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JULY 2021, VOL.58, NO.7

COVER SECTION:

30 LEGIT 4X4S 24 SHOWSTOPPING

Thirteen fascinating 4x4s from the 2020 Fall 4-Wheel Jamboree Nationals

32 HAMMERTOWN HEROES These 4x4s are winners … but not on the podium

FEATURES & EVENTS 18 SCOUT (ROUND) II 40-plus years ago this Scout II dominated the cover of Four Wheeler and today it’s a virtually unchanged time capsule of the era

36 4X4 PARTY! Recap of the 39th Annual O’Reilly Auto Parts Fall 4-Wheel Jamboree Nationals

52 BACKCOUNTRY FLAVOR Results of the first-ever Camp Chef Showcase!

56 DISCOVERING THE DISC The versatile Skottle is the overland kitchen you’ve been looking for

68 SURFING OVER LAND Curtis Cole’s Hilux Surf was engine-swapped and overland-equipped in record time

NEW TRUCKS

60 2021 FORD RANGER TREMOR Ford makes a strong case for this truck becoming our new favorite midsize dirt mobber

64 2021 FORD F-150 RAPTOR More wheel travel, bigger shocks, 37-inch tires, but still no V-8

TIRE TEST 42 GEOLANDAR X-AT We weren’t gentle with Yokohama’s new all-terrain

DEPARTMENTS

TECH 46 THE 2020 ULTIMATE ADVENTURE LONG RANGE JEEP Part 7: How’d the Jeep do on the trip and ever since?

74 A FITTING MODIFICATION How to clock the air output fitting of an ARB Maximum Performance on-board air compressor

Q ON THE COVER

6 FIRING ORDER 8 4XFORWARD 10 INBOX 12 RPM 16 PARTS RACK 78 TECHLINE 80 CALENDAR 82 TRAIL’S END

This incredible 1977 International Scout returns to the cover of Four Wheeler 40-plus years after it graced the cover of Four Wheeler’s November 1977 issue. The Scout is a time capsule of the era and its story begins on page 18.

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];b1o 1olņ1 1Ѵ; Ň ƐŊѶƏƏŊƓƓƑŊƖƑƔƒ Ň o1-Ѵ L1; Some discounts, coverages, payment plans, and features are not available in all states, in all GEICO companies, or in all situations. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees Insurance Company, Washington, DC 20076; a Berkshire Hathaway Inc. subsidiary. © 2021 GEICO 21_ 550729928

FIRING ORDER A Ford F-250 “Highboy” and a boy was young the first time I saw a 4x4 doing 4x4 things. It was the early ’70s and the area where I lived in northern Illinois had been sucker punched by a brutal snowstorm. The city was paralyzed. My parents’ cars were trapped in the garage, which didn’t matter because they wouldn’t have gotten very far in the deep snow anyway. I recall standing in the middle of our street, in the frigid cold, and there was no traffic. This was fascinating to the young me because it was usually busy. The plow had been by a few hours prior, but the street was again covered in several inches of snow and there were only a couple of faint outlines of hours-old tire tracks. As the young me stood there marveling at the sight, another marvel was about to be unveiled. A half-block from our house was a boulevard and the roadway was completely covered in over a foot of deep and drifted snow. If you didn’t know the boulevard was there you wouldn’t have noticed it. From that boulevard I heard a growl that was increasing in intensity, so I started highstepping quickly in the direction to see what it was. And what I saw was one of the things that fed my desire to own a 4x4. As the boulevard came into view, the growling intensified and I soon saw the truly majestic sight of what I now think was a Ford F-250 “Highboy” pickup powering through the deep snow. The truck had a good head of steam. As it hit drifts a deluge of snow traveled over the truck’s hood, past the roof, and behind the truck. I pulled my eyes away from the flying snow and saw the driver, relaxed and in control, looking like he was piloting the truck down LA’s Sunset Boulevard on a summer day. And then, as quickly as it came into view the truck was gone in a cloud of flying snow. I was transfixed.

For the young me, it was a Major Moment. I had wheeled with my uncle in his ’72 K5 Blazer and that was what started my 4x4 fascination, but the difference between being buckled into the back seat of the K5 and being outside watching a magical 4x4 machine doing magical 4x4 things offered a stunning perspective and it sealed the deal. From that moment on I looked at 4x4s with even more awe, understanding that they could do things no car could do. Fast forward to the next summer. One of my favorite things to do during summer vacation from school was to ride my bike at least once a week to our town’s Chevy dealership. I would spend hours perusing every inch of every Camaro, studying the window sticker, dreaming of someday owning one. But after seeing that big pickup saunter through the snow, I found myself studying the long line of big, new, early-’70s Chevy pickups. The 4x4 seed had been planted a year or so earlier when I went wheeling in my uncle’s K5 and the big, snow-blasting Ford had caused that seed to grow. It took a few years before I finally got my first 4x4, but it eventually happened. I’m old now but I still vividly remember that big Ford Highboy blasting through the snow. What was your first 4x4 experience? What got you into four-wheel drive? Were you a participant in a wheeling adventure or were you a spectator? At what age did you choose to be a 4x4 owner? Please send an email with your story and include a high-res photo of your first rig! –KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM PHOTOS: JIM ALLEN AND KEN BRUBAKER

Q This is a ’76 Ford F-250 Highboy pickup and it’s somewhat similar to the truck I saw blasting through the snow in the early ’70s. Just picture it solid gray in color and throwing vast quantities of snow.

6 JULY 2021 FOUR WHEELER

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4XFORWARD Rednecking it up in a parking garage with an RTI ramp and a classic Chevy pickup very now and then I’ll stumble across a digital photo folder with images of something I had completely forgotten I was a part of, even though I had taken the photos. With the annual Four Wheeler SUV and Pickup Truck of the Year competition as the singular exception, RTI ramps in general might be one of those things scrubbed from my working memory. If you weren’t around in the 1990s, then you can’t appreciate the power off-road magazines lent the vaunted “Ramp Travel Index.” As we use it in SUV and Pickup Truck of the Year, determining a vehicle’s RTI score is a useful comparative tool for determining the flex potential of a given suspension or chassis. But back in its infancy, the RTI craze often resulted in people building weird contraptions that left real-world off-road performance at the door in favor of a “perfect” 1,000 (or higher) RTI score. Never mind that some of these uber-flexy suspensions, articulated chassis, and other contrivances often resulted in unstable, scary stability and handling in the real world. At least you had some bragging rights, right? No matter what the case, RTI ramps were the “in” thing, and all the major magazines owned one. Four Wheeler’s RTI ramp came into being long before my time at the magazine. Shortly after I took the helm as editor in the mid-2010s, I got a call from our facilities manager asking me when I was going to get the “big, white metal thing with the Four Wheeler sticker” off the roof of the parking structure our company had been renting from a nearby office because our lease agreement was up and they

needed it gone in a hurry. “Huh? What big, white metal thing?” I soon found out. It seems Four Wheeler had an RTI ramp I never even knew about that had sort of gone missing a few years prior. It was built as a trailer with removable wheels that inserted into the base of the high side and a trailer hitch that inserted into the low side so it could be transported to events and shuffled around as needed. Only by now, all the trailer components that made it mobile had been stolen, leaving this huge, long, heavy steel beast stranded five stories up on the roof of a busy parking structure. My personal trailer had a non-running project Jeep on top of it, so I grabbed Four Wheeler’s cumbersome, heavy steel trailer and planned to back it up to the RTI ramp and winch it onto the deck. Only the parking garage was so tight we couldn’t get the trailer up to the top floor, and even if we could, the ceiling height was too low for the RTI ramp to clear once on the trailer deck. As I sat there scratching my head, my buddy Agustin “Gusto” Jimenez offered to help with his classic C20 Chevy pickup. I welded a couple of casters to some scrap square tubing and grabbed some straps, and Gusto and I headed to the garage roof. We heaved the makeshift caster dolly under the high end of the ramp and ratchet-strapped it in place so it could roll. I was honestly amazed it didn’t fall off, but it stayed in place even as we ratchet-strapped the low end of the RTI ramp to the C20’s rear bumper. I should say here that on the way to the top, we were a bit worried to discover the long-travel 2WD longbed prerunner with a welded rear diff barely

cleared the garage turns by itself, let alone with a huge, unarticulated ramp hanging off the rear bumper. Gusto and I also discovered after the first turn that the ramp swung super wide on the dolly, and we were lucky we didn’t clip any parked cars. He quickly got the hang of cutting clean corners with me walking behind, calling out clearances, until the next pitfall manifested in the form of angry little office commuters in econoboxes who had no patience for a couple of weird-looking guys moving what they all probably assumed was painter’s scaffolding. They honked and revved their little engines and flipped us off as they angrily tore around us when the opportunity arose, but we soldiered on. Eventually we made it back into the open daylight of the outside parking lot, amazed we didn’t damage anything or anyone. I backed the Four Wheeler trailer up to the ramp, and with a few more angry honks and middle-finger waves from rush-hour office workers, we shoved the ramp onto the deck and strapped it down. I deposited the RTI ramp at our warehouse for safe keeping, where we used it for SUV and Pickup Truck of the Year. In the end, it was just another example of a couple 4x4 guys refusing to say “quit” and improvising the means to get a dumb job done with stuff they had on hand. Anyway, that’s the story of how Gusto and I did some dumb stuff to rescue a piece of off-road equipment. -CHRISTIAN HAZEL CHRISTIAN_HAZEL@MOTORTREND.COM PHOTOS: CHRISTIAN HAZEL

IF YOU WEREN’T AROUND IN THE 1990S, THEN YOU CAN’T APPRECIATE THE POWER OFF-ROAD MAGAZINES LENT THE VAUNTED “RAMP TRAVEL INDEX.”

8 JULY 2021 FOUR WHEELER

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BY KEN BRUBAKER EDITOR@FOURWHEELER.COM

SCOTT’S 4X4S Attached are some pics of my rides from the 1980s to current. The red ’73 CJ-5 was my first vehicle in 1983. The Chevy Blazer followed around 1985. Both were purchased stock and completely built by me. No neon, but I did have the roof lights (although only one row of them), a hydraulic tilt front end, chrome oil pan, chrome flywheel cover, and chrome transmission pan. The Blazer made the July 1989 issue of Petersen’s 4-Wheel & Off-Road from the Bloomsburg, Pennsylvania, Jamboree the summer before. Currently, I have the gray ’79 CJ-7. It was a mechanical basket case that had a surprisingly (for Pennsylvania) rust-free body and frame that I did a frame-off restoration on. It is all OEM steel other than the windshield frame. It has a Chevy 350, SM465 four-speed, and a twinsticked NP205. The ’20 JL is my wife’s. It has an AEV 2.5-inch lift and Borah wheels along with 35-inch Falkens. I’m not too embarrassed at what I drove in my younger days and would like to think my younger self would be proud of my current rides as well.

something was very wrong, but no, when we got stopped, he just wanted to look at it up-close! The first time on the Rubicon while walking back to camp I thought it had been stolen as the olive drab paint blended right in with the trees where it had been parked. Once, when we ran to the grocery store with Eugene, we came out to find someone laying underneath it. He was checking it out. I have never heard of that happening with our current crop of JK/JL/JTs. We took it to a number of car shows and cruise nights, always drawing a crowd, but the best was turning over 1,000 miles at 11,000 feet in Colorado sitting on a mountaintop! What would I change if I were able to do it over: TeraLow gears for the transfer case or a granny low four-speed, and never having to sell it due to the California Department of Revenue. DENNIS VIA EMAIL

SCOTT VIA EMAIL

P.S. I know the ’79 CJ-7 engine is pretty shiny, but old habits die hard. Hope you enjoy the pics.

DENNIS’ CJ-2A MEMORIES The Go Devil Run article (“The Go Devil Run”) in the March 2021 issue sure brought back a lot of memories of my own ’46 CJ-2A! We had done a frame-off with body replacement but kept it “mostly” stock. The only real changes

it loved 55-60 mph cruising. It was a one-Jeep parade. Everyone always waved and gave it a “thumbs up!” Gas stops were a pain as everybody had to stop and tell us about their early Jeep adventures. On the way back from that last Rubicon trip someone frantically waved at us to pull over at the next exit in the middle of rush hour traffic in LA. I thought

were a 1.5-inch lift using two leaf springs, 12V electrical, and a Warn overdrive. Painted Olive Drab, “Eugene” made four trips to the Rubicon Trail, once driving from San Diego to the trail and back in 100-degree weather! Freeway traffic was not an issue as 70 mph was top speed and

WHERE TO WRITE

Address your correspondence to Four Wheeler, 831 S. Douglas St., El Segundo, CA 90245 or send an email to ken.brubaker@fourwheeler.com. All letters become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. The editorial department can also be reached through the website at fourwheeler.com. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

10 JULY 2021 FOUR WHEELER

UPPER PENINSULA CAMPING I’ve attached a few pics from a six-day Michigan Upper Peninsula camping trip this spring. Here’s what we brought along. Packed in the Bronco: Extra fuel, oil, and other fluids; tool bag; Hi-Lift jack; axe; shovel; recovery gear; canoe, paddles, life vests, and fishing gear; spare tire; cooler; flashlights; ditty bags; maps and handheld GPS, first aid bag and other small kit; and bug hats (spring in the UP). In the trailer: Cot tent, sleeping bags and pads, dry food box, more extra fuel, two 5-gallon water containers, awning and poles, camp stove and cooking gear, propane bottles, trailer spare/step, wheel chocks and screw jack for stabilizing trailer, dry bags for clothing, portable toilet with nylon fly for privacy if needed. Loaded, the trailer weighs in at just under 1,000 pounds. Pulls easily behind the ’70 Bronco with a stock 302 and automatic. Other than a few stops for fuel and ice, we were pretty well self-contained. We spent one night at a motel halfway through the trip for a shower and some take-out BBQ. ROD VIA EMAIL

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PHOTOS: COURTESY OF THE MANUFACTURERS

BY JERED KORFHAGE

JERED.KORFHAGE@FOURWHEELER.COM

RPM AUTOMOTIVE NEWS

In the News

Hyundai doesn’t want you to call its Santa Cruz a pickup truck. Design Manager, Brad Arnold, puts it this way: “Everything, from its proportions to its lighting conveys that it’s not a truck, it’s a Santa Cruz.” The vehicle is said to share its definitely-not-a-truck bones with the Tucson SUV, similar to how Honda’s Ridgeline is related to the Pilot.

This might make you doublecheck your safety chains! A Ford F-350 was found hanging over the railing of the Malad Gorge bridge on Idaho Interstate 84, connected to its trailer by only the safety chains. Rescuers were able to retrieve two dogs and two human occupants from the vehicle with non-lifethreatening injuries.

Self-proclaimed “Technoking of Tesla,” Elon Musk, left the 4x4 world with their mouths agape when the veil was lifted on the company’s Cybertruck in late 2019. Now, CyberLandr has released plans for what appears to be the first camper conversion for Tesla’s truck. CyberLandr’s in-bed camper weighs 1,360 pounds wet and offers a retractable habitat every bit as outrageous as the truck inside which it fits. Niceties include a kitchen, bathroom with a dry-flush toilet, queen bed, 32-inch TV with StarLink satellite dish, 500kW solar array, and much more. The setup is said to only reduce the Cybertruck’s battery range by 5 percent. Reserve yours for just shy of $50,000, which might be more than you spend on the Cybertruck itself.

