The Differential Difference

Adding the Right Traction to Your 4WD Truck

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

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

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

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

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

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

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

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

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

Rare JDM Cars at the 2021 SEMA SHOW

Million Dollar Skyline GTRs, Special RX7s, and Widebody Nissan Zs in Las Vegas

Spotting a Nissan or a Toyota is something you can do in your grocery store parking lot, but the ones you find at the SEMA Show are a little bit more special. Actually, that is an understatement, these are some of the most sought after JDM cars and some of the most popular styles in the Tuner scene. In terms of JDM and Tuner cars there is all sorts of stuff at SEMA this year, some of which you will never see, and others that you will probably see on retail very soon, with a couple only being JDM inspired. Come check out these JDM gems that we’ve spotted at SEMA 2021!

We never were sold any skylines in the US until Infiniti G35, and so to say that they are rare here is an understatement, especially for these two GTRs. This is the first R33 GTR 400R to come to the US and only 44 400Rs ever made. Named 400R because of its 400hp output, this was the rarest and craziest Skyline to come from the factory. Specifically this is a 400R in Sonic Silver making it a one of 5 ever made. Brought out by Top Rank Imports, this Skyline definitely stole the show

Vehicle: Nissan Skyline GTR R33 400R Sonic SilverThe other one is a Midnight Purple II V Spec GTR which cost about the same as Lamborghinis, one of the rarest color combos and trim packages for the R34 GTR.

We also spotted this Origin Widebody S14 Kouki with a 2JZ VVti Stuffed in it. It is hard to look past those stunning custom headlights though, but you’ll probably be staring at the tail lights of this thing if you caught it on the street.

You know the brand new GR 86/ BRZ? HKS is already making a new exhaust system so that you can sputter and bang your boxer as quickly as possible.

We also Saw this yellow RX7 from Fortune Auto, sporting a full RE Amemiya kit with the aero headlights.

Check out this S30 Widebody Z from Extreme wraps. It might look different from a standard 240Z or 260Z because of the slicker aero front end, referred to as a G Nose.

Finally here’s a couple BMWs that have adopted a lot a of the JDM tuner style and incorporated them into their Bavarian Builds.

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

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

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

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

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

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

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

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

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

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

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

Toyota Reveals 2022 GR Supra A91-CF Edition

June 04, 2021 – Come 2022, Toyota has a limited, special edition coupe hitting showroom floors that you’re most definitely going to want to get yours hands on — introducing the Toyota GR Supra A91-CF Edition. The GR, which stands for Gazoo Racing, is still linked to the Supra nameplate, but the additional CF at the end stands for Carbon Fiber, and this special edition Supra has a heck of a lot of it. 

This updated Mark V Supra maintains the sleek, stylish look automotive fans have come to know and love, but introduces a couple extra bells and whistles. To start, the GR Supra CF Edition adds carbon fiber accents and a beautiful duckbill spoiler. 

Toyota wouldn’t come out and release a special edition supra with carbon fiber in its name unless the car had tons of it, and that is most definitely the case. The GR Supra A91-CF Edition features a brand new carbon fiber front splitter and larger canards, with additional carbon fiber side rockers that help to define the lower edge along the sides. Heading towards the back of the car, the carbon fiber dreams continue. For some increased downforce, and of course, looks, a carbon fiber duckbill has been attached to the trunk, and for catching air down below, lower canards have also been attached. 

This aero kit is more than just for looks, and indeed serves a functional purpose. Whether you’re planning to take the A91-CF Supra to the track or the canyons, the kit improves both downforce and stability. 

Additionally, the Toyota Supra A91-CF Edition comes standard with 19-inch wheels in a matte black color, which nicely compliments the available matte-gray Phantom paint color, with other choices including Absolute Zero White and Nitro Yellow. Pricing has yet to be announced, but Toyota says that will be available in the coming months, with dealer availability expected this Fall.  

