CONTENTS
OCTOBER 2021, VOL.58, NO.10
COVER SECTION:
BRONCO SPECIAL!
16 RELIC RUNNIN’ Bob’s Bronco is simple and nimble with some old-school style
22 SERIOUS STOPPING We add a hydroboost power brake system to our early Bronco
28 FIRST DRIVE: 2021 FORD BRONCO Committed and “all-in,” Ford flexes muscles with new Bronco lineup
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FEATURES & EVENTS 48 OVERLAND ADVENTURE 2021: MEET THE PARTICIPANTS From New York to Oregon and many places in between, they came to explore the bea-Utah-ful backcountry
66 CANYONS & MESAS Fifteen Jeeps explore Utah backcountry, and encounter fun trails, stunning scenery, and prehistoric rock art
22
74 FROM THE BACKCOUNTRY
28
The Titanic
66
TECH & INSTALLS
44
44 DIY LONG-ARM FRONT SUSPENSION Part 1: Analyzing the why & how
70 REDUCE THE NOISE How to quiet your Wrangler JL interior
TIRE TEST 62 HEAVY-DUTY HAULIN’ We put the Kenda Karrier Loadstar radial trailer tire to the test
FIRST LOOK 34 2022 WAGONEER & GRAND WAGONEER
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DEPARTMENTS 4 FIRING ORDER 6 4XFORWARD 8 INBOX 10 RPM 12 PARTS RACK 78 TECHLINE 80 CALENDAR 82 TRAIL’ END
ON THE COVER: Robert DuBois’ 1976 Bronco is simple, reliable, and capable. His Bronco shows that wheeling can be done, regularly and successfully, in a vintage 4x4. Read all about his camper-clad rig beginning on page 16. Photo by Jered Korfhage
Deeply rooted in heritage, the nameplate returns as a premium extension of the Jeep brand
40 TECH TALK Explained: 2022 Wagoneer and Grand Wagoneer four-wheel-drive systems, suspension, and more
WWW.FOURWHEELER.COM FOUR WHEELER OCTOBER 2021 3
FIRING ORDER
Where do you turn wrenches? here do you wrench on your 4x4? Do you have a shop? Carport? Garage? Or do you wrench in your paved or unpaved driveway? I was talking to a friend recently and he told me that he driveway-swapped a new transmission into his F-250. His driveway is gravel, and he chuckled as he told how he dropped bolts during the install, which necessitated digging around in the gravel to find the fasteners and then having to clean the dirt out of the threads before installation. He said he had an old, small comforter to lay on, which helped to decrease rocks jabbing him in the back as he worked. To him, these challenges were just part of the deal, and it was no big deal. I think we’ve all been there to some degree. For many years, my “shop” was outside. I routinely wrenched on my 4x4s in whatever weather
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simple kerosene-fired “torpedo” heater warmed the space in winter. I spent many hours in that garage over the years wrenching on projects and trying to keep our four-wheeled junk maintained and operational. In 2016, we downsized and moved to a house with no garage. It did have a small carport and a cement floor, though. The carport saw its fair share of wrenching action and the roof provided shade from the sun and cover when a downpour hit. My stuff had to be kept in a shed and this meant more steps to acquire tools, a floor jack, jack stands, and all that. Nonetheless, it was an enjoyable place to wrench. Now things have changed again. My wife and I have acquired a new home and it has a newer garage with a workbench, some shelving for storage, and plenty of room for my tools and stuff. I’m in the process of moving things in and setting it up the way I like and have begun placing tools
1 This is my “new” garage. I’ve just started moving things in and installing improved lighting. It’s modest but suits my needs. Due to the door height, I’m limited on vehicle height so tall rigs will have to be worked on in the driveway. 2 My workbench is comprised of a bunch of different items acquired over time and assembled into a functional (and handsome) workspace.
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3 This is the well-equipped shop of 4-Wheel & Off-Road Technical Editor Verne Simons. Many project 4x4s have been built here, including Ultimate Adventure rigs.
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4 Here’s former Four Wheeler Editor (and current Four Wheeler contributor) John Cappa at his wrenching home base. John says, “Most of my 4x4s have been built in small, two-car garages; on fairly level paved driveways; or in a dirt yard. However, I currently enjoy about 700 square feet of covered and walled wrenching space in my garage.”
happened to be on the docket. I recall repairs on very frigid and windy winter nights in the dark (and having to dig around in the snow to find the bolts and wrenches I dropped) and other times I was dropping wrenches on a blistering hot summer day in the sun while being targeted by hoards of mosquitos. I never gave the circumstances a second thought. It’s just the way it was. In 1997, my wife and I had a new house built, and it had an attached garage. During construction I had a number of things added, including an insulated overhead door. Then, I stuffed insulation in the ceiling and then in the walls before buttoning them up with drywall. I installed a low-buck fluorescent lighting system that drenched the interior in bright light. A 4 OCTOBER 2021 FOUR WHEELER
and installing improved lighting. I’m 58 years of age, so this new home is probably my “forever home,” which makes the garage my “forever garage.” That’s my story and now I’d like to hear yours. Do you spin wrenches in the great outdoors in your driveway? Do you have a garage? Or do you have a shop with all the accoutrements? Please email me at the address below with the lowdown about your wrenching home base and include a high-res photo! If we get enough submissions, we’ll put together a special “Where I wrench” piece and publish as many stories and photos as possible. –KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM PHOTOS: KEN BRUBAKER
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4XFORWARD When off-roading common sense is and isn’t king: use your head, not your device ’m trying to convey most of this with some levity, so please try to read it that way when I ask: Is there any hope for humankind, or has technology rendered us movable bags of gelatin unable to prioritize common sense over flawed convention and expected outcomes? “What the heck is Hazel talking about now?” you’re probably wondering at this point. I’m a huge proponent of common sense, from the biblical Golden Rule to having the independence of mind to go left to avoid calamity even if everyone says to go right. As sentient, intelligent beings, common sense is a big part of how we got to this point in our evolutionary ladder. But each year I find myself wondering with increased uncertainty if we’ve reached our high point as a species and are backpedaling at max speed to the primordial ooze from which we’ve ascended.
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Howie Mandel on an Escalator Unless you’ve gone down a serious YouTube rabbit hole or were a cable TV child of the 1980s, you probably had no idea the comedy special, “Howie Mandel, Live from Carnegie Mall,” existed. One of its comedy skits, which take place in a mall, involved a bunch of people riding an escalator that suddenly breaks down, thereby stranding them for hours until maintenance arrives to fix the staircase motor. It’s a gag that’s probably been done before and no doubt has been parodied many times since, most recently serving as a metaphor for a motivational video that made the rounds on social media. Moral of the story: When the world stops doing for you, it’s up to you to affect your own outcomes.
as they realized they were in over their heads. It all came to a boil at a water crossing, which posed no problem for Harry in his Tundra, but which caused the first Rover in the line to get stuck. Harry offered his observation that the front axle wasn’t pulling, to which the driver replied something like, “For your information, these are full-time four-wheel drive.” Yeah, dipstick, but unless you engage the center diff lock, the T-case operates more or less like an open-diff axle.
Chuck Yeager Riding Shotgun I’m a big Chuck Yeager fan, so you’ll have to forgive me for poorly paraphrasing the following anecdote, but General Yeager once recounted a time he was hitching a ride in the cockpit jump seat of a large military transport. The pilot and co-pilot were busy operating buttons, dials, and coms while contacting ground controllers about traffic in their airspace as confusion reigned supreme. Long story short, they were on an intercept course with another aircraft and were trying to work it out with ATC when Yeager chirped up from the back seat to make an immediate turn one way or the other. The pilots obeyed and a midair collision was narrowly avoided. As the front seaters pulled themselves together, Yeager deadpanned, “Geez fellers, don’t y’all ever look out the window?” Moral of the story: Take notice and believe what’s in front of your face rather than relying on others to tell you what to do.
Harry Wagner on an Overland My good buddy, Harry Wagner, recently told me about a 4x4 camping trip he went on after some folks trying to start up an off-road guided tours company invited him. They didn’t realize what a very high-level off-roader and outdoorsman Harry is, and Harry isn’t one to brag, so when he and his girlfriend showed up with some simple camping equipment packed in his mild-mannered Toyota Tundra tow rig on all-terrains, I guess he didn’t paint a picture that immediately earned their respect. The rest of the off-road party looked loaded for a Camel Trophy through the jungles of Borneo, driving Land Rovers kitted with every conceivable trinket outside of experience and common sense. As the trip progressed the Rover boys made increasingly poor decisions related to the itinerary and route. Harry eventually offered to take the lead, 6 OCTOBER 2021 FOUR WHEELER
We all love a good sh!% show, so when folks act like that to us, we usually just hold up our hands and walk away. Long story short, these folks peeled themselves backward out of the water and then proceeded to blaze a new path through virgin wetlands. Not cool, man. Harry made his objections known and immediately parted company. Moral of the story: Be willing to accept your own shortcomings, swallow your pride, and adapt your plan when it’s not working. So, do I really think we’re all on a downward trajectory? Not really. But I do often see stuff out on the trail that frustratingly flies in the face of common sense. Sometimes it’s a driver in over their head who gets tunnel vision on their spotter and stops driving themselves. Sometimes it’s a person poking along on a single-track trail behind 30 other 4x4s who almost drives off a cliff because they’re trying to plot their route into their GPS app. Just look out the window. Or sometimes it’s people who are convinced they know better and refuse to acknowledge the reality of the situation. Just set your ego aside and get a taste of the sh!%burger you’ve cooked for yourself. At the end of the day, technology is a great augmentation for your skill set, but it’s no replacement for a healthy dose of common sense. Have you experienced a Howie Mandel or a Yeager or a Wagner or something else that made you sort of chuckle inside? Let us know at christian_hazel@motortrend.com, and if we get enough of ’em, we’ll share your 4x4 Crawl of Shame! -CHRISTIAN HAZEL CHRISTIAN_HAZEL@MOTORTREND.COM PHOTOS: GETTY IMAGES AND HARRY WAGNER
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Inbox
BY KEN BRUBAKER EDITOR@FOURWHEELER.COM
1980’S CAMPING Please find my lousy picture of how we used to camp back in the early ’80s. I’m the guy on the right with the down jacket. I had a ’76 K10 truck and my buddy owned the first-gen Bronco. We did all our wheeling in the Sierras. Our campsites mainly consisted of a semi-dry area and perhaps
A BRONCO TOO I’m in the process of a refresh of a former build of an ’84 Ford Bronco II. My parents bought it new in 1984. I drove it in high school, which is when I built it the first time over 20 years ago. I’m updating to more modern trends, including wheels and tires, repaint (body off frame), new interior (black leather), and other touches. It’s originally orange and will stay that way. I plan to finish the refresh by the end of summer. It has a “built” original 2.8L V-6 (four-barrel carb, intake, headers, Comp cam, etc.). This is a picture from about a year ago (still original build) with 6-inch Skyjacker suspension.
LOW MILE, CUSTOM RAM
an existing campfire ring. We would bring dry clothes and our .22 rifles for plinking. Of course, we had a cooler full of hotdogs and burgers. Simple stuff to prepare. We had flashlights, extra gas, sleeping bags, and a percolator for our “cowboy coffee.” We often had to sleep in our cramped cabs because it would rain or snow at night. Of course, I would never trade these camping trips for any five-star hotels!
BRENNON VIA EMAIL
Hello. I just wanted to send a few pics of my Ram. It’s a ’17 2500 crew cab Tradesman. We started the build in 2017 and most is custom work, including the Lambo-style doors. The suspension has color-matched powdercoat, and there’s lighting. Currently she is sitting on 40s, gears were swapped, and the build continues. It currently has 9,300 miles on the odometer.
CALVIN VIA EMAIL
1-TON SUBURBAN I have had numerous 4x4s over the years, starting with a ’73 Toyota FJ40 Land Cruiser. They always seem to be a work in progress and are never completely finished, at least not in the way we would like them to be.
CHRIS VIA EMAIL
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.
8 OCTOBER 2021 FOUR WHEELER
I looked far and wide for my latest 4x4 and finally found a ’16 Chevrolet Suburban 3500 HD in Missouri last December. Knowing I’d be driving it home in winter weather to Colorado, I had the dealer install BFGoodrich All-Terrain T/A KO2s and Line-X the rockers. As it was, the vehicle was in like-new condition with only 70K miles. Truly a rare breed and a genuine eight-lug machine! DAVE VIA EMAIL
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geico.com/rv | 1-877-434-2678 | Local Office 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_5507299281
2
❱❱❱Did You Hear? Despite the global pandemic, Americans are still working on their cars, at least according to the U.S. Census Bureau. Retail sales at motor vehicle and parts dealers hit $139.5 billion, the highest in United States history. Businesses throughout the country are taking a stand against the U.S. Environmental Protection Agency’s (EPA) claim that it is illegal to modify street vehicles and convert them into dedicated race cars. The $2-billion racing industry is pushing back by seeking passage of the Recognizing the Protection of Motorsports (RPM) Act of 2021 (H.R. 3281), a bipartisan bill that clarifies the motorsports-parts industry’s ability to sell products that enable racers to compete and protects Americans’ right to convert street vehicles into dedicated race cars. To learn more, visit saveourracecars.com. 1 Research from Zutobi on the cheapest electrical vehicles
to run indicates that the Tesla Model 3 offers the lowest cost to charge per 100 miles and likewise, the most miles per $100. Drivers in Oklahoma, Missouri, and Nebraska enjoy the most affordable charging (4,709; 4,478; 4,463 miles per $100, respectively). Where’s it the least cost-effective to drive an EV? That’s Hawaii. Expect 1,375 miles per $100 spent charging. 2 If you use CRC Brakleen to keep your brakes and other greasy stuff clean, let it be known the brand is celebrating its 50th anniversary since launching in 1971. 3 Jaguar Land Rover has lofty goals: achieve zero tailpipe emissions by the year 2036. To do that, the company’s Project Zeus, which is partly funded by the UK government-backed Advanced Propulsion Center, will explore the ins and outs of a fuel cell electric vehicle (FCEV) based on the Land
10 OCTOBER 2021 FOUR WHEELER
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Rover Defender. Testing of the prototype vehicle will continue through 2021. 4-6 Production of the ’21 Ford Bronco is officially underway at the Michigan Assembly Plant— and nearly 25 years after the fifth-gen Bronco ended its production on June 12, 1996. 7 “A private passenger automobile shall not be modified or altered by elevating the automobile more than three inches from the manufacturer’s specified height in the front and lowering the automobile more than two inches from the manufacturer’s specified height in the rear.” This excerpt is from a bill passed by North Carolina’s House of Representatives regarding “squatted” trucks. The bill appears to target a trend where trucks and SUVs are fit with suspension lifts in the front coupled with a lowered rear suspension, known as the “Carolina Squat” or the “Tennessee Tilt.”
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2022
Toyota Tundra LEAKED! After photos of the long-awaited truck were leaked to the internet, Toyota took to Twitter with a snippy tweet, perhaps aimed at the loose lips who spilled the beans. Toyota fans were also quick on the draw, imagining what modified ’22 Tundras could look like. Here’s how Instagram user @ahmed_alktbee imagined modifying the not-yet-released truck.
SUPERCAR CORNER Osprey Custom Cars has churned out a Land Rover Defender 110 build sure to please at the country club one day and the local off-road park the next. It’s painted Keswick Green, sports a custom black soft top, and the all-terrain tires are wrapped around 20-inch Kahn five-spoke wheels. There are 6.2 liters of LS V-8 power under the hood and the machine shifts with a six-speed automatic transmission. Inside you’ll find the seats from an Audi RS7 (that’s four captain seats and four jump seats), a custom-built center console, sound-deadening material, black carpet, and much more.
