Suspension Tech: Shock Reservoirs and Bypass Valves

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

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

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

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

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

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

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

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

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

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

Top 5 Overlanding Necessities

1. Water

Water is a no-brainer because you cannot live without it. It is the most basic necessity regardless of where you are. It is used for drinking, washing, cooling your engine, and preparing food. Early transportation routes were laid out according to where clean water could be found. They were routed from one watering hole to the next. Those who like to go overlanding where water is abundant still need a way to filter it before drinking. There are all types of filtering devices from hand held straws, to elaborate reverse osmosis, or ultraviolet light emitting systems that can be mounted to your vehicle. Boiling the water is also an option, but that requires time, and fuel. If you are harvesting water along the way, you will need containers to capture, and store it. You don’t want to put filtered water back into a container that had untreated water in it, so you need more than one.

Those who are in dry locations will have to haul their water in. Any long term trips off the grid will be limited by the amount of water you use, or don’t use. There are many tricks to conserving water. One is to scrub pots and pans with sand or dirt instead of water. Just be sure to get it all off before your next meal. A gallon of water weighs 8.34 pounds. Gasoline only weighs 6.1 pounds per gallon. Think of how sturdy gas tanks are built. Your water tanks need to be just as robust, and be mounted low on the vehicle, like fuel tanks, in order to keep your vehicle stable. If you are going to be overlanding, you need a reliable system in place.  

2. Tires

You need good tires when you head off road. They are the only thing between you, and the ground. Not only do your tires need to provide traction for forward progress, but they also give you control when stopping, and steering. In many types of terrain, you won’t get 5 feet without off-road tires. Street tires will get packed with mud or just spin in the sand without getting traction. Tires also need to be durable enough to resist getting punctures, or having the tread sliced to bits on the rocks. No matter how good your tires are, eventually you may still get a flat so make sure you have a good spare, and repair tools for fixing punctures. Getting double flats is not uncommon as you can hit the same impediment with more than one tire. Having a single spare tire won’t always solve your problem. There is a good reason why off road tires are almost always the first modification done. Good tires will make a huge difference in your ability to have fun in the dirt. 

In  many types of terrain, you wont get 5 feet without off-road tires…

3. First Aid Kit

When you think of first aid, many think bandages, and tape, but you also need to consider your vehicle’s requirements. You should have spare parts on board to fix common issues that regularly arise. Typical parts to carry are belts, hoses, fluids, fuses, and the tools needed to make repairs. Do some research on your vehicle to find out what fails over time, and what the repair job requires. I had a custom suspension on my prerunner that took some special bolts. I put together my own kit that had a new replacement bolt for every one used on my suspension. Over time your kit will grow to include all types of spares as you learn from experience. 

Once your vehicle has everything it needs to stay healthy, you can focus on passengers. There is a big difference between a simple first aid kit, and one that is capable of handling severe trauma. If a medical emergency takes place, chances are everyone will be stressed. Having a serious medical kit will not only be a huge benefit in treating the patient, but it will also give you solutions that will keep everyone calm. Number one is having enough materials to stop bleeding as it is an immediate problem. You will also need pain medications like aspirin or ibuprofen. Some antihistamine is crucial for swelling or bug bites, and disinfectant or antibacterial ointment is always good to have. If you are on medication, make sure you have more than what you need for your trip in case you get delayed. A good thing to do is consult your doctor. They will know what types of medications, and implements are best to have on hand. 

4. Navigation

We all go overlanding in the first place to get away from everything, but it’s also important to get back again; you need to learn how to navigate. Too many people simply rely on electronic devices for navigation. They are nice, and give us tons of useful tools when they work. When they don’t, you can get in a lot of trouble. It’s so easy to throw a map in your truck of the places you’re going to visit. That way if your electronic device fails for any reason, you will be able to figure out where to go. One of the handiest maps to bring is a topographic, or topo map as many call it. The topo map shows the contour of the terrain. It has lines that are based on elevation. Lines close together mean the terrain is steep. Open areas with few lines are mostly flat. The topo map is also great for locating landmarks. If you see a high elevation, or big depression, you will be able to verify your position according to what you see. It’s also good to know what direction you are heading. This can be easy in wide open spaces by watching the sun. In dense forests or canyons it can be nearly impossible. Don’t trust the old saying that moss only gathers on north facing surfaces; nature is not absolute. Most people just use a compass. Get one, and learn how to use it. 

5. Recovery Gear

Certain things are a given when going off road; like getting stuck. You should always have a few items needed to get un-stuck. First is a shovel. I once slide into a snowbank and had to dig myself out with my license plate. Now I always have a shovel. You will also need a good tow strap, and strong recovery points on your vehicle. With today’s plastic clad vehicles, it can be a challenge to find someplace to attach a rope. Make sure you have something on the front, and rear. If you travel alone, you probably need a winch, and all the paraphernalia that goes along with one. The traction boards that are everywhere are also very handy for self-extraction. High lift jacks are very popular, but I wonder if they ever get used on some rigs because you need strong lifting points with plenty of clearance. If you don’t have beefy bumpers or sliders, they are almost useless. 

Certain things are a given when going off road; like getting stuck…

This list just covers the basics, and admittedly many may have different needs, and desires. The bottom line is to be able to get where you’re going, and back, while keeping everyone healthy, and happy along the way.   

Top 10 Tools Every Off-Roader Should Carry

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

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

1. Socket Wrench

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

2. A Jack

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

3. Shovel

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

4. Jumper Cables

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

5. Bailing Wire and/or Zip Ties

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

6. Vise Grips

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

7. Tow Ropes and Ratchet Straps

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

8. Fire Extinguisher

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

9. A Tarp

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

10. A Buddy

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

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.            

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.

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. 

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. 

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.

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.

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.

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.

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. 

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.

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.

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.

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.

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.

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.

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.

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.     

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.

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. 

Will the Tesla Cybertruck Keep Up Off-Road?

Elon Musk created a stir when he announced the launch of his latest vehicle; the Tesla Cybertruck. The fully electric powered vehicle has a bed out back, and can be had with up to three motors on an all-wheel drive platform. Its unique shape comes from the physical limitations encountered while forming the body panels. The 1/8th inch thick 30X Cold-Rolled stainless-steel structural skin cannot be stamped like conventional car bodies; only bent in straight lines.

The Tesla truck concept has some definite potential for off road travel. The electric motors create incredible torque, and smooth power delivery to the wheels. The towing capacity is as high as 14 thousand pounds, and it has a range of 500 miles on the triple motored configuration. The location of the batteries, low in the chassis, keeps the center of gravity down where you want it when on side hills, or steep inclines. The water fording capabilities could be astounding. With the ability to deliver enough electric power to run tools, it would be an incredible asset to search, and rescue operations, and for remote building sites. The question is if it’s a capable off roader, or a scissor lift with a sexy body on it? The vehicle weight is estimated by some to be around 10 thousand pounds. With an advertised ground clearance of 16 inches, it looks to be capable of going off road, but it seems more suited for the overflow lot at the golf course than racing in the Baja 1000 as touted.