12 JULY 2021 FOUR WHEELER

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Mobile Map It! If you loved the Gaia GPS mobile app, you should adore it after the most recent upgrade. Gaia added more than 150,000 miles of additional National Forest 4x4 roads and trails, brand-new worldwide tree cover and relief shading, and

GM ELECTRICAL VEHICLE UPDATE After introducing the Hummer EV truck, GM followed up by releasing its plans to build the all-electric Hummer SUV. Expect the same astounding torque figures as the truck (11,500 lb-ft) but with 50 fewer miles of range and 170 fewer electric horses (blame that on a smaller battery size). Also in GM’s upcoming EV lineup will be the Silverado. The Silverado will be built in the same factory as the Hummer EV truck and SUV and should arrive sometime in 2023 or 2024.

point-to-point mileage markers that show distances between trail segments. And don’t worry, the same fast and efficient downloads can still be expected whether you need detailed imagery of a national park or maps spanning three states for your next backcountry trip.

THE GREAT AMERICAN CRAWL Do you have a burning desire to wheel through some of America’s landmark off-road destinations with other enthusiastic four-wheelers? Check out the Great American Crawl (GAC), brought to fruition by Mickey Thompson Tires & Wheels and Rockstar Performance Garage. GAC is a series of trail rides featuring highly popular 4x4 destinations in different parts of the United States, offering trails from tame to gnarly in all different types of terrain. Rock buggy, stock machine, or anywhere in between, camaraderie is the goal of GAC events. Here are the dates: June 4-6, Badlands Off Road Park, Indiana; June 18-20, Rausch Creek Off Road Park, Pennsylvania; July 16-18, Hollerwood Park, South Carolina; August 6-8, Gulches ORV Park, South Carolina; August 29-31, Choccolocco Mountain, Alabama; September 9-11, Carnage Canyon, Colorado; November 11-13, Table Mesa, Arizona.

What Is It? What you’re looking at is an ’18 Chevy Silverado. It’s got the air conditioning, interior comforts, powertrain, and aerodynamics of a new truck, and it’s all blended with the old-school style of a ’72 C10 pickup. Blain’s Bodyshop & Auto Sales in Lepanto, Arkansas, used new sheetmetal from LMC Truck to reskin the ’18 Silverado, added period-correct paint, and created this 100-percent daily driveable creation.

Four Wheeler Mobile Hungry for more? Treat yourself to a hearty helping of 4x4 on your mobile device by heading to fourwheeler.com and bookmarking our page. You’ll find an endless buffet of tech installs, new truck and SUV reviews, trail ride coverage, and more. Best of all, there’s no waiting, no tips required, and the off-road content is always smokin’ hot. FW FOUR WHEELER JULY 2021 13

Parts Rack

BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM

TACO LOCKER Adding to its repertoire of traction-adding devices for Toyota vehicles, which include the 4Runner, FJ Cruiser, Land Cruiser, and Tundra; Eaton has announced its ELocker differential for the ’16-present Tacoma. The locking differential is compatible with trucks and SUVs with manual transmissions and an 8.9-inch ring gear and 32-spline axles. Eaton’s ELocker is an electronic locking differential that offers unintrusive on-road performance as well as selectable on-demand traction. INFO: Eaton Corporation, 800/328-3850, eaton.com

SHUT IT OFF! Need a quick and safe way to shut off your vehicle’s power from the driver seat? Lokar’s Interior Battery Disconnect Lever Kit features a red-anodized billet aluminum hand lever for quick visual recognition and easy actuation. The system can be mounted to the floor or to B&M Pro Ratchet, Thunder Stick, Outlaw, Lightning, or ST Quarter Stick shifters. Kits are compatible with fire system kill switches and each kit comes with an 8-foot actuation cable. You can also buy the kit with or without the master power switch. INFO: Lokar Performance Products, 865/389-5719, lokar.com

EPIC RECOVERY Synthetic winch lines require fairleads that won’t damage your rope. Made from durable, forged 6061-T6 billet aluminum, Warn’s unique offset EPIC fairleads are resistant to corrosion, impacts, salt, weather, and UV rays for improved strength. Choose between a black or gunmetal type-III hard-anodized finish for lasting good looks. The Warn EPIC fairleads have a smooth, large radius to help maximize the life of the winch’s synthetic rope and are for use with mid-frame winches that mount in a feet-forward position. INFO: Warn Industries, 800/543-9276, warn.com

ICON-IC ARMOR Get your vehicle ready for harsh off-road conditions with armor from ICON. The company’s Impact PRO Series front bumpers are designed for ’07-’18 Jeep Wranglers and are said to provide additional protection for the Jeep’s grille and front corners while still allowing for full steering and suspension articulation with tires up to 37 inches. The bumpers are winch-compatible and can be had with ICON’s stinger or bull bar. Each unit is crafted from plate steel gussets and DOM tubing. Mid-Width bumpers feature an optional lower skidplate to further armor the front of your Jeep. INFO: ICON Vehicle Dynamics, 951/689-4266, iconvehicledynamics.com

16 JULY 2021 FOUR WHEELER

ROOMY ROOFTOP TENT Roofnest’s Sparrow XL Hard Shell rooftop tent is back and roomier than ever. The improved tent now measures five inches wider than its previous iteration, bringing the current dimensions to 61 inches wide, 86 inches long, and 11.5 inches tall when closed. Interior space measures 7 x 4.75 feet with 40 inches of headroom. The Sparrow XL’s integrated foam mattress is comparable in size to a queen mattress and is said to accommodate two adults plus a child or animal. The tent’s roof panel is made from fiberglass-reinforced ASA/ABS plastic and includes a 31-inch-wide space designed to accept a 160-watt flexible solar panel. The Sparrow XL also includes marine-grade struts, waterproof and breathable canvas sides, a detachable 8.5-foot telescoping ladder, and more. INFO: Roofnest, 855/887-8897, roofnest.com fourwheeler.com

FEATURE

SCOUT

Point your phone camera at this code to see video of this Scout

40-plus years ago, this Scout II dominated the cover of Four Wheeler. Today, it’s a virtually unchanged time capsule of the era. By Ken Brubaker ken.brubaker@fourwheeler.com Photos: Rough Country

(ROUND) II

t’s not every day that a 4x4 we published a story on over four decades ago reappears. It’s even more rare that it reappears looking fantastic. But that’s what happened recently when Rough Country emailed us with a major surprise. The company told us that a ’77 International Scout II we published a story on in 1977 was coming to the shop in Dyersburg, Tennessee, for a new suspension. FOUR WHEELER JULY 2021 19

Feature

When Alexis Flores

purchased the Scout, a copy of the November 1977 issue of Four Wheeler magazine was included. The issue had a four-page feature on the Scout, as well as a cover.

The Backstory This Scout was featured in the November 1977 issue of Four Wheeler magazine with the catchy title of “Customized Scout.” The piece told the story of the one-of-a-kind machine and how it was modded by Modern Motors in Glendale, California. “Specially designed Rough Country leaf springs for Scout models were used,” and the story noted that the springs were much heavier and firmer than stock. Rough Country off-road-tuned shocks were also installed along with Rough Country’s front double shock kit. The story said that the new Rough Country suspension improved the Scout’s performance. “Bumps that would often give the stock Scout suspension a mild case of ‘baby carriage bounce’ were all completely leveled out by the Rough Country suspension, so that a much more even, but firm, ride was the result.” Other mods to the Scout included a Jackman rollbar and white-spoke wheels, Western Auto 1200x15 (approximately 31-inch) Sand Blaster tires, a Drive-Gard front diff skidplate, True Radius tube-style bumpers (painted flat black), Superwinch winch, KC lights, Hickey transmission/T-case skidplate, Stewart-Warner tachometer, Desert Dynamics tilt meter, Superior Industries foam-padded spoke steering wheel, and a Craig 40-channel CB radio.

Almost All Original The Scout’s story, which published the same year as the movie Smokey and the Bandit

20 JULY 2021 FOUR WHEELER

hit theaters, still looks like new even after decades. And it’s important to note that this is not a restoration. The Scout is original. Credit for its condition certainly needs to go to its owner, Alexis Flores, who has unquestionably contributed to keeping the Scout in pristine condition. Alexis is said to be the second owner of the Scout. The Scout is truly a time capsule and wears many of the original build items from 1977, including the wheels, rollbar, winch, front

diff skidplate (which sports a killer vintage Four Wheeler magazine sticker), and more. The Scout is powered by the factory 345ci V-8 engine along with the factory transmission, T-case, driveshafts, and axles.

New Suspension The team at Rough Country freshened up Alexis’ Scout’s suspension with its 4-inch suspension system. The kit includes new durable

This is how the Scout looked when it arrived at Rough Country headquarters in Dyersburg, Tennessee, prior to the installation of the new 4-inch suspension system. The Rough Country suspension lift height wasn’t listed in the original 1977 build story.

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Feature

The interior of Alexis’ Scout looks factory fresh and the mods from 1977, including the Stewart-Warner tachometer, Desert Dynamics tilt meter, Superior Industries foam-padded spoke steering wheel, and Craig 40-channel CB radio, still adorn the vehicle.

AT A GLANCE GENERAL Vehicle: ’77 International Scout II Owner: Alexis Flores Stomping grounds: East Florida Build time: Probably a few weeks in 1977

DRIVETRAIN Engine: IH 345ci V-8 Transmission: TorqueFlite A727 three-spd auto Transfer case: Dana 20 two-spd Front axle/differential: Dana 44/open Rear axle/differential: Dana 44/open

SUSPENSION Front: Rough Country 4-in-lift springs, N3 shocks Rear: Rough Country 4-in-lift springs, N3 shocks

TIRES/WHEELS Tires: Cooper Discoverer AT3 Wheels: 15x8 Jackman white-spoke, steel

MISCELLANEOUS

leaf springs and a set of premium N3 shocks. The N3 shock is a 10-stage variable highpressure nitrogen-charged unit with an 18mm spring-loaded piston and faster-cooling 54mm shock body. The 4-inch kit is designed to level the Scout front to rear.

This is how the Scout looks after being fitted with the new 4-inch suspension by the team at Rough Country.

Lighting: KC Daylighters Armor: Jackman rollbar, Drive-Gard front diff skidplate, True Radius tube-style bumpers, Hickey transmission/ T-case skidplate Cool stuff: Superwinch winch, Stewart-Warner tachometer, Desert Dynamics tilt meter, Superior Industries foam-padded spoke steering wheel, Craig 40-channel CB radio fw

Forty Years From Now Alexis’ Scout is stunning and a fascinating look at a popular and collectable 4x4 that wears its period-correct modifications. We hope to feature the Scout 40 years from now, so keep an eye on the July 2061 issue of Four Wheeler.

The circa 1977 Superwinch winch and KC lights still reside on the front of the Scout.

FOUR WHEELER JULY 2021 23

FEATURE

Tim’s ’72 Chevy K5 Blazer

Tim McCaffrey’s care-

fully crafted K5 Blazer stood out from the crowd, not only for its brightwhite paint, but because of the right mix of modifications sprinkled throughout his build. Coming from Oswego, Illinois, Tim named his Blazer “Red Rocker” as an ode to Sammy Hagar. The truck sits on a 6-inch suspension lift supported by a 10-bolt axle in the front and a 12-bolt axle in the rear, both with 3.73 gears. Power is provided by a 383 stroker, sent through a built TH350 three-speed automatic transmission mated to an NP205 transfer case, which gets the 35x12.50R18 tires turning with ease. This rig also features a customfabricated rollbar.

ne of the great things about a 4-Wheel Jamboree is that these events draw hundreds of 4x4s. This offers the opportunity to easily peruse a wide range of four-wheeldrive rigs sporting a wide range of modifications. The three-day 39th Annual O’Reilly Auto Parts 4-Wheel Jamboree Nationals was held at the Indiana State Fairgrounds in Indianapolis, Indiana. We attended the event and during our travels around the fairgrounds photographed some of the many cool 4x4s. The collection that follows should offer something for all 4x4 fans. For more information on the 4-Wheel Jamboree Nationals series visit 4wheeljamboree.com.

24 JULY 2021 FOUR WHEELER

Jim’s ’66 Ford Bronco

Jim Fugit of Shelbyville, Indiana, built his Bronco so it could hang with hot rods on the strip and stalk Jeeps on the

trail. It’s powered by a small-block Ford 351 Windsor V-8 with GT40 heads and a hearty 0.512-inch-lift, 110-degree lobe separation angle camshaft, topped off with a Shelby Cobra intake. A front Dana 44 and rear Ford 9-inch support the truck. Skyjacker Softride leaf springs provide 4.5 inches of lift to free up room in the wheelwells for the 33x11.50R17 tires.

Rick’s ’88 Ford F-350

Rick Legrow of Centereach, New York, has been a regular at the 4-Wheel Jamboree Nationals for many years. His F-350 “Longfoot” serves as a tribute truck to America’s military. Powered by a 514ci stroker making 626 hp and 837 lb-ft of torque, combined with 5.38 gears in the front Dana 60 and rear GM 14-bolt, this big rig has no problem turning the beefy 54-inch tires. The rig uses a combo of coilover remote-reservoir shocks and remote-reservoir bypass shocks on all four corners. The 10,000-watt stereo system packs a serious punch. The truck tells the story of America’s modern military history through beautifully detailed airbrush illustrations, starting with WWI and continuing all the way to the Global War on Terrorism. Rick had the countless hours of airbrush work started in 1990 and has continued to add to it through the years to honor the men and women of America’s military.

Justin’s ’72 GMC K10

Justin St. John of Indianapolis, Indiana, conducted a full frame-off restoration of his K10. All the original body parts were able to be fully restored and maintained, making this an all-original, numbers-matching truck, not counting the 4-inch suspension lift. The original drivetrain was refreshed, including the smallblock 350ci V-8 mated to a TH350 automatic transmission and NP205 transfer case. The factory 10-bolt front axle and 12-bolt rear axle with 4.10 gears turn 35x12.50R15 tires.

FEATURE SHOWSTOPPING

Mark’s ’78 Toyota FJ40 Mark Bristow of

Indianapolis, Indiana, brought two FJ40s to the Fall 4-Wheel Jambo. Mark’s pair of Land Cruisers stood out from the crowd for very different reasons. His bone stock ’78 was actually his daily driver when he was 16 years old. But this FJ40 hasn’t been in his possession the entire time. Not knowing any better, Mark sold the rig to the Indianapolis Zoo and almost instantly regretted it. Mark always kept tabs on his old Cruiser and when the Indianapolis Zoo decided it was time to sell it, Mark got right of first refusal. Without hesitation, Mark bought back his old FJ40. The old rig had sat idle for years but with some basic TLC on the fuel system and new tires it was back on the road in no time. Everything is stock and Mark has no plans of changing that.

Mark’s ’74 Toyota FJ40

Mark’s ’74 is a totally different animal in comparison to his bone-stock Project Elephant ’78 FJ40. Mark went full custom with this old Cruiser and took no shortcuts along the way. The entire truck, including the body and frame—which have been powdercoated—and all the badges, hinges, and lights are genuine Toyota. Mark stuffed an Isuzu 4BDT11 turbodiesel between the framerails. The exhaust is routed through a 3-inch downpipe that runs into a 4-inch straight pipe and finally into a 5-inch exhaust tip, all stainless steel. The suspension on the truck is also unique as it consists of a spring-over-axle configuration with custom shackles, King shocks, and stabilizer. Wilwood disc brakes on all four corners stop the truck on a dime. The wheels are 26x16 Forgiato Svolta-T with 37x13.5 RBP Repulsor M/T tires. Mark is responsible for all the work.