Four Wheeler Mobile
The annual Daytona Truck Meet draws tens of thousands of truck fanatics to the Daytona International Speedway each year and 2021 was no different. “The World’s Largest Truck Meet” reportedly brought 40,000 spectators to Daytona prompting these words from the city’s mayor: “I would rather not see the event here in Daytona Beach.” Mayor Derrick Henry cites crowds, traffic, train horns, and music that allegedly keeps residents awake. fourwheeler.com
Once the pages of your magazines have worn thin, reach for your favorite mobile device and check out Four Wheeler Mobile. Whether it’s our mobile app (download it from all mobile application purveyors) or the website, you’ll have your fill of 4x4 news, off-road trail action, overland expeditions, in-depth installs, product reviews, and much more. FW FOUR WHEELER OCTOBER 2021 11
Parts Rack
BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM
UPGRADED GMRS
Midland’s MXT115 and MXT275 (shown) MicroMobile radios now come with a built-in 18-watt USB-C charging outlet, allowing you to charge your USB-C–powered electronics directly from the MicroMobile unit. The MXT115 and MXT275 MicroMobile two-way radios allow transmissions on 15 GMRS channels and 8 repeater channels (now with split-tone capability) as well as access to NOAA Weather alerts. Both units are also fully compatible with Midland FRS/GMRS handheld radios. The slim design of the MXT115 and MXT275 make them a breeze to mount in virtually any vehicle and the packages include a flip-frame detachable mount, magnetic mount antenna, 12-volt power cord, and more. INFO: Midland Radio, 816/241-8500, midlandusa.com
RUGGED-DUTY RATCHET STRAP Keeper engineered the Combat Ratchet Tie Down to meet the needs of day-to-day professional and business use as well as the demanding needs of off-roading. The straps feature a stealthy and strong steel ratchet mechanism with “No Slip Grip” handles and vinyl-coated S-hooks to prevent scratches and damage to your vehicle or cargo. The 16-foot Combat Ratchet Tie Down has 1.25inch webbing, which has been overbuilt to absorb shock and resist cuts, rotting, and damage, while maintaining a half-ton working limit. Each strap also features a sewn-in, soft tie to lock down lighter loads. Keeper Combat Ratchet Tie Downs are available at The Home Depot and online in two- and four-pack varieties. INFO: Keeper, 800/562-5625, keeperproducts.com
SLIM RACK
FLASHED
Superchips now has tuning available for the ’21 Jeep Wrangler JL (PN 3876-JL) and ’21 Gladiator JT (3876-JT). The Flashpaq F5 has what you need to recalibrate your speedometer after increasing your vehicle’s tire/wheel size or changing your axle gearing. Other features include gains in horsepower and torque, improved throttle mapping, disable Auto Start-Stop, adjust engine idle speed, enable/disable TPMS, read and clear diagnostic trouble codes, and more. INFO: Superchips, 888/227-2447, superchips.com
Go Rhino’s CEROS Low Profile Roof Rack for the Toyota Tacoma brings style and practicality to one of the country’s most popular light trucks. The low-profile design contours the Tacoma’s curves and uses factory mounting for an easy, no-drill installation. Aluminum construction means notable weight savings, and the 4-CORE crossbars offer unlimited mounting options for accessories, gear, and tools. Go Rhino’s exclusive 4-CORE is an extruded track system that works with quick-release clamps or any 1⁄4-20 hex bolt. Provisions for mounting LED off-road lights are built into the design and the rack features strategic holes for wire management. The rack can carry 150 pounds (including the weight of the rack) when the load is evenly distributed. INFO: Go Rhino, 888/427-4466, gorhino.com
12 OCTOBER 2021 FOUR WHEELER
VICE GRIPPED
Looking for a way to secure your electronic devices in your JL Wrangler or Jeep Gladiator without altering your factory trim? The Gear-Vise Dash Bar system is a 7⁄8 -inch-diameter steel bar with sturdy mounting bases that secures to existing factory mounting points on the Jeep’s A-pillar. This position gives the Gear-Vise Dash Bar outstanding rigidity and an ideal arch over the dash cluster, keeping your electronic gear accessible or positioned away for easy front passenger access. The Gear-Vise Dash Bar features a durable matte-black powdercoated finish that resists rust and corrosion while complementing the Jeep’s factory interior finishes. The Gear-Vise Dash Bar is designed to work with the available Universal Phone Mount and Universal Tablet Mount, as well as many aftermarket mounting accessories. The mount attaches securely to the dash bar with handcuff-style clamps that are easily adjustable for increased versatility. INFO: Rugged Ridge, 770/614-6101, ruggedridge.com fourwheeler.com
HD RECOVERY
Need recovery gear suitable for recovering fullsize vehicles? Check out the line of products from American Expedition Vehicles. The company offers a 4-inch kinetic recovery strap, a 4-inch winch extension strap, a half-inch winch extension rope, a half-inch utility rope, a half-inch soft shackle, a 1-inch zinc-plated metal shackle, a snatch block, a tree strap, and more. Store it all in your AEV recovery gear bag, too. INFO: American Expedition Vehicles, 248/926-0256, aev-conversions.com
EXPEDITION TRUNK
Need a waterproof way to carry gear on the top of your vehicle, in your truck’s bed, or even on your watercraft or side-by-side? The Expedition Trunk from Jack Wolfskin can help. With a 65-liter capacity, there’s space inside for more than a weekend’s worth of gear, and the internal dividers help keep you organized. The handles allow the bag to be carried in three ways, including shoulder straps for backpack-like transport. The exterior is overbuilt to keep water out and withstand years of abrasion with 1680D polyamide fabric throughout. INFO: Jack Wolfskin, 844/964-9653, us.jackwolfskin.com
SHOCKING PERFORMANCE
Using its rally-proven Progressive Damping System, Öhlins has delivered a reservoir shock for the ’18+ Jeep Wrangler. The shocks feature adjustments for compression and rebound, allowing drivers to tune the shocks for variations in surface conditions and vehicle payloads. Front shocks feature a remote reservoir that connects to the shock body with a three-way, swiveling stainless-steel hose while the rear shocks’ reservoirs are mounted piggyback style. The Öhlins shocks are available for Jeeps with 2-3 inches of lift and for Jeeps lifted between 3.5 and 5 inches. INFO: Öhlins Racing, ohlins.com
GET ENERGIZED
Tired of the worn-out rubber body mounts on your Jeep? Energy Suspension uses Hyper-Flex polyurethane material to build body mounts that are soft enough for street use while still rugged enough to give an enjoyable ride while on the trail. Energy Suspension has body mount kits to fit ’18+ two- and fourdoor Jeep Wranglers. Order in your choice of red or black polyurethane. INFO: Energy Suspension, 949/3613935, energysuspension.com
NP205 REFRESHER
Looking to breathe some new life into your NP205? Start with the bolt replacement kit from Offroad Design. You’ll get all-new hardware for your transfer case and that even includes new plugs! INFO: Offroad Design, 970/945-7777, offroaddesign.com fourwheeler.com
FOUR WHEELER OCTOBER 2021 13
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FOUR WHEELER OCTOBER 2021 17
Feature relic runnin’
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roncos have been a part of Bob DuBois’ life since 1967, when his dad carted him home from the hospital in a ’66 Bronco, swaddled in a laundry basket. Bob bought his first Bronco in 1997. It was a ’77 with a Sport package, and ever since, he’s made a hobby out of buying, fixing up, and selling Broncos. At one point, Bob happened upon a ’73 Bill Stroppe Baja Bronco that had been left to rot in the Colorado backwoods. He and his wife considered beginning the arduous and expensive process of restoring it, but instead, they used the limitededition machine as a bargaining chip when acquiring the Metallic Blue ’76 Bronco seen on these pages.
The 302ci V-8 is good for about 12 or 13 miles to the gallon while on the trail and, according to Bob, it hasn’t so much as sputtered once despite the multi-thousand-mile trips he’s taken with the Bronco. The engine is mated to a C4 three-speed automatic transmission and a Dana 20 transfer case splits power to the axles.
The Four Wheel Campers pop-up is what Bob and his wife call the perfect backcountry basecamp. Bob says, “From what I can tell with paperwork I got, the camper was built and installed at the FWC factory in Denver, Colorado, back in 1979. I was told there were two basic packages available then. A ‘Desert’ package and a ‘Northwoods’ package. I have the Northwoods version, which came optioned with a furnace, double insulated fabric skirt between the top
One of the few drawbacks of the Bronco’s setup is the fuel range, which Bob remedies with his dual 5-gallon fuel cans. In lieu of a winch, he’s used his set of recovery boards to un-stuck the Bronco on a handful of occasions.
18 OCTOBER 2021 FOUR WHEELER
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When preparing to install his new hammertone-coated Hellwig sway bars, Bob found that the Bronco also had a set of Hellwig helper springs installed with the camper in 1979.
and main body of the camper, and a simple icebox. The Desert version came with a non-insulated skirt, which added more windows for ventilation, an actual fridge, and the furnace was deleted. My camper has a standard RV-style two-burner propane stove. There is also a sink that is supplied from a 7-gallon tank.” He goes on to say, “The camper has a simple pop top, which is supported at front and back via hinged panels from the inside. One nice feature of the Bronco camper is the ability to get from the passenger
compartment to the camper without having to go outside. The camper interior is pretty much as it was delivered, complete with ’70’s vintage wood paneling and a cool floral print headliner. With the top up, there is sleeping space over the driver/passenger area. It is big enough for one and a half adults. When we take it camping, I sleep up there with one of my dogs. Along the passenger side the camper has a couch that converts to another sleeping bed. My wife usually sleeps there with our other dog.”
Ask Bob about his suspension modifications and he’ll point toward the set of “the cheapest shocks the parts store had!” Short of a remanufactured steering box, most everything underneath is stock.
“THE ONLY BODYWORK ON THE BRONCO IS THE NATURAL PINSTRIPING!” -BOB DUBOIS
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FOUR WHEELER OCTOBER 2021 19
Feature relic runnin’ “This one I could use right out the gate!” Bob said about the minimally modified Bronco and Four Wheel Campers combo. The pop-up camper was installed in 1979 and it remains the single most significant change made to the vehicle. Aside from a few tweaks here and there, Bob prefers to trust the Ford engineers with their design. Instead of spending time on upgrades and restoration, Bob just uses the Bronco how it’s made to be used—getting out there. In addition to routinely exploring the Beartooth and Bighorn mountains for camping and fishing, Bob enjoys the annual Relic Run that explores a different area of the West each year. After we crossed paths on the 2020 Four Wheeler Overland Adventure, Bob and the Bronco spent a couple more thousand miles on the road and the trails, exploring the harder-to-reach parts of the western United States. Have a look at some of the finer points of Bob’s simple and nimble backcountry machine. It’s an example of how a thoughtfully tweaked, and even vintage, 4x4 can be a good all-around off-road tool.
To stay within the Bronco’s wheelwells, Bob is limited to Cooper Discoverer A/T3 tires sized 235/75R15 and some nifty Wagon White wheels. A pair of 6-inch KC Lights Daylighters live on the bumper to light up the night.
AT A GLANCE GENERAL Vehicle: ’76 Ford Bronco Owner: Bob DuBois Stomping grounds: Cody, Wyoming Build time: 1 year
DRIVETRAIN Engine: 5.0L Ford V-8 Transmission: C4 3-spd auto Transfer case: Dana 20 Low range ratio: 2.03:1 Crawl ratio: 17.47:1 Front axle/differential: Dana 44, 3.50:1 gears/open Rear axle/differential: Ford 9-in, 3.50:1 gears/limited-slip
SUSPENSION Front: Stock coils and radius arms, Hellwig sway bar, Monroe shocks Rear: Stock leaf springs, Hellwig sway bar, Monroe shocks
TIRES/WHEELS Tires: 235/75R15 Cooper Discoverer A/T3 Wheels: White spoke, wagon-style
MISCELLANEOUS Steering: Remanufactured Bronco power steering box Armor: Chrome pushbar Lighting: 6-in KC Lights Daylighters Cool stuff: Dual 5-gal fuel cans, Maxtrax recovery boards, ARB fridge/freezer fw
20 OCTOBER 2021 FOUR WHEELER
Tech
We add a hydroboost power brake system to our early Bronco By Verne Simons editor@fourwheeler.com Photos: Verne Simons
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arly Broncos are smokin’ hot for many reasons: solid axles, compact size, and the availability of small-block V-8s as an easy swap or right from the factory. We love Ford Windsor V-8s. These engines, like the early Bronco, are compact and pack a punch. Still, many 302s, 289s, and 351s are built to the hilt. That’s great if you like horsepower, but generally, small-block Ford Windsor engines that are even mildly built don’t build enough vacuum to power most power brake boosters (that is, assuming the old rig has a booster to begin with). The result is a mushy brake pedal and suboptimal braking performance. So, when it came time for us to get a braking system figured out for our ’69 Bronco project, we asked our friends and Bronco experts at Wild Horses 4x4 for a recommendation. It turns out the company has the perfect product for us and many other early Bronco owners. Namely,
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3 The Wilwood master cylinder went on next. Make sure the bullet-shaped pill is in the master when you install it. If that pill isn’t there, the brakes won’t work no matter how much you pump them.
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2 We then installed the hydroboost portion of the system to the firewall using the longer three stainless bolts supplied with the kit.
What Is Hydroboost?
1 The brake master cylinder opening in the firewall needs to be enlarged a touch for the hydroboost unit. We marked it and then used a drill with a uni-bit and an air saw to remove about 1 ⁄2-inch on the top.
4 4 We temporarily installed the master cylinder so we could set up the rest of the system.
Point your phone camera at this code to see video of this install with installer commentary
5 Our Bronco had a power steering pump that’s sometimes referred to as a “canned ham” pump because of the shape of the pump-mounted reservoir. The reservoir we had (shown on left) only had one return port, which can be used with the T-fitting included in the Wild Horses 4x4 kit. Instead, we chose to use a reservoir from an ’05 Chevy Tahoe with hydroboost (shown on right). It has two return ports, which will allow our system to flow better.
SOURCE Wild Horses 4x4 209/400-7200 • wildhorses4x4.com
Power brakes, or brake assist—as opposed to manual braking systems—uses engine vacuum to help the brakes on your 4x4 work more easily. Your brake pedal feels light and the vehicle feels like you can confidently come to a stop. Manual brakes have a heavy pedal feel and often feel like the harder you press, the harder the pedal pushes back. Hydroboost brake systems are like vacuum-operated braking systems, only rather than using engine vacuum to assist the brakes, hydroboost uses pressure developed by the vehicle’s power steering pump to assist the brakes. The result is great-feeling brakes. Hydroboost braking systems are common on diesel-powered vehicles, which often don’t have enough engine vacuum to power vacuumboosted brakes. Still, there is no reason you can’t run hydroboost on a gasoline-powered 4x4. In fact, as long as the power steering pump is working, it’s a great idea, and many 4x4 owners have made the swap.
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Tech serious stopping
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7 7 We ran the braided stainless-steel pressure lines from the pump to the hydroboost unit, and from the hydroboost unit to the power steering box. These hoses are cut to fit with universal compression fittings on one end. Pretty simple to make work. We used a cutoff wheel in an angle grinder to cut the lines before attaching the fittings.
6 This photo shows our factory reservoir prior to removal. Swapping the reservoirs is pretty simple. Just make sure the parts are clean and check that the three openings in the back of the reservoir have the proper O-ring seals in place before tightening the two bolts and pressure port.
8 8 The hydroboost return line and the return line from the power steering box use a push-lock-style hose and fittings. Don’t forget to use the kit-supplied clamps on the return fittings on the reservoir or kit-supplied T-fitting.
an early Bronco hydroboost brake system the company calls the Mother Of All Brake (MOAB) Hydroboost Power Brake System. This system, like many of the products we’ve used from Wild Horses 4x4, turned out to be a pleasurable install where everything fit as it should. Detailed instructions provided with the kit helped make the installation a breeze. Like most brake system work, it’s pretty simple but occasionally messy (once the brake fluid enters the arena). Some trimming is required, but all the parts are new and look great under the hood. It only took a few hours to complete, and the result was a huge improvement in brake performance regardless of engine vacuum. Here are some tips and tricks we found helpful while installing our Wild Horses 4x4 MOAB system. 24 OCTOBER 2021 FOUR WHEELER
9 9 The next step is to install this stainless-steel bracket that will connect the hard brake lines on the framerail to the flexible brake hoses going to the kit-supplied Wilwood proportioning valve.
