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

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.

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.

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.

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

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.

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.

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.

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.

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.