The 2022 Toyota GR 86: New Looks, More Power

April 05, 2021 – Last November brought the newest iteration of the BRZ from Subaru, and now five months later, Toyota has released its friendly competitor, the Toyota GR 86. For those unfamiliar with the new letters added to the 86, GR stands for Gazoo Racing, the company’s motorsport/performance brand. Following the GR Supra and GR Yaris, the new GR 86 is the third global model in Toyota Gazoo Racing’s GR series of sports cars. 

Nine years and 200,000 86s later, the car has become synonymous with a variety of motorsports, including rallies, gymkhana, dirt trials and more, while others have been uniquely customized to fit the needs of the customer — ahem, forced induction. Toyota surpassed their goal of delivering the dreams and the joy of driving inherent in sports cars to its customers through its front-engine, rear-wheel-drive vehicles. A platform capable of intuitive handling and instinctive responsiveness has made for an incredible driver’s car. 

Moving back to the friendly competition, Subaru and Toyota jointly developed the 86/BRZ platform, although the two vehicles focus on separate features to give the ultimate driving experience to the customer. This new business and capital alliance between Toyota and Subaru is only the beginning of a beautiful relationship. It’s hard to see where they can go wrong judging by the reliability of each brands cars and their deep roots in motorsports. 

The new Toyota GR 86 is everything it has been, plus a bit more. Toyota has continued the same recipe with the GR 86 that it used for the original 86 — a 2+2 rear-wheel-drive coupe. However, Toyota has stepped it up when it comes to performance, throwing in an evolutionary new 2.4-liter horizontally opposed four-cylinder engine in place of the old 2.0-liter. The increase in power significantly reduces the GR 86’s 0-60 times, dropping the time for the previous model of 7.4 seconds to just 6.3 seconds. Responsiveness has also been enhanced, providing a smooth, stress-free ride through the rpm range. 

Lowering the center of gravity was also an extremely important goal Toyota set out to achieve. The use of an aluminum roof panel results in a lower center of gravity, while aluminum fenders, updated front seats, and new mufflers all contribute to reduced weight. Body rigidity has also been improved in the GR 86, with the goal of delivering increased handling in all speed ranges. 

Diving into aerodynamics, the GR 86 features aerodynamic components seen on 86 models that have participated in motorsport events, including air outlets, side sill spoilers, and other parts that significantly improve steering responsiveness and stability. 

Overall, the new Toyota GR 86 is going to deliver an improved driving experience over the previous generation, while continuing to be an ultimate driver’s car. There’s no turbocharged version yet, but who knows what to expect in the future! While no price tag has been announced, the new GR 85 is scheduled to launch later this year most likely near the $30,000 mark. 

Toyota’s New Supra Lineup Includes Lighter 2.0L 4-Cylinder Engine Option

Feb 18, 2020 – Toyota announced that they will be bringing updates to the new 2021 A90 Supra. Engine wise, the 3.0L turbo engine has been reworked to produce more power and torque on the upper end. Toyota is predicting that the new engine setup will push the 2021 Supra from 0-60 in 3.9 seconds. To the dismay of many old-school heads, the 2021 Supra will retain the 8 speed automatic transmission offered in the original model. (But don’t worry, you can get a new 2020 Corolla with a stick shift.)

The A90 also brings retuned electronic control units like electric power steering, adaptive variable suspension, vehicle stability control, and its active differential. This is paired with upgraded suspension components and bracing to improve chassis rigidity. This is stated to improve stability through quick transitions and compound turns.

The biggest news came from the announcement that a 2.0 liter turbo 4 banger will be joining the lineup. Toyota mentioned that the new 2.0L A90 Supra will serve as an intermediate option for those shopping for a Toyota sports car with the 86 being on the entry level and 3.0L Supra on the premium end. This mirrors the 2 tier option format offered by Toyota in the past Supra models. Apparently, this will bring the cost down a fair bit to encourage buyers that this new Supra won’t be more than you can afford, pal. We’re sure to see a lot more of these flooding shows much like we saw in SEMA Show 2019.

Check out our Supra coverage of SEMA Show 2019 here.