10 10 We’ve used these Wilwood proportioning valves on other projects. They are easy to use and allow you to set how hard the rear brakes apply during braking. This allows the rear brakes to apply as hard as necessary during a panic stop without locking up before the fronts. The proportioning valve also has a pressure switch for brake lights if that’s the way your vehicle is wired.
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Tech serious stopping
11 11 The system comes with a bracket that attaches via some kit-supplied spacers and master cylinder bolts. Leave these bolts loose until you get the small metal lines between the proportioning valve and the master started. Also, once everything is in place, you’ll want to remove the brake master cylinder for bench bleeding.
12 12 The MOAB brake system comes with two of these premade flexible brake hoses that go from the proportioning valve to the hard brake lines for the front and rear circuits at the frame.
14 13 13 Using a proper brake fitting wrench like this one (with a 3⁄8-inch end and a 7⁄16-inch end) will prevent damage to the 3⁄16-inch double flare brake line fittings on the MOAB system.
14 Bench bleeding the brake master cylinder is not optional. You can’t properly bleed the master on the vehicle using the pedal because you may not get full travel of the master’s internal plungers. You want to do this following the supplied instructions using the supplied brake master cylinder bleeding kit. Use a blunt screwdriver to push the plunger in many times until air stops bubbling out of the system. This can take a while but will make bleeding the brakes on the 4x4 much easier. 15 With the master properly bench bled, we carefully moved it from the bench vise back to the Bronco. With many wellplaced rags, we then reinstalled the small, hard metal brake lines between the proportioning valve and the master cylinder. Brake fluid will eat your paint, so make sure to keep it off painted surfaces.
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16 This adjustable pushrod goes between the brake pedal and the hydroboost system under the dashboard. The length of the pushrod sets the pedal height and ensures that your brake system has the necessary travel to make the brakes work. For us, installing and adjusting this pushrod was the last step before fully bleeding the air out of the brake system. FW
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FIRST DRIVE
POINT YOUR PHONE CAMERA AT THIS CODE TO SEE VIDEO OF THE 2021 BRONCO IN ACTION
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he ’21 Bronco is finally here and, if the reception around our first drive location in Austin, Texas, was any indication, highly anticipated. The Bronco has hit the scene in a way that riding on the back of a zebra in our skivvies couldn’t have caused more of an entrance. The last vehicle we drove that drew this much onlooker attention was the Hummer H2 way back in the early 2000s. We spent a weekend behind the wheel of the Bronco—which was designed and engineered to take on the Jeep Wrangler directly—and feel like we have a pretty good idea of where it excels and where it might fall short. So, is the Bronco going to be the proverbial nail in Jeep’s coffin? Read on to find out. Based on the next-generation Ford Ranger architecture, the Bronco has an independent front suspension; a solid axle rear with coilover shocks; and is available in five trims, two body styles, and with two engine and two transmission options. Like the Wrangler, it is a convertible, with either a hard or soft top, and the doors come off. Unlike its prime competitor, though, the windshield doesn’t fold.
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FIRST DRIVE 2021 FORD BRONCO
We worked with Ford to get a little extra seat time in the new Bronco and were offered a two-door hardtop, in Badlands trim with the 35-inch-tire Sasquatch package, the 330hp and 415–lb-ft-of-torque 2.7L EcoBoost V-6 and 10-speed automatic combo in the Area 51 color. Our well-optioned Bronco had a starting price of $42,095 and added Equipment Group 334A ($5,085), 2.7L EcoBoost ($1,895), 10-speed ($1,595), Sasquatch Package ($2,495), Cargo Area Protector ($120), Towing Capability package ($595), Keyless Entry Keypad ($110), Brush Guard ($300), and Roof Rails with Crossbars ($365). Adding a destination fee of $1,495 brought our as-tested price to $56,150. We were also able to get some additional seat time in a four-dour, 2.3L four-cylinder EcoBoost (300 hp and 325 lb-ft of torque) manual-trans-equipped Wildtrak and a fourdoor 2.7L Badlands Sasquatch. Our first impressions are that the Bronco feels roomy and open, especially with the halo rollcage that doesn’t have any center bar. Those who are used to Ford materials and control layouts will feel right at home. The major changes are window and mirror controls that are on the front face of the center console, easily falling within reach, and the shifter (in either manual- or automatic-equipped vehicles)
30 OCTOBER 2021 FOUR WHEELER
right where your hand expects to find it. All the four-wheel-drive-centric controls (lockers, sway bar, traction control, Trail Turn Assist, and such) are mounted high on the dashpad, while the transfer case shifter and G.O.A.T. (Go Over Any Terrain) Mode selector are housed on the center console. An oversized 12-inch display dominates the dash and really feels gratuitously big for the interior. Seats, covered in water-, UV-, and mold-proof marine-grade vinyl don’t feel cheap or plasticky. Ford even took the time to place fun Easter eggs all over the Bronco, making for smile-worthy moments as you come across them. Because Ford decided to go with a longer front door on the two-door model and use a frameless design that allows for easier removal and more compact storage, visibility out the side of the giant windows is exceptional and ingress and egress to the rear seat is surprisingly easy. Thanks to a generous 100.4-inch wheelbase, even the second row has plenty of passenger space for such a short vehicle. Driving the Bronco is a genuinely enjoyable experience, especially with the roof removed. The view out the windshield is a throwback to the Early Bronco with that wide, flat hood and the raised-up fender edges, while corner visibility is exceptional thanks to the Trail
Sights, which can double as tie-downs, on the corners of the hood. Rear visibility isn’t quite as good thanks to the smaller windows and raised beltline behind the front doors. Wind noise is comparable to a Wrangler, and the Goodyear (don’t call them Wrangler) Territory tires give an audible thrum on the highway. Directional stability, especially on the twodoor, is exceptional, with precise steering and rock-solid tracking down the roadway, making easy work of long drives on the highway. The Bilstein shocks are tuned to more of the firm side while still being compliant and comfortable and the Bronco feels good on twisty roads. This is one four-wheel-drive vehicle that can hustle up a mountain road on the way to your favorite wheeling spot without fighting excessive understeer the whole way. If anything, our biggest beef while driving the Ford is with the gas pedal. If there were ever a vehicle that needed an aftermarket pedal booster, this is the one. It has a wooden, deadened feel to it, ostensibly to improve fuel economy and to make pulling out from stoplights smoother. Switching to “sport” mode helps, but then it changes the transmission shift schedule to stay in the gear and the engine in boost longer. We’d like to see something between normal and sport mode in the normal
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driving mode with the standard shift schedule. Both engines are too fun and powerful not to let the driver experience their liveliness all the time. Fortunately, the pedal feels good off-road with the powerplants being easy to modulate. On the topic of off-roading, this is where the Bronco starts to tell the story of Ford’s engineering efforts. We are huge fans of the Sasquatch package with the 35-inch tires and the perfectly tuned Bilstein shocks with the End Stop Control Valves (ESCV), which act as an internal hydraulic bumpstop. Travel is 20mm shorter than a non-Sasquatch model, but we think it is worth the tradeoff because the control and feel is so good. Until Jeep announced the 35-inch Xtreme Recon package, Ford had all the bragging rights on clearances and angles, which remains excellent at 11.5 inches of ground clearance and approach, breakover, and departure of 43.2/26.3/37.0 degrees, respectively, for the four-door Sasquatch and still best-in-class two-door (Jeep’s Xtreme Recon package is fourdoor only) numbers of 11.6 inches of ground clearance and angles of 43.2/29.0/37.2 degrees, respectively. More of the Bronco off-road goodness continues with a suite of off-road technologies, including up to seven G.O.A.T. Modes, depending on the model. Trail Turn Assist brakes the inside rear wheel so the entire vehicle can pivot in place for incredibly tight turns. It is a brilliant execution that only requires a button to be pushed and the wheel at full lock. Another bit of tech is Trail One-Pedal Drive, which, in stealing from the EV market, allows the vehicle to pick through technical terrain with just the gas pedal. We can say it does work well, but we found it too aggressive, essentially braking the vehicle to a full stop instead of allowing it to crawl. This is a great feature for a novice, but seasoned wheelers will appreciate its usage is optional, as is Trail Control, which is like offroad cruise control. The front and rear lockers can be operated independently of one another, and the Bronco also features a hydraulic sway bar disconnect that can operate at any vehicle position—not just when on level ground. Multiple camera views are available to the driver and all of them are crazy good, allowing for spotting from inside the vehicle. We also found joy in the manual transmission, which has a good clutch feel, despite a long throw. This seven-speed box features an ultralow 6.588:1 crawler gear that lets Bronco get away with a 2.72:1 or 3.06:1 transfer case, while still delivering a crawl ratio of 94.75:1 on the deeper case and optional 4.7:1 final drive ratio. This is a great option for people who find a 4:1 case too deep and a 2.72:1 case not deep enough. Despite the Bronco being packed with technology, Ford has done a good job of letting it be secondary to the driving experience. It is there when you want to use it and it’s in the background when you don’t. Simple things, like hard buttons and the extended shelf under the 12-inch display to steady your hand on the touchscreen, make the tech easier to use in a moving vehicle.
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Let’s talk about those signature, and somewhat controversial, mirrors and doors. Door removal is a great idea, but in practice, we found the reinstallation process a little cumbersome. Ford designed the Bronco with frameless and mirrorless doors that makes them easier to stow, including in the cargo area of a four-door. Removing the doors is straightforward and Ford uses a single protected Weather Pack–style connector to unplug the door electronics. Because the mirrors stay on the vehicle, users won’t have to add an aftermarket solution to stay road legal. This might be great for most buyers, but for those who wheel on tight forest trails, they will have to take the extra steps of removing the huge mirror housings. The real fun begins when it’s time to reinstall the doors, which takes some feel and skill since the hinges are hidden in the doorjamb and not
externally mounted like they are on a Wrangler. During a demonstration, we saw several people struggling to drop the door back on the hinges, including ourselves. It can be a bit frustrating and can even cause damage to the paint if you don’t get it just right. Our suggestion would be to cover the lower corner of the door with some blue painter’s tape the first few times you attempt to reinstall, at least until you get the feel. There are a few things about the Bronco that we think deserve some criticism. One of them is the stylized instrument cluster that is trying too hard to be cool and makes reading simple information, like the tach, difficult. We also think that while Ford nailed the front design of the Bronco and got the two-door so right, the rear is a bit derivative and the side of the fourdoor, especially with the hardtop on, is a bit of a hot mess with so many lines and seams coming
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FIRST DRIVE 2021 FORD BRONCO
together in different places. We also found a couple interior issues, from the hard armrest on the door panel that left our leg with an uncomfortable imprint to the non-adjustable front seat belt height that sometimes left the belt digging into our neck. Lastly, we did notice some spare tire and tailgate rattle over high-frequency chatter bumps. By the end of our test, we covered more than 500 miles, got about 15 mpg in mixed driving, and found a reasonable range on the two-door with the 16.9-gallon tank was a little more than 250 miles. Generally, we walked away very impressed with just how good the Bronco is. The go-fast capability of the IFS was expected, but just how well it flexes and works in the slow stuff was exciting to see. But is this new Bronco a Jeep Wrangler killer? We guess it depends on who you are and what your usage is. For the daily driver, Bronco has the edge in standard power, technology, and steering. We found it similar to the Jeep in ease of use and not terribly different in comfort, amenities, or size. For the person who wants to get the Sasquatch package and leave it, it’s one heck of a fine off-road package that doesn’t need to be messed with. The shocks and chassis, and all the work that went into it, will allow owners to focus on the nonsuspension upgrades—it’s that good. It could also be a solid overlanding platform for people who want to carry rooftop cargo, like racks and tents, without drilling into the top. However, the Bronco is going to be a tougher proposition for those who are looking to go with 38-inch or larger tires, as the required suspension lift could degrade the stellar chassis performance or potentially require dropdown brackets. It will be interesting to see how the 32 OCTOBER 2021 FOUR WHEELER
aftermarket responds to the need to go big without making the Bronco fullsize in width (for additional travel) or requiring a bunch of additional assemblies (brackets) to make it work. We are sure there are plenty of solid-axle swaps currently under development. The IFS also has the drawback of making re-gearing more invasive and expensive, and we don’t yet know how all the electronics that are so integrated into the vehicle will react to major modifications. Fortunately, thanks to robust aftermarket partnerships, there will immediately be
SPECIFICATIONS (AS TESTED) Vehicle: ’21 Ford Bronco Badlands Sasquatch two-door Base price: $42,095 Price as tested: $56,150 Engine: 2.7L EcoBoost DOHC twin-turbo DI 60-degree V-6 Rated hp/torque (lb-ft): 330/415 Transmission: 10-spd auto 4WD system: 2-spd, part-time with automatic on-demand engagement Low-range ratio: 3.06:1 Frame type: Fully boxed, high-strength steel with seven crossmembers Suspension, f/r: Independent, twin forged alloy A-arms, coilovers, Bilstein positionsensitive dampers with ESCVs/solid axle, variable-rate coilover springs, Bilstein position-sensitive dampers with ESCVs Axle ratio: 4.7:1 Max crawl ratio: 67.08:1 (auto transmission) Steering: Three-mode rack-and-pinion electric Brakes, f/r: 12.24x1.33-in vented discs/12.12x0.94-in discs Wheels (in): 17x8.5, beadlock-capable Tires: 315/70R17 Goodyear Territory Wheelbase (in): 100.4 Length (in): 174.8 Height (in): 73.8 Width (in): 76.3 (mirrors folded) Base curb weight (lb): 4,877 Approach/breakover/departure angles (deg): 43.2/29.0/37.2 Minimum ground clearance (in): 11.6 Payload (lb): 982 Max towing capacity (lb): 3,460 Fuel capacity (gal): 16.9
aftermarket support for Bronco, with hundreds of parts available from major brands. No matter where you land on the subject, competition is good, and the Bronco deserves to be mentioned in the very same breath as the Wrangler. Whether you prefer one or the other is likely going to come down to your personal use case, and whether you identify with the Ford camp or the Jeep camp. Either way, we can’t wait to welcome Broncos to the trail and see where the platform goes as soon as they find their way into people’s hands. FW
FIRST LOOK
34 OCTOBER 2021 FOUR WHEELER
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Deeply rooted in heritage, the nameplate returns as a premium extension of the Jeep brand By Jason Gonderman editor@fourwheeler.com Photos: Courtesy of the Manufacturer
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e’re excited to dive into a detailed look at the much-anticipated ’22 Wagoneer and Grand Wagoneer. But before we get too far, there are a couple of big questions that we need to address. First, Wagoneer versus Grand Wagoneer. Yes, the two vehicles are physically the same. They share the same chassis, suspension, and much of the bodywork. That’s where the bulk of the similarities end, however, as the Grand Wagoneer is, well, grander than the Wagoneer. Second, why are the Wagoneer and Grand Wagoneer not referred to as Jeeps? This one is a little trickier, as it involves Jeep and parent company Stellantis attempting to create a separate luxury division centered around Wagoneer. Think of it as the Wagoneer “brand,” with the ’22 Wagoneer and Grand Wagoneer being the first two vehicles launched under it. While it’s technically still a Jeep vehicle and very much rooted in Jeep brand heritage, you will be hard-pressed to find any mention of it on the vehicle itself. With those two big elephants pushed out of the room, let’s dig in and detail what makes the all-new ’22 Wagoneer and Grand Wagoneer special.