It would be amazing if the engineers at Tesla could do some Nye Frank, outer space, no holds barred type of breakthrough design work on the Cybertruck, and to be fair, maybe that’s in the works. At first glance though, it looks just like your typical soccer Mom SUV.\

…it seems more suited for the overflow lot at the golf course than racing in the Baja 1000 as touted.

The flat bottom of the Cybertruck is perfect for rock crawling, how about a more off road capable option with portal axles, and larger tires? The instant torque would require beefy components, but just think of the slow crawl speeds it could maintain. I wouldn’t worry about the break over angle with the long wheel base as much with such a flat belly pan underneath.

Regenerative braking already exists; how about regenerative suspension cycling? If they are racing it in the Baja 1000, the San Felipe section alone should be more than capable of topping off the batteries with power to spare. The air ride suspension sounds interesting, but one drawback to air is that it expands when it gets hot. Air shocks become pogo sticks when subjected to rough terrain at speed; is the same true for the air ride suspension on the Cybertruck?

A PTO option seems simple to incorporate into one of the electric motors so that winching would be possible. You have to consider a recovery at some point, and with the estimated weight, you would need a crane to get it out if you ran into trouble. That brings up another shortcoming, the lack of recovery points, and the inability to mount much of anything to the truck.

The question is if [the Cybertruck is] a capable off roader, or a scissor lift with a sexy body on it?

Where is the spare tire, or tires? The LED lights in the front look sleek, but how effective would they be once you got off the pavement? Here’s an idea, why not have some strategically placed nutserts on the body so that modular components could be fitted like lights, cargo racks, or additional gear? We saw the awkward introduction to the unbreakable, breakable windows; do they roll down? What do you do at the drive through?

It’s easy to be critical of a new design; especially a concept like the Cybertruck, but I would think that the same man that is able to put rockets into space could build something that pushes the envelope, and takes more advantage of existing off road technology. Let’s hope they continue to refine the design into something truly innovative.

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. 

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

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.

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.”

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.

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.

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. 

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.

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. 

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

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

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

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

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

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

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

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

More on this Safari 911 build here.

X/T vs A/T R Tires:

Which Patagonia Tire Is Better for Your Application?

Tires are the most important modification you can make to your off-road vehicle. Think about it; they are the point of contact between your rig, and the ground. Do you want your vehicle wearing hiking boots, or flip flops? Although they are very different, both types of footwear offer superior performance when used as intended; the same goes for your tires. To the casual observer, Milestar Tires Patagonia X/T, and A/T R might look similar, but the fine details set these tires apart.

When engineers design tires, they have to target the intended use of the tire, what types of vehicles will use the tire, and many other factors in order to come up with the end result. A tire that will do duty on a heavy 4×4, or large truck is different from something intended for street use on a passenger car. It’s easy to look at both extremes, and point out the differences, but what about those tires in the product line that are much more versatile? The Milestar Patagonia A/T R, and X/T can be used on a wide range of vehicles. That’s why they are available in a variety of sizes, and load ranges from 15 inch diameters, all the way up to 20 inches. Load ranges on the A/T R include C, D, and E. The X/T ranges from D to F.

Load range letters designate the weight carrying capacity of a tire based on the amount of air pressure they can hold, and number of plies found in their construction. As the letters go down the alphabet, the capacity rises. A load range F tire can hold much more weight than a load range C. Typically a higher load range will also mean a stiffer side wall that will affect the ride quality on pavement, and the ability of the tire to be aired down off road. If you have a light weight 4×4 like a Suzuki Samurai, or a bobbed Toyota pick-up, you don’t need the same load range tire as a full size diesel crew cab 4×4 hauling a slide-in camper. However, advances in tire technology have allowed for greater strength of materials used in construction. Therefore a newer system based more on weight capacity rather than amount of plies is now in use. The older letter designation will probably be phased out. For now, Milestar tires carry both designations.

Take for instance a Patagonia XT in size 37×12.50-R17LT. The load rating is D, and the service index is 124Q. If you look at a load capacity conversion chart you will see that the 124 designates a load capacity of 3,527 pounds. The Q is the speed rating that happens to be 99 miles per hour. If we compare the same sized tire in the X/T, and the A/T R, you will see that they both have the same weight rating despite the A/T R having 2 ply sidewall construction, and the XT having 3 plies. Milestar engineers have figured out how to use different materials and construction to allow different properties in the 2 tires without sacrificing load capacity. The A/T R can have a smoother ride on pavement, and the XT can have greater sidewall puncture, and abrasion resistance. Now you know the reason why the new system is needed.

Next we come to rubber compound. To put it into simplest terms, the harder the compound, the greater the mileage you will get out of the tire. The softer the compound, the greater it will grip. That’s not to say that a harder compound can’t grip as well; that’s where tread design comes into play. Of course, you have to take terrain into the equation. In off-road situations, not only does the tire have to grip, but it also needs to flex in order to conform to uneven surfaces. The A/T R has a tread life rating of 4.5, and a 50 thousand mile tread life warranty. If within 5 years from the date of installation, the tire wears evenly across the tread down to the tread wear indicators (2/32nds of an inch of tread remaining) before providing the minimum warranted miles of service as indicated by the vehicle odometer, a credit will be issued toward the purchase of a new tire on a pro-rated basis to the actual mileage received. The XT has a 40 thousand mile warranty. The difference between the two tires is the tread compound. The X/T has to be more flexible, so it’s a softer compound. This gives us another hint as to which tire is right for you.

So far we’ve looked at some fairly simple aspects of tire design. Once we look at tread design, it starts to get a little more complicated. Let’s first look at the extremes. A drag race tire is completely smooth, and very soft. It is built for maximum traction on a smooth, clean, and dry surface. A sand tire (commonly referred to as a paddle tire) has big scoops that dig into the soft sand. Neither one would be practical on the street. Any tire that drives on the roadway has to have the handling characteristics capable of steering, braking, and accelerating in many varied conditions. Roads can be wet, or dry; smooth, or bumpy, hotter than a frying pan, or covered in ice. Once you travel off the road, you encounter all kinds of surfaces like mud, rocks, sand, or silt. Has anyone tried to pull a boat and trailer up a grass covered hill down by the lake? I think the technical term is slicker than snot. That’s where the tread design comes into play, and that’s where the A/T R, and X/T start to have greater differences.

While both tires have off-road capability, the A/T R has a tread design that puts more rubber on the road to give better performance on the pavement. The X/T is more suited for off road use due to its deeper and wider voids that shed mud, and dig into loose dirt. Both tires are a great addition to any rig; it just depends on your needs. If you travel long distances on the highway to get to the trails, the A/T R’s exceptional tread life, and good road manners might be your choice. Those who get into more challenging conditions might like the flexibility, and more aggressive tread pattern of the X/T. Either way, Milestar Tires has you covered.

Will the Jeep Always Be the Overlanding Champ?

When it comes to off-road capabilities, few vehicles are in the same league as the venerable Jeep. The Jeep was a pioneer in off-road travel, and has been at the forefront of 4 wheeling for decades. The Jeeps usefulness in most any off-road driving situation is unquestionable, but what about its strengths, and weaknesses when it comes to overlanding?      