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’06 Chevy Trailblazer Cummins

It’s hard to miss the exhaust stack protruding from the passenger side of

the hood on this Trailblazer. After seeing the rig cruising the Jambo grounds, we finally tracked the rig down but couldn’t find the owner for more information. We took a quick glance up close and could see a Cummins 12-valve engine, Dana 60 front axle, Dana 70 rear axle, and Fox remote-reservoir shocks.

Tim and Amy’s ’51 Willys

This Willy’s pickup, belonging to Timothy Cottrell and Amy Kinsey of Hillsdale, Indiana, was a barn find and remains mostly original. The notable exception being the small-block Ford 289 V-8 transplanted between the framerails prior to Tim and Amy buying the Willys.

Gary’s ’72 GMC Jimmy

Long before rooftop tents and adventure trailers, one of the only ways to get off the

Dylan’s ’56 Dodge

grid to camp was a short-wheelbase fullsize truck equipped with a camper top. Gary Knight of Hartford, Ohio, owns this fine all-original Jimmy and Blazer camper top combo.

Dylan Johnson’s “Virgil” is a ’56 Dodge truck body sitting on top of a ’95 Dodge Ram 2500 chassis. The factory ’95 Cummins turbodiesel engine powers the truck and requires rowing through gears on an NV4500 five-speed manual transmission. Dylan says that this unique creation was made through countless hours of turning wrenches with his dad, Brian Lee.

Joel and Jake’s ’95 Jeep Wrangler YJ

Joel and Jake Barnewolt’s Wrangler YJ stood out from the few YJs prowling the fairgrounds thanks to the beefy axles peeking out from below the Jeep. This father and son duo from Tremont, Illinois, brought their Rio Grande edition, sporting the bright mango paint code, with axles swapped from an M1028 military truck. The front Dana 60 has an Eaton Truetrac limited-slip differential, and the rear GM 14-bolt is equipped with an Eaton Detroit Locker. We think the classic Warn 8274 winch looks right at home on the front of the Jeep. Power comes from a four-bolt main Chevy 350, hopped up with a Comp Cams Extreme 4x4 camshaft, mated to a TH350 automatic transmission and NP205 transfer case. This powertrain, combined with 4.88 gears, has no issue turning the 37x12.50R17 tires and steel beadlock wheels.

Feature SHOWSTOPPING

Donald’s ’48 Ford F-5

Donald Schaub hails from Sagamore Hills, Ohio, and he’s the creator of this one-of-a-kind F-5. The cab

sits on top of a hybrid custom frame and chassis comprised of an ’80 Chevy Kodiak C70 frame up front, which transitions to an ’08 Ford F-450 frame from the cab back. The front axle is a high-pinion Dana 60 out of a ’79 Ford F-250 and it has 4.10 gears and upgraded 3430 chromoly ’shafts. The truck rolls on Q78-16LT Interco Super Swamper bias-ply tires and Alcoa forged aluminum wheels with 1.5-inch hub centric wheel spacers.

The engine is a freshly rebuilt ’80 Detroit Diesel 4-53T

two-stroke turbodiesel with an intercooler. Since many of these engines are still in service today, Donald says he had no problems finding parts for the rebuild. An Eaton RTO610 Roadranger 10-speed manual transmission mated to a divorcemounted NP205 transfer case splits power to the axles.

Donald didn’t build his F-5 4x4 to just

The interior of the F-5 was fully refinished while maintaining a new vintage feel. Even the Eaton 10-speed shifter looks right at home in the cab. Donald was able to salvage the original seats and he completely rebuilt and reupholstered them.

Donald wanted to keep the natural patina of the truck rather than take everything down to bare metal and do a repaint. All the original paint was reconditioned by carefully wet sanding and waxing to get a clean, vintage finish. Donald added the classic Detroit Diesel logo as if the old F-5 came from the factory with the screaming 4-53T turbodiesel engine.

look like a vintage service truck, he wanted to be able to put it to work. The custombuilt bed’s tubular frame is a compressed air storage tank that is fed air from a beltdriven air compressor in the engine bay. The bed-mounted vintage 20,000-pound PTO winch was procured from a ’41 White Motor Company Truck and the winch is fully functional and ready for work. The rear Ford F-450 frame and Dana 80 dualie-spec axle with 4.10 gears is fully capable of supporting heavy loads on the bed. The rear axle had custom machine work done to the bearings so that eight-lug Ford hubs and 37-spline axleshafts can be used.

Butch’s ’97 Jeep Wrangler TJ

Butch Kemp was inspired by the release of the

Jeep Gladiator pickup. He wanted his version of the Jeep truck to serve double duty, both as a capable off-road vehicle and as an around town rig. To accomplish his goals, Butch swapped in V-8 power, a proven transmission, legendary T-case, flexy suspension, and 1-ton axles, among other things. Topping it off is a multifunctional, custom bed.

The TJ is powered by a Ford 5.0L V-8 pirated from a latemodel Explorer. The V-8 is mated to a beefy Ford C6 three-speed automatic transmission. Power is routed to the front and rear axles via a stout NP205 transfer case. The engine’s fuel system consists of a super-simple Edelbrock 600-cfm carburetor. Butch had originally planned on installing an aftermarket fuel-injection system but ultimately opted for the simplicity of a carburetor.

The Wrangler’s custom front bumper/winch mount is undeniably a work of art and the Warn 8274 winch bolted to it gets plenty of use, both on the trail and around Butch’s property. The front suspension is a four-link setup with F-O-A remote-reservoir coilover shocks. A Currie Antirock sway bar is used to help keep the Jeep stable on-road while allowing for maximum flex on the trail. The front axle is a Dana 60 procured from a Ford F-350 Super Duty and it has 4.10 gears. The custom suspension and numerous body mods mean there’s plenty of room for the meaty 37x12.50R17 Goodyear Wrangler MT/R tires on factory Hummer H2 aluminum wheels.

The custom bed on the TJ is an amazing, multifunctional, impressive design. It’s integrated

into the Wrangler’s custom rear frame that Butch built. He used square tubing from the cab rearward that was joined to the factory Jeep frame to stretch the wheelbase to 112 inches while also providing a solid foundation for the custom bed. Some of the bed’s features include an easy access spare tire carrier, winch mount for the rear-mount winch, and LED lighting. Like the front, the rear suspension is a four-link setup with F-O-A remote-reservoir coilover shocks and a Currie Antirock sway bar. The rear axle is a Sterling 10.5, formerly under a Ford Super Duty, and it has 4.10 gears. For now, the axle has an open differential, but Butch has plans to install some type of traction aid in the future. He has no plans of regearing the axles because he’s pleased with how the current gear ratio works when combined with the V-8 engine, C6 transmission, and 37-inch tires. FW

FOUR WHEELER JULY 2021 29

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FEATURE

Point your phone

camera at this code to see over 100 machines from King of the Hammers

Hammertown These 4x4s are winners … but not on the podium

t comes once a year and draws thousands of off-road fanatics into the desert of Johnson Valley, California. It’s called King of the Hammers and the main attraction is a week of off-road racing in some of the most unforgiving terrain. Every type of machine, from dirt bikes and side-by-sides, to garage-built 4x4s and Ultra4 cars can be found ripping through the racecourse throughout the week.

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Daniel Bruley’s ’64 Ford F-100 sits on an F-350 chassis that’s been shortened to 110 inches—making it close to the wheelbase of a Bronco. Up front, the Dana 60 was given an Artec truss, three-link suspension, Eaton Detroit Locker, and Fox 2.0 coilovers, good for 14 inches of travel. Daniel’s Ford is motivated by a big-block 460 and grabs the trails with a set of 40-inch Nitto Trail Grapplers.

Austin Arce put on a show in his 5.3L LS-powered ’81 Toyota. The big mill is backed by a TH400 transmission and an Advance Adapters Atlas transfer case with 4.3:1 reduction gears. His highpinion Dana 60 frontend is located by a RuffStuff Specialties three-link kit with King 2.5 16-inchtravel coilovers. Out back, the 14-bolt holds 5.38 gears while Bilstein shocks and 63-inch Chevy springs are on suspension duty.

Heroes By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Jered Korfhage If you’re expecting race results in this story, you won’t find them. Instead, it’s a look at what we found while spending some time skulking through the pop-up village located outside the races, “Hammertown USA.” What we found lurking among the campsites were trucks, Jeeps, and all breeds of 4x4s with mind-bending suspension setups, shocking engine swaps, and lengthy rap sheets of modifications preparing them for the area’s hard-core trails. If you attended King of the Hammers 2021, you might find your rig on these pages. If you couldn’t make it, here’s your inspiration for next year.

Andrew Englert’s ’88 Jeep Comanche rides on 37-inch Toyo M/Ts and has a 6.0L LQ4 under the hood that pumps its power into a 4L60 transmission. Gear reduction comes from an NP205 transfer case and a NorthWest FabWorks Black Box underdrive. The 14-bolt rearend is shaved and trussed with a Torq locker inside, and the Dana 60 front axle carries 5.13 gears with a Yukon Grizzly locker. The rear suspension is made of 63-inch Chevy leaf springs and Bilstein piggyback shocks, and the front is linked with coilovers from Locked Off-Road.

That’s no ordinary cantilever setup on Nick Ganotice’s four-wheel-drive-converted ’95 Ford F-250. It’s a totally homebrewed-and-blinged-out system that blends an air shock for towing and a sway bar, with a cantilever suspension layout. You might notice the Dana 60 unit bearings Nick bored to accept the 35-spline sway bar, King 3.0 coilovers on the rear upper arms, and more custom metalwork than we can mention in one caption.

Not an LJ! Chuck Converse started by stretching the TJ Wrangler 20

Feature HAMMERTOWN HEROES

Joe George, of Offroad Customz, walked us through his LS3-powered ’20 Jeep Gladiator. Dynatrac axles (60 in the front, 80 out back) were packed with 5.38 gears and ARB Air Lockers. Mickey Thompson Baja Pro XS mudders, sized 43 inches, attacked the dirt. The front suspension was comprised of King coilovers and bypass shocks, and an EVO MFG ThrowDown long-arm link kit. RockJock aluminum arms and King coilovers located the rear axle. Armor from Rock Slide Engineering and GenRight Off Road, J.E. Reel ’shafts, PSC ram-assist steering, and Black Rhino wheels are a few more items on the buildsheet.

inches, leaving the engine and six-speed manual as they came from the factory. Next came an Advance Adapters Atlas transfer case, 1-ton axles, coilovers, 40-inch Milestar Patagonia tires, and a whole Jeep load more.

Billy Dawson needed three things out of a rig: it’s gotta have the seating to take his kids into town for pizza and still survive the trails of The Hammers. Oh, and it needed a functional bed. Both the Dana Super 60 front axle and Sterling 10.5 rear axle are located with RuffStuff Specialties three-link kits and run 5.38 gears and Yukon lockers. Fox 2.5 coilovers are up front, Sway-A-Way 2.0 coilovers are in the rear, and the ’Taco spins its 40-inch Nitto Trail Grapplers with help from dual transfer cases.

“Spider eyes” is what we thought of Carlos Delao’s ’99 Grand Cherokee. Downstream of the factory 4.7L and transmission went an Advance Adapters Atlas ’case with 4.30 gears. His pair of Dana 60s are held in place by doubletriangulated four-link systems. King coilovers give 14 inches of articulation in the front, 16 in the rear, and each diff holds a Yukon Grizzly Zip Locker. Carlos added an Artec truss to the front axle, built a custom exocage, and employed 40-inch Goodyear MT/Rs and Raceline beadlocks for rolling stock.

Ben Meyette’s ’77 Scout hit the trails with a few upgrades: a Dana 60 front axle with an ARB Air Locker, an Eaton Detroit Locker in the 14-bolt rearend, and 35-inch tires around a set of Battle Born beadlocks.

“Nothing!” Andrew Belsvik shouted when we asked what he had done to his ’84

Blazer. Well, aside from the TBI conversion and big tires mounted to the Weld wheels.

Colt Clewley’s ’88 Suzuki “Slamurai” buggy seemed to flow over

just about everything with 1.6 liters of turbocharged propane power, rear-steer capabilities, 39-inch sticky rubbers, and much more.

Tony Hayes took a break from bashing deep snow in Oregon to bring his LQ4-powered ’67 Chevy to the desert. The 1-ton axles, Fox shocks, 37-inch Cooper mud-terrains, and a killer patina caught our attention.

Vache Badossian’s ’72 Chevy rips. And it can dance over the rocks, too. His

right foot sends horses from the 6.0L L96 V-8 into a 4L80 transmission and an NP205 with an Offroad Design Magnum Underdrive. Both the Dana 60 front and 14-bolt rear axle articulate with help from four-link systems, while remote-reservoir coilovers and hydraulic bumpstops handle shock absorption.

Sure, the 42-inch mudders,

coilovers, ’tons, and metalwork on Josiah Backus’ ’09 Chevy Colorado are rad, but when’s the last time you saw a Honda K20A2 under the hood of a Bow-Tie?

James Urias showed off some

preposterous articulation with his ’06 Ford Ranger. His 16-inch coilovers and custom-fabbed subframe let the pair of Dana Super 60s do incredible work over and through obstacles. Forty-inch Mickey Thompson Baja Boss tires, 5.38 gears, and an X-Bull winch are some other add-ons.

Rocks rolled away in fear of

Nick Miller’s ’71 Suburban with 39.5-inch Pit Bull Rockers, a Jantz Engineering Jana 76 front axle, an Eaton HO72 rear axle, an Offroad Design NP203/205 Doubler, an 8.1L Vortec V-8, an NV4500 transmission, and a front coilover conversion with 14-inch units from ADS Racing Shocks.

Michael McFarlen’s Commando sits on a stretched TJ frame and makes power with an LS2 he got from a Chevy Trailblazer. Next up for power is a TH400 transmission and an Advance Adapters Atlas transfer case with 4.30 gearing, before it’s sent to the pair of Super Duty 1-ton axles with 5.38 gears and ARB Air Lockers. FW

FOUR WHEELER JULY 2021 35

FEATURE

4X4 PARTY! Recap of the 39th Annual O’Reilly Auto Parts Fall 4-Wheel Jamboree Nationals By Brian Shelton editor@fourwheeler.com Photos: Brian Shelton and Paul Harry

e were stoked when we learned that the 39th Annual O’Reilly Auto Parts Fall 4-Wheel Jamboree Nationals was a go. Taking place in Indianapolis, Indiana, at the Indiana State Fairgrounds, the event, often referred to simply as the “Fall Jambo,” was set to bring more than 2,000 4x4s to the Heartland and we couldn’t wait to attend. Jam packed with a multitude of events beginning on Friday and continuing all the way through Sunday afternoon, the Fall Jambo was nirvana for 4x4 enthusiasts. There was just about everything for every type of 4x4 fan at the event, including a Performance Marketplace, Show-N-Shine, General Tire Monster Truck Show, General Tire Burnout Competition, mud bog racing, the Tough Truck Challenge, mega trucks, a Dyno Challenge, monster truck rides, and lots more.

We spent a lot of time checking out Kenda Tires’ ’91 Chevy K5 Blazer. It’s outfitted

with a 6.2L LS engine mated to a 4L80E, paired with a combination behemoth transfer case and underdrive box. The rig sits on heavily modified 1-ton axles with an Eaton ELocker-equipped GM Dana 60 up front and an Eaton Detroit Locker inside the GM 14-bolt in the rear. Bilstein M9100 2.5-inch bypass shocks and coilovers keep the ride as smooth as possible, even in extreme conditions.

36 JULY 2021 FOUR WHEELER

Immediately upon entering the Fall Jambo, we

were greeted by a massive bumper-to-bumper line of 4x4s in the Cruise Lane.