\Wagoneer Exterior Styling POINT YOUR PHONE CAMERA AT THIS CODE TO WATCH VIDEO OF THE GRAND WAGONEER
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The all-new ’22 Wagoneer and Grand Wagoneer boast an elegant exterior design with countless meticulously crafted details that come together to provide an undeniable presence. Inspired by the original SUV, the vehicles sport a seven-slot grille that hints back to its family ties to the Jeep brand. Grand Wagoneer models feature paint-over-chrome laser-etched grille rings, reminiscent of the knurled edge of a fine watch. Grand Wagoneer Series III models receive raised aluminum badging with two-piece copperchino-accented letters that add to the refinement. Distinct exterior features differentiate the two models. Wagoneer models feature LED headlamps and foglamps, accent badging,
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FIRST LOOK wagoneer and a sidestep. Grand Wagoneer models feature a two-tone, black-accented roof; distinct front end, hood, and grille; premium LED lighting; fender flares; and retractable steps. Front towhooks are available on both models when equipped with the heavy-duty tow package. The Wagoneer comes standard with 20-inch wheels, and 22-inch wheels are optional. The Grand Wagoneer has both 20- and 22-inch wheels as standard, depending on package, in four finishes and textures. A three-dimensional wheel cap highlighting the Wagoneer logo is suspended in acrylic.
\Wagoneer Interior Styling The Wagoneer’s premium interior is crafted in modern American style. The spacious interior combines precision artistry with high-quality authentic materials. While the original Grand Wagoneer famously featured the extensive use of wood in its interior, the new Grand Wagoneer features genuine hand-crafted Satin American Walnut in abundance. The Wagoneer features a one-piece instrument panel, while the Grand Wagoneer features a two-piece design with an optional piano-black mid bolster that appears to float above the structural wing crafted from aluminum. The center console flows out from under the structural wing, adding a fluid design element to the spacious cabin. An aluminum shift knob, featuring an ambient glow, sits at the base of the console and is flanked by controls for the four-wheel-drive system. The start button is surrounded by a knurled-pattern bezel, and on Grand Wagoneer models it’s wrapped in leather with a French accent stitch. All models feature leather-trimmed seats as standard equipment. Wagoneer models feature Napa leather, while Grand Wagoneer Series I models are fitted with premium Napa leather. Grand Wagoneer Series II and above get trimmed in the even more opulent Palermo leather with quilting and a leather-wrapped instrument panel, consoles, and door panels. The Wagoneer comes with 12-way power-adjustable front seats, while the Grand Wagoneer boasts 24-way adjustability. Seating for up to eight passengers is available on all models, which is a first for the nameplate. Second-row captain’s chairs are available on the Wagoneer and standard on the Grand Wagoneer. Both boast best-in-class overall passenger volume, total volume, second- and third-row head- and legroom, as well as the most cargo volume behind the third row. Many of the interior elements pay homage to the Wagoneer’s rich history, such as the two-spoke steering wheel. Opening the Grand Wagoneer’s front driver and passenger doors reveals the outer edge of the instrument panel, which is inscribed “EST. 1963,” which is the first year of the original Wagoneer.
\Impressive McIntosh Audio Systems If there’s one thing that all the fullsize luxury players have in common, it’s a killer audio system. Jeep is bringing the heat by partnering with famed 36 OCTOBER 2021 FOUR WHEELER
audio brand McIntosh. McIntosh is a classic American luxury brand, known for creating high-quality, hand-crafted audio systems for homes, concert venues, and iconic moments in musical history. The McIntosh MX950 Entertainment System is standard equipment starting with Wagoneer Series III Premium and Grand Wagoneer I and II. The MX950 system features a custom-tuned 19-speaker system that includes a 10-inch subwoofer. The system boasts an impressive 17-channel, 950-watt amplifier. The McIntosh MX1375 Reference Entertainment System is optional on Grand Wagoneer Series I and II and standard on Series III and Obsidian. This bonkers system brings with it 23 speakers, including one of the highest-performing 12-inch subwoofers in the industry. The MX1375 is powered by a 24-channel, 1,375-watt amplifier with dedicated channels to drive active speakers that create an immersive and adaptive 3-D sound environment. In addition to the outstanding audio quality, the McIntosh audio systems are designed to be aesthetically pleasing and to complement the luxurious interiors. Attention was given to ensure that the system’s ornate controls replicated the look and feel of a McIntosh amplifier knob. In the Grand Wagoneer, the McIntosh logos on the speaker grilles are backlit in the brand’s signature blue. Completing the experience are the signature blue meters with dancing needles, which are found on all McIntosh home equipment. A nine-speaker system from Alpine is standard on all series of Wagoneer.
\Advanced Technology & Safety Features You can’t bring a high-end vehicle to market today and not pack it full of the latest and greatest technology. To do so would bring certain failure. Fortunately, this is not the case with the Wagoneer and Grand Wagoneer. Both vehicles are brimming with the most advanced suite of technology and safety features available today. To start, the Wagoneer and Grand Wagoneer are available with up to fourwheeler.com
11 USB ports, which are spread out among all three rows of seating. USB ports not as exciting to you as they are to us? How about the available 50 combined inches of screen in the Wagoneer and 75 inches of screen in the Grand Wagoneer? Nearly 45 inches of screen span the dash of the Grand Wagoneer, including a 10.25-inch frameless instrument cluster, a 12-inch horizontal center touchscreen, another 10.25-inch comfort touchscreen below the center screen, and an optional 10.25-inch front passenger entertainment screen. Second-row passengers in the Grand Wagoneer get a 10.25-inch center-mounted comfort touchscreen and a pair of seatbackmounted 10-inch entertainment screens. The infotainment system for the Wagoneer and Grand Wagoneer is powered by the new Uconnect 5, which is five times faster than the previous system. This also brings with it a host of features, including wireless Apple CarPlay and Android Auto, five personalized profiles, SiriusXM 360L, TomTom navigation, Alexa “Home-to-Car” functionality, and the first ever installation of Amazon’s Fire TV for Auto. The ’22 Wagoneer and Grand Wagoneer feature more than 120 standard safety features across the lineup, including automatic emergency braking with pedestrian and cyclist detection, adaptive cruise control with stop and go, active lane management, blind-spot monitoring, rear cross-path detection, and rear park assist with braking. In addition, Jeep is offering several autonomous vehicle capabilities on the Grand Wagoneer. At launch, the Grand Wagoneer will feature Active Drive Assist, which is the company’s Level 2 semi-autonomous driving function. Active Drive Assist is the hands-on-wheel automated driving that we’ve gotten used to from other brands. Coming later to the Grand Wagoneer is hands-free Active Drive Assist, which will allow for hands-off driving at all speeds on approved roads. Also available are technologies such as night vision with pedestrian and animal detection, a feature that uses thermal cameras to detect objects up to 219 yards away in the pitch black of night. Intersection collision assist helps to detect vehicles coming from the left and right when approaching a junction and can give the driver alerts as well as braking automatically if the vehicle senses a collision is imminent. The impressive suite of safety features also includes drowsy driver detection, street sign recognition, and much more.
and Quadra-Drive II systems utilize a two-speed transfer case that features a full-time all-wheel-drive high range and an electronically selectable 2.64:1 low range.
\Wagoneer Towing & Payload Capacities Just because the ’22 Wagoneer and Grand Wagoneer are playing in the luxury space doesn’t mean that they aren’t immensely capable. Curb weights range from 5,960 pounds for a two-wheel-drive Series II Wagoneer to 6,420 pounds for a four-wheel-drive Series III Grand Wagoneer. Why does curb weight matter? Well, curb weight has a direct relation to available payload. Two-wheel-drive Wagoneers have a gross vehicle weight rating (GVWR) of 7,400 pounds for Series II and 7,500 pounds for Series III, giving them payload ratings of 1,510 pounds and 1,580 pounds, respectively. Four-wheel-drive models of both the Wagoneer and Grand Wagoneer have a GVWR of 7,700 pounds (with the exception being the Series II Wagoneer, which has a 7,650-pound GVWR). Payloads range from 1,560 pounds on Series III Wagoneer to 1,360 on Series III Grand Wagoneer. What does this mean in the real world? Well, you can comfortably fill the Wagoneer with all your football buddies and head to a game, or a typical family of four can load up 800 pounds of whatever and head off on an adventure without taxing the vehicle. The Wagoneer and Grand Wagoneer are no slouches when it comes to tow ratings, either. Hauling your favorite toys has never been easier, as Jeep has brought a best-in-class maximum tow rating of 10,000 pounds to the Wagoneer. Grand Wagoneer features a still best-in-class 9,850 pounds of maximum towing ability. For comparison, the ’21 Cadillac Escalade has a maximum payload rating of 1,657 pounds and a maximum towing capacity of 8,200 pounds.
\Wagoneer Engine, Transmission & Transfer Case Options At launch, the ’22 Wagoneer will come equipped with the 5.7L Hemi V-8 with the latest generation of the company’s eTorque 48-volt mild hybrid system. This engine will churn out 392 hp with 404 lb-ft of torque and requires midgrade (89 octane) fuel to do so. The 5.7L Hemi V-8 also features advanced stop-start technology, which can shut the engine off for as long as 10 minutes under ideal circumstances. A 3.21:1 axle ratio is standard, and 3.92:1 is optional. The Grand Wagoneer will be equipped with the 6.4L Hemi V-8. This engine sheds the auto stop-start and eTorque functions in favor of cylinder deactivation as its primary fuel-saving measure. Horsepower comes in at 471, while peak torque hits 455 lb-ft. Paired with the standard 3.92:1 axle gearing, Jeep expects the Grand Wagoneer to run from 0 to 60 mph in about 6 seconds. The Grand Wagoneer’s big Hemi V-8 comes with the thirst for premium fuel, so keep your wallet open. Both engines are mated to the wonderful ZF 8HP75 eight-speed automatic transmission. This transmission has been used in numerous Jeep, Ram, and Dodge products over the years, and we absolutely adore it for its always smooth and precise shifting ability. The only difference between the two models comes by way of the ability to manage the auto stop-start function of the 5.7L V-8. For four-wheel-drive models, there are three four-wheel-drive systems and two different transfer cases. Quadra-Trac I systems feature a singlespeed, full-time all-wheel-drive transfer case, while the Quadra-Trac II fourwheeler.com
\Wagoneer Trim Packages & Paint Colors The ’22 Wagoneer and Grand Wagoneer will be available in a total of seven trims. Both the Wagoneer and Grand Wagoneer will receive a Series I, Series II, and Series III, while the Grand Wagoneer adds the Obsidian package to the mix. At launch, there will be 12 configurations available, seven for Wagoneer and five for Grand Wagoneer. The Wagoneer will launch with Series II Standard in two- and fourwheel drive, Series II Premium in two- and four-wheel drive, Series III
FIRST LOOK wagoneer Off-Road in four-wheel drive only, and Series III Premium in two- and four-wheel drive. The Grand Wagoneer is only offered as a four-wheel drive and will be available in Series I, Series II, Series III, Series III Premium, and Obsidian. Naturally, the content included in each package increases as you ascend the grade walk. All 12 of the available packages will be offered in five exterior colors: Diamond Black, Bright White, Silver Zynith, Velvet Red, and Baltic Gray. All will be available at launch, except for Baltic Gray, which is late availability.
\What do the Wagoneer and Grand Wagoneer Cost? The all-new ’22 Wagoneer will start at $57,995 for a Series I. This model, however, is a late availability and will not be offered at launch. At launch, the Wagoneer Series II Standard (4x2) will be the entry point at $67,995. Bumping to four-wheel drive brings the price of the Wagoneer Series II Standard to $70,995. The Wagoneer Series II Premium will set you back $77,270 (4x2) or $83,465 (4x4). Getting to the top-of-the-line Wagoneer Series III Premium will cost $83,970 (4x2) or $88,965 (4x4). Finally, the four-wheel-drive-only Wagoneer Series III Off-Road checks in at $86,665. Moving into the more luxurious Grand Wagoneer, which is only offered in four-wheel drive, starts at $88,190 for a Series I. Jumping to a Series II will cost $99,185, and the Series III starts at $103,995. The blacked-out Obsidian package clocks in at $105,980. And the top-of-the-line Grand Wagoneer Series III Premium costs an eye-watering $107,980. None of these prices include the $2,000 destination charge. For what it’s worth, Jeep said in a call that the Grand Wagoneer would max out at about $111,000. So, keep that in mind if you’re the type that likes to check all of the boxes.
\10 Customer Promises for Wagoneer & Grand Wagoneer Owners Stellantis is going above and beyond to really position the Wagoneer as a luxury brand all its own. The company wants buyers who are going to drop six-figures to have confidence that they will be getting a premium experience from the point-of-purchase and beyond. To start with, only Jeep dealers that earn J.D. Power’s “Customer
First” award for excellence will have the opportunity to host Wagoneer customers. The buying experience will be a high-tech one, featuring tablets and digital integration throughout. Dealers will be staffed with Certified Wagoneer Ambassadors, and becoming one will require more than 90 hours of training. Each Wagoneer will be delivered with a full tank of gas at delivery. Each Wagoneer will be fully washed, inside and out, when delivered and at every service. Additionally, dealers will ensure that no setting or preset is changed during service. Jeep will also offer remote showrooms and test drives, so buyers won’t need to enter a physical store if they don’t want to. An appropriate loaner vehicle will be given, free of charge, while the Wagoneer is in for service. Owners won’t have to worry about taking a base Compass home while their Obsidian is getting new tires. Jeep will also provide convenient mobile, online, and in-vehicle service scheduling. Complimentary Wi-Fi and phone charging will be available while in the showroom or waiting room, along with “high-quality” beverages and snacks. And finally, Jeep has established what it’s calling Wagoneer Client Services, which features a 24/7 customer support line and five years of complimentary maintenance. While this certainly should be an industry standard (how hard is it to ask for a salesman to know the product they are selling?), we appreciate that Jeep is taking the initiative to bring a more premium experience for its most premium product.
\Final Thoughts All we can say is, wow. Jeep has swung for the fences, and it’s looking like a home run. Everything about the Wagoneer and Grand Wagoneer screams luxury, at least on paper. We also know that Jeep’s not done quite yet, as the Grand Wagoneer concept alluded to the fact that an electrified version is coming, and it’s likely not too far off the horizon. Ultimately, it’s a crowded space that the Wagoneer and Grand Wagoneer are diving into, with industry giants like Lincoln, Cadillac, Range Rover, and Mercedes-Benz holding the majority of the market share. Whether Jeep will be able to easily break into this market, and just how successful it will be, will ultimately be up to the market to decide. And we’re excited to tag along for the ride. More to come. FW
R O F G N U W S S A H P E E J . W O N W , U S R I E Y A M S O H N A A C E E K I W L G N ALL I K O O L ’S T I D N A , S THE FENCE
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Tech
By Sean P. Holman editor@fourwheeler.com Photos: Courtesy of the Manufacturer
T
he fullsize ’22 Wagoneer and Grand Wagoneer may not be Trail Rated by Jeep due to their sheer size, but that doesn’t mean they aren’t equipped for dirt-road excursions. In fact, beyond the available skidplates and towhooks, there are three four-wheel-drive systems, two suspension systems, Selec-Terrain traction management, and a host of available tech. Let’s walk through the capability of each of these systems.
Capability When the Advanced All Terrain Group package is selected, the Wagoneer and Grand Wagoneer benefit from either an 18-inch or 20-inch offroad tire; a two-speed transfer case; a 3.92:1 final drive ratio; towhooks; an electronic limited-slip differential (a mechanical one is standard on the 5.7L-equipped Wagoneer); Quadra-Lift air suspension; Selec-Speed Control; and skidplates for the front suspension, fuel tank, rear stabilizer, and transfer case. This gives the Wagoneer and Grand Wagoneer a 48:1 crawl
ratio, 24 inches of water-fording ability, and up to 10 inches of ground clearance. The big SUVs also feature 25-degree approach, 24-degree departure, and 22-degree breakover angles at the highest suspension setting.