Along with the smaller engine, Toyota touted that the 2.0 Supra will be a whole 200 pounds lighter than the 3.0 model, but still retaining its 50/50 weight distribution. This is done by weight reduction being spread throughout the whole body of the car. Some of these reductions include smaller front brake rotors than the 3.0 and single piston calipers as opposed to 4 piston featured in the premium, standard speaker layout, and good old fashioned manual adjustable seats.

The new 2021 Supra is undoubtedly doubling down on providing the public with an affordable sports car. With a more affordable option, we’re hoping to see more of these on the road and in the hands of enthusiasts who want to build on the platform just like its predecessor.

Nürburgring 2019

Just a scant week after the Le Mans 24 hour race in France, the European sports car action moved a little more than 400 miles northwest to the German town of Nürburg and the Allgemeiner Deutscher Automobile-Club (ADAC – German Automobile Club) 24 Hours Nürburgring. Established in 1970 on the Nordschleife (North loop) of the circuit, 24 Hours Nürburgring is not Le Mans, attracting local rather than international teams, but it is, nevertheless, a fantastic endurance race for touring cars and GT sports cars, especially if you like German-made sports cars from Audi, BMW, Mercedes and Porsche.

The Nürburgring track, once described by retired Grand Prix World Champion Sir Jackie Stewart as “The Green Hell,” is 15.5 miles (25 km) long and affords space, so the organizers say, for some 200 cars and more than 700 drivers. Not unexpectedly, the race has been won for the last few years by home-grown, German vehicles such as Mercedes in 2016, Audi in 2017 and Porsche in 2018. This year saw the 47^th running of the event, now sponsored by TOTAL, and once again an Audi R8 LMS campaigned by Phoenix Racing took the checkered flag.

The track [was], once described by retired Grand Prix World Champion Sir Jackie Stewart as “The Green Hell”… 

Four German-Belgian drivers: Pierre Kaffer, Frank Stippler, Dries Vanthoor and Frederic Vervisch managed 157 laps and 2,475 miles at Nürburgring. One lap down was the second place Manthey Racing team of New Zealander Earl Bamber, Brit Michael Christensen, Kevin Estre from France and German Laurens Vanthoor (brother of Dries) in a Porsche 911 GT3 R. Manthey Racing has won six times before, however, a penalty caused by Vanthoor for speeding in a “slow zone” meant that they lost first place.  Meanwhile, third place was taken by the Audi Sport Team Car Collection in another Audi R8 LMS driven by Markus Winkelhock, Christopher Haase, Marcel Fassler and Rene Rast.

For Team Phoenix it was their fifth win as it was for Audi, however, it was Frank Stippler’s second win, his first was in 2012, but the first for the rest of the drivers including Pierre Kaffer, who said, “The Nürburgring is my home race and winning is a dream come true.” Kaffer has also won at Le Mans and Sebring.

The Black-Falcon-Mercedes-AMG #2 driven by Maximillian Buhk, Hupert Haupt, Thomas Jäger and Luca Stolz, lead the first third of the race with the Manthey-Porsche #911 until the Mercedes had to retire due to damage caused by a collision while overtaking a slower racecar. Battle for the leadership raged all night but eventually, the Audi secured the lead.

Perhaps driver Alexander Prinz had the mostly dramatic race when his GT3 #55 Ferrari 488 from the aptly-named Octane 126 team caught fire and almost burned to the ground as it took marshals some time to get there and get the flames under control. Unfortunately, BMW did not have a great race at Nürburgring. Their best finish was seventh and the remainder of the M6 GT3s were sidelined early.

A rather unusual and largely unknown aspect of this year’s event was the fact that the president of Toyota, Akio Toyoda, participated in the race in a Supra driving under a fake name. Seems that Toyota Gazoo Racing, who won Le Mans, entered three cars at Nürburgring. The cars were driven by professional drivers except, that is, for a mysterious “Mr. Morizo.” Turns out Mr. Morizo was none other than 63-year-old Toyota president Akio Toyoda driving the #90 Gazoo GR Supra. Apparently, Mr. Toyoda, who was very supportive of the Supra’s revival, had driven the Nürburgring endless times during the development of the A70 Supra and raced the ‘ring in the 2014 race behind the wheel of a Lexus LFA.