Cruising the Cruise Lane Immediately upon entering the Indiana State Fairgrounds, we were greeted by bumperto-bumper traffic consisting of all types of 4x4s lined up in the Cruise Lane. This was an organized part of the event that had its own lane dedicated to cruising around the fairgrounds the entire time the Fall Jambo was open. It was sensory overload. One minute there’s a rock buggy on bags flexing its suspension right in front of you, then there’s a lifted Chevy K5 Blazer with an engine loping so heavy you can’t help but stop and listen to the sweet sound.

Who doesn’t like a clean first-gen Cummins-powered

Dodge Ram W250? Lorelle Hetrick of Ney, Ohio, had his all-original (including the body panels) ’93 on display as part of the Show-N-Shine.

Jeeps, even one with an airbag suspension, joined

hundreds of 4x4s ranging from squeaky clean, well-built custom trucks with perfect paint to purpose-built hardcore 4x4s.

From Show-N-Shine to a Dyno The Performance Marketplace stretched for several blocks and consisted of vendors offering almost everything imaginable, including tools, tires, wheels, swag, tuners, off-road lighting, and much more. As we ventured farther, the Performance Marketplace gave way to the Show-N-Shine area packed with parked 4x4s. The area included everything from numbersmatching, all-original 4x4s with zero defects to total Frankenstein one-off custom rigs fully built and ready to hit the trail. As we continued, we discovered the mobile dyno setup. We moseyed over and joined the crowd of spectators to watch a sleeper second-gen Cummins-powered Dodge Ram with a screaming turbo as it took a dyno pull. Continuing, we spent several hours admiring all the different 4x4s in the Cruise Lane and Show-N-Shine before heading to the grandstands.

One of the best parts about the Cruise Lane is the variety of vehicles that were intermixed throughout and

the sort of playlist shuffle in which you’d discover them. This Willy’s Rat Rod followed just behind a late-model Ford F-150, which was followed by a lifted golf cart.

As we kept wandering deeper and deeper into the 39th Annual O’Reilly Auto Parts Fall 4-Wheel Jamboree Nationals we quickly realized that the Cruise Lane was seemingly endless, wrapping completely around the event in bumper-tobumper formation.

fourwheeler.com

The Performance Marketplace included a broad spectrum of aftermarket parts

suppliers. Everything from tires, tuners, tools, lights, and much more was available to check out. AirDog had its lift pump demonstration on display, showing the pump’s ability to separate fuel from air, eliminating the chances for aeration to occur.

FOUR WHEELER JULY 2021 37

Feature 4x4 party Infield 4x4 Action Several types of 4x4 events took place at the Fall Jambo, including mud bog racing, the Tough Truck Challenge, mega truck racing, and the General Tire Monster Truck Show. Mud bog racing included six different classes of vehicles. The Tough Truck Challenge consisted of Stock and Modified classes. Modified Tough Trucks ran a high-speed route consisting of dirt track with jumps and concrete racetrack where they could open up their high-horsepower engines. Following the Modified Class, the mega trucks hit the course and then it was time for the monster trucks. The General Tire Monster Truck Show included Dirt Crew, Raminator, The General, Quad Chaos, Samson, and Bad Habit. These incredible machines competed head-tohead in a short course race then individually in a freestyle event.

This mobile dyno was part of the Dyno Challenge powered by Moonlite Diesel Performance and was open to

anyone that was a registered Fall Jambo participant willing to put their truck’s power on display. With time slots available for appointment throughout all three days of the event, participants could pay $85 for two pulls on the dyno and a chance to win a Fall 4-Wheel Jamboree Nationals Dyno Award for highest horsepower each day.

This Ford F-350 had no issue burning rubber as part of the General Tire Burnout Competition.

It was common to see cool rigs parked with a for sale sign in the window, like this ’79 Ford F-350 SuperCab.

All kinds of vehicular creations could be seen throughout the event, like this trick Chevy K10 with matching K10 bed.

38 JULY 2021 FOUR WHEELER

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Feature 4x4 party

The Stock Class of Tough Trucks allowed registrants to put both their vehicle and driving skills to the test. These two trucks went head-to-head through the mud pit.

This retired fire unit Dodge W250 was parked among the Show-N-Shine vehicles. We tried to track down the owner for more information, but sadly nobody could be found. Too bad, this truck probably has a great story.

Trucks competing in the Modified Class of the Tough Truck Challenge are seen here matching up at the starting line in preparation to race the modified short course. The short course consisted of a combination of a quick run across the dirt course followed by a long run around the paved track.

It never got old watching the Modified Class Tough Trucks slingshot across the track and get airborne.

The mega trucks ran a similar short course as the Modified Class Tough Trucks with the

exception to hitting the pavement. Mega trucks stayed on the dirt and let it rip, rooster tails of dirt followed almost every truck as they competed against one another.

Mega trucks also competed in a drag race through the mud pit. Their take off from the starting line really gave you a sense for how much power and traction these trucks have.

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All the monster trucks were able to get sky high on the jumps, and The General was no exception.

Want More info? The following day we spent the rest of our time meeting more great people and checking out the 4x4s on display in the Show-N-Shine area. The creativity, passion, and personality that went into each rig made the Show-N-Shine one of our favorite parts of the Fall Jambo. For more info on the Fall 4-Wheel Jamboree, or if you’re interested in attending any of the other Jamborees in the series, visit 4wheeljamboree.com. FW

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Tire Test

GEOLANDAR

X-AT

We weren’t gentle with Yokohama’s new all-terrain

SOURCE Yokohama Tire 800/722-9888 yokohamatire.com

By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Jered Korfhage

e tried to get stuck. Really, we tried. And when we couldn’t, we dumped the Yokohama Geolandar X-ATs into another definitely-not-thebest-case scenario just to see what the tires could handle. After first meeting the Geolandar X-AT in the Nevada desert at a manufacturer event, we were itching to get a set in our wheelwells to see just how well Yokohama’s latest all-terrain tire could stand up to the rigors of our travels. The factory wheels on our ’05 Jeep Wrangler Unlimited eagerly accepted the 31x10.50R15 tires, and we began our observations. Duties of the Geolandar X-AT included frequent urban commutes, often involving precipitation on the roadways. When quittin’ time rolled around at the end of the week, the LJ was stuffed with gear and pointed at off-road destinations of all sorts. Depending on the weekend, the Jeep could be hubs deep in a mountain snowstorm, roasting through gravelly switchbacks chasing a scenic overlook, or teasing the limiter through a series of greasy porridge ruts. We even threw in some rocks and sand.

Mix two parts water with one part soil and BAM you’ve got the recipe for either a good time or a sticky stuck-uation. Even as the LJ’s bellypan gouged the mud

beneath, the Geolandar X-ATs put their aggressive shoulder blocks to work, gripping at the sides of the ruts, clawing their way to traction, and keeping the Jeep moving.

42 JULY 2021 FOUR WHEELER

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3 4 1 2

1 We found the 17⁄32-inch-deep tread blocks were spaced far enough apart to dig into the muck, and though sometimes they appeared to be packed full of it, managed to expel flying gobs of goo toward the sky when we pushed harder into the throttle. 2-3 Three things to notice on the sidewalls. Yokohama gave each sidewall its own unique shoulder treads. One pattern is called “Summit,” the other “Mesa.” You’ll also see the “M+S” symbol, meaning the tire should perform adequately in mud and snow, and is more equipped to do so than its all-season or all-weather counterparts. 4 Though the tire didn’t carry the “Three-Peak Mountain Snowflake” designation, a symbol indicating enhanced performance in winter conditions, we found little evidence that the Geolandar X-ATs were at all irked by snowy, slushy, or icy conditions.

FOUR WHEELER JULY 2021 43

Tire Test GEOLANDaR X-AT

6 5-7 Traction in many snowy scenarios is based on a tread pattern’s ability to become packed with snow (quite the opposite strategy from generating traction in mud). On harderpacked snow, we were able to maintain control of the Jeep on straightaways as well as turns. When the white stuff piled deeper, the tread blocks appeared to maintain their ability to flex and kept us pushing through the drifts.

44 JULY 2021 FOUR WHEELER

8 Our 31-inch Geolandar X-ATs were load range C and gave a pleasant ride under the LJ. They also squished like racquetballs when we needed more traction, namely when aired down to 12 psi to best grab onto particularly rocky trails. Pressures of 15-20 psi also generated appreciable sidewall flex with less risk of slipping off our non-beadlock wheels.

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9 10 9-10 You might read phrases like “multiple sidewall plies,” “high turn-up carcass,” and “full nylon cap” when looking into the durability Yokohama built into the X-AT. Here’s our take: the LJ is equipped with a pair of open differentials that (sometimes) require us to generate a decent amount of wheelspin to get the Jeep over obstacles. Even after numerous bitter encounters with jagged rocks and other obstacles, the X-ATs emerged free of damage. 11 Second only to highway miles were those on gravelly tracks. Here, stones have been known to become wedged between the tread elements and forced into the tire’s carcass—a process called stone drilling. Yokohama fit the X-ATs with raised bars between the tread elements, tasked with booting out offending pieces of rock. We observed no signs of stone drilling during our time with the tires, nor did we see any cuts or chips.

11 12 13

12 Sand didn’t stop the X-ATs whether we were traveling with decreased air pressure or at full street pressure. 13 We found the X-ATs to be fairly close to their advertised 31-inchdiameter size (30.6 inches) and they fit happily inside the Jeep’s wheelwells. Yokohama’s dedication to a quiet ride was also evident with no unexpected changes to the on-road volume level.

Want Your Own Yokohama Geolandar X-ATs? If they held up to our lifestyle, we’ve reason to believe the Geolandar X-AT is worth your attention. As of the print date, Yokohama stocks the tire in 37 sizes that include a single 15-inch offering, two options for the 16-inch crowd (LT235/70R16 and LT265/75R16), as well as many popular 17-, 18-, 20-, and 22-inch sizes. FW

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SPECIFICATIONS

(AS TESTED)

Tire: Yokohama Geolandar X-AT Size: 31x10.50R15 109 Q Type: Radial all-terrain Load range: C Max load (lb): 2,270 @ 50 psi Approved rim width (in): 7.0-9.0 Section width (in): 8.4 Tread depth (in): 17⁄32 Overall width (in): 10.6 Overall diameter (in): 30.6 Maximum psi: 50 Weight (lb): 46.5

FOUR WHEELER JULY 2021 45

Tech

THE 2020

ULTIMATE ADVENTURE LONG RANGE JEEP Part 7: How’d the Jeep do on the trip, and ever since? By Verne Simons verne_simons@motortrend.com Photos: Verne Simons

t’s hard to believe that we started this Ultimate Adventure Long Range Jeep (UALRJ) build about a year ago. The idea is one we’ve been thinking about building for years, and finally the stars aligned to make the project happen. The concept is simple and could be applied to many a Jeep model. Why not take the iconic look of a World War II British SAS Jeep from the North Africa Campaign, a Jeep with a storied past, that inspired many in the military, in movies, and in the television show The Rat Patrol, and bring it into the 21st century?

We would be using some of the best aftermarket parts engineered for these types of rigs and a collection of some of the best OEM parts. The plan was to keep it simple and build a Jeep that pays homage to the vehicles that helped win the war. Build a Jeep that looks the part but would perform with the advantage of nearly 80 years of off-road performance enhancements. Create a Jeep a WWII veteran would love to have been able to use during the war. In the end,

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we hoped to have a capable and unique Jeep that does all that we need it to with plenty of space, comfort, good range, and more. The best part of the plan is everything we did is easy to emulate. Easy to re-create for you, the Four Wheeler reader. Of course, you could easily add your own spin to the idea and build a rig, like ours, inspired by other 4x4s, that reflects your own ideas and needs. That’s what we did, and while it wasn’t always easy in a time of pandemic,

it’s all something that could be duplicated. Still, there’s a question that begs to be answered. How did the Long Range Jeep do on the 2020 Ultimate Adventure? What have we fixed or changed? What do we plan to do in the future? The long answer is spelled out over the next few pages. The short answer is that the Jeep did great. Although we do have a few things to change, there isn’t a ton to fix, hone, or modify … yet.

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1 The Ultimate Adventure Long Range Jeep (UALRJ) was barely ready to go on the day we decided to head to the start of Ultimate Adventure in Kalispell, Montana. Our timing was going well until the first test drive (in Phoenix, Arizona) when we found that the clutch wasn’t working right. The transmission would barely go into gear and the clutch would slip when the Jeep got going. After a quick call to our friend and clutch guru Will Baty at Centerforce Clutch we had a probable diagnosis of what was happening. Something that without his help could have taken us weeks to figure out.

3 POINT YOUR PHONE CAMERA AT THIS CODE TO SEE PART 6 OF THE UALRJ BUILD

2 The flywheel—expertly machined for a TJ clutch by Quick Draw Brands—was coupled to the pressure plate with some shouldered bolts that came with the clutch from Centerforce. The problem was that the holes in the flywheel were not counterbored for the shouldered bolts and the result was a loose clutch disc that was just a touch too far back, allowing slip and not allowing the clutch to disengage fully. The fix is simple. Either don’t use shouldered bolts or counterbore the holes in the flywheel. With help from a good transmission jack borrowed from our buddy Rob Bonney, we got this fix done fast and it only put us behind schedule by about six hours. 3 With the clutch issue resolved, we loaded it up and hit the road for another test. For the past few Ultimate Adventures, our technique for testing project rigs was to drive it up I-17 out of Phoenix to a place called Sunset Point. This involves a climb up a steep grade, which tests the vehicle’s cooling system, an especially taxing test during the summer in Arizona. The Jeep passed, so we loaded it on the trailer and headed north. 4 We drove for a few days to get to the end point of Ultimate Adventure in South Dakota. There, we dropped the truck and trailer off and yours truly and Trent McGee hopped in the UALRJ and headed to the start of the event in Kalispell, Montana. The Jeep did well despite the cold air and at least one time when we ran out of fuel because the fuel sending unit wasn’t working.