Some will say overlanding is just a fancy word for camping, while others say it’s more complicated than that.

Overlanding has become extremely popular in the last several years. One reason why it has such a huge following is because it cannot really be defined. It covers such a wide spectrum of vehicles, and pursuits, it allows almost anyone traveling off-road to fit under the overlanding umbrella. You can overland in a million dollar, six wheel drive house on wheels, or an all-wheel drive car with good tires. All it takes are good tires, and some off-road driving skills.

Some will say overlanding is just a fancy word for camping, while others say it’s more complicated than that. For me, the definition of overlanding is being capable of off-road travel while being fully self-contained. You should be able to support all your needs for several days or weeks without the benefit of running water or power from the grid.

Overlanding should not be confused with Boondocking. Boondocking is also being self-contained, and miles from support, but typically when you are boondocking you are staying at a destination. Overlanding is more about traveling to and from destinations.

The emphasis is on the trip, not necessarily the destination. With that in mind, the perfect rig for overlanding lies somewhere in between the all-wheel drive car, and the huge motorhome that may have 4wd, and some off-road capabilities. The region where you are overlanding also places confines on the configuration of a suitable overlanding rig. A 30 foot long, 12 foot high, and 8 foot wide truck based rig is just fine in the wide open desert, but would be tortuous in tight, off-camber trails deep in the forest canopy. In comparison, the all-wheel drive car fits on even the most overgrown 2 tracks you will find in the East. It’s also right at home on the many dirt roads found in the southwestern United States. The problem with a small car-based vehicle is that you lack the rugged construction, power, and ground clearance of a truck. You also run out of space quickly.

It won’t take long to exceed both the space limitations, and the weight carrying capacity of your car-based overlander; even with your titanium spork, and carbon fiber lawn chair.

One of the harsh realities of overlanding is “where do I put all this stuff?” If you are going to be spending the week in the cool mountains you can probably get away with less water than you would in the desert. The National Academies of Sciences, Engineering, and Medicine have determined that in a temperate climate a person should drink between 3 and 4 liters of water per day to stay hydrated. That’s a gallon or so a day per person, in mild temperatures, and without exertion. If you are participating in strenuous labor (like chopping firewood, shoveling dirt, or changing a flat tire), obviously your intake needs to increase as you sweat it out.

Just as notable, if you are in a hot desert, or humid forest, your needs will also be increased. Let’s say you are on the high end of the scale and need twice the recommended water just for hydration; we are not including washing, or cooking needs. For a 7 day trip that’s 14 gallons of water per person. With the weight of water being 8.34 lbs. per gallon, that’s 116 lbs. of water you need to carry per person. Then you need food, tools, gear, spare parts, sleeping accommodations, kitchen utensils, etc, etc. It won’t take long to exceed both the space limitations, and the weight carrying capacity of your car-based overlander; even with your titanium spork, and carbon fiber lawn chair.

On the other end of the spectrum is the huge truck based camper. You have the space, and the weight carrying capacity to haul all that water, but you also have to push the weight. On the big heavy trucks fuel becomes an issue. Gasoline is only 6.3 lbs. per gallon, but you’ll have to carry a lot to have any range. The big rigs are right at home in open spaces, but navigating narrow canyons, or tight trails can be extremely challenging when you’re 12 feet tall, 8 feet wide, and have the turning radius of an ocean liner.

Clearly the best rig for overlanding is something in the middle of these two extremes. You want it to be small enough to navigate tight trails, but with ample ground clearance, and strong suspension components. It needs to get good fuel mileage, and enough capacity for extended range. It has to have enough room for cargo, and still be comfortable for passengers. It needs the strength of a truck chassis to handle the weight, and not twist itself to the point of failure. It’s also beneficial to be able to tow a trailer, and to have secure frame attachment points for recovery. Finally, it has to have a big enough platform to either sleep inside, or mount a realistically sized rooftop tent.

When you add it all up, nothing really compares to the venerable Jeep. Now I have to admit, the earlier CJ’s, and their short wheelbase cousins are lagging when it comes to cargo space, and room for passengers, but the longer wheelbase Jeeps (Don’t forget the Scramblers), are perfect for overlanding. They have all the capabilities off-road to get you through any terrain, and all the aftermarket support to build whatever you desire. Jeeps Trail Rated® designation means that it’s able to perform in a variety of challenging off-road conditions. The criteria include five performance categories: traction, ground clearance, maneuverability, articulation and water fording. Straight off the dealer’s lot you can also have many options that you’ll need while overlanding like a 240-Amp Alternator, Class IV Receiver Hitch, and Heavy-Duty Engine Cooling.

With the launch of the new Gladiator, you can have the best of all worlds; comfortable space inside for people and supplies, and ample cargo capacity in the bed. When it comes to the best overlanding configuration, the versatility of the Jeep can’t be beat. Until something else comes along, it will continue to be the undisputed champ.

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.  

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’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.

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. 

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.

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. 

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. 

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. 

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. 

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.   

Why Is Overlanding So Popular Now?

Overlanding is not new. Travelling cross country with a vehicle is as old as the wheel. When you look at the some of the first overlanders, they travelled in wagons, or rode horses. Nomadic tribes, sheep herders, and the pioneers of the old west all lived on the move, and had to carry their entire belongings wherever they went. That’s what overlanding means to many people; being able to go anywhere while being self-contained. When the automobile showed up in the 1900’s, overlanding followed. The country still had large swaths of open, undeveloped land with plenty to explore. People had leisure time, and transportation.

American’s fascination with offroad travel has never waned. The same can be said for exploring the wilderness. One reason why overlanding has become so popular is because it’s a diverse crowd. You can find people overlanding in everything from a million dollar, purposely built big rig to an all-wheel drive car with a roof top tent. Can you still overland in a car? Sure, but one prerequisite of overlanding in many people’s minds is the ability to go off road. Not just down a graded dirt road, but beyond man-made roadways and off onto challenging trails. Whether you can accomplish that in a car is up to you, but I’ve seen it done. In fact, it’s typical in Mexico to be miles outside of any town, or so you think, and see a local chug past in an old car with bald tires through the same silt bed that just trapped your fancy 4 wheel drive for the last hour with hardly a care. The fact is, most offroad race vehicles are 2 wheel drive. The venerable VW beetle is an example of a very basic, 2 wheel drive vehicle that is capable of going just about anywhere offroad. Don’t expect it to carry a bunch of gear though, but that leads us to the next topic; comfort.

Overlanding has many levels of comfort. It all depends on your budget, and how far off the beaten path you care to venture. Some of the most extreme overlanding vehicles have everything a typical home would contain; a kitchen, bath, bedroom, even laundry facilities or a garage. The finishes inside will reflect the cost of the build. When money is no object, you get marble backsplashes, microwave ovens, and big screen TV’s. The more luxuries you bring, the more payload your vehicle needs to carry. At some point, your offroad capabilities become compromised. That’s why many prefer to trade convenience, and comfort for capability. True overlanding in my opinion has to do with getting off the beaten path. With that said, the terrain you will be exploring also has a lot to do with the size rig you can use. In deserts, and dunes, the bigger rigs are fine. If you’re navigating through thick forests, or tight mountain trails, a smaller rig is the only way to get around. There is no single vehicle that will serve every purpose.