More that 230,000 spectators turned out to attend the 47^th Nürburgring and you can’t say they were disappointed.

The 24 Hours Du Le Mans

Toyota Wins The Ultimate Sports Car Endurance Race

We Americans and Brits have a huge affinity with Le Mans, a small town three hours south west of Paris, France, down the Loire Valley that is the home of the annual 24 Heures (Hours) Du Le Mans sports car endurance race. I’ve been going on and off for more than 30 years, sometimes on the spectator side of the fence but more often on the other side with teams such as Richard Lloyd Racing, Panoz, Jaguar and McLaren. Any big international race is a buzz but there’s something quite special about Le Mans.

The race was started in 1923 by the Automobile Club de l’Ouest (of the West) and remains the world’s oldest active endurance race that is part private circuit and part public street course, that aside from a few safety-related alterations, has remained much the same since its inauguration. Indeed, you can drive down the Mulsanne straight on a normal, non-race day. Mulsanne is also known in French as Hunaudières, where it was quite incredible to have breakfast while cars were shrieking by at well over 200 mph. Unfortunately, modern safety requirements have sadly put an end to that experience. Nevertheless, Le Mans remains way up there on the list of amazing auto races.

Because of their sports car history, the Brits were early participants and the Americans weren’t far behind with a Stutz and a Du Pont in 1929. However, it was in 1950 when Cadillac first raced ‘Le Monstre’ there with Briggs Cunningham running a two-car team. Despite 10^th and 11^th place finishes, the Cads were well received. The press congratulating the Americans for their “skill, sportsmanship and dauntless good humor.”

Unfortunately, in 1955 a terrible accident resulted in the deaths of 84 people, including one driver, and injuring almost 200. As a result, Mercedes retired from the race. There followed an international ban on racing, and in the US, the AAA disbanded their Contest Board and more or less banned racing—for a few years at least.

“I think I must have counted every single shift that I did for the last two or three hours of the race.“Jim Busby

After a suitable period of mourning, racing resumed and in the mid-sixties Ford famously went after Ferrari and famously smoked them with their first overall win in 1966. Ford won three more times and the memorable 1-2-3 win came in 1968.

The other big Le Mans story was Steve McQueen’s seminal movie Le Mans filmed during the 1970 race and released the following year. The movie cost $7.6 million and took in a paultry $5.5. It’s not a great movie as movies go but it is for a car nut and gives a realistic insight into endurance racing. Try to imagine driving flat out in the dark and the rain hour after hour.

Of course, no matter what side of the fence you have been on, everybody has different memories of the race. For example, I recently interviewed Jim Busby who raced there many times and won five times. Jim has very different memories, for example, driving the night shift in pouring rain as the sun came up. He’s barreling down the Mulsanne straight at more than 200 mph. He couldn’t see for fog, well, he thought it was fog. “As, I got into it I could smell bacon and eggs.” Said Jim. “What I thought was fog was actually smoke from all the camp fires and stoves lit by the spectators cooking breakfast. The smell made me hungry and drove me nuts as we still had about eight hours to go.”

Jim also talked about a failing gearbox saying, “Coming down the Mulsanne, I’m thinking to myself, I’ve got two downshifts here, shall I make ’em both? Or shall I skip a gear and save the synchromesh. I think I must have counted every single shift that I did for the last two or three hours of the race.” I guess that’s why Le Mans is the ultimate endurance race.