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Tech 2020 ultimate adventure jeep

6 7

8 5 Once in Kalispell, we finished up the paint and install of the custom body parts from Chris Durham Motorsports (as outlined in Part 4 of this series) and got to making the UALRJ a bit more friendly for the event. In the parking lot before the trip, Ultimate Adventure participants and fans helped finish the rig for the trip. The biggest improvement was a custom bikini top we made from a canvas tarp. The top was affixed with screws and washers to the windshield and strapped to the rollcage with paracord. We also added event sponsor stencils to the body. 6 We also added an air filter baffle made from some scrap aluminum we gathered at Steve Settle’s shop in Kalispell. We did this as a precaution to keep the air filter from getting soaked by any rain or clogged from mud that might get tossed its way. The baffle performed admirably but may not have been totally necessary. 7 Storage for food, drink, tools, spares, and more is always important in a 4x4. We used two surplus ammo cans

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on the rear wheelwells to store spare parts, paperwork, rags, tape, and more. The ARB cooler came over from the UA Derange Rover and helped keep food and drink cool (or frozen) without the need for ice. 8 Cupholders are also nice during road and trail days. If they aren’t holding your drink, they are a great place to stash a cellphone while charging, a camera, charge cords, earphones, or whatever. In the past few years, we’ve found these rather large camping cups screwed to the floor of the rig work as great cupholders. They are stainless steel and inexpensive at any big box store that has camping stuff. 9 The first day of Ultimate Adventure we hit the Blacktail Wild Bill OHV Area, and the UALRJ did awesome. We did have one small issue. We’re pretty used to wheeling on natural objects. The Blacktail Wild Bill OHV Area has several large, very unnatural tires as obstacles. These tires hung us up a couple of times and caused a few issues down low on the Jeep. The worst

9 was one of the big tires rolled our Rare Parts tie rod (apparently the jam nuts weren’t tight enough) and that caused issues with the Ram Assist from West Texas Off-Road. The issue was a quick fix with some elbow grease and a ginormous adjustable wrench. 10 At the start of Day 2 of Ultimate Adventure, we noticed a coolant leak on the driver-side floor of the Jeep. The factory TJ heater core, which we plumbed into the cooling system (but didn’t wire the blower or hook up any of the blend doors) was leaking. No problem, we decided to bypass the heater core. Somehow during this we did something (still not sure what) to pop the main fuse for the Painless Performance wiring harness. This was again a simple fix with a new fuse. We’re still not exactly sure what happened, but it hasn’t happened since, so we will assume it got shorted during the heater hose re-route. 11 The middle portion of Ultimate Adventure is all a blur. It seems like we were either driving to or from one

beautiful Montana mountain lake with adjacent camping or headed through some beautiful mountain range on a backroad or highway. The UALRJ did everything we asked without issue. 12 4-Wheel & Off-Road Editor Christian Hazel and yours truly drove most of the miles in the UALRJ, but partway through day eleventeen or so (we were headed to some beautiful mountain lake in Montana) we handed the keys and control of the Jeep over to Zaed Ismail. Why? Well, we like Zaed. He’s a reserved and quiet guy who is always willing to help. Also, his father, Jeff Ismail, is the owner of IH Parts America, so we thought it would be fun to be able to tell Jeff that his son was driving a Jeep on Ultimate Adventure when he wasn’t looking. Zaed did great and the UALRJ didn’t break a sweat. 13 The last day of 2020 Ultimate Adventure was an absolute blast. The Bikini Trail in South Dakota was a ton of fun with lots of challenging climbs. The UALRJ did great on almost all the obstacles, crawling most with ease.

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10 11

12 13

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Tech 2020 ultimate adventure jeep

14 14 Here is what the Jeep looked like on the day we unloaded it from the trailer that carried it on the return trip from Ultimate Adventure. All in all, we’re very happy with the Jeep’s performance. It climbed tough obstacles well (until we as drivers ran out of talent). It was comfortable and reliable and got great fuel economy on- and off-road. We never felt like it lacked for power or torque during the trip. Our only issues were simple, small, and easy to fix. 15 The last day of Ultimate Adventure was also the only real day that we had any noticeable trail issues with the UALRJ. We’re still not exactly sure why it took so long for this issue to rear

its ugly head, but on the last obstacle of the Bikini Trail the Jeep got really flexed out and not once, but twice the plug at the axle that sends power to the Eaton ELocker in the Ultimate Dana 60 front axle disconnected itself. After the second time this happened, we relocated the wiring to give it plenty of length to span the gap when the Jeep was flexed. Still, that last climb evaded us, and as the day drew long, we took the hook and let the brand-new, 10K-rated Warn 8274 winch carry us up the last climb. 16 Sadly, somewhere on the return trip from South Dakota to the Phoenix area, the canvas top we assembled the night

before Ultimate Adventure developed a tear and basically destroyed itself in the wind before we noticed. We were bummed at the loss and contemplated re-doing the top but always had plans to put a full LJ top on the Jeep. This just forced our hand.

SOURCES Cummins: Official Turbo Diesel 800/286-6467, cummins.com/engines/repower

Dana: Official Crate Axle 800/621-8084, spicerparts.com/applications/crateaxle

Falken Tire: Official Tire 17 One of our only real complaints about the Jeep, other than planning to change or fix a few small issues, is that between our high-clearance rocksliders and aggressive driving style the factory body mounts on the frame have taken a beating. Our plan is to replace them with something that has a bit more ground clearance and durability since driving the Jeep lightly isn’t an option.

Q Since Ultimate Adventure, we’ve been driving the UALRJ a fair amount, but not nearly enough (we would drive it somewhere every day if we could get away). We recently added a used LJ top and some soft doors. We’ve run it on some local trails, including one called Collateral Damage. And we took the Jeep on a trip to Glamis to go play in the dunes (shown). Just before the trip to the dunes we modified and fit a Rugged Ridge factory replacement TJ fan shroud to the radiator. The Jeep did surprisingly well in the dunes, and we can’t wait to get into some more sand. With that, we will call the build “done.” FW

falkentire.com

IH Parts America: Official IH Truck & Scout Parts 530/274-1795, ihpartsamerica.com

Offroad Design: Official Transfer Case 970/945-7777, offroaddesign.com

onX Offroad: Official Mapping Tool onxmaps.com/offroad-app

Quick Draw Brand: Official Adapter Kit 513/446-9654, quickdrawbrand.com

Quigley Motor Co: Official Custom Driveshaft 800/233-9358, quigley4x4.com/Quigley-Products/ Drive-Shafts/Product-Overview

Skyjacker Suspensions: Official Shock & Suspension 318/388-0816, skyjacker.com

VooDoo Offroad: Official Recovery Rope 844/866-3661, voodoooffroad.com

Warn Industries: Official Winch 800/543-9276, warn.com

ADDITIONAL SOURCES ARB USA 866/293-9078, arbusa.com

Centerforce Clutch 800/932-5882, centerforce.com

Chris Durham Motorsports 864/420-1274, cdmracing.com

Rare Parts 800/621-2005, rareparts.com

Rugged Ridge 770/614-6101, ruggedridge.com

West Texas Offroad/Redneck Ram 877/833-7464, westtexasoffroad.com

50 JULY 2021 FOUR WHEELER

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FEATURE POINT YOUR PHONE CAMERA AT THIS CODE TO SEE COVERAGE AND VIDEO OF THE 2020 OVERLAND ADVENTURE

BACKCOUNTRY

FLAVOR

Results of the first-ever Camp Chef Showcase!

t was the second night of Overland Adventure 2020. After shaking off the silt from the day’s trails and pitching camp amongst the hulking earthmoving relics of the Gold King Mine outside Jerome, Arizona, it was time to spice things up. The first-ever Camp Chef Showcase was on the menu that night, where the overland adventurers were invited to craft their favorite evening meal and put it on display for the world to see. The rules were simple: prepare your favorite endof-day dinner just as you would during any overlanding outing, document the process with your own photography, and submit the photos to the Four Wheeler judges. No hidden twists, no special rules, just good old-fashioned camp fun. While the judges couldn’t taste-test the dishes due to Covid restrictions, each participant filled out a questionnaire with details pertaining to the meal. In the end, everyone was a winner, and the prize was indulging in your own backcountry culinary creation. Here are a few of the submissions from the first-ever Overland Adventure Camp Chef Showcase. We hope they inspire your culinary creations on your next overlanding trip!

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By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Courtesy of the chefs fourwheeler.com

Chef: Trevor Takara Eats: Seared ribeye steak with grilled asparagus, mixed peppers, and baked potatoes. Prep time: 45 minutes, all in camp—gotta make sure the potatoes are cooked through! Ingredients: Ribeye steak, garlic salt and black pepper to season, asparagus, potatoes, peppers, Stubb’s seasoning, and olive oil. The filling: Trevor told us this meal was simple, as well as one of his favorite foods. It is also wonderful to cook something tasteful on the trails and socializing with others while doing it. Award: Most “4-star-restaurant-menu-esque” photo submission.

Chef: Blake Brown Eats: Bacon-wrapped pork tenderloin stuffed with cream cheese, spinach, and sautéed onions; with a side of honey-glazed vegetables. Prep time: 45 minutes pre-overlanding, 75ish minutes in camp. Ingredients: Pork tenderloin, 2-3 packs of bacon, 1 block of cream cheese, 1 bag of spinach, 1 onion, seasoning salt, cayenne pepper, potatoes, carrots, and honey glaze. The filling: Blake would like to first credit his dad with this camp meal (you nailed it!). “Prep work is quite important and makes everything look impressive while still being quite simple,” Blake says. He pounded the tenderloin until it was 3⁄4-inch thick, stuffed it with the mix of sautéed onion, cream cheese, and spinach; weaved a lattice of bacon; wrapped everything up in a vacuum sealer; and was off to the trails. At camp, Blake wrapped the tenderloin in foil, then used his Dee Zee camp grill to cook everything over charcoal until it was 145 degrees F. The potatoes and carrots were cooked in a pan, seasoned, glazed, and served. Award: Most fun had during pre-overland prep “pound for pound.”

Chef: Peter Hansen Eats: Carnitas tacos. Prep time: 20 minutes in camp. Ingredients: Pork shoulder slow cooked in beer, corn tortillas, avocado, cabbage, cilantro, lime, and sour cream. The filling: “Who doesn’t love tacos?” Peter’s recipe requires only a few ingredients to make a heap of tacos for him and his two daughters. At home, all he had to do was slow-cook pork shoulder in some choice beer and pack the camp kitchen. In camp, he fired up the Coleman stove to crisp the pork, heated the corn tortillas, and assembled the tacos. Highlights of this meal were his daughters taking photos while he cooked and seeing the meals other campers dreamed up. Award: Best delegation of photography duties.

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Feature backcountry flavor

Chef: Paul Kauffman Eats: Corn tortilla chicken enchiladas. Prep time: 40 minutes in camp, chicken is pre-cooked at home. Ingredients: Large corn tortillas, cream of chicken soup, sour cream, chopped green onions, mild green chilis, shredded Mexican cheese blend, chopped cooked chicken breast, canned corn, olive oil. The filling: Paul’s meal took inspiration from white water rafting, where cooking on open fires is prohibited, and from the location of Overland Adventure, the Southwest. He began by using a Dutch oven on top of a Coleman two-burner stove to warm up and crisp his layer of large corn tortillas in olive oil. On the stove’s other burner, Paul used the oven’s lid as a pan to heat more tortillas in oil. Once heated, he placed the tortillas into the Dutch oven, spooned them full of his chicken, cheese, and onion filling; and covered the whole lot with shredded cheese and jalapeño peppers for spice as everything baked. Garnished with chopped cilantro, parsley flakes, and lime juice; Paul enjoys the delicate flavors of this dish and often pairs it with chips, salsa, and guacamole. Award: Best use of a Dutch oven.

Chef: Mike Hallmark Eats: Trail Tacos. Prep time: 10 minutes, plus a few at the market pointing at the choicest pre-marinated meats. Ingredients: Expertly marinated carne asada, pollo asada, and el pastor taco meat; flour and corn tortillas; sour cream; mixed cheese blend; spicy salsa verde. The filling: Mike Hallmark, of Hellwig Products, started his prep work at the market, selecting the finest blend of meats in a pineapple, cilantro, onion, and tomatillo marinade. In camp, he prepared the meat on his Trail Kitchen Camp Chef two-burner stove in a pan and heated the tortillas over the open fire (for that authentic trail flavor). The result? Unforgettable camp eats that leave you satiated and chanting “tacos, tacos, tacos …” into the night. Mike told us the tacos were scarfed down so quickly they eluded the camera lens. Award: Fastest consumption of trail tacos. 54 JULY 2021 FOUR WHEELER

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Chef: Ryan Kennelly Eats: Sautéed shrimp scampi in butter, garlic, and lemon; pasta chicken carbonara; and aged gouda with guava jam. Prep time: 30 minutes. Ingredients: Frozen tail-on shrimp, butter, minced garlic, lemon, Old Bay seasoning, frozen chicken carbonara pasta, gouda, and guava jam. The filling: Ryan’s dish is a mix of preparation, plating, and presentation. He began with frozen shrimp simmered with the tails on, in butter and garlic, until they were perfect. He said “pasta is my cheat” as the chicken carbonara came pre-prepared in a frozen bag and only required warming up in a cast-iron pan. To top the meal off, Ryan served his choice of 1,000-day-old gouda and guava jam with crackers. He prefers cast-iron cookery for its versatility (toss it on the open fire pit or Coleman stove) and for the authentic vintage feel. Ryan is known to practice one-pan meals at home to perfect his technique in the backcountry. Ask him about his favorite trail kitchen memory and he’ll expound upon “cold cooking with acid” when the menu was carne asada tacos and ceviche. Award: Longest-aged ingredients.

Chef: John Martin Eats: SPAM Burnt Ends, aka Meat Candy. Prep time: 90 minutes, all in camp. Ingredients: 1 tablespoon mustard, 1⁄4 to 1⁄2 cup of brown sugar, 2 tablespoons butter, 1 ⁄4 cup of your favorite BBQ sauce, and 1 can of SPAM cubed into 1-inch pieces. The filling: John Martin, from Canyon Coolers, loves this meal because the ingredients travel well, and the flavor is incredible. After cubing the canned meat and placing it on his PK Grill, John mixed up his special sauce in a foil serving dish. Once the SPAM was crispy, he allowed it to simmer in the sauce until it reduced to a fudgy consistency, tossing occasionally. Award: Best use of SPAM. FW fourwheeler.com

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OVerland Gear

DISCOVERING THE DISC

The versatile Skottle is the overland kitchen you’ve been looking for By Sean P. Holman

editor@fourwheeler.com Photos: Sean P. Holman

When we pack up our rig for an adventure, we typically have three modes: the day trip, the overland trip, and the camping trip. Feeding ourselves on day trips is easy with some snacks and the fixings to make sandwiches. On the camping trips, we tend to stay in the same spot for the entire trip, where we bring our expansive camp kitchen along for the ride. So, what’s the best solution for overland trips when you find yourself in a new place every night and are more concerned about quick and easy setup, as well as conserving space and saving weight? For us, the answer is the versatile Tembo Tusk Skottle.

Tembo Tusk is a Southern California–based family business that was formed in 2010 when owner, Jerry L’Ecuyer, was looking for gear that didn’t seem to be readily available on the market. L’Ecuyer decided to start creating products for himself and soon found out that others had the same needs as he did, and Tembo Tusk was born. With a focus on durable and robust gear that is made in America, Tembo Tusk is known for high-quality products that are

56 JULY 2021 FOUR WHEELER

designed to last a lifetime. One of Tembo Tusk’s most popular products is the Skottle, which made its debut in 2015. Sometimes referred to as a camping wok, the Skottle is a cooking device that has roots in South Africa. The Skottle was born out of necessity as farmers, needing to cook meals out in the field, would use an old plow or harrow disc to cook on. Today, the modern Skottle is one of the most flexible cooking tools available.

Because of its design, the Tembo Tusk Skottle is really the only “stove” you need to cook just about any meal. It’s comparatively lightweight, requires no pots or pans, and uses a standard 1-pound screw-on propane bottle to fuel a 10,000-Btu single burner. The 18-inch carbon steel disc is preseasoned and easy to clean, and it is held up by aluminum legs, putting the cooking height at about 28 inches. There is even a more compact 12-inch Adventure Skottle

that is perfect for motorcyclists and smaller groups. Tembo Tusk also offers a line of accessories to make cooking with the Skottle even easier, including a lid, a burner windscreen, a steaming tray, and even a tabletop. The Skottle comes with its own sturdy carry bag that is made in the USA by Blue Ridge Overland Gear from the same rugged material as bounce houses. Wondering what you can cook on a Skottle? Well, you are limited only by your imagination. We’ve seen everything from pasta and pizza to bacon and even desserts. In fact, there are readily available cookbooks and even an entire community dedicated to sharing Skottle recipes and experimenting with new techniques and food ideas. We haven’t cooked anything truly adventurous on our Skottle yet, but we have some of our own meals to share in the photos. For more information, or to order your Skottle, head over to tembotusk.com.