Overlanders for the most part fit into two categories; those who do it for recreation, and others who live full time on the road. Many people say that overlanding is just a fancy word for camping. That might be true, but those who live full time on the road will argue that it takes a lot of commitment to cut ties with a conventional existence. Their choice of vehicle, and what to outfit it with, will be different than that of someone who is just out for fun for a couple of days. You can rough it for a while car camping, but as soon as you are forced to take shelter for a couple days due to weather, the contrast between full time, and for fun becomes clear. There is no going home to get out of the elements when you live on the road. You can always pack up and leave, but your choices are more limited. Staying warm or cool, dry, and fed can be challenging at times.

…it’s typical in Mexico to be miles outside of any town, or so you think, and see a local chug past in an old car with bald tires through the same silt bed that just trapped your fancy 4 wheel drive for the last hour…

So what has created all the renewed interest in overlanding today? You’ll probably be surprised by the answer, but it happens to be technology. While that may seem like some type of an oxymoron, it’s actually the existence of current technology that makes getting away from it all easier than ever. The ability for primitive man to use fire was revolutionary to survival. Today, it’s the satellite, the cell phone, and solar panels. Current explorers may not even own a flannel shirt. They have technologically advanced clothing that keeps them warm, or wicks the sweat from their bodies to keep them cool. Satellites give you your current location, and detailed information about what lies on the other side of that ridge ahead of you. They also allow you to make phone calls from just about anywhere. Even without a satellite phone, cell phone communication continues to expand. Proposals have been put forth to go completely nationwide by using the commercial airplanes flying overhead as mobile hotspots. Being able to connect to the internet from almost anywhere has led to people working remotely, myself included. This frees them up to travel full time. Many full time travelers make their living by sharing videos of their adventures on the internet; technology at work again.

Watch Brad from Trail Recon catalog one of many overland adventures in his Jeep JK Wrangler:

The one thing that most of us just can’t live without is power to run our electronic devices. You can’t make videos, call anyone, or check on your current location without electricity. The accessibility of inexpensive, and reliable solar power has allowed people to roam freely, and to live off the grid. 12 volt appliances, low draw LED lighting, compact electronic devices, and the continuing advances in vehicle technology have made it possible for us to get out to remote locations while being safe and comfortable.

As more people head out to remote locations, they will no longer be remote. You can see this phenomena happening right now. As with any trend, I predict that some people will want to go against the crowd. We may see a return to actually roughing it outdoors. The purists will travel in a vintage truck with a tent, and wear flannel shirts around the camp fire again.

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. 

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. 

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. 

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.  

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.    

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

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. 

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. 

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.       

What Is Overlanding?

One of the fastest growing trends over the last several years has been the Overlanding craze. The off-road community has always been segregated by brand loyalty, and region. You have the Jeep crowd, who doesn’t hang out with the Toyota owners, who shake their heads at the full size truck owners, who think Jeeps are impractical and silly. In places like Florida, which are mostly flat, and covered by swamps, tall trucks are all the rage. On the tight, steep trails found in the mountainous areas of the country, every inch of lift comes with a penalty due to a higher center of gravity. The dune enthusiasts are another subset of off-road, as are the prerunners. Most prerunners are 2 wheel drive, so they have to keep moving fast or risk getting stuck. That’s ridiculous to the Jeep crowd who love to crawl along with their multiple transfer cases because one transfer case just isn’t slow enough.

They are all separate groups who exist in their own niche. Along comes overlanding which can include all those groups. Overlanding can be done in a camper shell, or a 300,000 dollar rolling condo with satellite, a garage, and a marble backsplash in the kitchen. Overlanding is not camping in campgrounds; it’s boondocking, but with the emphasis on traveling. The one thing that all overlanders share is the ability to travel off the beaten path while being self-sustained. The only difference is how comfortable you want to be. 

Choosing your Overlanding Vehicle 

Do you want creature comforts, or off-road ability? If you are overlanding in a region that has very primitive roads, a smaller vehicle makes a lot of sense. If you go this route, you will have to travel light. Lots of thought will go into the gear you choose to bring. Will you be able to resupply on the road? If you are planning a long trip with limited access to supplies, a larger vehicle makes more sense. Eventually though, you will have the same issue with storage space, and weight capacity, regardless of the vehicle you choose. The bigger you go, the more you have to think about mobility, and fuel mileage.

You have to consider the needs of the vehicle, as well as the inhabitants. You should have spare parts, tools, vital fluids, and the ability to perform repairs in primitive conditions. Spares are the bare minimum. Having the added insurance of compressed air, onboard welders, or a bicycle, moped or motorcycle as a backup is not uncommon. Some people would rather invest in a satellite phone than to carry spares, and learn how to fix things. Whichever plan you devise, being prepared will be the difference between a survival situation, and an inconvenience when you run into trouble.

Basic Needs

Venturing into the wilderness should not be taken lightly. Your first priority should be basic human needs. You need proper clothing, shelter, food, and water in order to survive. If you are traveling in an area that has abundant water, you can get away with carrying less onboard, as long as you have a way to purify it for drinking. There are many types of filters available that run the range from straws, all the way up to multi-stage reverse osmosis systems that can be incorporated into your rig. In drier conditions, you will have to bring your own. You will need water for your body, and for your vehicle. Water is the most important thing for survival. 

Can you afford to go without cooked food for a couple days if the weather turns awful?

Food will run the spectrum depending on your cooking equipment and whether you have refrigeration. You can survive on dry goods, but having great food to eat makes any excursion much more enjoyable. Unless you have tons of power available for an induction cooktop, most cooking will be done on a camp fire, or on some type of stove with an open flame. Another option is a solar oven. Solar ovens can be broken down for transport, and use the power of the sun to cook your food so no fuel is used. All you need is direct sunlight. 

There are many 12 volt compressor refrigerators on the market that use minimal power, and will keep perishable foods cold. They can be powered with a generator, or solar power which is very popular. Ice chests are ok for a couple days, but anyone will tell you, they are terrible to deal with in the long run. Soggy food from melting ice is unappetizing to say the least, and usually ends up in the trash. Many travelers have an outdoor kitchen. This is preferable to keep the mess, and smells out of your sleeping quarters, but only in perfect weather. Can you afford to go without cooked food for a couple days if the weather turns awful? Rain or snow can be mitigated by a canopy, but if you add wind to the mix, it might make cooking outside impossible. 

That brings us to the matter of clothing, and shelter. People die from exposure to the elements. You need to maintain your body’s temperature; too hot, too cold or being wet, can have dire results. Roof top tents are very popular because they collapse for travel, and get you up off the ground, but it’s still a tent. Pouring rain, or gale force winds get old really quick when you are sleeping in a tent. Having a dry, protected shelter in inclement weather is important. Having extra space to relax, change clothes, do some chores or get some work done is added luxury. 