This year’s event was exciting as ever with factory teams pitted against privateers, Chevy versus Ford versus Ferrari and adramatic, unexpected finale. For hours it looked like the Toyota Gazoo LMP1 team of Brit Mike Conway, Kamui Kobyashi of Japan and Argentina’s Jose Maria Lopez driving the #7 car were going to take the trophy after leading for most of the race in their TS050 hybrid. Unfortunately, they suffered a puncture an hour before the end and pitted for a tire change. As sod’s law would have it, the wrong tire was installed and they had to pit again to change it, which caused them to drop back to second behind their teammates. As a consequence of this mishap, the Toyota #8 team of two-time Formula One champion Fernando Alonso, Japanese driver Kazuki Nakajima and Sebastian Buemi of Switzerland took the win. It was 37-year-old Alonso’s second win and rumor has it that that mishap was organized so that Alonso’s team won. Third place went to Mikhail Aleshin, Stoffel Vandoorne and Vitaly Petrov driving the BR Engineering BR1-AER.

Over in the LMGTE Am class (Grand Touring Endurance Amateur), Ford took its second GT win with the #85 Keating Motorsports team of Jeroen Bleekemolen, Texas car dealer Ben Keating and Brazilian Felipe Fraga. Although they were given a penalty for peeling out in the pits, they stormed on to beat the #56 Porsche 911 RSR of Team Project 1 and the #84 Ferrari 488 GTE of JMW Motorsport that came in third. Unfortunately, the two Corvettes, #63 and #64 running in GTE Pro, despite putting on a strong effort for its 20^th continuous entry, fell behind due to a crash for #64 and a late-race spin and crash for #63 that resulted in some suspension damage.

“Racing needs an uplifting feel good story… “John Hotchkis Jr.

Unfortunately, the Ford entry was disqualified post-race for breaking a minimum refueling time limit and for having a 96.1-liter tank rather than the regulation 96-liter tank. Those infractions gave the win to the #56 Porsche. Now, you might be of the opinion that a mere 0.1 of a liter of extra fuel is nothing to quibble about but multiply that by multiple refuelings and you have a distinct advantage over the competition. It just goes to show that you need to be at the very top of your game if you want to win Le Mans.

John Hotchkis Jr., of Hotchkis Sport Suspension, who supplied most of the photographs used here, raced under the Wynn’s banner with his father at Le Mans in 1989.   His father and Bob Kirby brought Wynn’s to Le Mans in 1977.  Hotchkis Jr said, “I designed the Wynn’s livery that caught current Wynn’s driver/team owner Ben Keating’s attention when I was at Art Center College in 1986 and it ​was first used on the IMSA Hotchkis Racing Porsche 962 in 1987. We ran with Wynn’s sponsorship at Le Mans five times until 1989. This is the first time Wynn’s has been back to Le Mans in 30 years and the ultimate result was a real downer.Racing needs an uplifting feel good story, especially with the controversial overall result, and that finish was good story.”

As usual, more than 250,000 spectators turned out for the 87^th running of Le Mans and, as usual, it didn’t disappoint. Indeed, as is viewed as the “Burning Man’ of motorsports. For more info on Le Mans visit www.europeanlemansseries.com

McLaren F1 Designer Peter Stevens Takes His T Black

What do you think the F1 designer of the amazing 240-mph McLaren F1 drives? It would surprise you to know that he mostly drives a Model A Ford and at weekends races his 1925 Ford Model T.

Supercar designer Peter Stevens grew up in England in his grandparent’s house with his uncle Denis “Jenks” Jenkinson who was a British motor racing journalist and most renowned as co-pilot of Sir Stirling Moss in the infamous Mille Miglia race in Italy. Pete’s father was an accomplished painter and Peter attended London’s prestigious Royal College of Art (RCA) where later he would become a professor in charge of the school’s acclaimed automotive design program.

Peter couldn’t help but become a gearhead and he loves it all, from off-roading to the local English pub, down the River Deben in his Jeep, to Le Mans, to land speed racing at Bonneville. After college, Peter established his own design consultancy and worked for Renault on the Alpine, Tom Walkinshaw Racing (TWR), and even did work for the Brabham Formula One team.

In 1985, he became Chief F1 Designer at Lotus Cars where he worked on the Excel, the Esprit, the Elan and for outside companies such as Isuzu, Cadillac, Triumph, and Chrysler. However, in 1989, he worked with TWR on the design and development of the Jaguar XJR15 that remains one of his favorite designs and endures as a very collectible supercar. Only 53 were built and they command prices approaching $400,000.