Suspension Although the body-on-frame chassis is loosely based on the Ram 1500 DT platform, the Wagoneer and Grand Wagoneer WS platform is different enough that almost nothing is shared with the 1⁄2-ton Ram; it’s even 2 inches wider than the Ram. The Wagoneer and Grand Wagoneer sport fully independent suspension with a short- and long-arm setup in the front with hybrid steel composite upper control arms, aluminum lower control arms, aluminum knuckles, and steel coil springs with monotube shocks or the familiar (think Ram 1500 and Grand Cherokee) Quadra-Lift adjustable-height air suspension with semi-active damping and a sway bar. Under the rear is a five-link setup with coil springs and monotube shocks or the
EXPLAINED:
2022 Wagoneer and Grand Wagoneer four-wheeldrive systems, suspension, and more Point your phone camera at this code to watch video of the Grand Wagoneer
fourwheeler.com
FOUR WHEELER OCTOBER 2021 41
Tech
low-range gearing but adds an electronic limited-slip differential. Designed to proactively anticipate low-traction situations, the QuadraDrive II system is designed to instantly limit, or even eliminate, slip at the tires by smoothly distributing up to 100 percent of torque to the wheel with the most traction.
Technology
aforementioned Quadra-Lift with semi-active damping. There is a rear sway bar, and the tension, compression, camber, and toe links are cast aluminum, while the spring link uses high-strength steel. The Quadra-Lift system has five height settings of four-corner adjustment over a range of 3.6 inches. It also has the ability to load level. It can be operated either automatically (depending on drive mode or conditions) or manually with controls housed on the center console. At normal ride height (NRH), the Wagoneer and Grand Wagoneer sit in the middle setting that gives the SUVs 8 inches of ground clearance. In Aero mode, the vehicle is lowered 0.6 inch from NRH and is controlled by vehicle speed, enhancing aero and suspension performance. The vehicles will also lower to Aero mode when in Sport and Eco modes. Park mode lowers the vehicles 1.6 inch from NRH for easier entry and exit. On the opposite side of NRH are two offroad settings: Off-Road 1 and Off-Road 2. Off-Road 1 lifts the vehicle 1 inch for 9 inches
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of ground clearance and Off-Road 2 goes a full 2 inches over NRH for the maximum improvement in ground clearance to 10 inches.
Drive Systems The most basic four-wheel-drive system offered is the single-speed Quadra-Trac I, which is standard on the Wagoneer Series II and doesn’t require any driver input. This automatic system delivers full-time four-wheel drive and is suitable over a variety of roads and weather conditions. The lightweight Quadra-Trac I can send up to 60 percent of torque to the front axle and can move torque to the wheel with the most grip. The standard four-wheel-drive system in the Wagoneer Series III is the Quadra Trac II, which uses a two-speed transfer case with 2.64:1 low-range gearing. An assortment of sensors can determine when a wheel is going to slip, to catch it as early as possible and act. It also monitors for tire slip on acceleration and can immediately transfer up to 100 percent of torque to the axle with the most traction. Optional on Wagoneer and standard on Grand Wagoneer is the two-speed QuadraDrive II system, which also has 2.64:1
In addition to the different four-wheel-drive systems is a host of complementary technologies, including Selec-Terrain, Selec-Speed, surround-view cameras, and Off-Road Pages. Selec-Terrain has been improved for use in the Wagoneer and has five modes for the driver to choose from: Auto, Sport, Rock, Snow, and Sand/Mud. This technology coordinates input from up to 12 sensors for the powertrain, brakes, four-wheel-drive torque split, and suspension to provide optimum performance in just about any condition. Auto is the standard setting, which allows the Wagoneer and Grand Wagoneer to adapt to conditions as they present themselves. In Sport mode, the vehicle lowers and the settings are biased toward fun on-road driving. When Rock mode is selected, the Quadra-Lift suspension raises the SUV 2 inches for the maximum amount of ground clearance, while the transfer case, differentials, and throttle input are all tuned for better low-speed control. In Snow mode, the traction control system is calibrated for high-slip situations. Lasty, the Sand/Mud mode is optimized for sandy or muddy conditions where the driver is likely to encounter wheelspin and need more torque management. Selec-Speed Control with hill ascent and hill descent control is like cruise control for the dirt, allowing drivers to set vehicle speed and just focus on steering. Speed is selected through Electronic Range Select controls on the steering wheel and can improve driver confidence in technical situations. Other tech on the Wagoneer and Grand Wagoneer that will be valuable for wheelers includes the standard addition of the Uconnect Off Road Pages from the Wrangler and an optional 360-degree camera. Off-Road Pages shows the real-time pitch and roll angles, as well as gauges for current transmission and oil temp, altitude, and GPS location. The camera system can be used at low speeds and will no doubt be useful when shepherding the biggest Jeep through obstacles off the pavement. Although the Wagoneer and Grand Wagoneer might not be the prototypical trail Jeep, the company has clearly put thought into making it one of the most capable fullsize SUVs in its class. With hard parts and technology that large and adventurous families can take advantage of when exploring the backcountry, the Wagoneer and Grand Wagoneer are sure to deliver the Jeep promise in a big, new package. FW fourwheeler.com
THE THE THE THE
TOUGHER TIRE, EASIER ESCAPE.™
Any Vehicle. Every Terrain.™
Tech
PART 1: Analyzing the why & how
DIY LONG-ARM FRONT By Verne Simons editor@fourwheeler.com Photos: Verne Simons
A
long-arm suspension is a great idea for most off-road linked suspension rigs. Many have been built and much time has been spent thinking about doing so. Using a Jeep as an example, many coil-sprung models have relatively short front arms. That’s fine until you add suspension lift. Then those short arms get to a point where they’d just as soon rotate backward instead of rotating up when you hit a big bump. Making the front control arms longer helps level them out and, as a result, helps smooth out the ride in a lifted Jeep. In this story we’re going to outline a relatively easy way to build your own DIY front suspension. Much of this tech relates to coil-sprung Jeeps, but there is no reason you couldn’t do this on any number of solid-axled rigs or those that you would like to solid-axle swap. In this installment, we’re going to show you what we are working with. In a future
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1
SOURCE RuffStuff Specialties 916/600-1945 ruffstuffspecialties.com
2 2-3 The driver-side lower control arm mount is collapsed. It’s probably supposed to do this to some extent during a front-end collision. Oddly, the passenger-side lower control arm mount seems to be all right and gives a comparison to what the driver-side should look like.
3
4-5 The inside of the driver-side lower control arm mount is also deformed—not nearly as much as the outside— but still, it ain’t right.
4
Point your phone camera at this code to watch video of this build
SUSPENSION installment, we will dive into the fabrication. Let’s start with this: Our buddy Jeff likes to go fast off-road, and we agree that is fun. Still, it’s quite easy to run out of smoothish dirt trail and then hit a big bump going much faster than you should be. Stabbing the brakes often just makes things worse with all the weight transferring to the front to hit said bump even harder. However, sometimes that’s all you can 1 Sadly, it doesn’t take much bend to make an axle on a road-driven vehicle junk. The bend in this Dana 30 isn’t terribly obvious on our BendPak 10K lift, but trust us, when the Jeep sits on the ground, you can see that it has much more camber than it should. It’s bent on the long side and where the two axletubes go into the housing. A person could straighten it, but that would be a lot of work for little benefit.
5
Tech DIY Long-Arm Front Suspension
6 6 RuffStuff Specialties sells lots of good parts at great prices and this is the company’s Jeep DIY Long Arm Kit. We’d call these radius arms because you’ll have a two-link with a track bar as opposed to a true four-link with a track bar. The kit comes with everything you’ll need to build new control arms to fit your Jeep. It’s intended for Jeeps with frames, but it could be used for lots of things, including our WJ. It would also make a great start for a solid-axle swap for many 4x4s with IFS from the factory. Just add a Jeep front axle and coil springs, and you are 90 percent of the way there.
7 7 There’s large rod-ends and weld-bungs for the lower control arms. The kit also includes misalignment washers and bolts. That’s nice. No more extra trips to the hardware store for that one bolt you forgot.
8 9 8 These are the smaller rod-ends for the upper arm. Again, the kit includes bolts, nuts, misalignment washers, and polyurethane inserts with sleeves for one end of the lower main arm.
10 do. You run out of smooth trail, run out of talent, and your rig gets damaged. We are not exactly sure what happened to Jeff and his ’03 Jeep Grand Cherokee Limited, but we for sure know the end result. The driverside lower control arm crumpled, and the Dana 30 front axle bent … not a ton, but enough to cause several problems. We’ve already built up a replacement WJ Dana 30 axle for Jeff’s WJ and added new upper control arm bushings. Here is a tally of some of the parts we’ll use to create a long-arm front suspension for Jeff’s Jeep. 46 OCTOBER 2021 FOUR WHEELER
9 All the brackets that will become part of the control arms are made from 1⁄4-inch mild plate steel with good-looking breaks for the angles. RuffStuff has strong and heavy parts that should last. 10 Tubing for the control arms is 0.250-inch-wall DOM. That should be very hard to bend or dent under most Jeeps. The lower main tubes are 2 inches in diameter while the uppers are 1.5 inches in diameter.
11 11 This is one of the frame end brackets supplied in the kit. It is made from 1⁄4-inch mild plate steel and has a gusset that will act like a ramp on the back of the control arm. We may space it down a bit here to flatten the control arm for the smoothest ride possible. You could also use this kit to build a three-link suspension or with two more of the smaller rod-ends and weld-bungs use this kit to build a four-link. Because Jeff is more interested in going fast than “mad flex,” we’ll stick to the radius arm design. FW
FEATURE
OVERLAND ADVENTURE 2021 MEET THE PARTICIPANTS From New York to Oregon and many places in between, they came to explore the bea-Utah-ful backcountry By Four Wheeler staff editor@fourwheeler.com Photos: Four Wheeler staff
48 OCTOBER 2021 FOUR WHEELER
I
t all started with a call Shortly after, the adventure to adventure, and you, stepped off the pavement as we the readers of Four journeyed through the lesserWheeler, stacked our known parts of Utah for three inbox with applications to join days of incredible overlanding. us in the Utah backcountry for a The 2021 Four Wheeler Overland one-of-a-kind experience. From an Adventure was presented by overwhelming pool of responses, Jeep and sponsored by American we selected 20 participants to be Adventure Lab, Bubba Gear, Falken part of the 2021 Four Wheeler Tire, Midland, OnX Offroad, Presented By Overland Adventure—and that was Redarc, and Warn Industries. no easy task. Your backgrounds Continue reading for an introducwere diverse, your vehicles were tion to the 20 Overland Adventure impressive, and when the dust settled, participants and watch for more coverage the invitations went out to 20 worthy adven- of the action in upcoming issues of Four turers and their rigs, hailing everywhere Wheeler where we examine each vehicle in from Texas to Oregon and from New York depth and recap the eye-popping scenery, to California. When we all met face-to-face, hand-prepared camp meals, and the timeless it was in Page, Arizona, for registration. adventures shared by everyone on the trail.
Point your phone camera at this code to see two video episodes of Overland Adventure 2020
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Feature
01 Overlander: Lance Blair
Vehicle: ’19 Ford Transit 4x4 Conversion About: Why overland? “As an amputee, I can go farther, experience more history, nature, and wildlife. With self-reliance, I gain self-confidence and my friends and family get to enjoy creating memories and stories to share.” The EcoBoost-powered van got a factory-authorized Quadvan 4x4 conversion plus Eaton Truetrac lockers front and rear, 4.10s, 2-inch-lift spindles in front with Bilstein B6 shocks, and 4-inch-lift blocks in the rear joined by Fox 2.5 shocks. It all rides on 17-inch Method 701 wheels and 255/80R17 Falken Wildpeak A/T3W tires. There’s an Aluminess bullbar with dual Extreme Outback air compressors, front- or rear-mount 9,500-pound-capacity winch,
Maxtrax and spare-tire carriers on the rear doors, custom “fence” around the pop-top for the LED lights that join the other Lightforce lighting, and Rock Solid Engineering top protection. The Quadvan skidplate system protects the engine, transmission, transfer case, and gas tank. The roof was modified for the SMB West pop-top with sleeping platform, while sitting involves Scheel-Man Vario swivels. Various goods from Heatshield Products take care of radiating heat and sound deadening. Custom cabinets as well as wall and door panel storage help tuck away gear and supplies. A Victron Energy 160ah lithium battery and 300-watt solar panel are also onboard.
02 Overlanders: Brent Stanley and Anthony Coppola
Vehicle: ’13 Jeep Wrangler Unlimited Rubicon About: “I love adventure, exploring, The Great Outdoors, and nature.” The “heavy overland” build comes in the form of Currie Extreme 60 axles and big-brake kit, 5.13 gearing, 4.5-inch-lift front long-arm suspension and 5.5-inch-lift springs in the rear to get a level ride, and 40-inch Falken Wildpeak M/T tires with 17-inch TrailReady beadlocks and OMF Performance rockcrawling domes. TeraFlex Monster track bars front and rear were needed to clear the 60s. There’s also an AFE high-tuck/high-clearance exhaust and a MetalCloak UnderCloak Integrated Armor skidplate system, as well as MetalCloak’s rocker rails and ExoSkin rockers, corner guards, LED taillights, and Mid 50 OCTOBER 2021 FOUR WHEELER
Stinger front bumper. Warn’s Zeon 10-S winch with a Factor 55 ProLink are on hand for recovery. The factory steel rear bumper has an AEV tire carrier with 10-gallon fuel caddy and mounts for lights, Hi-Lift jack, and shovel. Lights, by the way, come from Rugged Ridge, J.W. Speaker, and KC. An ARB dual air compressor, PSC Motorsports steering components, and Optima RedTop battery are among the other mechanicals. On the roof is a Rhino-Rack Backbone system and Freespirit Recreation Adventure 49 rooftop tent. Also along for the ride are items like a Dometic fridge and battery and storage from TeraFlex and Goose Gear. fourwheeler.com
Feature Meet the Participants
03 Overlanders: Mike Burleson and Kimberly Burleson
Vehicle: ’50 Willys Jeepster with ’46 Bantam T3C Trailer About: Why do Mike and Kimberly overland? “Overwater would require another toy I can’t afford.” The VJ gets its motivation from a Chevy 350 engine with four-barrel Rochester Quadrajet carb, headers, and MagnaFlow muffler, which are joined by an oversized Northern radiator with electric fan, Optima RedTop battery, and homemade wiring harness. The Dana 44s have a Detroit Locker and Powr-Lok, front and rear, respectively. It also runs Rusty’s Off-Road Products 4-inch leaf springs, Bilstein front 5160 and rear 5100 shocks and steering stabilizer, custom Tom Wood’s driveshafts, Dana/Spicer 20 transfer case, 4.10s, drop Pitman arm, power-steering cooler, and E-Stopp electric e-brake kit. Also worthy of mentioning: the ’79 Jeep Wagoneer steering wheel and frame, which added 6 inches in front.
Inner and outerwear includes 15x7 U.S. Wheel steelies with baby moon caps, 35x12.50R15 Falken Wildpeak M/T tires, 9,000-pound PTO winch, homebuilt brushguard and rocksliders, full custom aluminum cage, dual fuel tanks, KC Daylighter and Apollo lights, Auto Meter Old Tyme gauges, onboard air with homemade tank, and police cruiser floor console. The Jeepster’s history includes previous ownership from Baja and Pikes Peak racer Bob Sievert, who’d handled the four-wheel-drive conversion. Meanwhile, the rebuilt Bantam trailer includes Monroe shocks, vintage military truck tires, propane tank, custom slide-out kitchen with stove, BBQ, sink, four-person rooftop tent, fridge, toilet, propane tank, and jerrycans. The Jeepster “charges the trailer battery while driving; solar charges it in camp.”