A comfortable overlanding vehicle should provide all of these essentials. It should have off-road capabilities, ample storage, power, a kitchen, and a bathroom. It should be able to pack everything in, and get it back out again without drama. There is an ongoing debate whether overlanding is just glorified camping. It does share many similarities, but I think it differs once you build in the systems and components that are necessary for long term, unassisted travel. You can throw an ice chest into the bed of your truck, and spend a few nights in the wilderness, but if you are boondocking for 3 weeks in the desert, you need a little more. Once you have a dedicated, live aboard vehicle, you have gone beyond camping, and into the overlanding zone.  

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.

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.

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.

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.

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.  

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.

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. 

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.

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.  

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.

How It’s Made: Cast, Forged, and Flow Formed Wheels

A Look At Modern Wheel Manufacturing Methods

Let’s face it, when it comes time to select custom wheels for our vehicles, most of us only care about price, and style. While the right set of wheels can enhance the looks, and performance of your vehicle, having the wrong wheels can be downright dangerous. Anytime you increase the outside diameter of your wheels/tires, you put more demands on your brakes, and steering. It also affects your acceleration. A larger overall diameter can strain your driveline components to the point of failure. Manufacturing processes like flow form, forging, and casting is another thing to consider. With a little research, you can select a wheel that not only looks great, but actually enhances your vehicle.

Materials

Aftermarket wheels were originally made from magnesium, hence the name “Mag” wheels. Currently they are made from several materials including steel, aluminum, exotic alloys, carbon fiber; even plastic. We will focus on aluminum as most aftermarket wheels are made from aluminum alloy. During your selection process, do some research into the weight rating of the wheels you like, and how they are made. If you are racing on pavement, you probably want the lightest wheels possible. Light is easy, but strong and light takes more effort, and you will pay for the extra care and materials involved. You might be tempted by a big heavy wheel that is cheap. It may seem to be safe, but that’s not always true.

Standards

Cheap, heavy wheels made with inferior practices or to nonexistent standards, can be less expensive, but are no bargain. Properly constructed wheels will perform much better. The processes used, and the attention to detail may increase costs, but are crucial to a quality final product. Look for wheels that are tested to accepted benchmarks, and have been certified for quality. SAE (Society of Automotive Engineers), TÜV (German regulatory agency), ISO (International Standards Organization), and JWL (Japan Light Alloy Wheel Standard) all have standards for aftermarket wheels. You want the strength of your wheels confirmed in the lab, not on a public road or challenging trail.   

Techniques

Aluminum wheels can be made by several different techniques. The most prevalent are casting, forging, and flow forming. Casting and forging are unique. Flow forming uses a combination of both. Cast wheels have somewhat of a bad reputation for ultimate strength, but that reputation was earned by poor quality wheels from substandard suppliers. Cast wheels can be plenty strong as long as quality materials, and proper manufacturing techniques are followed.

In order to make a cast wheel, the aluminum alloy is brought up to a high enough temperature to melt it into a liquid. The liquid aluminum is then poured, injected, or drawn by a vacuum into a mold. One benefit of casting is that each part is an exact copy of the mold. Tight tolerances and uniformity is maintained. The cast part will have extra material (called flash) that still needs to be removed, but overall, the surface is smooth. The finished wheel can be polished or left as is. Due to the casting process, the aluminum material has a random grain structure. 

Forging

The forging process for aluminum wheels uses heat and pressure to form the part. Unlike the cast part, the surface can be irregular, and require a machining process to get it smooth. Hot forging is common on larger, thicker parts that require more movement of the material. Forging a complex part may require multiple operations with progressive dies to achieve the desired shape. Each additional step adds to the cost of manufacturing. The hot forging process begins with an aluminum slug that is heated until it becomes pliable. The slug is then placed into the forging press and it is either struck (mechanical press) or compressed (hydraulic press) into a formed die.

The part emerges looking like the shape of the die. These forging presses create incredible forces in order to move the material, and are huge in scale. Mechanical presses can be three stories tall with over half of the press underground. The building has to be built around the press. The big advantage of forged parts is the grain structure it produces. Since the material is formed, the grain structure is long, and continuous. A forged part is stronger, so the part can be made thinner, and therefore lighter.

“[Flow Forming] uses less material but is stronger, and lighter; all at a lower cost.”Sean Kleinschuster, Engineering Manager, Method Race Wheels

Flow Forming

Flow forming has benefits of both the casting, and forging processes. The wheel begins to take shape as a casting. The wheel face is cast, taking on the smooth finish that makes a casting precise, and cost effective. The casting is then heated and put on a turning die. While the part spins, hydraulically controlled tooling puts pressure on the part to draw the material out into the barrel shape. It allows the rim section to be thin for light weight, while having the strength of a forging.

“The public is more educated than ever about flow forming so they ask for it,” says Sean Kleinschuster, Engineering Manager for Method Race Wheels. “It uses less material but is stronger, and lighter; all at a lower cost. We use a proprietary heat treatment to our wheels that is higher than industry standards. We are getting material properties out of cast materials that are approaching that of a forging. Not only do we use computer generated finite element analysis, but we do extensive testing in race conditions. Our company started out in racing, and that’s where we validate some of our ideas. It’s good marketing, but we also use it for R&D. The technology we develop with rally racers and the top Trophy Truck racers goes into the same wheels you can buy off the shelf. We don’t have a separate race wheel department. We use the same materials and processes on every wheel we make.”

Because of the latest manufacturing technology, you can have a set of wheels that perform as great as they look. With flow forming, you can have race quality strength, and light weight, at an off the shelf price.

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.

What Are Beadlocks?

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.

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.

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.

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.

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.

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

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.

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.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This Toyota Tacoma Build Is Ready for Anything

Venturing far off the beaten path takes preparation. The farther you wander from civilization, the more you need to be self-sufficient. The saying goes that two is one, and one is none, but it’s also easy to go overboard with parts and equipment. You can get so overloaded, you lose efficiency. Building something that has everything you need, and nothing you don’t takes careful execution.

One such truck that hits the mark is Noah Voloshin’s Toyota Tacoma. Amazingly it’s his first build, but he learned a lot helping friends on their vehicles. When it came time for his own, he knew exactly what he wanted. Everywhere you look on this truck you see the details that make it special. The quality of the components stand out, but the way they are so cleanly integrated into the truck really sets it apart.

If you look closely you will also notice the scratches and patina that lets you know this Tacoma is the real deal. Those don’t detract from the truck, they are like badges of honor. Souvenirs from a do or die rock climb, an overgrown goat trail, or a night spent hunkered down in the dirt during gale force winds.

Judging by the raw aluminum exposed on the beadlock rings of Noah’s Method Race Wheels, the aggressive tread design that wraps down onto the sidewalls of his Milestar Patagonia M/T tires has come in handy. Those gouges had to have come from big rocks, deep sand or course mud; all areas where the Patagonia M/T’s shine. They have taken everything Mother Nature has dished out.

They have taken everything Mother Nature has dished out.

Keeping the tires planted on the Tacoma is made possible by a custom suspension based on Total Chaos upper control arms in front, and Deaver progressive leaf springs in the rear; all damped by King Shocks.