Ron Dennis of McLaren saw Peter’s potential and hired him to design the then-new Mclaren F1. Design credit usually goes to Gordon Murray but while he was the engineer Peter actually did the design work.

When the F1 project was complete Peter worked for numerous clients including Audi, Lamborghini, Benetton F1, BMW Motorsport, Hyundai, IPN Indonesia, McLaren Cars, Nardi SpA, OZ Wheels, Prodrive, Panoz, Reynard, Rolls Royce, Subaru, TAG Electronics, Toyota Team Europe, Virgin Atlantic, and TATA motors. His impressive body of work resulted in numerous awards including the U.K.’s Autocar magazine Designer of the Year.

“The right pedal is the brake, the center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”Peter Stevens

In the year 2000, Peter became the Director of Product Design for MG Rover and worked on the MG TF, the MG Z-Cars, the MG SV and the Bonneville MG ZT wagon. It was on that project that we were able to finally work together as I worked at So-Cal Speed Shop in Pomona, California, where the racecar was built.

But why a wagon for Bonneville, you may ask? Well, deep down Peter is a hot rodder as were members of the MG board and at the time MG was developing a line of V8-powered vehicles powered by Ford-Roush engines. The aerodynamic wagon seemed a natural, especially when powered by a 700-hp Roush NASCAR engine. The wagon eventually exceeded more than 230-mph but sadly MG Rover collapsed in 2005 and the project was shuttered.

Peter, meanwhile, continues to design for a wide range of clients and works on a lot of eco-friendly, mass-transit projects as well as some alternative-fueled supercars. He also judges Concours events around the world, lectures and gives his time to numerous educational projects including the prestigious REVS Institute in Florida.

However, his first love remains hot rods and Ford Model Ts in particular. Over the years, he has owned several T speedsters but his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster. It’s called a turtle deck because of that add-on trunk bolted to the back of the roadster body.

…his current ride is a barely shiny, Henry Ford “Any color as long as it’s black,” 1925 turtle-deck roadster.

Peter purchased the T from the U.S. sight unseen on eBay and works and on it himself at home in his studio or his barn in Suffolk, England, about 100 miles northeast of London. The chassis is a narrowed frame from a later, 1929 Ford Model A right down to the lowered buggy spring suspension and rod-actuated brakes.

Thankfully, it does not have the quirky Ford T pedal arrangement. “The right pedal is the brake,” said Peter. “The center pedal is reverse, and the left pedal is low, neutral, and high. The throttle is on the column—got that?”

Power for the black beast comes from a mildly hopped-up Model B four-cylinder engine fitted with a Winfield cylinder head, an Ansen intake, a Mallory distributor and a Stromberg 97 carb that is made just up the road in Waldringfield, Suffolk. Over the summer, Peter’s plan is to install a hi-lift cam from H&H Antique in La Crescenta, California.

Peter is well experienced at driving these funky old cars. He not only drives them on the street but also races in such events as the Pendine Sands Hot Rod Races in Wales where we caught up with him, at the Rømø Motor Festival in Denmark, and at other European venues. It’s a far cry from the McLaren F1 but to Peter, “They’re all hot rods to me.”

For more information about Peter visit his website or follow him on Facebook.

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.

38 Inch Special:
A Guide to 38 Inch Tires

Go into any current forum or social media group for Jeeps and 4x4s and you will find the most frequently asked question is “How big of a tire can I fit on my *insert 4×4 here*?” The question is posed so frequently that the query is “stickied” to the top of the forum page with countless replies. “You can fit 35 inch tires if you have…” “37 inch tireswork, but only if you’ve done…” “You need tons in order to run 40 inch tires…” (“Tons” is shorthand for 1-ton axles sourced from a pickup). They’ve all been asked.