04 Overlanders: Bruce Davis and Anna Davis
Vehicle: ’17 Jeep Wrangler Unlimited Rubicon About: “We overland because independent traveling through, and staying in, remote regions has been a favorite pastime of our adult life, starting in the early 1970s. This requires a relatively nimble and off-road–capable vehicle that can provide secure indoor accommodations in bad weather and questionable surroundings.” Their JKU has a healthy mix of beefy stock components and beefy aftermarket components. For example, the rear Dana 44 is factory, but there’s also a TeraFlex 44/44R front axle, Yukon Gear & Axle differentials, Jeep Performance Parts front driveshaft and 4-inch coil/five-link lift, Fox Performance Series shocks and steering stabilizer, and Method 701 52 OCTOBER 2021 FOUR WHEELER
wheels with the 35x12.50R17 Falken Wildpeak A/T3W tires. If the front factory bumper looks odd to you, it’s because it’s been heavily modified for the Warn 9.5XP winch mount and lights. Out back is an AEV bumper with swing-out mount for the spare, plus a home-fabbed swing-out water-can mount. The UltraGauge EM Plus v1.4 monitors vital signs while ACRO lights the way. Also along for trips: ORO on-board York compressor system, Ursa Minor Vehicles J30 pop-up rooftop camper with integrated bed, rear gate-mounted foldout table, ARB fridge/freezer, EBTools 500/1,000-watt 12V DC to 120V AC inverter, and a Midland MXT275 GMRS radio. fourwheeler.com
05 Overlanders: Chris Fehler and Matthew Anderson
Vehicle: ’10 Ram 1500 About: “I love the outdoors and to explore. I’m always looking for my next adventure. And sometimes taking the road less traveled to get there is the more fun route anyways.” To power through adventures, Chris left the 430hp V-8 fairly stock, but it does get an assist from a Carven exhaust, S&B cold-air intake, DiabloSport tuner, and an electric fan swap. There’s also a 4-inch suspension lift in front and 2-inch coil lift at the rear coupled with heavy-duty shocks,
35-inch Falken Wildpeak M/T rubber, and Nitro Gear & Axle 4.56 gears. Outerwear includes a Chassis Unlimited front bumper and 12,000-pound-capacity winch. For those longer trips, he added a TopperLift camper coupled with a carpet kit for the bed, plus a dualbattery setup with battery isolator and 1,400-watt inverter. There are also two 6-gallon gas cans and recovery gear.
06 Overlander: Preston Gladd
Vehicle: ’17 Ram 2500 Mega Cab About: “I love the outdoors and enjoy connecting with the land and the people who I meet along the journey.” Preston hasn’t made too many changes to the already-exploration-ready Ram. Among the mods for the Cummins-powered pickup were White Knuckle Off Road sliders and Westin Automotive winch tray for the 13,000pound winch, Rigid Industries tire carrier, Chassis Unlimited Octane bumpers, Baja Designs LED lights, and Bestop folding bumper step out back. AEV Katla wheels are matched to 37x12.50R18 Falken Wildpeak A/T3W tires. Interior upgrades include a front bench seat in the rear and custom wood console, while sPOD switches help fourwheeler.com
Preston keep an eye on the mechanicals. The coil situation under the truck is joined by a Bilstein 5112 2.3-inch front leveling kit and Air Lift 5000 airbags, with Bilstein 5100 Series shocks. A Thuren sway bar was also installed. Other items that make connecting with the land not a disconnection from comfort and functionality: ARB dual air compressor, Blue Ridge Overland Gear bags, Snap Outfitters Treehouse for sleeping, Warn recovery kit, Dometic portable toilet, Faster Flate tire air system, Kinsmen Hardware 270-degree awning, RoadShower, Nomad water systems, Battle Born batteries, and Renogy solar panels and battery charger. FOUR WHEELER OCTOBER 2021 53
Feature Meet the Participants
07 Overlander: Kirby Gonzales
Vehicle: ’03 Mercedes-Benz G 500 About: “I love to get out of the city and enjoy the journey to different places on roads less traveled.” Kirby’s G-wagon didn’t need much to make that happen. It’s mostly stock, but with Thor Motorworks 2-inch-lift springs and King 2.5 adjustable shocks, Front Runners Outfitters roof rack and rear ladder, STEDI Type-X PRO LED driving
lights and lightbar, GFG rock sliders, aluminum storage boxes, and custom kitchen/drawer situation. Other bring-alongs include jerrycans for fuel, auxiliary water tank, Dometic fridge, Maxtrax traction boards, ARB tire-repair kit, The Bush Company Alpha rooftop tent, Alu-Cab 270 Shadow awning, and propane tank.
08 Overlanders: Douglas Hart and AJ Hart
Vehicle: ’94 Geo Tracker About: “I enjoy getting into the outdoors and exploring new places.” This Geo Tracker is kind of a Frankenstein—Douglas was building a different Tracker, but it got “wrecked,” so he removed all its stillusable parts (doors included) and bolted them onto this machine. But then the engine went south, so he snapped up an ’03 model and dropped in its 2.0L motor and added the snorkel. There’s NGK spark plugs, Super Start battery, Flex-A-Lite 16-inch fan, and Trail Tough Products wiring harness. A Power Torque converter and Trail Tough Products flywheel are also onboard. Coils with 2-inch spacers from Low Range Off-Road can be found front and rear in addition to the 54 OCTOBER 2021 FOUR WHEELER
company’s 2-inch body lift, and the Geo is shocked by Monroe and hubbed by Mile Marker. Power steering is from a ’96 Suzuki Sidekick. The 33-inch Falken Wildpeak A/T3W tires are wrapped around 16x10 steel wheels, and the spare tire cover is Bestop. Those nerf bars are homemade, and he also did the front-fender trimming and installation of the stereo receiver. Nilight floodlights illuminate the way, while a front skidplate and A-arm plating provide protection. He also carries a Silverwing rooftop tent, RotopaX water and fuel containers, 4 Wheel Parts cooler, and a Goal Zero Yeti 1000 power station. If you’re wondering about space in the petite rig, the backseat is gone. fourwheeler.com
09 Overlanders: Jason Helbig and Ryan Burdette
Vehicle: ’86 Jeep J10 About: “I overland because it’s something I was born into. It runs through my blood. My love for the outdoors started at a very young age in the Sierra Nevada mountains of Northern California with my parents and grandparents. This is a tradition I’m passing on down to my son and hopefully the following generations to come!” The Jeep belonged to Jason’s grandfather, “a huge outdoor enthusiast,” who passed away in 2009. Among the upgrades are a 3-inch body lift, Rancho 4-inch-lift springs, add-a-leaves, blocks, and DIY shackles at the rear. There’s also a Rough Country drop pitman arm and Rancho RS9000XL shocks. Nitro Gear & Axle 4.56s plus an Eaton Detroit Locker rear and limitedslip front are matched to the Dana 44 front and AMC 20 axles. The
Jeep has a chromoly, one-piece rear driveshaft, TorqueFlite 727 transmission, NP208 transfer case, and RedHead steering. The AMC 360 saw a 406 stroker build, and it’s helped by Holley Sniper EFI, RobbMc PowerSurge, Edelbrock Performer intake, D.U.I. LiveWires, ACCEL spark plugs, and internals from Comp Cams. There’s also Hedman long-tubes and dual Flowmaster 40 Series mufflers. The 37-inch rubber surrounds 15x8.5 Western Cyclone wheels with 3.5 inches of backspacing. Custom bumpers, a bed-mounted rack for the High Country rooftop tent, RotopaX containers, Warn Zeon 10-S winch, ACC carpet, Auto Meter tach, sPOD BantamX to control the lighting, Grant steering wheel, and custom seating are also along for the ride.
10
Overlanders: Mike Hilbrandt and Monica Hilbrandt
Vehicle: ’92 Toyota Hiace Fire Truck (JDM) About: “I love experiencing new places and challenges with my friends and family.” And why not do so in a fire truck? Mike added a 2-inch lift with custom forged Sway-A-Way torsion bars, Bilstein shocks at the front and Ranchos at the rear, custom bumpers, Warn winch, 30-inch tires coupled with 15-inch Toyota rims, United Pacific LED headlights fourwheeler.com
and Baja Designs fog and driving lights and rock lights, and SwitchPros control panel. There’s an 80/20 rack mounted to the original fire truck rack for the Roofnest rooftop tent, and other necessities include ARB onboard air, USB outlets, jerrycan for fuel, cameras front and rear, heated seats, locking storage boxes, and sound-deadening material. FOUR WHEELER OCTOBER 2021 55
Feature Meet the Participants
11
Overlander: Tim Jackson
Vehicle: ’73 Ford F-250 About: “I like hitting the trails, enjoying the scenery, and camping in the middle of it.” The Ford 390 engine gained a Comp Cams camshaft, Edelbrock heads, and Holley carb—or as Tim put it, “pretty much stock with fancy cylinder heads.” Mechanicals include a low-pinion Dana 44 front axle, Dana 60 rear axle, divorced NP205 transfer case, 4.10s, Tom Wood’s driveshafts, leaf-spring suspension with no lift, and
“old, crusty shocks.” There’s a two-wheel-drive steering box conversion, Chevy K5 fuel tank, rebuilt front spring hanger and crossmember “due to previous owner’s ‘repair,’” and American Racing AR62 wheels paired with 315/75R16 tires. Auxiliary lights, Warn 8274 winch with Factor55 winch hook and fairlead, bed rack with integrated “dog containment area,” and rooftop tent are among the add-ons.
12
Overlander: BJ Kohlleppel
Vehicle: ’67 Jeep M715 About: “I really enjoy traveling, camping, and hanging out with my friends.” Among the upgrades BJ made to the Jeep are ContiTech airbags and auto-leveling, Bilstein front shocks and Rancho rear shocks, a custom Jeep CJ pitman arm, West Texas Off Road hydroassist steering, Pro Comp 17x8 wheels, and 40-inch Wildpeak M/T tires. Power comes from a 6.5L GM/Navistar diesel, complete with Navistar cylinder-head castings, GM turbo with Wicked Wheel, 3-inchdiameter exhaust, Speedway Motors 22-circuit wiring harness, highoutput oil pump, Derale cooler, and Duramax radiator. Auto Meter gauges keeping tabs on everything. Underneath are ’05 Ford Super Duty 60 and ’02 GM 14-bolt axles, with 4.56s and Yukon Gear & Axle 56 OCTOBER 2021 FOUR WHEELER
Grizzly lockers, NV4500 transmission, NP205 transfer case, Randy’s Gear Supply 1410 U-joints, including a custom version at the front, and disc brakes at all four corners. Additional custom touches include engine, suspension, and bed mounts; transmission crossmembers; fuel tanks (three, making for 68 gallons); nerf bars; and front bumper with 12,000-pound-capacity winch. Baja Designs, Rigid Industries, and KC Lights are among the names providing lights for driving and “scene lighting.” MasterCraft Safety suspension seats and aluminum service bed that’s heated and A/C’d keep travels comfortable, and in addition to having the campsite supplies onboard that you’d expect, including a kitchen and awning, there’s storage space upon storage space. fourwheeler.com
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Feature Meet the Participants
13
Overlanders: Robert Marquez and Reyna Guzman
Vehicle: ’20 Jeep Gladiator Overland About: “I overland because there’s always more than just one destination.” To conquer whatever kind of road it takes to get there, the Gladiator has a Mopar 2-inch lift as well as TeraFlex 1.5-inch spacers for the front body lift, plus Fox 2.5 shocks, MetalCloak steering stabilizer, tie rod, draglink, and skidplates. The 35-inch Falken Wildpeak A/T3W tires encircle 17-inch Black Rhino wheels. Quadratec got the exterior beefier, with an aluminum stubby bumper and 10,000-pound-
capacity winch, joined by Poison Spyder Rocker Knockers. The snorkel is from Rugged Ridge. Smittybilt is the name on the XL rooftop tent while JcrOffroad handled the Jeep’s bed rack, which has recovery boards and Quadratec fuel and water tanks strapped on. Bubba Gear kinetic rope and Pro Eagle 2-ton off-road jack are among the recovery items. Robert can set up a home base anywhere, thanks to camping equipment and self-care essentials.
14
Overlander: Robert Peters
Vehicle: ’19 Chevy Silverado Trail Boss About: Why does Robert overland? “It fulfills my need for adventure and exploration.” To make the Trail Boss even more Trail Boss-y, he added a 1.5-inch Rough Country leveling kit combined with Air Lift rear airbags, 12,000-pound-capacity winch, 33-inch Falken Wildpeak 58 OCTOBER 2021 FOUR WHEELER
A/T3Ws, Go Rhino front bumper, and 20-inch lightbar. Creature comforts include a 12-volt fridge, Garmin GPS, Tepui Explorer Kukenam 3 rooftop tent, and custom bedrail rack with Thule crossbars mounted to a ’00 Chevy Suburban roof rack, and Smittybilt awning. fourwheeler.com
15 Overlanders: David Rainey and Barbara Rainey
Vehicle: ’70 Jeep CJ-6 About: Overlanding has “defined our life of fun and adventure for more than 40 years.” Their CJ has a lot of ingenuity going on, so here’s just some of what you’ll find. Under the hood: The original (but machined) 225ci V-6 is hooked to an SM420 four-speed Chevy truck transmission and Centerforce clutch, a Warn overdrive, a Buick Century HEI, Painless wiring, and two Optima RedTop batteries. Underneath: Dana 44 axles, 5.38s, electric lockers, dual exhaust, heavy-duty driveshafts, Rubicon Express spring-over-axle-style suspension, Rancho 9000 Series adjustable shocks and steering stabilizer, and late-model Chevy Camaro 9-inch pitman arm. The frame has seen boxing, welding, and reinforcement, and there’s a custom transmission crossmember and Chevy Caprice steering box conversion linked to a Grant steering
wheel. Body beef: custom rollcage, rock rails/sliders, and square-tube front bumper that doubles as an air tank, Bulletproof Manufacturing rear bumper, and modified flares, including TJ’s at the rear that were turned backward. The hood? “Off of an old mail Jeep that was sitting in a neighbor’s yard.” Other items include Warn 8274 winch, 315/75R16 Falken Wildpeak A/T3W tires with 16x8 Cragar Soft 8 wheels, KC Daylighters, onX Offroad navigation, Midland GMRS radio, and Rally Tops fiberglass hardtop with DIY side windows. The homebuilt trailer began as a ’52 military trailer, and it has a 2,500-pound axle, Falken Wildpeak A/T3W tires, custom tailgate and fenders, and DIY tent platform and awnings. Power comes from a portable Goal Zero station and 90-watt solar panel.
16
Overlanders: Derrik Sanford and Maria Sanford
Vehicle: ’08 Jeep Wrangler Rubicon Unlimited About: “We love the adventure and unknown of getting to new places to watch sunrises and sunsets.” Locales they’ve traversed have included areas in California, Arizona, and Washington. The Jeep’s front Dana 44 has been outfitted with a TeraFlex 8-lug locking-hub conversion kit and 4.88 gears with an electric locker and swaybar disconnect. The rear’s 44 has a TeraFlex 8-lug full-float conversion kit, Hellwig antiroll bar, and 4.88s. To get the 5-inch lift, Derrik turned to a Fabtech long-arm/AEV 4.5-inch high-capacity coils setup. Falcon 3.3 Fast Adjust shocks can be found at all corners. TeraFlex was also on tap for stopping power via a Big Brake kit, while the fourwheeler.com
driveshafts are from Tom Wood’s and Fabtech. The 37-inch Falken Wildpeak A/T3W tires are wrapped around 17x9 Raceline Avenger wheels. Bumper hardware is AEV at the rear (including the 10-gallon auxiliary tank) and ARB at the front with a Warn winch, while the lights are from Truck-Lite and KC Lights. The rooftop tent is an Ursa Minor, and there’s an Eezi-Awn awning, Quick Pitch en-suite shower, Propex heater, AT Overland propane tank, and 100-watt Cascadia 4x4 solar panel. The interior also got overland-ified: The rear-seat delete made space for more storage, water tank, ARB fridge, and drawer system (which was self-designed). FOUR WHEELER OCTOBER 2021 59
Feature Meet the Participants
17
Overlanders: James Schmidt and Duke Newport
Vehicle: ’88 Toyota Land Cruiser About: James can be found on the trail and away from it all due to his “need to explore and seek adventure.” The Land Cruiser sports an ’01 GM 5.3L LM7 engine mated to a 4L60E transmission, with Hooker headers, dual Optima YellowTop batteries, SPAL fan, and Wizard radiator, Flowmaster Super40 muffler, and dual air compressors. Underneath is an Old Man Emu suspension with extended shackles, steering stabilizer, and shocks, as well as 35x12.50R15
Falken Wildpeak M/T tires, with the spare riding on a Wilco hitch carrier. ARB is on bumper duty. Shawnee Trails Wilderness Outfitters rock and roof lights make sure adventures stay lit, while a 12,000pound winch ensures adventures don’t get stuck. James uses a Midland MXT275 to communicate. Once at camp, James uses a Dometic fridge, 300-watt inverter, ARB awning at the rear and Roam Adventure side awning, Tepui Kukenam rooftop tent, and Bowfin Cruisers rack.