It’s obvious that Noah’s Tacoma isn’t afraid to conquer tough terrain, so having the protection that covers both sides, front and rear is a must. Up front, a C4 Fab full plate front bumper provides protection while blending seamlessly with the DB Customz fab grill, and factory sheet metal.

The Tacoma’s bumper is loaded with essentials like recovery rings, and a Warn Zeon 12s platinum winch. It also mounts a full complement of Baja Designs LED lights. A light bar, fog lights, and ditch lights at each corner give Noah specific lighting for all conditions. His custom lighting covers the entire truck with supplemented rack, rock, reverse, and recovery lights. Along both sides of the Tacoma are C4 Fab rock sliders, and Pelfreybilt skid plates protect underneath.

Outback is a C4 Fab high clearance rear bumper with swingout. In addition to the recovery points and LED lighting like the front, it also carries a full sized spare, 2 Rotopax fuel containers and sand ladders.

With everything to get there and back, it was time to outfit the Toyota Tacoma for gear and other essentials. An AFE intake supplies clean air to the engine. For electrical storage, dual Odyssey batteries are used. Noah also carries an ARB twin air compressor. In the cab is a Goose Gear seat delete, and National Luna fridge freezer.

…makes one want to head out to the boonies…

A Solo Motorsports jack mount keeps the jack secured, and Leitner Designs bed rack and storage pods stow additional gear. A Front Runner Outfitters roof rack offers even more utility and creature comforts are provided by an Alucab rooftop tent and side awning.

Looking at this Toyota Tacoma and learning about its capabilities makes one want to head out to the boonies without a care in the world for some rest and relaxation.

2019 King of the Hammers

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

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

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

…some spots require a strenuous hike just to reach.

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

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

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

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

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

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

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

They do their talking when they get behind the wheel.

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

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

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

Racers Run Wide Open at Laughlin Desert Classic

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

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

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

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

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

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

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.

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.

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.

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.

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.”

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.

Cruisin’ for a Cure

For any automotive enthusiast, a car show loaded with incredible cars is reward enough, but the OCCA’s Cruisin’ for a Cure goes way beyond just a show. The Orange County Fairgrounds in Costa Mesa, California is packed every year with over 3,500 vehicles on display and 200 vendors at the show. With such a huge turnout, it’s a perfect opportunity for the Orange County Cruisin’ Association to support both prostate cancer research—with 100% of the proceeds going to charity—and to administer free prostate-specific antigen (PSA) tests to screen for cancer.

That’s where Cruisin’ for a Cure stands out. Not only are the cars amazing, but over the past several years, 10,000 men have made their way into the screening area and got a simple blood test to check their PSA levels. As a direct result, hundreds of lives have been saved. Imagine how cool it is to attend as a cancer survivor, knowing your cancer was detected at the show. It is literally a couple of minutes that can save your life so many make Cruisin’ for a Cure the date for their yearly checkup.

Cruisin’ for a Cure is not just for the men. The many cars cruising the fairgrounds are loaded with wives, daughters, and entire families. There were also many seen cruising with their four-legged co-drivers as well. Even if the show didn’t have a higher purpose, it’s always one of the biggest shows of the summer.

The late summer weather in Southern California can’t be beaten; there wasn’t a cloud in the sky and a nice ocean breeze kept the heat from the bright sun at bay. For those who spent hours cleaning and polishing their rides, they could cruise all day with no worries. Those who were sporting patina had the same payoff without all the work. The vehicles on hand spanned that entire range.

Beautifully restored classics, hot rods, all types of customs, rat rods, muscle cars; even super clean daily drivers were all circling the show during the day. If you got hungry or thirsty, plenty of food and drink was available. Show food is typically expensive, but the selection of beers and the quality of the food made the prices tolerable. Once you had your beverage of choice, there are plenty of nice spots along the cruise route to take a load off your feet, and take in the rolling car show.

If you needed a break from the sun, several buildings were packed with things to see. Building 12 was filled with many high-end cars on display. Awed by their pristine condition, I was especially impressed when I witnessed several fire up and took a few laps around the show. They were very nice, but apparently not trailer queens. The Hangar, Building 18, had some Meguiars trophy winners on display and included bikes built by Arlen Ness, some old school hot rods, and a 1962 Pontiac Grand Prix now owned by John D’Agostino with an incredible paint job by Art Himsl.

Building 10 housed several vendors selling custom fire extinguishers, clothing, hot wheels, and model car kits. It is where the model car contest was judged, and where we saw Ed Iskenderian signing books and posing for photos. Other celebrities spotted at the show were Barry Maguire, and Ralph Holguin from the Velocity Channel show, RMD Garage. Ralph was handing out posters at his booth that sat across from the stage in the main mall. The stage was home to the band all day, and then became the place to be as awards were announced and trophies handed out to those who earned them.

It’s always a great day when you can take home some hardware, but the peace of mind from getting tested and the memories formed with friends and family made everyone a winner at Cruisin’ for a Cure.

Bronco Buster

Bruce Winsatt’s 1971 Ford Bronco Sport

Full-size Ford Broncos are really hot right now, but the Early Model Broncos have always been highly desirable. Early Broncos bring top dollar; whether they are stock, restored, or highly modified. One Early Bronco owner is well aware of this. Bruce Winsatt had owned several full-size versions before he found this 1971 Ford Bronco early model. He was looking for a good project to undertake with his son Brandon, who was 15 years old at the time, when they found the Bronco in Pueblo, Colorado. It was a good candidate for a modified build as it was in a rather rough shape.

“The truck was in sad condition with a tired engine, a 3-speed transmission that too often would stick in second gear, and it had serious rust and holes in the floorboards,” says Bruce, “The rust was so bad, you could see the road go by from inside the truck. Having never taken on this level of restoration, we did a lot of research, talked to some great resources, and then jumped in with all 4 feet. We tore everything out, but in hindsight, we should have removed the body from the frame too.”

Like many automotive projects, you turn over a rock and find more rocks underneath. After the bodywork was finished, they had a big issue. After several attempts to align the doors, they discovered that like many nearly 50-year-old trucks, the frame had a twist in it. The frame was straightened, but in order to get the doors to line up, they would have to perform some serious sheet metal surgery. The custom half doors on each side solved their problem and add to the rugged look of the truck.

With the body sorted out and coated with Tangelo Orange paint, it was time to tackle the mechanicals. Here is where Bruce was able to pass on his knowledge to Brandon. They went through every system on the Bronco; making upgrades along the way. The front drum brakes were swapped out for discs, the brake booster was upgraded, and the entire system was redone with new hydraulic lines. The electrical wiring is all new too with the aid of a Painless Performance harness. The stock 302 engine was stroked to 347 cubic inches and puts out 400 horsepower. Mixing the fuel is a Holley 650 carb sitting on top of the Edelbrock aluminum intake manifold, and an MSD ignition lights the fire. Spent gasses are expelled out the back through a custom exhaust system. The cooling system was designed by Any Radiator in Lake Havasu City, AZ. These early Broncos are known for cooling issues and the system that Any Radiator has designed keeps the healthy V8 cool, even on the most challenging trails. All that power goes through an NP435 4-speed manual transmission with a Gear Banger shifter system. A Wild Horses 3.5-inch lift kit with Rancho 9000XL shocks allow the truck to handle extreme terrain whether they are slow speed crawling, or blazing across the desert. The suspension is further enhanced with a set of 35-inch Milestar Patagonia M/T tires. The Patagonia tires are equally at home in the rocks and in the desert. All the fun begins when you twist the Warn locking hubs, and shift into 4-wheel drive.