These seemingly universal 4×4 questions have been answered in their entirety, which we won’t get into here. The Jeep community has seen the 37×12.50R17 become the ubiquitous size on any new Jeep. Go back just over a decade and 37s were the extreme size tire to have and only a handful of brands to choose from. 33s and 35s were BIG, but 37s meant you were serious! So how did this desire for ever-larger tires come to be so common and why is there such a jump in size going from 37 inch tires to 40 inch tires with no choice in between?

In today’s tire world, nearly every tire manufacturer has an All-Terrain (A/T) and a Mud-Terrain (M/T) in a 33, 35, or 37 inch tire that fits on a 17 inch rim. These sizes have become a standard upgrade for several reasons. First is 4×4 vehicles are bigger than ever before with auto manufacturers adding extra space, seats, and cargo capacity. Second, with the added space and creature comforts comes the weight.

33s and 35s were BIG, but 37s meant you were serious!

Everything gets bigger from the drivetrain, axles, brakes, steering to handle the extra weight and still be a capable vehicle. This transition to more capacity and capability was lead by growing popularity in outdoor activities amongst families. With the vehicles and their components getting bigger and adding capability, enthusiasts took to modifying them with greater earnest and in greater numbers. One of the easiest ways to add capability is by gaining clearance through a larger tire size.

It can be argued that this rapid expansion in tire sizes was brought about by the advent of a single vehicle: the 2007 Jeep Wrangler Unlimited (JK). It dropped the iconic Inline 6-Cylinder for a V-6 that was better suited to a minivan than a 4×4. The improved approach and departure angles showed enthusiasts that Jeep engineers were focused on making a capable vehicle.

But the one change that was seen as heresy initially and is now beloved: 4 full doors. Jeep aficionados scorned the longer Wrangler, thinking it more of a minivan than a true Jeep. But over time, the extra wheelbase lent itself to improved off-road capability, with the right modifications.

Chief among them: Larger tires. Tires are the only thing that connects the vehicle to the ground. They are the easiest and quickest way to gain ground clearance, improve approach and departure angles, and provide that oh-so-desirable “tough” aesthetic that many enthusiasts are after. But there is a canyon in terms of budgets between running a 40 inch tire and the ubiquitous 37 inch tire.

But the one change that was seen as heresy initially and is now beloved: 4 full doors.

40s are an average of 40-60% more expensive than their 37 inch tire counterparts, and a lot of expensive changes have to be made to the vehicle in order to reliably run a 40 INCH tire as well. So what does an owner do when they want more than their 37s, but can’t afford or justify the required upgrades for 40s? Enter the Milestar Patagonia 38 inch.

While the 38×13.50R17 is only one inch taller than its smaller sibling—the 37 inch, it pays off in ways that become greater than one would initially think. It poses less strain on the hard parts that turn and drive the tires when compared to 40 inch tires. The 38 inch tire size clears factory brackets and bumpers and keeps any sort of body modification to a minimum.

Wheel offset, suspension bump stops, steering, and fenders all can stay the same if the vehicle has been properly kitted for 37’s. Where 37’s provide a better “stance”, the 38 inch tire make the vehicle look like it has 40s. All of this is gained with a reasonable bump in price on just the tires. Not only is the 38 inch Patagonia M/T taller, but it’s a bit wider at 13.50 inch giving the wheeler that much more of a footprint.

The tires’ C-Load Range is also a nod to the recreational wheelers as it is commonly thought that having some sidewall give, while still being 3-ply, will allow the tire to “grab traction” or “bite” when aired down. This is further supported when one takes into consideration that tire manufacturers often modify the construction material of the plys depending upon the load the tire is expected to bear and how much air pressure it is rated for.

…the added capability of a 40-inch tire, without the 40-inch wallet.

Strength is upheld with the Patagonia, while being a more focused 4×4 product. At 82 pounds, the 38 inch Patagonia M/T’s optimized construction is shown as it is the same lighter weight as many of it’s 37 inch competitors. This is important because added unsprung weight negatively affects suspension performance and ride quality.