SOURCE Tembo Tusk tembotusk.com

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2 1

1 The standard Skottle features an 18-inch-diameter carbon steel disc that comes pre-seasoned and stands 28-inches high on fixed legs. Adjustable legs are now an option, and the Skottle height can be set at 20, 29, or 36 inches. 2 The dished shape of the Skottle means that food will cook in its own juices and allows the Skottle to hold water for cooking pasta or steaming food. The darker part of the Skottle represents the hottest area of the disc, which gets to be about 350 degrees. 3 The standard Stansport “Colemanstyle” 10,000-Btu single burner is at the heart of the Skottle. It uses a standard 1-pound screw-on propane bottle. Tembo Tusk also offers a beautifully made Kovea Scout burner from South Korea as an upgrade. It has a piezo igniter, better flame control, and can use butane or propane. 4 The accessory wind guard protects the flame and helps the Skottle retain cooking heat. We’ve used it in the windy Mojave Desert and were able to cook with no problem.

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OVerland Gear discovering the disc

12 13

5 For those who like to be a little more adventurous with their cooking, the optional steam tray allows you to elevate food above the cooking surface. It’s great for steaming vegetables, cooking pizza, and keeping food warm. 6 Another must-have accessory is the lid. It works perfectly with the steaming tray to keep in heat and moisture; it can also help speed up cooking. 7 Cooking with the Skottle is as easy as assembling it, which takes just a couple of minutes, adding oil, and firing it up. Shown here are some onions and peppers as part of a fajita meal. 8 The Skottle loves chicken, and here we have marinated chicken in garlic and cilantro for our fajitas. 9 With the veggies and chicken combined, this Skottle load fed a group of 10. 10 Another meal made for the Skottle is breakfast. Nothing like potatoes, bacon, and eggs destined for a breakfast burrito. 11 We really love preparing steak on the Skottle. Here, a rib-eye simmers with oil, butter, spices, and serrano peppers. 12 This gorgeous piece of meat was the result of Skottle cooking. 13 Never trust a skinny chef and always find the guy in camp with a Skottle if you want to eat right! FW

58 JULY 2021 FOUR WHEELER

FIRST DRIVE

By Sean P. Holman editor@fourwheeler.com Photos: Sean P. Holman

hile we patiently await the unofficially official Ford Ranger Raptor, Ford’s still-excellent Ranger has been relegated to playing in the sandbox with Colorado Z71s and Tacoma TRD Off-Roads with the company’s FX4, while ZR2s and TRD Pros get to venture a little farther down the trail. After announcing Tremor versions of the Super Duty and F-150, Ford unsurprisingly dropped news of the Ranger Tremor package, in which we were recently able to get some seat time. With a philosophy of maintaining truck capability, comfort, and control, the Ford team went to work making the Tremor a meaningful upgrade over the FX4 package. As with all the trucks in the class, the Tremor’s suspension is one of the biggest areas of improvement. With retuned coils, redesigned front geometry, and new knuckles that are paired with aluminum-bodied Fox 2.0 monotube coilover shocks, the Tremor sits higher and gains a quarter of an inch of wheel travel, to 6.5 inches. Out back, the single parabolic leaf spring has been dropped in favor of a multi-leaf setup and piggyback reservoir 60 JULY 2021 FOUR WHEELER

Ford makes a strong case for this truck becoming our new favorite midsize dirt mobber

versions of the front shocks. Rear travel increases by 1.2 inches, to 8.1 inches. These shocks have progressive rebound end zone damping, which improves control at the limits during spirited off-road driving. Despite the increase in off-road capability, Ford engineers worked hard to maintain the “truck” part of the Ranger Tremor equation, maintaining a class-leading 7,500-pound tow rating, as well as the impressive 1,430-pound payload capacity. This compares favorably to the Toyota Tacoma TRD Pro’s crew cab/automatic rating of 6,400 pounds of towing and 1,165 of payload and the Chevy Colorado ZR2’s Crew Cab/automatic/gas rating of 5,000 pounds of towing and 1,250 pounds of payload. fourwheeler.com

Not that you’ll notice it, thanks to full underbody protection, but ground clearance is increased by 0.08 inch to 9.7 inches. With the increased ride height afforded by the 32-inch (265/70R17) General Grabber A/TX all-terrain tires and raised suspension, the Tremor has improved upon the base Ranger SuperCrew 4x4’s approach, breakover, and departure angles, to 30.9 degrees (up 2.2 degrees), 24.2 degrees (up 2.7 degrees), and 25.5 degrees (up 0.1 degrees), respectively. A fullsize matched spare is nicely packaged under the bed and behind the rear axle. The Tremor features an approximately 1-inch-wider track width thanks to the increased wheel offset of the Magnetic-painted wheels, which

are covered by beefier wheel lips. Other exterior cues include a unique grille, front and rear recovery hooks, optional body graphics, and removable hoop-styled steps. The cab has also been massaged with Tremor goodness, including unique “Tremor”embroidered seats with Miko suede inserts and black accents. Ranger Tremors also get a six-switch auxiliary switch bank to control aftermarket upgrades, such as lights and air compressors. Switches one through three are rated at 25 amps each; switches four through six are rated at 15 amps, 10 amps, and 5 amps, respectively. All of this adds up to a truck that is engaging and fun to mob off-road. Despite only 6.5 inches of front wheel travel, the Ranger’s shocks work FOUR WHEELER JULY 2021 61

FIRST DRIVE

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camera at this code to see video of the 2021 Ford Ranger Tremor

well and have what many midsize trucks don’t, and that is rebound control, especially in the rear. The front and rear suspension feels balanced at moderate speeds and keeps the stiff chassis composed. “G-outs” are soaked up with ease. Ford’s efforts to increase jounce travel and control are certainly noticeable from behind the wheel. We love that the rear locker can be used in any transfer case position and that Ranger has Ford’s Terrain Management System with four settings. We played with different settings along a desert wash and found that our favorite combo was 4H, Sand mode, and traction control off, which allowed us the longest leash to have controlled fun. While the traction nannies did come in at the limit, there was a wide threshold at 50 mph to use all the 2.3L four-cylinder EcoBoost’s 270 horsepower and 310 lb-ft of torque to rotate the truck with the throttle and slide through corners. Unlike on the road where the throttle pedal feels a bit wooden and slow to respond, the Ranger Tremor is lively and fun to carry speed with when off road. The 10-speed automatic always feels like it is in the right gear, and the 62 JULY 2021 FOUR WHEELER

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QUICK SPECS (AS TESTED) Vehicle: ’21 Ford Ranger SuperCrew Lariat Tremor Base price: $44,270 As tested: $47,360 Engine: 2.3L DOHC DI turbocharged EcoBoost I-4 w/auto start-stop Rated hp/torque (lb-ft): 270/310 Transmission: 10-spd auto 4WD system: 2-Hi, 4-Hi, neutral, 4-Lo Low-range ratio: 2.72:1 Frame type: Ladder Suspension, f/r: Short long-arm independent w/tubular stabilizer bar and monotube 2.0 Fox shocks/Hotchkisstype multi-leaf w/solid axle, piggyback monotube 2.0 Fox shocks Axle ratio: 3.73:1 Max crawl ratio: 47.6:1 Steering: Electric power assisted rack-and-pinion Brakes, f/r: 12.24-in disc/12.12-in disc Wheels (in): 17x8 Tires: LT265/70R17 General Grabber A/TX Wheelbase (in): 126.8 Length (in): 210.8 Height (in): 71.5 Width (in): 77.8 Base curb weight (lb): 4,571 Approach/breakover/departure angles (deg): 30.9/24.2/25.5 Minimum ground clearance (in): 9.7 Payload (lb): 1,430 Max towing capacity (lb): 7,500 Fuel capacity (gal): 18.0 Fuel economy (EPA mpg, combined city/hwy): 19/19

steering is accurate. So, what does all this performance mean for on-road ride? Well, compared to the Chevy Colorado ZR2, which is tuned tauter on the highway, the Ranger Tremor is a marshmallow. While the ride is certainly comfortable for gobbling up miles of highway with cruise control on—and no one will complain about comfort—it is almost a little too soft for our taste. Ford softened the sway bar rate for off-road comfort, but that change can be felt

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on-road. Due to the varying expectations on ride quality, we aren’t knocking the Ranger here, though it is something worth noting. One last piece to the Tremor story is price. The package itself is not a trim level and can be applied to either a SuperCrew Ranger XLT or Lariat as a $4,290 option. Our SuperCrew Lariat tester, which was well optioned, came to us with an as-tested price of $47,360 including destination, which is competitive for the class. Overall, we are incredibly impressed with the

Ranger Tremor and feel like it has catapulted Ford’s smallest pickup to the head of the class in several areas. If you are looking for a wellequipped midsize pickup that has more capability out of the box than most people will ever need but can also serve as a daily driver, you should take a long, hard look at the Ford Ranger Tremor. The Ranger Tremor will be available with 200 Ranger-specific dealer-installed accessories and will be built in the Michigan Assembly Plant in Wayne, Michigan. FW

FIRST LOOK

2021

FORD F-150 RAPTOR More wheel travel, bigger shocks, 37-inch tires, but still no V-8 By Jason Gonderman editor@fourwheeler.com Photos: Ford Motor Company

the bed. Ford has fixed this for the ’21 model. Raptors with 37-inch tires come with a unique frame with a trailer hitch tailored to fit the larger rolling stock.

No, it Doesn’t Have a V-8 … Yet

ord rocked the pickup world in 2009 when it introduced the go-fast, desert-oriented F-150 Raptor. The truck’s big tires, big shocks, bulging body, and bad-boy attitude made the truck an instant hit. And it’s only gotten more popular and more capable from there. Now, for the ’21 model year and in its third generation, Ford has pulled back the camouflage on its latest Raptor creation. Come along as we take an in-depth look at the most unique Raptor Ford has produced to date.

Yes, it has (Optional) 37-inch Tires Since day zero, Raptor owners have been asking for 37-inch tires. Now, for the first time, buyers will be able to choose between 35- or 37-inch BFGoodrich All-Terrain KO2 tires. Selecting the 37-inch tires gets buyers a specific beadlock-capable wheel, custom “Raptor 37” bedside graphics, and a unique interior that includes Recaro bucket seats. Selecting 37-inch tires comes with a couple of trade-offs. The 37s bring with them more sidewall and improved ground clearance, from 12 inches to 13.1 inches. On the downside, wheel travel is reduced from 14 inches front and 15 rear to 13 front and 14.1 rear. One of the biggest complaints from second-generation Raptor owners who have gone to a 37-inch tire is that a spare won’t fit under

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We were a bit surprised to find that Ford isn’t ready to bring out an answer to the Ram TRX’s fiery 702hp 6.2L supercharged V-8 engine. Instead, under the hood of the ’21 Raptor is a third-generation 3.5L EcoBoost V-6 engine. Although specific outputs aren’t available yet, Ford has said to expect power to remain in the ballpark of the outgoing high-output EcoBoost sported by the second-generation Raptor. Ford has bumped up the compression ratio of the 3.5L EcoBoost from 10.0:1 to 10.5:1. The standard 3.5L EcoBoost-equipped F-150 saw a bump of 25 hp and 30 lb-ft for the ’21 model year. We’d love to see the Raptor follow suit and bump output from 450 hp and 510 lb-ft of torque to something closer to 475 hp and 550 lb-ft.

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One thing Ford has said is that with a 36-gallon fuel tank, the ’21 Raptor will have a range greater than 500 miles. Doing the math, that equates to an average fuel economy of 14 mpg combined. Considering that the ’20 Raptor SuperCrew was fitted with a 36-gallon tank and rated at 16 mpg combined, we found this stat a bit confusing (unless fuel economy is actually going down). Backing the 3.5L EcoBoost engine is Ford’s familiar 10-speed automatic transmission, which is the same unit backing all the company’s F-150 engines for the ’21 model year. The final drive ratio remains the same as it has always been for the Raptor, 4.10:1.

Two New Raptor-Specific Frames Beginning with the second-generation Raptor in 2017, Ford’s high-performance off-road machine has sported a unique frame, different from the standard F-150 pickup. This is no different for the third-generation ’21 Raptor, which now uses two different and unique frames. How are the frames different than a standard F-150? Well, for starters, the front coil buckets are both taller and stronger. The rear lower control arm pivot is also updated. Turning to the rear, provisions for the standard leaf-spring suspension have been

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removed and instead the Raptor frames include the needed hardware to support the truck’s new five-link rear suspension. Raptor 37 models receive a frame that is different still than the standard 35-inch-tireequipped trucks. Modifications were needed to both support the added stress of the larger tire and to fit the spare in the standard location. Reinforcements have been made to the area

where the rear jounce bumpers mount, one of the rear crossmembers had to be moved slightly, and the spare tire winch plate is updated. Fitting the spare tire also required a new, Raptorspecific trailer hitch and towhooks. However, this piece is shared with the standard Raptor frame, as well. Both frames are fully boxed and constructed from high-strength steel.

FOUR WHEELER JULY 2021 65

FIRST LOOK 2021 ford f-150 raptor All-New Suspension At the heart of the Raptor is its desert-pounding suspension system, which has been fully updated for the ’21 model year. Up front, the Raptor features new upper and lower control arms, a new steering knuckle, improved ball joints, and new inner CV joints that allow for more angle without binding at full suspension droop. The rear is where things get really wild. Gone are the leaf springs of old; replaced with a new five-link suspension. The system uses four control arms for vertical motion control, while a Panhard bar locates the axle laterally. The Raptor now uses massive 24-inch-tall triple rate coil springs, which are not only taller than those found on Ram’s TRX but also the largest in the industry. Suspension travel has also been increased. With 35-inch tires, the ’21 Raptor sports 14 inches of front wheel travel, while the rear has 15 inches to work with. Bumping up to the optional 37-inch BFGoodrich tires decreases wheel travel to 13 inches in front and 14.1 inches in the rear. By comparison, the firstgeneration Raptor came off the line with 11.2 inches of front wheel travel and 12 inches in the rear. And for those wondering, Ram’s new TRX boasts 13 inches in the front and 14 inches rear.

Owners can also select an optional Torsen limited-slip for the front differential. Terrain Management returns with seven selectable drive modes (Slippery, Tow/Haul, Sport, Normal, OffRoad, Baja, and Rock Crawl). These drive modes adjust steering feel, transfer case behavior, stability control, throttle mapping, transmission shift points, and the new active exhaust valves. Trail Control returns, as well, which allows drivers to set a speed and the truck will manage the throttle and braking. Coming in the future, Ford says, are Trail Turn Assist and off-road trail maps for the new Sync 4 navigation system. Also available are new bumper-mounted foglamps from Rigid Industries. Two of the three wheel options for the Raptor are beadlock capable. By the numbers, the ’21 Raptor fitted with 35-inch tires boasts a minimum ground

clearance of 12 inches, an approach angle of 31 degrees, departure angle of 23.9 degrees, and breakover of 22.7 degrees. Bumping up to the larger 37-inch rolling stock nets a minimum ground clearance of 13.1 inches, approach angle of 33.1 degrees, departure angle of 24.9 degrees, and a breakover angle of 24.4 degrees. All of these are an improvement over ’20 model year numbers.