With the mechanicals wrapped up, there was still plenty to do. The bulged fiberglass hood, held down in front by hood pins, is coated in Tangelo paint, but much of the Bronco is a contrasting black. The bumpers, roll cage, fender flares, wheels, doors, and front grill are all dark as night. The same is true for the interior. The seats have a custom touch that ties them together with the body; matching orange piping. The custom roll cage and bumpers were designed with form and function in mind. The rear bumper includes a spare tire mount and a hitch receptacle. Both front and rear custom bumpers have Rigid Industries LED light bars flush mounted into them for a clean look.

The truck is a real looker and has been a great father and son project. Brandon is now able to build and maintain his own vehicles and is currently studying at SDSU towards a degree in Mechanical Engineering.

The Great Labor Day Cruise

Labor Day is our national celebration of the American worker’s contribution to the country, and the automobile has to rank near the top as one of their greatest accomplishments. Auto workers have cranked out millions of cars and trucks which facilitated the growth of our nation. Not only did the automobile help to spur the industrial revolution, but it became synonymous with American culture. The same workhorse that brought transportation to a nation was also a symbol of American ingenuity and freedom. What better way to celebrate the Labor Day holiday than at a car show?

The Orange County Cruisin’ Association’s Labor Day Cruise is a unique event that is a rolling car show. Observing their 36^th annual event, the show brought enthusiasts together from all over the country. Open to American made vehicles to 1987, and new this year, pre-’71 Volkswagen Bugs, pre-’79 VW Busses, All Karmann Ghias, VW Squarebacks, Notchbacks, and Fastbacks, 2018’s event was named “The Great Labor Day Classic Hot Rod & VW Camp“O”Rama.” That’s right, the event also has camping spots available. Their all-inclusive package includes camping space for your RV, trailer, or tent for four nights (Thursday thru Sunday), parking space for your pre-1987 registered event vehicle, entry pass, two participant wristbands, two event mugs, and a commemorative event dash plaque.

That’s a whole lot of bang for your buck. To top it off, the money raised from the show goes to The Warrior Foundation Freedom Station. Their mission is “To be the leading force in assisting, honoring and supporting the military men and women who have so bravely served and sacrificed for our country. We are committed to supporting our warriors in a variety of ways, providing quality-of-life items, support services and transitional housing designed to assist them and their families during recovery.” 

A great venue, great cause, great cars, and great people, all add up to a great time had by all. The endless parade of cruising cars gave you the opportunity to set up a lawn chair or kick back at the many different spots to hang out on the grounds and watch the show go by. You could also have a bite to eat at the Baja Blues Bar and Grill while the cars cruised right past the dining patio. The sound of healthy engines and assorted music coming from the cars added to the incredible sensory experience. With such a huge mix of vehicles, you could hear everything from the rumble of lumpy V8’s to the rap of an inline 6 through a set of glass packs. 

Even though the show was dominated by American made cars, the VW’s in attendance were fine examples of the mark. Many who drive American cars and trucks today had a VW of some type in their past. The simple and unique cars were popular with college students, surfers, offroaders, and hippies for decades. These days, the cars still hold a strong following, and fine examples are skyrocketing in value.

If the cruising, camping, and good food weren’t enough, the show also had a live band, vendor’s booths, and refreshing beverages for everyone. Participants competed for trophies and awards, and many of the vendors had raffles and prize giveaway’s available to anyone in attendance. An observation was made that many of the cars cruising on Sunday were part of a different group than those on Saturday. That means if you hope to see it all, it’s best to attend both days. With the Orange County Swap Meet happening right next door, The Great Labor Day Classic Hot Rod & VW Camp“O”Rama is a great way to spend the Labor Day Holiday in Southern California.

Vegas to Reno Is the Big One!

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

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

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

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

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

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

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

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

Mooneyes Open House

The Mooneyes Open House was an intimate gathering for those who love nostalgia. Everywhere you looked around the Santa Fe Springs, California shop, you saw incredible cars, motorcycles, and the tools used to manufacture their unique products since Dean Moon opened the location in 1962. You could see the history, feel it, and hear it, thanks to “The Hot Rod Trio” who were jamming rockabilly tunes during the show.

The many traditional hot rods, customs, and 2 wheeled works of art fit right in with the vintage speed parts, and memorabilia that occupy every open space available. It’s amazing to see a working shop that doesn’t use computer-controlled machinery or automated processes. The Mooneyes shop still utilizes manual machine tools and skilled operators like they have for over 60 years.

Founder Dean Moon was right in the thick of the Southern California Hot Rod scene. He and his Brother Buzz built hot rods and worked on customer’s cars from a small garage behind his father’s café. Too young to enlist during World War II, he still spent time in the South Pacific as a Merchant Marine towards the end of the war. Years later he got his chance to serve in the Air Force during the Korean War where he learned photography. He used his photography skills in the many articles he contributed to automotive magazines. His articles helped to spread the word about his products. Dean was also instrumental in helping to form SEMA, the Specialty Equipment Marketing Association, and served as the second president in 1964. Dean developed several products that addressed fuel delivery, throttle linkage, and ignition systems to make cars go fast. After acquiring Potvin Cams in 1962, the company had many high-performance parts available for racing engines like intake manifolds, valve covers, gear drives, and supercharger accessories.

One Moon product that was just plain cool, was the barefoot gas pedal. Anyone who grew up in the 60’s or 70’s is familiar with the cartoonish gas pedal design that looks like a bare foot. You can find them in hot rods, VW’s, Mini Trucks, even boats. Extremely popular to this day are the spun aluminum wheel covers, and gas tanks that the company produces. They look fantastic but are also strong, and lightweight. The spun aluminum wheel covers were so iconic, that any spun aluminum wheel cover was known as a “Moon Disc.” The smaller covers were called “Baby Moons.” The distinctive Moon logo could be found on everything from speed parts and dress up items to clothing of every type. You could even get Mooneyes fabric by the yard, and make your own clothes. The unique Moon logo was designed for Dean by a Disney commercial artist and became a worldwide sensation. 

The company’s offerings were successful and extremely popular for decades. After Dean’s passing in 1987, the company was in somewhat of a limbo without its leader; that’s when Moon dealer and family friend, Shige Suganuma entered the scene. He purchased the company and changed the name to Mooneyes USA. Suganuma continued to run his locations in Japan and put Chico Kodama in charge of USA operations. Kodama was a great fit. A racer and mechanic, he is a land speed racer with the Eliminators SCTA Club. Together, Suganuma and Kodama have continued to grow the Mooneyes brand; capturing a whole new generation of fans.