In addition, extra weight also brings down fuel economy and increases wear and tear on the drivetrain and steering components. The 38 inch Patagonia M/T is constructed to balance strength, size, and weight; all major factors when enthusiasts start their 4×4 project.

The 38 inch Milestar Patagonia M/T is the choice when one wants the added capability of a 40-inch tire, without the 40-inch wallet. It is tailor-made for the recreation wheeler with its strong, yet pliable sidewall, all-important 17″ wheel construction, and true 38 inch tire sizing. Your next question is simply where will you buy your set?

Toyota’s at Long Beach: The 2018 Toyotafest

It may sound like the latest sales gimmick Toyota created to drive sales of new cars, but that’s not what Toyotafest is about. You get owners of new, neo-classic, and classic ‘yotas from all over Southern California coming out to show off their cars and trucks and brag about reliability.

A Toyota has a different meaning to each person who owns one. That’s what helps make Toyotafest different from other niche shows. You can have a slammed, VIP luxury Lexus GS400 while at the same time having a high-lifted Toyota Tacoma ready to tackle Johnson Valley in the same area. You can have the fastest Time Attack Toyota out right beside a Supra that’s built for drag strip. You can have a drift car right beside a restored 90’s classic. The only thing in common is who built them: Toyota.

This type of variety is all thanks to Toyota’s previous history. It was once a brand dedicated to motorsports and the automotive lifestyle. They had drivers like Ivan “Ironman” Stewart racing off-road beside Dan Gurney who stuck with the pavement. You had Lexus going toe-to-toe with the best from Germany and beating them in both luxury and performance.

Then in the 2000s, they lost it. They went from an exciting brand to being compared to refrigerators and looked upon as the appliance car brand. The excitement was gone, even as they brought Scion on board. Fortunately, it seems some of that excitement is coming back as they have absorbed Scion back into their wings. It looks good for enthusiasts and Toyota once again with the 86 and the new Corolla that comes with a six-speed and three pedals. It’s also bringing back the Supra, so we mustn’t forget that.

Next year’s Toyotafest might shape up to look somewhat different as this new excitement continues to build in the most reliable Japanese brand. Hopefully, they will have learned their lesson so that these enthusiasts have something to look forward to with their own kids, just as they had when they were growing up.

Hopefully, anyway.

Super Clean Demello-Built Overlander

Scott Motherstead’s 2014 Toyota FJ Cruiser, Built by Demello Offroad

The term “Family Adventure” can mean many things. For some, just getting out of the house to go see Grandma can be an adventure. But for others (those of us that have dirt infused in our blood), it means so much more. Scott Motherstead of Costa Mesa, California decided to build up his 2014 Toyota FJ Cruiser (FJC) to make sure his kids had something to brag about when they went back to school after an epic weekend.

The goal was simple: build a reliable rig ready for the trails and family fun. Scott teamed up with Demello Offroad in Riverside, California, knowing full well that he and his Toyota would be well taken care of. The team decided to upgrade the 4×4 with ICON Vehicle Dynamic’s Stage 8 Suspension system, featuring ICON’s ultra-reliable coilovers, shocks, control arms, and all other necessary components.

To make sure the extra travel and performance of the upgraded suspension isn’t left in the cold, the Toyota independent front differential and solid rear axle were regeared to 4.88:1 ratio, keeping the factory locker out back.

Travel and gearing are nothing without getting traction on the ground. The tire put to the task is a full set of 35-inch Milestar Patagonia M/Ts wrapped around Toyota TRD wheels with custom OMF Performance beadlocks. Hopes, dreams, and expectations of traction were blown out of the water by how well the Patagonias perform.

Next, the focus was placed on the exterior of the body. Demello Offroad specializes in quality components for Toyotas. They decked the rig out with front and rear bumpers, side bars, and a roof rack LED light bar mount. They then added a Smittybilt 9.5k XRC winch and a host of Baja Designs LED lights.

Everything combined, at the end of an amazing trail day, Scott is able to sit by the campfire with his family, fondly looking at his ‘Cruiser and know that he has made some great choices.