New 3-inch “Trombone” Exhaust The biggest, and frankly one of the only, complaints that we heard from folks after Ford switched to the 3.5L EcoBoost V-6 for the second-generation ’17 Raptor was about the truck’s terrible exhaust note. Most liken the noise to that of an angry weed whacker or leaf blower,

Improved Fox Live Valve Shocks Ford introduced the electronically controlled Fox Live Valve dampers on the ’19 Raptor and is bringing an updated version for the ’21 model year. The second-generation Live Valve shocks provide double the compression control of the previous model, which results in much higher internal pressures. To combat this, Fox has increased the diameter of the dampers from 3.0 to 3.1 inches with the extra size found purely in increased wall thickness. Ford says these shocks can provide up to 1,000 pounds of damping force per corner at desert speeds. The Live Valve system takes readings from each corner, with the rear now receiving its own sensors (the previous generation inferred the rear position from the front) and can adjust compression damping at each corner up to 500 times per second. The shocks respond in 80 milliseconds, which is about the same speed as the human brain processes visual information. The shock fluid has also been updated to a new low-friction oil, designed for better resistance to head-induced fade. Raptor 37 models receive their own specific Fox shocks built to handle the larger tires. These dampers increase the shaft diameter from 7⁄8 to 1 inch, and they’re tuned specifically for the increased unsprung mass and reduced wheel travel.

Other Off-Road Goodness Major talking points aside, the ’21 Raptor comes with an impressive list of off-road specs and features. The third-generation off-roader comes with a standard electronic locking rear differential.

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or simply confuse it for a different V-6 pickup … like a Tacoma with no muffler. To remedy the situation, Ford has fitted the ’21 Raptor with an all-new 3-inch exhaust system. This new exhaust uses a patent-pending built-in “X-pipe” and what Ford is calling a “Trombone Loop” to both improve the scavenging effect of the exhaust system and to produce a more pleasant tone. Also included are a new muffler with improved baffling and a pair of exhaust bypass valves, which are a first for the Raptor. These valves work in conjunction with the truck’s seven drive modes and four exhaust modes to create a different (read: louder) note for different driving conditions. When the truck is placed in the Baja drive mode, both exhaust valves open to route gases mostly around the muffler’s baffling and straight into the X-pipe. This produces the most aggressive tone. On the other end of the spectrum, there’s a Quiet mode for the exhaust, which, as you guessed, routes all the exhaust through the muffler. The two other exhaust modes, Normal and Sport, split the difference.

Upgraded Towing and Hauling While we expected an increase in the Raptor’s ability to tow and haul for the ’21 model year, what surprised us was how little those numbers actually rose. Now, we get it, the Raptor is a specialty vehicle built for going fast off-road and its squishy desert-loving suspension doesn’t really lend itself to towing heavy loads. However, when we say that maximum towing capacity increased by just 200 pounds for the ’21 model year, seemingly just to best Ram’s TRX, we kind of had the reaction of why bother. The ’20 Raptor SuperCrew was rated to tow up to 8,000 pounds. Ram’s ’21 TRX came out with a rating of 8,100 pounds. So, naturally, Ford upped the ante with the ’21 Raptor by increasing towing to 8,200 pounds. We get that “best-in-class” claims are important, but we would have liked to see a rating of maybe 8,500 to 9,000 pounds, just so it doesn’t seem like such a game. Payload increased marginally, as well, bumping from 1,200 up to 1,400 pounds.

Even More New Updates Of course, the ’21 Raptor is more than just a pretty face and some go-fast hardware. The halo F-150 also receives most of the same feature updates that the standard F-150 gets for 2021. The interior is all-new, and the Raptor features both a 12-inch digital gauge cluster and 12-inch infotainment system running on Sync 4. The Raptor now features over-the-air updates, and owners can control a whole host of vehicle functions through the FordPass app. In addition, you also get a nifty 360-degree camera system, four USB ports for charging, and wireless Apple CarPlay and Android Auto. The Raptor also comes with Ford’s Co-Pilot 360 2.0 safety system, which now includes improved parking

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assistance and is set up to enable full handsfree driving on the highway when the function becomes available later in the year. Ford has also added its new ProPower Onboard generator system to the Raptor as standard equipment. This system, which can produce 2.0kW of power, is useful for powering nearly any 110-volt item that could be used in the backcountry. What does this mean in a practical sense? If you were to use your Raptor as the campsite entertainment hub, you could run a television, speakers, mini fridge, blender, and electric heater all at the same time. Pretty fun, huh?

’22 Ford Raptor R The rumor mill has been in full swing since Ford first announced a new F-150 for the ’21 model year. Some of the rumors included 37-inch tires, a five-link rear suspension, bigger Fox shocks, and a V-8 engine. As we’ve just seen, almost all

of these turned out to be true. Most recently, word of a high-performance Raptor R variant began to circulate. Interestingly, Ford has confirmed that the Raptor R is real and is coming in 2022 and representatives have been quoted as saying that it will indeed have a V-8 engine. If truck Santa is listening, we’d like a supercharged V-8 engine, 3.5-inch Fox shocks, Fox coilovers in the rear, and 17-inches of wheel travel … pretty please.

Final Thoughts We are incredibly excited by the all-new ’21 Raptor. Ford engineers have taken what they have learned from over a decade of desert dominance and improved the truck in nearly every way. We love that the company is listening to owners by incorporating a five-link rear suspension, 37-inch tires, and an improved exhaust. And the prospect of a V-8–powered Raptor R coming in the future has us giddy as can be. We simply cannot wait to jump behind the wheel. FW FOUR WHEELER JULY 2021 67

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68 JULY 2021 FOUR WHEELER

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urtis Cole has quite a history of driving four-door pickup trucks. While in Central America serving in the military, he spent countless hours putting a crew cab Toyota Hilux through its paces, loading it in and out of Chinook helicopters, and exploring its capabilities in the local, rugged terrain. “They were revolutionary to me at the time,” Curtis told us, and he remembers wishing he could just get his hands on one to own. Well, that chance would come soon enough. Through a friend with a Toyota import license, Curtis was able to satiate his appetite for foreign 4x4s and he eventually procured the ’93 Hilux Surf in early 2019 after another of his vehicles met its demise at the hand of black ice. However, he didn’t intend on bringing the Surf to the 2019 Overland Adventure. Yet another one of Curtis’ rigs, a ’91 RHD four-door Hilux pickup, was more than ready for backcountry travel and fully prepared to make the journey to Overland Adventure when the truck’s turbodiesel engine destroyed its bottom end.

By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Jered Korfhage POINT YOUR PHONE CAMERA AT THIS CODE TO SEE COVERAGE AND VIDEO OF THE 2019 OVERLAND ADVENTURE

Q Left: Curtis uses 33-inch BFGoodrich T/A KM2 mud-terrains for ground contact and maintains the Surf’s factory wheels. You’ll also see a snorkel for water crossings and breathing above the dust clouds.

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FOUR WHEELER JULY 2021 69

Feature SURFING OVER LAND

In true resourceful gearhead style, Curtis quickly removed and stripped the engine, and sent it off for machining, pronto. After the engine was bored and all the necessary rebuild parts were delivered, he received the disheartening news from the machine shop that some of the items were damaged in transit. His whirlwind engine rebuild just refused to happen, and chances were becoming slimmer that the Hilux pickup would make it to Overland Adventure. With time running out, he even considered borrowing a friend’s Hilux truck engine, however, the most straightforward option became building out his daily driver, the Hilux Surf. Racing against the clock, Curtis fabricated rocksliders, installed bumpers and a winch, mounted a snorkel, loaded the cooler, and departed for Overland Adventure with just hours to spare. After he arrived in Wickenburg, Arizona, the starting point of Overland Adventure, Curtis walked us through what it took to outfit the Hilux Surf to sustain travel in the backcountry. 70 JULY 2021 FOUR WHEELER

After a bit of custom

fabrication and some paint, Curtis had a pair of spankin’ new rocksliders to protect the Surf’s rocker panels.

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Up front, the Surf’s factory IFS setup does a commendable job of smoothing out bumpy tracks while the 4.10 gears provide the reduction for slower-speed crawling. Curtis has maintained the stock bash plate, and it only shows minor signs of inconsequential obstacle impacts.

Out back, the Toyota rear axle, links, and stock coil springs handle the load of Curtis’ adventure gear.

“RHD is an addiction!” Curtis says, referencing how he proudly operates the Surf’s gearshift with his left hand. Modifications to the cab are minimal and include a Cobra CB radio for trail comms. Behind the brawny front bumper lives a Warn winch capable of pulling Curtis, or any distressed machine, out of trouble. His LED lightbar is good for forward illumination and the Factor 55 FlatLink E is on hand to keep his recovery rope safe from damage.

FOUR WHEELER JULY 2021 71

Feature SURFING OVER LAND

Reminding everyone of its time in Japan, the Surf sports the infamous fender mirror. Though it’s not the most useful on the trail, it adds style (and a smidgen of visibility) to the vehicle’s front.

AT A GLANCE GENERAL Vehicle: ’93 Toyota Hilux Surf Owner: Curtis Cole Stomping grounds: Monmouth, Oregon Build time: 48 hours

DRIVETRAIN Engine: 3.0L Toyota 1KZ-TE Transmission: A343F 4-spd auto Transfer case: Toyota chain-drive, 2-spd Low range ratio: 2.57:1 Crawl ratio: 29.5:1 Front axle/differential: Stock Toyota 7.5-in, 4.10 gears/ open Rear axle/differential: Stock Toyota 8-in, 4.10 gears/stock limited-slip

SUSPENSION Front: Stock IFS, shocks Rear: Stock links, coils, and shocks

TIRES/WHEELS Tires: 33x10.50R15 BFGoodrich T/A KM2 Wheels: 15-in alloy

MISCELLANEOUS Armor: Steel front bumper, custom-built steel rocksliders Lighting: Front bumper-mounted LED lightbar Cool stuff: Warn 10,000-lb winch, snorkel, Factor 55 FlatLink E, Cobra CB radio

72 JULY 2021 FOUR WHEELER

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With 3.0 liters of diesel-burning

fury, the 1KZ turbodiesel brings the power Curtis needs to haul his gear through miles of highway and trail alike. Behind the engine is a four-speed automatic transmission and a chain-driven Toyota transfer case. FW

ɨ ɨ Ȉɽǉ Ǽ ǉɰ ʥȃǉɨǉ ː ɨ ƃɽɰ ƃ ǁ Ȉ ǉɨɰ ƺƃ ɽӗ ɥɨ ʤȈǁȈ Ǽ ƃ ǉ ɽȈɨǉ ʰ ǉʥ ǉʤǉ ǁʍɨƃƹȈ Ȉɽʰӗ ɰɽʰ ǉ ƃ ǁ ɥǉɨ ɨ ƃ ƺǉ ɨ ʰ ʍɨ Ӹɨ ƃǁ ƃǁʤǉ ɽʍɨǉɰӝ ŚȈɽȃ ɥɽȈ ƃ ɽɨƃƺɽȈ ӗ ɽȃǉɨ ƃ ƃ ǁ Ȉɰǉ ƃ ƃǼǉ ǉ ɽ ƃ ǁ ǉƃɰʰ ƺ ǉƃ Ӹʍɥӗ ɽȃǉ ƺ ɥ ǉɽǉ ɨǉɥ ƃƺǉ ǉ ɽ ː ɨȈ Ǽ ɰʰɰɽǉ ɨ ɽȃǉ °ǉǉɥղ Śɨƃ Ǽ ǉɨ ƺƃ ȃƃ ǁ ǉ ƃ ʰɽȃȈ Ǽ ɽȃǉ ɽɨƃȈ ɽȃɨ ʥɰ ʰ ʍɨ ʥƃʰӝ

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Tech

A FITTING MODIFICATION 1

By Christian Hazel christian_hazel@motortrend.com Photos: Christian Hazel

How to clock the air output fitting of an ARB Maximum Performance on-board air compressor

his ARB air compressor can fit in a huge variety of mounting locations. The box and manual call it “ARB Maximum Performance On-Board Air Supply.” ARB’s website calls it “ARB Maximum Output On-Board Compressor.” And most offroaders simply call it in our own vernacular, “ARB twin air compressor.” But whatever you call it, ARB’s CKMTA12 compressor is a super-fast, super-powerful, ultra-reliable way of adding onboard air to your vehicle to quickly air up tires, operate air lockers, and even run some pneumatic tools. 74 JULY 2021 FOUR WHEELER

While we’ve installed this compressor in many of our project vehicles over the years, most recently in a new Wrangler JL, one thing we haven’t addressed is a question some have regarding how to clock the output to route the air line away from components that may interfere in some mounting locations. So, when we decided to add a steady, never-ending source of onboard air to the 2017 Ultimate Adventure vehicle, the UACJ6D, an ARB Maximum Performance on-board air compressor got the nod to augment the 15-pound Power Tank that’s always on the rollcage.

1 The compressor comes with a full plug-and-play wiring harness that allows you to hook it up with ARB’s Air Lockers if you’re running them and switches if you’re not. Or you can do like we did and just hook it to an existing power distribution center like the Painless control panel we have in the UACJ6D. 2 The UACJ6D is an absolute trail killer and one of our most popular project rigs of all time. Built atop a modified JK Unlimited chassis, the vintage CJ-6 body—channeled deep onto the modern frame—hides a Cummins R2.8 turbodiesel crate engine, Advance Adapters Ranger torque splitter, vintage SM420 transmission, Offroad Design Magnum/NP205 T-case system, and a pair of Ultimate Dana 60 axles controlled by a Skyjacker Curt LeDuc Series JK coilover suspension. Despite the high-end drivetrain, there was never a steady supply of onboard air once the Power Tank was depleted on longer (more than 5-6 days) trail/ road events. That, coupled with virtually no underhood space, meant we needed to install our ARB compressor conveniently on top of the driver-side wheeltub.

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SOURCE ARB USA • arbusa.com

3 For our application, mounting the compressor straight up on the wheeltub would put the air output fitting directly in the way of bags or other gear we might be tossing in and out of the Jeep. We wanted to clock it to get the fitting as close to the compressor body as possible. 4 The ARB Maximum Performance on-board air compressor comes pretty much ready to bolt on, with the mounting bracket already affixed to the twin compressors. The mounting bracket houses a cooling fan, which helps allow continuous operation of the compressors without overheating. 5 Pop off the four bolts but leave the Phillips screws holding the compressor fan. The fan and its wiring can stay in place. Once you get the bracket lifted high enough, unfasten the connectors on the pressure switch.

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6 With the pressure switch wiring disconnected, the bracket can be completely set aside, allowing access to the manifold bolt.

Tech A FITTING MODIFICATION

7 9

7 Loosen, but don’t remove, the manifold bolt. Once you get it loose, you’ll be able to rotate the portion of the manifold with the fitting threads. It’s possible to rotate it too far so the fitting won’t fit through the window in the bracket. Before you bolt the bracket back in place, test fit that there’s no interference with your air fitting. We clocked ours as far to the side as possible while still allowing our 90-degree fitting to be installed. 8 ARB includes a nice template to mark out the mounting bolt locations. There are eight threaded fittings in the bottom of the compressor bracket. You only really need to utilize four, so if you’ve got obstructions that cover one or several of the mounting bolt locations, don’t sweat it.

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9 With the ARB compressor mounted to the UACJ6D wheeltub, the wiring harness and air line are tight up inside the lip of the tub. So, before we bolted it down, we plugged in the wiring harness and ran it up to the power distribution block and switch.