18 Overlander: Glen Stanley
Vehicle: ’11 Ford E-350 EB About: “I like to ‘boldly go where no man has gone before.’ Or at least where few have gone before.” Glen’s Ford gained a U-joint Offroad 4x4 van conversion kit, with Dana 60 Stage 2 front and rear axles and Dynatrac diff and Stage 2 diff, front and rear respectively. Also underneath: ARB Air Lockers at both ends, 4.56 axle ratio, U-Joint Offroad progressive springs for that 6-inch lift kit, and Fox 2.0 adjustable shocks. There’s a custom Y-pipe and 5 Star Tuning SCT 4X to help the stock V-10 engine. The 35-inch Falken Wildpeak A/T3W tires run 18x9 XD Addict aluminum wheels. U-Joint Offroad rear skidplate, a Warn Zeon 12-S winch with HUB Wireless Receiver, 60 OCTOBER 2021 FOUR WHEELER
Aluminess bumpers and tire carrier and box, a pair of Bubba Gear Gator-Jaw PRO Synthetic Shackles, and Bushwacker fender flares make up some of the body and recovery mods. Rigid Industries and Baja Designs light the way. Poke around inside and you’ll see ScheelMann Vario XXL seats, ProVan/VanTred carpet, OnX Offroad navigation, and Switch-Pros and sPOD equipment. Camping essentials for the somewhat-new-to-overlanding Glen include a Tembo Tusk cooking device, Jackery all-in-one 1,000-watt power station, Thule roof box, custom-made under-floor storage, and “sportsmobile”-type penthouse pop-up sleeping quarters. fourwheeler.com
19 Overlanders: Holly York and Gary Humphreys
Vehicle: ’17 Jeep Wrangler Rubicon Unlimited with ’19 TAXA Outdoors TigerMoth Camper About: Overlanding allows Holly “the opportunity to test my limits in regards to preparedness and self-sufficiency, and show other women what I am capable of, and what they can be capable of, too!” She outfitted the JK with a Teraflex 2.5-inch coil-spring lift, Centerforce II clutch and flywheel kit, sPOD Source SE with touchscreen, 17-inch ICON Vehicle Dynamics Thrust wheels with 35-inch Falken Wildpeak A/T3W tires complemented by a Rugged Ridge tire carrier for the spare (also the source for the door-handle recess guards). If you run into this Jeep on the trail, you’ll likely spot Impact
Off-Road Armor bumpers, Warn winch, Vector Off-Road EXO Rack and E-dock, Mopar doorsill guards, KC Cyclone and Flex Era lights, RotopaX fuel container, Grabars grab handles, and fold-down tailgate table. The TAXA Outdoors TigerMoth Overland Edition camper (which can sleep up to four people) has Goal Zero 200-watt solar panels, Vagabond rooftop tent, awning, and Rugged cases from ROAM Adventure Company, Snomaster fridge, and Renogy Voyager charge controller and battery among its essentials.
20 Overlanders: Aneta Zarzycka and Patrick Zarzycki
Vehicle: ’20 Jeep Gladiator Sport S About: “I overland because I like being uncomfortable, doing hard things, sacrificing sleep, and facing the unknown just to know that I went farther than most people venture into the unknown, rugged parts of this gorg country. Also, so my dog can brag to his dog friends about all the cool places he’s gone!” The Gladiator didn’t require much to meet those bragging rights. The engine and driveline are stock, save for a Yukon Gear & Axle electric locker at the front and an ARB Air Locker in the rear. There’s also Yukon chromoly axleshafts. The 2-inch fourwheeler.com
Mopar lift kit joins Fox shocks for suspension action, while MRT wheels with 35-inch tires add to that capability. The Gladiator has an Addictive Desert Designs ADD-Lander overland bed rack, Rugged Ridge Rock Sliders, Smittybilt Overlander rooftop tent, and armor from GenRight Off Road in the form of an aluminum front bumper, fender flares, and liners, plus a 9,500-pound-capacity winch. RotopaX fuel and water carriers can be spotted on trips as can Maxtrax boards. Light name-dropping includes Baja Designs and Quake LED. FW FOUR WHEELER OCTOBER 2021 61
Tech
HEAVY-DUTY
’ N I L U HA
We put the Kenda Karrier Loadstar radial trailer tire to the test By Jason Gonderman editor@fourwheeler.com Photos: Jason Gonderman
T
railer tires are the unsung heroes of the tire world. They are not as glamorous as, say, a meaty extra-large mud terrain, but they are truly among the hardest-working tires a person can own. Trailer tires are often neglected and abused. And nothing hurts worse than having a trailer tire, or two, fail while hauling a load. For that reason, it’s important to stay on top of trailer tire maintenance, a big part of which is replacing your trailer’s tires when they get old. We had good luck with the last set of tires on our heavy-duty, eight-lug car hauler trailer. We never had a flat (knock on wood), and the treadwear was fantastic. However, the tires had surpassed six years old, which is on the ragged edge of a trailer tire’s life span. So, it was time to replace them.
We knew we wanted to retain a radial tire, and while there are several good options in the space, for this tire change we went with Kenda’s Karrier KR03 ST radial trailer tire. The Kenda Karrier radial trailer tire is one of the best radial trailer tires on the market today. The Karrier features double steel belts and full nylon plies for heavy-duty applications and extended life. These tires are designed for improved handling in both wet and dry conditions and exceed DOT requirements for the segment. For our trailer, we opted for the highest load rating available in the line. Sporting a 235/80R16 size with a 10-ply rating, each of the tires can handle up to 3,500 pounds. At 14,000 pounds of combined load ability, the Karrier tires have a weight rating that exceeds both that of our aluminum wheels and the trailer itself, which is important for maintaining a long and happy tire life. So far, we’re quite pleased with the Karriers. They roll smoothly down the road and have given us zero issues, which is about the most you can ask of a trailer tire. At about $140 per tire, they aren’t the cheapest, but with a bit of care we should get many years of smooth and reliable service from them.
SOURCE Kenda Tires kendatire.com
Nothing is more important to keeping a trailer on the road than proper tire 62 OCTOBER 2021 FOUR WHEELER
maintenance. A big part of maintaining trailer tires is choosing the proper tire for the task the trailer performs and ensuring that they are replaced before they explosively expire.
1 While thankfully not our tires, this is a prime example of what can happen when proper tire care isn’t taken. Nobody wants to be left on the side of the road when a trailer tire fails. 2 Trailer tires very rarely wear out in the traditional sense as most owners don’t log enough miles to wear down the available tread. Instead, the rubber deteriorates over time from lack of use and exposure to the elements. Sidewall cracking is one sign that a trailer tire is getting close to needing to be replaced. 3 The most obvious solution, and hardest for most to grasp, is to replace a trailer’s tires every three to five years, regardless of miles. To determine the age of a tire, simply look for the DOT date code stamped on the sidewall. The date code in this example is the four-digit code on the far right. All DOT-approved tires have this date code stamped on them. The first two digits are the week and the second two are the year of production. The tires that came off our trailer were built in the 17th week of 2014, or about the first week of May in 2014. This made them 6 1⁄2 years old and ready for replacement. 4 For what is the third set of tires on our Carson car hauler (it came with bias-ply tires, then we added LT tires) we opted for a set of trailer-rated ST radial tires from Kenda. We mounted them to the same 16x7 Mickey Thompson aluminum wheels that we’ve had for six years.
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fourwheeler.com
FOUR WHEELER OCTOBER 2021 63
Tech heavy-duty haulin’ 5 The Karrier trailer tire is just one of dozens of specialty tires that Kenda offers in addition to the company’s line of automotive truck tires. The Karrier seen here is an ST radial trailer tire. Kenda also offers Karrier branded tires in bias-ply construction. 6 All Kenda’s trailer tires are stamped with the “Karrier” and “Loadstar” monikers. It’s more important to look for the model designation, such as “KR03” when shopping as the company uses “Karrier” and “Loadstar” almost interchangeably across its line of 10 trailer tire models. 7 Our heavy-duty utility trailer uses the largest size of Karrier KR03 tires that Kenda offers. These 235/80R16 tires measure out to almost 31 inches tall and 9.5 inches wide.
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8 Even within the same sizes, Kenda offers the Karrier KR03 in several different ply and load ratings. For the 235/80R16 size, the company offers both an 8-ply and 10-ply rating. We opted for the 10-ply rating, which brings with it an “E” load rating with a maximum load of 3,500 pounds per tire at 90 psi. 9 The Kenda Karrier KR03 trailer tires have a fairly robust tread pattern with deep grooves and copious siping. Though we haven’t been able to test in wet weather, we’re fairly confident by just looking at the tread pattern that this is a solid tire for towing in the rain.
9
The ancient proverb of “one is none”
doesn’t ring truer than when it comes to spare trailer tires. We carry two fullsize spare tires that are the same age as the tires on the road. This way, if we do have a tire issue, we’re able to keep going about our business without angst. FW
64 OCTOBER 2021 FOUR WHEELER
fourwheeler.com
FEATURE
Eagle Canyon runs directly under a pair of I-70 bridges. We continued north toward Secret Mesa.
Here you can see the “Dragon” pictograph of Black Dragon Canyon.
CANYONS & MESAS
By Ed Helmick editor@fourwheeler.com Photos: Ed Helmick
Fifteen Jeeps explore Utah backcountry and encounter fun trails, stunning scenery, and prehistoric rock art
M There were incredible views as we drove west out of Black Dragon Canyon.
66 OCTOBER 2021 FOUR WHEELER
ore dirt roads. More off-road fun. More spectacular scenery. This time in south central Utah. The Moab Easter Jeep Safari crew is branching out and conducted a monthly trail ride in mid-May 2021 in the Green River, Utah, area. Red Rock 4-Wheelers Club President Mike Kelso said this area will become the site of an annual trail ride that’ll add to the variety of backcountry experiences the club offers its members and participants. Chosen trails for the ride were Black Dragon Canyon and Eagle Canyon in the San Rafael Swell region, about 65 highway miles northwest of Moab. Fifteen Jeeps participated, two from Colorado, one from Arizona, and the rest from Utah. The group convened on a beautiful Saturday morning in Green River, Utah. The fourwheeler.com
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Black Dragon Canyon trail is 13 miles west on I-70 at Milepost 147. It’s a dirt road that provides unique uncontrolled access to I-70 in the San Rafael Swell. Once the caravan was off I-70 and on the dirt road everybody aired down and the fun began. A mere 1.6 miles off the interstate is the famous Black Dragon Canyon prehistoric rock art. And the final two tenths of a mile of the route requires a high-clearance vehicle. That short section would be rated a “2” on the Red Rock 4-Wheelers trail difficulty scale. After spending time exploring the canyon wall rock art, the group proceeded west through the canyon. The road becomes a “3” rated trail with a couple of obstacles in the creek bed to negotiate. As the trail climbs out of the canyon you are directly under the I-70 Black Dragon Canyon viewpoint. The trail becomes easier as it weaves its way west across Jackass Benches,
where wild burros are often seen. The trail connects with Cottonwood Draw and I-70 exit 131. The total distance for this leg of the trip was 19.7 miles. After lunch, it was on to historic Swasey’s Cabin on the south side of I-70 on an easy dirt road. The trail then drops into Eagle Canyon and requires low-range and First gear for the descent over moderate ledges. This trail is worthy of a “4” rating. Not for the descent, but for the climb out of the canyon. The first cool attraction from the floor of the canyon is massive Eagle Arch, which has become a photographic icon for the San Rafael Swell. It is a slow 2.3 miles from Swasey’s Cabin to Eagle Arch. The next attractions are the two I-70 bridges that span the canyon, another photographic highlight. Driving under the bridges and continuing north up the canyon, the trail makes a sharp right for the steep and
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Feature canyons & mesas
The Milestar Patagonia tires under David and Sue Noffsinger’s
Jeep Wrangler Unlimited Rubicon JL latched onto the rocks of one of the 3-rated obstacles on the Black Dragon Canyon trail.
Jess and Gigi
Deagan’s wellequipped Jeep Gladiator pops up and over the second obstacle on the Black Dragon Canyon trail.
This is the Black Dragon Canyon prehistoric site. On the canyon wall, above trail leader Bill Wehrli’s winch-clad black JK, are several reddish pictographs. Other pictographs are farther to the right.
We stopped
to admire one of the icons of the San Rafael Swell, Eagle Arch.
The trail became easier after Black Dragon Canyon as it weaved its way west across Jackass Benches.
attention-required climb out of Eagle Canyon to Secret Mesa. It is rated as a moderately difficult trail with one section having a challenging option even for those with lockers. The trail ends with a dirt road connection to I-70 and a 39-mile drive back to Green River. The Red Rock 4-Wheelers will be evaluating additional trail possibilities for next year and may even look at a two-day event in the future. This is a great addition for those who have done the Moab trails many times. The consensus of the participants was that everyone had a great time and are looking forward to having a reunion in Green River, Utah, in May 2022. For more info on the Red Rock 4-Wheelers visit rr4w.com. 68 OCTOBER 2021 FOUR WHEELER
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The climb out of Eagle
Canyon to Secret Mesa is rated as a moderately difficult trail with one section having a challenging option even for those 4x4s equipped with lockers. FW
Tech
REDUCE THE NOISE By Sean P. Holman editor@fourwheeler.com Photos: Sean P. Holman
A
s most of us know, Wranglers are not the world’s quietest vehicles to ride in, despite being impressively civilized these days. And while most of us would gladly take the tradeoff of increased sound levels for the experience Wranglers can give us on the trail, nobody is going to say no to a quieter interior. The Wrangler JL does use increased sound deadening over the JK, and is quieter overall; however, the hardtop is thinner, making wind noise noticeable and sound insulation a must-have upgrade. We were hunting for a product that looked premium, was durable and easy to clean, and would lower the interior sound levels in our AEV-equipped ’20 Jeep Wrangler JL Unlimited. With a huge selection of products on the market, including the ones you can now order from the factory, choosing the right option was overwhelming. After a significant amount of research, we settled on Boom Mat from Design Engineering, Inc. (DEI). DEI was formed in 1995 and specializes in thermal and acoustic control products. Plus, the company’s Boom 70 OCTOBER 2021 FOUR WHEELER
How to quiet your Wrangler JL interior
Here is a close-up view of the leather-look panels. Not only are they easy to clean by simply wiping them down, but each also adds an upscale feel to the interior of the Jeep.
SOURCE Design Engineering, Inc. 800/264-9472 • boommat.com
The first step is to remove the Freedom Panels from the vehicle and place them on a soft surface, like a blanket, to prevent scratching. We found that our synthetic front lawn was ideal. Once the hardtop is removed, wipe it down to remove any surface contaminants and dust to promote adhesion of the panels.
Mat kit has received a ton of good reviews for performance and fit and finish. Boom Mat insulation panels are constructed from a high-quality, marine-grade acoustic foam that resists mold and mildew, and the leatherlook version we installed is easy to clean with a quick wipe down with a damp rag. Boom Mat’s Jeep Wrangler JL 4-door Sound Deadening Headliner kit comes in nine CNC-cut, peeland-stick pieces, including the hardtop’s central depressions, which aren’t covered by all kits. In addition to leather-look, there are versions available in black, gray, and white. DEI claims a 3-4 dB improvement in interior sound levels on a stock Wrangler, and we saw a similar improvement with our lifted JL on 37s. Using a sound meter, we recorded the sound level at idle and 55, 65, and 75 mph, with the pre-DEI numbers of 44 dB, 67 dB, 68 dB, and 72 dB, respectively. After installing the panels, we re-tested and saw a noticeable improvement.