The Mooneyes open house demonstrated their mass appeal with fans of the brand from several generations. It looks like the distinctive Moon logo will continue to be an icon in the automotive world for decades to come. The intimate setting at the shop did not allow for many cars, but those on display were stunning. For those who want more, the annual Mooneyes X-Mas Party Show & Drag on Dec. 8th at Irwindale Speedway in Irwindale, California is a much larger venue and will have tons more cars on display.

UTV World Championship

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

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

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

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

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

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

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

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

Jump Champs 3.0

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

Photo Credit: Mike Ingalsbee

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

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

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

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

Friends of Steve McQueen Car Show

The Friends of Steve McQueen car show takes place every June to benefit Boys Republic in Chino Hills, California. There is always a strong showing from several Porsche clubs including the Porsche 356 Club of Southern California, 911 R Gruppe, and the Porsche Club of America, Grand Prix Region. Anyone who has seen the movie Grand Prix, which McQueen starred in, will remember the opening scenes where he drives through the French countryside in a beautiful Porsche 911S. The film also showed McQueen racing a Porsche 917 at LeMans (actually a Lola with the 917 body). The movie contained footage of McQueen driving during the race. Competitors were concerned about having an actor behind the wheel during competition, but once they saw McQueen’s skills behind the wheel, they were no longer concerned. McQueen drove with a broken left leg at Sebring in 1970. He broke the leg on his motorcycle racing at the Lake Elsinore Grand Prix only a week before the race. He and teammate Peter Revson finished second place to Mario Andretti. Grand Prix is an epic film; one of McQueen’s best. It’s no wonder that the Friends of Steve McQueen would include many Porsche fans.

McQueen was Honorary National Della Robbia Campaign Chairman for Boys Republic in 1966, and 1975 but his ties to the organization go back to 1946 when he was sent there as a teenager. Boys Republic was founded in 1907 to rehabilitate troubled teenagers instead of sending them to jail. The Chino Hills facility where the annual car show takes place, became the permanent home for Boys Republic in 1909. The organization has been doing their work for over 100 years, offering teenagers vocational training and building character and personal responsibility through their system of student self-government. Boys Republic was established with a $10,000 dollar grant, and the car show has raised over 2 million dollars since its inception in 2008 by the Porsche 356 Club of Southern California.

Grand Prix was not the only iconic McQueen movie where the actor able to show off his driving talent. The movie Bullitt had what many say are the greatest car chase scenes ever filmed. McQueen chased a pair of assassins driving a Dodge Charger up and down the streets of San Francisco. The scene culminates in the Charger losing control, running off the road into a gas station, and exploding in a ball of fire. The movie has helped Ford sell a ton of Mustangs to this day.

McQueen’s two wheeled skills were put on display in The Great Escape. McQueen rode both street bikes and offroad motorcycles. His first bike was a 1946 Indian Chief. His movie making obligations put an end to his sports car racing, but they could not keep him off his motorcycles. The world famous actor was an avid motorcyclist who would enter races under the name Harvey Mushman in an attempt at anonymity. Featured in the classic Bruce Brown film, On Any Sunday, McQueen was shown finishing 10th overall at the Lake Elsinore GP. He was a legitimate racer who regularly rode with the fastest desert racers of the day like Bud Ekins, and Malcolm Smith.

Just as McQueen’s acting showed amazing diversity, so does the mix of vehicles that show up for the Friends of Steve McQueen show every year. Seen at this year’s event were many Porsches, and Mustangs of course, but also Classics, Sports Cars, Exotics, Military trucks and equipment, Bikes, Race Cars, VWs; even farm implements and vintage travel trailers were on display.

There was something for everyone who appreciates mechanical design at the show. The spectacular Southern California weather and beautiful surroundings at the Boys Republic campus provided a perfect venue to showcase such incredible works of art. The show is a celebration of the great departed actor, and a highly successful fund raising opportunity for the organization that meant so much to McQueen. Those who return every year had a great time, and if you’ve never had a chance to attend, make sure you add the Friends of Steve Mcqueen Car Show to your calendar.

2018 Silver State 300

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

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

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

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

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

Battering Ram: Dodge RAM 2500 HD

Andrew Hoit’s Dodge Ram 2500 HD

Andrew Hoit from Chino, California shows us what a great offroad vehicle you can build if you keep it simple and do key improvements to an already capable platform. His 2016 Dodge Ram 2500 HD is actually a replacement for a similar Dodge Ram he had that was totaled when a careless driver drifted into his lane. He was impressed with how well the Dodge protected himself and his fiancé in the crash so there was no doubt what he would purchase the second time around. His reasons for choosing the Dodge for his offroad build include comfort, safety, versatility, and the Cummins 6.7 liter diesel engine!

The 6.7 liter Cummins diesel is legendary for reliability and supplies 385 horsepower and a staggering 900 foot pounds of torque. In order to take full advantage of that torque, Andrew swapped the gears in both axles to Nitro 4.32:1 ratio ring and pinion sets. All that torque is applied by a set of AEV Salta rims sized 17X8 that are wrapped with 37X12.5R17 Milestar Patagonia M/Ts. When Andrew gets out in his truck, he heads for the mountains. Like many of us, he has to travel a lot of freeway miles to get to his destination. His Milestar Patagonias are comfortable on the pavement but still aggressive enough to excel in the mud, rocks, and snow that he finds at his favorite camping spots. The 37-inch size gives him plenty of ground clearance at the differentials and provides a nice contact patch for maximum traction. A Bilstein B8 5160 Leveling Kit with Eibach Springs up front and the matching Bilstein B8 5160 application out back make room for those tires. You can begin to see a pattern here, Andrew has selected highly only the most reliable and effective components to fortify his Dodge.

Speaking of fortifications, you can’t miss the ARB Full Deluxe Modular Winch Bar Kit out front. A pair of ARB Intensity LED lights are mounted to the front to illuminate anything ahead, even in the rare case that cable needs to be pulled from the Warn Winch mounted to the ARB bumper. Further fortifications include a Cage 4X4 heavy duty skid plate. The added electronic components are integrated into the Dodge Ram by an sPod HD Touchscreen Control. He also has a Rugged Radio tied into the sPOD to communicate with the outside world.

When Andrew wants to get away from the outside world, he has an ARB Rooftop tent and canopy for protection from the elements. Andrew built the custom bed rack that holds the ARB tent himself. Raising the tent up allows the bed to hold a decked cargo system that provides tons of lockable storage space, his ARB fridge, and whatever gear, firewood, or supplies that he desires. Andrew’s capable Dodge is a well thought out, and perfectly executed 4X4 that can go anywhere with ease. Whether he’s stuck in traffic on a Southern California freeway, or relaxing in the fresh air of a pine forest, Andrew has everything he needs to be safe and comfortable no matter where he is.          

This Jeep Wrangler LJ Is Loaded to the Gills

Reid Nordin’s 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.

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.

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.     

No Tougher Test Than KOH, King of the Hammers

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

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

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

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

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

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

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

Mint 400 Takes Over Las Vegas

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

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

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

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

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

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

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