10 11

10 With the compressor bolted down we then ran the air line from the compressor down the side of the tub and hooked it to an air chuck conveniently mounted next to the driver seat. 11 Now, when it’s time to air up the 38-inch tires on this beast we simply hit the Accessory switch on the Painless control panel that we hooked the ARB Maximum Performance on-board air compressor to, plug our air hose into the chuck right between the driver seat and the door opening, and air up our tires (and probably everybody else’s)! FW

Point your

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Perfect for that tow rig that will keep you on the road

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TECHLINE

AMC 258 IS BURNING PISTONS Q

I have an ’84 CJ-7 with the 258ci I-6 in it. I put a Howell TBI on it with a Davis Unified Ignition on a freshly rebuilt engine. After 800 miles, the number six piston melted and that required another engine rebuild. Then, after another 1,200 miles the number five and six pistons melted. So, three rebuilds in 2,000 miles. I’m now thinking about going back to a carburetor. I’m thinking about the Edelbrock 1901 AVS2 carb with either an Offenhauser 6257 intake or the Clifford 47-4500 intake, but I need advice before I commit. Can you please help me out? STEVE VIA EMAIL

Man, that sure stinks. First, we’d like to run down a couple of possibilities. Also, more info would have been nice. How built is this engine? What do you do with the Jeep (is it a sand drag Jeep, daily driver, or rockcrawler)? What kind of pistons are you running? What are the cam specs? What is the compression

COMPILED BY VERNE SIMONS EDITOR@FOURWHEELER.COM PHOTOS: VERNE SIMONS

ratio? Have you looked at the spark plugs to see if there is any indication of what’s happening? From there, what did the machine shop say? Without that info we are kind of just taking a shot in the dark. Please forgive any wide shots or friendly fire. To start, we will assume you are burning holes in the top of your pistons and not melting them because of excessive heat or friction due to a cooling or oiling issue (which some folks may call melting a piston). We will also assume you’re thinking the Howell system is causing a lean condition that is burning holes in the pistons via pre-ignition and/or detonation. If that’s the case, a carburetor might be a solution to get the thing to run fatter … richer, and not burn pistons. Having said that, if you go back to a carburetor you’ll lose the reliability and off-road benefits of the EFI system, a system that has successfully fueled hundreds of AMC 258s over the years (mostly thanks to Howell). It is a reliable and modular system in our experience. Still, a lean condition in a 258 with a Howell system could be caused by a weak fuel injector or two in your throttle body, or the wrong fuel map programing. If the TBI system is new from Howell, the company should have established that the system will adequately fuel the engine as it’s built (assuming you got it new from them).

WHERE TO WRITE Have a 4x4 tech question you want answered in Techline? Drop an email to editor@fourwheeler.com or message us through our Facebook page at facebook.com/fourwheelermag. All letters become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

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If the Howell system is older or a used unit, the injectors should be cleaned and flow tested to eliminate that as a contributing factor, and you’ll need to reach out to Howell to see if they recommend a PROM chip change, depending on how built your engine is. The fact is, the GM TBI system that the Howell system is based on can fuel engines with much larger displacements than 258 cubic inches, including GM 4.3L V-6s, small-block V-8s (305ci and 350ci) and even GM bigblocks (at 454ci), so getting enough fuel to the engine via the TBI shouldn’t be an issue unless something’s just not right with the unit or the programmed fuel curve is way off the mark. An O2 sensor with a gauge will tell you definitively if you have a lean condition. Now, if that’s not the issue, if your engine has been decked a couple of times the compression ratio could be high enough to cause detonation, which can cause burned pistons. That’s almost always a result of running a low octane fuel for your engine’s given compression ratio. It could also be timing that is too advanced or a combination of these two issues. You would certainly hear knocking or pinging on acceleration if this were the case. Detonation is basically ignition of the fuel/air mix early, and at the wrong time in the piston’s cycle … often when the piston is still on the compression stroke. It can also be caused or contributed to by carbon build-up (which is unlikely in your situation, since the engine is freshly rebuilt) and spark plugs that are too hot. We’d recommend checking the timing (it could be too far advanced). We’ve seen harmonic balancers on 258s spin on their fourwheeler.com

rubber isolators, giving a false indication of TDC and thus throwing off engine timing. What we are getting at is that your issue may not be as simple as the EFI running lean, and thus changing to a carburetor may not prevent the same thing from happening again. Before you assume it will, you need to establish exactly what is happening. If you have your heart set on a carburetor, we can’t recommend many for real off-road use. The Motorcraft 2100 two-barrel works well off-road and has been swapped onto a 258 many times (that’s what is on the 258 in the picture shown). You could also investigate fitting a Quadrajet, but that would almost certainly take one of the aftermarket intake manifolds you mention above and adapters to go from the square-bore hole to spread-bore carburetor. In our experience, aftermarket carbs just don’t do well in many off-road situations, like climbs and descents, or vehicles leaning steeply side to side. These motions cause fuel slosh, making it hard for us to make an honest recommendation. If you are using the Jeep mainly on-road you might be able to get away with an Edelbrock or Holley carb of appropriate size, but we’d give the Howell another chance once you’ve figured out the issue.

LEAKY DIFF COVER

I have an ’07 Ford F-150 with the FX4 package, a little lift, and some larger-thanfactory (285/75R18) Toyo all-terrain tires. The truck has a ton of miles on it, nearly 200,000, and I noticed a leak coming from the cover that bolts to the back of the rear axle. I use the truck off-road, but not a ton. Still, I sometimes drag the axle on rocks or dirt. I can’t help going a bit farther down trails and roads than I probably should, and I think that’s why it’s leaking. I have changed the engine oil, but otherwise I’m not too mechanically inclined. What’s the best way to re-seal the axle? Is it hard? I’ve seen some paper gaskets that are specific for my truck and bumped into the re-sealing, re-usable axle cover seals. DAVE VIA EMAIL

That cover on your rear axle is generally called the diff cover, or differential cover, and they leak on all kinds of rigs, both those that get used off-road and those that don’t. We’ve re-sealed a couple thousand of them over the years and have a few opinions on what works best. It’s an easy job that may be slightly messier than an oil change, but not necessarily. If you go off-road, the lip of the diff cover can hit something and either knock loose the paper gasket (that came from the factory) or silicone that has been used to seal the differential, thus causing a small leak. If you’re into trail running or rockcrawling this happens a lot, and in our experience, there isn’t much that beats a good bead of RTV silicone gasket maker on a clean axlehousing and clean differential cover. Sure, fourwheeler.com

the parts store wants to sell you a paper gasket, and there are re-usable diff cover gaskets that some folks love, but unless you change your gear oil frequently (and it doesn’t sound like you do) a tube of silicone is probably the best. We’ve seen both paper gaskets and re-usable gaskets start to leak after the diff cover hits a rock or log on the trail. Silicone installed correctly won’t leak unless you take a big hit. We recommend Permatex Ultra Black or Ultra Grey, or Permatex Right Stuff. Here is what we do. The first step is to remove the diff cover, but before that you will want to put some sort of catch can or oil change pan under the diff. Then use a ratchet and a socket that are the correct size for the diff cover bolts. (We love 3 ⁄8 -inch-drive cordless impacts for jobs like this.) Loosen and remove all the bolts except one at or near the top of the diff cover. Now, take a rubber mallet and whack the side of the diff cover a few times to knock it loose. If it doesn’t budge, you’ll need to get some sort of thin prying device between the diff cover and the axlehousing. A flathead screwdriver will work, but ideally, a gasket scraper or something with a broader head is preferable. This will help decrease the chances of bending the diff cover and/or scoring the axle sealing surface. At some point, what’s left of the gear oil will gush out the bottom and with any luck spill into the oil catch pan. Now you can remove that last bolt and take the diff cover completely off. You’ll want to place it so it can drain in the oil pan or put it with the rear of the cover down because it’s going to leak oil everywhere. Now wait … wait about 15-20 minutes for the gear oil to run out of the differential. This stuff is thick and will take a while to drool out. Once it slows or stops dripping, you’ll want to spray a can or two of parts cleaner into the differential to get all the residual gear oil out and note any metal you may find. Metal shavings or chunks are generally not good, but a little bit of fine metallic particles is OK. Any teeth or bolts in the gear oil are a problem and you’ll want to enlist help of an experienced differential technician. You will then want to clean off the diff cover and remove whatever gasket/silicone is still on

the axlehousing and the cover. We’ve used a razor blade to do this, a wire wheel chucked into a drill, and even a pneumatic angle grinder with an appropriate Scotch-Brite abrasive wheel. Once the surfaces are clean, you’ll want to wipe everything down with more parts cleaner and a rag. You must get all the oil off the diff cover and the mating surface of the axlehousing. Oil will continue to ooze out of the rear axle for a while and you may have to sop some of it up with a rag to get the surface truly oil free. If you don’t get all the oil or all the old gasket/silicone off, you can expect a leak to occur. At this point, you may notice dings or bends in the differential cover itself. You’ll want to straighten these as much as possible and use a file to flatten off any high spots. If you’ve been very hard on the diff cover you may have to replace it. Once this is done and both surfaces are clean and dry, use your tube of silicone to make a bead all the way around the diff cover. You’ll want at least 1-2 mm of silicone on the surface. A little more is alright here, but too much could be bad. Check the sealing surface of the axlehousing one last time to make sure no gear oil has sullied your clean surface. It’s time to grab a diff cover bolt or two and slap the cover on the axle. Use the two bolts to hold the cover in place while you install the rest of the bolts. Tighten them to the appropriate torque specifications or until they are good and tight. Hopefully a little, not a lot, of silicone will have pushed out from between the diff cover and axlehousing. That helps you know it sealed all the way around. Wait a few hours, or overnight if possible, and fill the differential with the appropriate gear oil and any additives needed (such as if you have a limited-slip differential in there). The last thing we’ll say is if you’ve boogered up the diff cover and decide to replace it with a thicker cast or stamped aftermarket diff cover, because if you’ve bent the factory cover once, you probably will again. There are many available. We’ve installed a few from RuffStuff Specialties. They are inexpensive and tough, and they have a diff cover for the Ford Sterling 9.75 we’re guessing is under your truck. FW FOUR WHEELER JULY 2021 79

CALENDAR

COMPILED BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM

July 2-4 What: Crawl 4 Christ Where: Disney, Oklahoma Hosted by: United Christian Off-Road Alliance Info: crawl4christ.org

July 2-4 What: Ohio Jeep Fest Where: Chillicothe, Ohio Hosted by: Ross County Fairgrounds Info: ohiojeepfest.com

July 4 What: Badge of Honor Guided Ride Where: Pine Grove, Pennsylvania Hosted by: Rausch Creek Off Road Park Info: rc4x4.org

July 8-10 What: Killington Jeep Jamboree Where: Killington, Vermont Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

July 9-11 What: 34th Annual A&A Auto Stores Summer 4-Wheel Jamboree Nationals Where: Bloomsburg, Pennsylvania Hosted by: Bonnier Events Info: 4wheeljamboree.com

July 9-11

July 16-18

July 24-25

What: Carlisle Chrysler Nationals Where: Carlisle, Pennsylvania Hosted by: Carlisle Events Info: carlisleevents.com

What: Mower Mayhem Where: Oliver Springs, Tennessee Hosted by: Windrock Park Info: windrockpark.com

What: Public Trail Ride Where: New Auburn, Wisconsin Hosted by: Apple Valley Farms Off-Road Park Info: rpm4x4.com

July 14-17

July 22-24

July 29-31

What: Annual Coal Mine Cruiser Classic Where: Pine Grove, Pennsylvania Hosted by: Gotham City Land Cruisers Info: gclcli.com

What: Silver Valley Jeep Jamboree Where: Mullan, Idaho Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

What: Coal Mountain Jeep Jamboree Where: Coal Township, Pennsylvania Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

July 15-17

July 22-25

July 29-31

What: Northwoods-Mole Lake Jeep Jamboree Where: Mole Lake, Wisconsin Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

What: Trucks Gone Wild Where: Waldron, Saskatchewan, Canada Hosted by: Filthy Redneck Country Club Info: trucksgonewild.com

What: NE Toyota Takeover Where: Pine Grove, Pennsylvania Hosted by: Rausch Creek Off Road Park Info: rc4x4.org

July 15-18

July 24-25

July 30-31

What: Annual All Breeds Jeep Show Where: York, Pennsylvania Hosted by: PA Jeeps, Inc. Info: pajeeps.org

What: New England Forest Rally Where: Newry, Maine Hosted by: Rally America Info: newenglandforestrally.com

What: Crawl 4 the Cure Where: Gilbert, Minnesota Hosted by: Iron Range Off-Highway Vehicle State Recreation Area Info: crawl4cure.org

WHERE TO SEND SUBMISSIONS Address your correspondence to: Calendar, Four Wheeler, 831 S. Douglas St., El Segundo, CA 90245, or email jered.korfhage@fourwheeler.com. All submissions become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. The editorial department can also be reached through the website at fourwheeler.com. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

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TRAIL’S END

BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM PHOTOS: FOUR WHEELER ARCHIVES

MAULIS-BUILT Jim’s International Scout II and the club that helped build it Q It was March of 1990 and Jim Maulis, of Littleton, Colorado, had taken some time to show us around his ’78 Scout II and tell us about the group of International Harvester enthusiasts, called the Binder Bunch, that helped him keep the project afloat. When Jim acquired the Scout, it was an unmodified commuter vehicle that had only seen 22,000 miles. To begin his list of modifications, Jim chose to increase the machine’s horsepower, doing so over the course of a few engine swaps that included an International 345ci V-8 and an International 390ci V-8. When he settled on the Chrysler 440ci V-8, he bored it 0.030-inch over and added a Direct Connection cam, valvesprings, oil pump, and distributor; a Quadrajet carb; an Edelbrock intake manifold; and Roadrunner cast-iron headers. Scout enthusiasts within the Binder Bunch had manufactured a set of adapters that helped mate the 440 to the Scout’s wide-ratio (Jim prefers the 6.32:1 First gear) T-19 transmission. Jim also lifted the Dana 300 transfer case from an ’80 Scout to send power to the pair of Dana 44 axles with Detroit Lockers and 4.09 gears. When it came to creating healthy pinion angles and increasing caster, the Binder Bunch engineered a solution. The club members removed the ball joint ends from the axletubes and, using their proprietary jig, rotated the axle roughly 10 degrees before welding the axle and its hardware

back together. The finished product was less hungry for U-joints and gave the spring-over-axle-converted Scout improved highway manners. Suspension upgrades included 3-inch-lift springs from Rancho, extended shackles, and a single Rancho RS 5000 shock per corner. Cordovan Wild Track tires measuring 33x12.50R15 were fit around Enkei Model 20 wheels and Jim treated the Scout to Bushwacker fender flares, a rollcage, custom-built bumpers, and an 8,000-pound Warn winch. Jim went on to tell us how the Scout eventually began to develop the dreaded rust bubbles beneath its paint. Jim sold the rusting body after he mated it to a donor chassis, keeping the original ’78 chassis. Later, the ’78 was sold to another member of the Binder Bunch, modified, and even appeared in Four Wheeler under the name “Eagle Scout.” Jim and the Binder Bunch are still as infatuated with Scouts as they ever were and remain the go-to resources for loads of things International. In fact, you’ve likely seen them anywhere from the International Harvester Scout & All Truck Nationals to exploring trails in Colorado, New Mexico, Utah, and elsewhere in their built Binders. If you love Scouts as much as we do, like Four Wheeler Editor Ken Brubaker and his “ugly ’77 Scout II,” sound off! Dig out those old photographs of your favorite Scout project, whether it’s clean and restored or built to the hilt, send them our way at editor@fourwheeler.com. FW

FOUR WHEELER (ISSN 0015-9123) July 2021; Vol. 58, No. 7. Copyright © 2021 by Motor Trend Group, LLC. All rights reserved. Published monthly by Motor Trend Group, LLC, 831 South Douglas Street, El Segundo, CA 90245. Periodicals postage paid at Los Angeles, CA, and at additional mailing offices. Single copy price is $6.99. SUBSCRIPTIONS: U.S. APO, FPO and U.S. Possessions $19.97 for 12 isssues. Canada orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to FOUR WHEELER, P.O. Box 37198, Boone, IA 50037.

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