DEI’s nine-piece kit comes complete and ready to install. The CNC cut panels are precise. Boom Mat panels are 1⁄2-inch thick, except for the Freedom Panels, which are 1-inch thick. The Freedom Panel pieces are also beveled for a good fit.
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DEI includes filler strips in the kit that will fill in the recesses between the roof’s molded-in ribs. With the filler pieces in place, it minimizes the contours of the underside of the top from showing through. DEI’s instructions and packaging make selecting the correct strip for the intended location a snap.
Tech REDUCE THE NOISE
Here you can see the main hardtop portion with the filler strips installed. Next, we grabbed our
first panel and peeled the backing, revealing the adhesive. We found it is best to apply with one edge seated and work your way to the other edge, preventing the adhesive from catching the side of the panel and adhering prematurely. Once installed, apply pressure by hand to get the panels to seat.
DEI recommends
allowing the panels to lay with the top inverted for 25 minutes to allow the adhesive to set. While the ribs were somewhat visible at this stage, by morning they were nearly invisible as the foam had time to expand.
With the panels secure and in place, we reinstalled the tops and enjoyed our quieter interior. Not only did we see a noticeable drop in background noise, but the stereo has a fuller sound to it, and the interior looks amazing!
At idle, sound volume dropped to 42 dB (-2 dB), with 63 dB (-4 dB) at 55 mph, 66 dB (-2 dB) at 65 mph, and 69 dB (-3 dB) at 75 mph. As an unexpected benefit, the factory premium audio system sounded much richer to our ears, and we no longer had the slight echo when talking to other passengers. Clearly these panels work, and with less tininess to the interior, our JL is a nicer place to spend those hours on the highway between trail rides. Installation was easy enough for us to perform it in our front yard, and we are incredibly pleased with our decision to go with the DEI Boom Mat panels, especially with how nice they look. FW 72 OCTOBER 2021 FOUR WHEELER
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FEATURE GRANVILLE SALUTE Due to many requests, we’re republishing some of Granville King’s “From The Backcountry” columns as space permits. These columns ran in Four Wheeler from 1984 until Granville’s passing in 1989 at age 70. Granville was a retired aerospace engineer and television screenwriter who lived off-grid in a trailer in Baja, Mexico. His off-road experiences were many, and his storytelling was amusing, riveting, timeless, and unparalleled.
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Feature Granville Salute
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TECHLINE
COMPILED BY VERNE SIMONS EDITOR@FOURWHEELER.COM PHOTOS: VERNE SIMONS
CUMMINS R2.8 POWER FOR VW 4X4 VAN? I’m a big fan and love watching your show. I have an interesting vehicle that you may be interested to learn more about. I believe it’s one of the better platforms to build an adventure vehicle. It’s an ’88 Volkswagen LT 4x4 with a 2.4L turbodiesel engine and Hurth axles with front and rear locking differentials. Earlier models used Dana 60s, and much of the platform is very similar to older American trucks. I was planning to do an engine swap to a 2.5L TDI five-cylinder from an Audi A6. I will be using adapters for installing 37-inch HMMWV tires to make a great off-road/all-terrain rig/camper. I’ve been curious about Cummins and the company’s crate R2.8 engine, which I believe would fit nicely inside the engine bay. Would love to hear back from you. IGOR VIA FACEBOOK
Thanks for the compliment. We are going to assume that you are talking about Four Wheeler TV with our pal Ian Johnson. We’d also like to give a shout-out to our pals Fred Williams and Dave Chapelle at Dirt Every Day for what they do. They are all great guys, and between the three there isn’t much they can’t handle in the off-road realm, including a metric ton of irreverent and entertaining off-road tomfoolery. Now, back to the topic of your question. We haven’t heard much, if anything, about the Volkswagen LT 4x4 before, which is odd since we are generally pretty obsessed with anything 4x4, even obscure overseas 4x4 vans … maybe especially obscure overseas 4x4 vans. Still, with a little research, the Volkswagen LT 4x4 sure seems like a cool unit that is in fact ripe as a platform for an adventure vehicle … assuming you can get one in the U.S., or North America, or get any service parts. It seems like the VW LT was a unique front-engine, rear-wheeldrive work van design, a larger and very different VW from the more common (in the U.S.), VW 4x4 van, the Synchro Van. The first-generation of LT, built between 1975 and 1996, has a couple of different wheelbase
options and a ton of different platforms from truck beds to full-on RV bodies, although it doesn’t seem like many 4x4 LTs were built. After 1996, the LT became a joint venture with Daimler Commercial, sharing the body (but not the drivetrain or assembly) with the more familiar (in the U.S.) Sprinter van. We totally dig the idea of using one of these rigs as a basis for an adventure build, but we would want to check out the availability of service parts wherever we planned to go first. The stout axles sound great, assuming you can get parts fairly easily both here and internationally. Also, we can’t say we know much about swapping in the Audi 2.5L TDI. We’re not sure these were ever offered in the A6 in the U.S .... that means getting parts will be difficult at best. Also, you mention the Cummins R2.8, and after having built four Ultimate Adventure rigs using this engine, we can soundly recommend that engine for a build like this. It is larger than almost any light-duty VW diesel and has a timing chain rather than the VW’s timing belts. It’s a refined yet industrialstrength turbodiesel. Two of the past four Ultimate Adventure rigs ended up being pretty heavy, and despite their large tires, dual
transfer cases, 1-ton axles, and more, all of the Cummins R2.8Lpowered rigs we’ve driven did great. The Ultimate International is one of the heavy ones, and it easily does 75 mph on the highway and is as capable as any non-buggybased 4x4. The Cummins R2.8, with its 161 hp and 310 lb-ft of torque, provides ample power on-road and off. You can use an AX15 or NV3500 five-speed behind the R2.8, and a passel of automatic transmissions (including our preferred trans for this engine, the
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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ZF 8HP eight-speed automatic). We’d opt for as many forward gears as you can get, and our UA rigs with Offroad Design’s dual transfer cases make for awesome gearing in many environments at just about any speed, although one low range may be more than adequate for a larger adventure rig. Lastly, we’d hate for someone— anyone—to spend more or almost as much rebuilding and refurbishing to install a used lesser diesel engine with the R2.8’s $8,150 price tag in mind. After all, that’s a complete engine package with starter, accessories, fuel system … heck, it even comes with fuel fittings and a fan belt (it will run in the crate, but still needs adapters, mounts, and a charge-air system) with a ton of conversion support and a two-year warranty from Cummins. fourwheeler.com
TRACTION CONTROL AND LIMITED SLIPS. DO THEY WORK TOGETHER OR FIGHT EACH OTHER?
I can’t get a straight or detailed answer as to how a Detroit Truetrac complements and/or enhances brake-based traction control systems, specifically a Jeep JK with BLD (Brake Lock Differential), that cannot be disabled by pushing the switch on the dash, as per the Jeep owner’s manual. I could not get a straight answer from an Eaton rep on the company’s chatline. When an axle with Truetrac is activated, does the wheel with the most traction spin faster? If yes, will the BLD apply brakes to that wheel? If yes, that seems self-defeating. Is there a potential for Truetracs and BLD to fight each other? JOE VIA EMAIL
We can’t think of a situation where the Truetrac from Eaton would do anything other than enhance the action of a Jeep’s BLD traction control. We can imagine a situation where the Electronic Stability Program (ESP) might disagree with a limited-slip differential (LSD) or locker, but we’ve never heard of this being an issue. The BLD system available in some, if not most, JKs and JLs works well in our experience, although like with other manufacturers’ traction control systems it sometimes requires a bit more throttle input than you’d expect if you are used to driving with locked axles. The idea of BLD is that you get lockerlike or limited slip-like
action from open differentials as the computer stops the “one-wheelpeel” via the brakes. The fact is, both the Truetrac and the BLD want the same thing … insofar as inanimate objects can want something ... namely, for the two tires on an axle to both move at the same speed. That’s exactly what a Truetrac differential encourages mechanically. The Truetrac will attempt to keep both tires spinning until the force stopping one wheel causes the differential action. At that point, the BLD will take over, grab brakes on the wheel that is turning in an attempt to
equalize the forces on the two tires until both turn at the same speed. That should, at least in our understanding of things, be assisted, and not fought by the Truetrac. Also, many Wranglers (in both JK and JL flavors) came from the factory with a limited slip. This limited slip uses clutches rather than the helical cut gears of a Truetrac, but still, the action is the same, encouraging both tires on an axle to turn at the same speed. Jeep engineers would not have allowed JKs or JLs to leave the factory with a limited slip if it fought or was damaged by the BLD. Secondly, if there was an issue with BLD or ESP fighting a limited slip or locking differential these items would have pretty clear instructions not to use them in applications with traction control. Lawyers love to add liability waivers to aftermarket modifications. We’ve never heard of any issues of internal struggles between BLD and LSDs, and we can guarantee that there are plenty of JKs with LSDs and locking differentials of various configurations out on the road and trail as we speak. Lastly, we will say this; knowing exactly how you want to use your Jeep and where you plan on adding
the Truetrac (front or rear, or both) may cause us to make a differential recommendation for something other than an Eaton Truetrac. Fact is, neither BLD or an Eaton Truetrac will work like a true locker off-road, so if you occasionally need extra traction that either a BLD or a limited slip will afford then you are headed down the right road. But, if your JK is mainly used heavily off-road we would almost certainly aim you toward a true locking differential either in the automatic or selectable form. Automatic lockers (like the Eaton Detroit Locker, Yukon Grizzly Locker, and any of the “lunchbox lockers”) are great off-road but do have some on-road driving quirks you may want to avoid if pavement is your only muse. Selectable locking differentials however, (like the ARB Air Locker, Eaton ELocker, and a few others) offer amazing off-road performance (much better than a limited slip) and still offer totally seamless on-road operation (unless you forget to turn them off). The cost of a selectable locker is more than an LSD, but you really get the best of both worlds and the cost of installing a selectable locker should be the same as installing a Truetrac or other limited slip. FW
CALENDAR
COMPILED BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM
October 2-3
October 9
October 15-17
What: Off-Road Expo Where: Ontario, California Hosted by: Ontario Convention Center Info: offroadexpo.com
What: Sand Drags Where: Lisbon, Ohio Hosted by: Tri County 4 Wheelers Info: tricounty4wheelers.com
What: Jeeptoberfest Where: Belleview, Florida Hosted by: Ocala Jeep Club Info: ocalajeepclub.com
October 3
October 13-16
October 21-23
What: Mud Bogs Where: Lisbon, Ohio Hosted by: Tri County 4 Wheelers Info: tricounty4wheelers.com
What: Chile Challenge Where: Caballo, New Mexico Hosted by: Las Cruces Four Wheel Drive Club Info: chilechallenge.org
What: Moab Jeep Jamboree Where: Moab, Utah Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com
October 7-10 What: East Coast Truck, Jeep, & Offroad Festival Where: Rockingham, North Carolina Hosted by: Trucks Gone Wild Info: trucksgonewild.com
October 8-10 What: Bleepin Jeep Fan Ride Where: Oliver Springs, Tennessee Hosted by: Windrock Park Info: windrockpark.com
October 8-10 What: Overland Expo East Where: Arrington, Virginia Hosted by: Infinity Downs Farm Info: overlandexpo.com
October 14-16 What: Gateway to the Cumberlands Jeep Jamboree Where: Williamsburg, Kentucky Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com
October 15 What: Ultra4 National Championship Where: Davis, Oklahoma Hosted by: Ultra4 Racing Info: ultra4racing.com
October 15-17 What: Big Dogs Fall Crawl Where: Winchester, Virginia Hosted by: Big Dogs Offroad Info: bigdogsoffroad.com
October 21-24 What: Cruisers on the Rocks Where: Oliver Springs, Tennessee Hosted by: Windrock Park Info: windrockpark.com
October 21-24 What: Trucks Gone Wild Where: Okeechobee, Florida Hosted by: Plant Bamboo Info: trucksgonewild.com
October 29-31 What: BlueWater Desert Challenge Where: Parker, Arizona Hosted by: Best in the Desert Info: bitd.com
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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COMING
NEXT MONTH: 2021 OVERLAND ADVENTURE PRESENTED BY JEEP: PART 1
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TRAIL’S END
BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM PHOTOS: FOUR WHEELER ARCHIVES
Meet the Sugga: Looking back to 1972 and our first time with Volvo’s transmitter-toting 4x4 ur fascination with four-wheel-drive oddities led us across the path of this Volvo-powered, ex-military, taxi-inspired, “cross between a late depression American sedan and an early Dodge Power Wagon fitted with enough antennae to track a moon shot.” In the August 1972 issue of Four Wheeler we detailed our first time with the Volvo Radiopersonterrängbil 915, or in short, the Sugga. After 17 years of service in the military, this particular unit was decommissioned, put up for auction, and shuffled off to an enthusiast in the United States, who was glad to show us around their latest find. Its story begins during World War II when Volvo produced the Terrängpersonvagn m/43 (TPV). Using parts that were cheap and quickly available from the Volvo Sharpnose LV101 light truck and the Volvo PV801 four-door taxi cab, engineers designed a vehicle vaguely suitable for light military tasks— towing, moving soldiers, and traveling off-road. Four-wheel drive was gained from a repurposed LV101 rear axle under the front of the TPV. These vehicles were known for being fiendishly uncomfortable to operate with meager off-road
O
performance due to the small tires and long wheelbase. Many of the rear axles were also destroyed during duty because the rear differential lock actuator was located in the same place as the civilian parking brake, resulting in much confusion and destroyed parts. In 1953, the TP21 was introduced as the TPV’s replacement with an engine upgrade, shorter wheelbase, stronger axles, and many task-specific accoutrements making it a farsuperior machine for its duties. Powering the beast was a 3.67L, carbureted, side-valve, inline-six good for 90 horsepower. Both axles now sported well-marked vacuum-operated differential locks and the Volvo E9 gearbox sent power to a transfer case that could toggle between high and low range, the latter being said to have enough grunt to drive the machine “straight up a tree.” The rounded, Power Wagon-esque nature of the TPV and the subsequent TP21 led to its name Suggan, a term the Swedish use for “female pig” or “sow.” Now, the TP21 can be colloquially referred to as the Sugga (soo-guh). With function at its core, the approach and departure angles of the Sugga are respectable,
even the rear-mounted luggage/bicycle rack was high and close to the body. The tube seen mounted to the roof on the passenger side was used when the vehicle was parked and left running during radio transmissions. It was attached to the tailpipe, routing exhaust fumes away from passengers inside. Windows on the Sugga all had curtains to black out lights when transmitting at night. The Sugga’s dash featured a chain that when pulled, raised or lowered a similar curtain covering the radiator to maintain engine temperature in the winter. The rear of the Sugga comfortably housed a pair of radio operators and their equipment, aided by additional batteries and a generator. A surprising number of the 720 TP21s produced have survived and many new owners have ousted the original powertrain in favor of bigger power figures. If you’re like us and dig old military 4x4s, let us know. Is there a machine you’ve always sought after in hopes of modifying or restoring? Was one of your past projects a rig that saw military service? We want to hear about it and see your pictures. Send a note to editor@ fourwheeler.com and be sure to attach a highresolution image along with it! FW
FOUR WHEELER (ISSN 0015-9123) October 2021; Vol. 58, No. 10. 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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IT’S ABOUT LINEAGE. The lineage of the BAJA ATZP3™ & the BAJA BOSS® M/T has created a new breed of All-Terrain. Mickey Thompson Tires unapologetically introduces the BAJA BOSS® A/T. The most defiant All-Terrain tire to hit the American road. This new All-Terrain tire looks like your latest off-road adventure but is made for high mileage highway driving. It’s time to join the Undisputed ranks, this All-Terrain is what you’ve been waiting for.
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// ESCV Compression Zone For additional control during extreme compression events