Off-Road Plus June-July 2020

CONTENTS

ALCAN 5000

TRAIL RUNNER:

BUMPERS:

4RUNNER:

JEEP TOPS:

2020 Chevrolet Colorado Trail Runner ...pg 38

2020 Toyota 4Runner Venture ...pg 30

Bumpers Buyers Guide ...pg 16

Jeep Tops Buyers Guide ... pg 35

Walks the Walk

Thirty-eight rally teams go from Washington State to the Arctic Ocean in just 10 days ...pg 10

Powersports

2020 Honda Rubicon TRX520 DCT Deluxe ...pg 24

ALSO INSIDE:

Our road test of the 2020 Toyota Tacoma Limited ...pg 19

Fresh Tracks------------------------------ 4 War Wagon -------------------------------28 1951 Dodge Power Wagon 4x4 ---40 Gearing Up--------------------------------43 Winchin’ Out------------------------------46 JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE

FRESH TRACKS

Ford Ranger Thunder Debuts in Europe, Not Coming to North America

A

dding to the list of cool small trucks that unfortunately will not make their way to North America, Ford of Europe has introduced the latest version of the Ranger Thunder pickup. This marks the thirdgeneration of the truck that starts out as Ranger Wildtrak Double Cab (another offroad oriented Ranger not offered here in NA) and gets a power bump from its twinturbocharged 2.0L EcoBlue diesel engine that makes an impressive 210 horsepower and 369 lb-ft of torque. The truck is only available in the Sea Grey colour you see in the accompanying photos and sits on exclusive 18-in. black alloy wheels and features Ebony Black accents such as the grille, rear bumper, skid plates and door handles. Bold red accents are featured on the grille and sports hoop to highlight the key details and are complemented by the 3D-effect Thunder badges. Inside features mostly black leather which is broken up by the red “Thunder� embroidery found throughout. Ford says only 4,500 units of this truck will be made with 1,400 of them heading to the UK. OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Volume 4, Issue No. 3 June / July 2020

STAFF & CONTRIBUTORS

Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Stephen Elmer Stefanie Galeano-Zalutko John Gunnell Dan Heyman Spencer Whitney

ICON 4x4 Debuts Reimagined 1970 Ford Ranger World-renowned vehicle designers and builders ICON 4x4 has unveiled its newest edition to the popular Reformer series with a completely reimagined 1970 Ford Ranger. One key premise behind each of ICON’s Reformer series has been reimagining classic models for use in the modern world, as they combine legendary designs with modern high-performance. The new ICON Reformer Ranger is powered by a 426-horsepower, Ford 5.0L Coyote engine, paired with a Ford AOD automatic transmission. A twin-stick Advance Adapters Atlas II transfer case sends power to the axles, while PSC power steering provides much better handling and on-road capabilities over stock. A four-link suspension system is found in the rear while radius arms are utilized up front. Eibach coil springs and Fox shocks are featured all-around to further improve off-road capability. For the braking system, ICON 4x4 engineered a Hydroboosted Sport Brake system with large Brembo rotors and calipers. BFGoodrich all-terrain tires are featured and wrapped around special 18-in. forged aluminum wheels that were inspired by the OE factory wheels. The interior sees numerous upgrades as well, such as a new Vintage Air Gen IV HVAC system and Dakota digital gauges. For more information on ICON 4x4 or this new truck, visit their website at www.icon4x4.com

CONTACT INFORMATION

OFF-ROAD PLUS Magazine is published seven times per year by RPM Media Inc. MAILING ADDRESS: 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: (888)-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca Second Class Mailing Agreement #40050183

OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Alyssa’s Jeep.

Alyssa’s Adventure. Ž

2014 JKU XHD Front & Rear Bumper / HD Tire Carrier / Trekker Winch 10K with Synthetic Rope / Steel Tube Fender Flares / Aluminum Inner Liners / Elite Fast Track™ w/50� Light Bar / Modular Snorkel / Jesse Spade Wheels

JEEPÂŽ is a registered trademark of FCA US LLC, Truck Hero Inc,ÂŽ KU PQV CHĆ’ NKCVGF YKVJ (%# 75 ..%

Alyssa’s

When she isn’t pulling wheelies on her dirt bike or performing inverted 360s on her wakeboard, Alyssa Roach can be found rock crawling the Trinity Alps, with Mt. Shasta looming in the background at over 14,000 feet. The girl’s got moxy, and thanks to her sweet 2014 JKU and a little help from 4WIIGF 4KFIG UJGŊU FGƓ PKVGN[ 3WGGP QH VJG *KNNŌRTGRCTGF VQ ETCYN WR CPF QXGT LWUVCDQWV CP[VJKPI Rugged Ridge. Your Jeep. Your Adventure.™

Volume 4, Issue No. 3 June / July 2020

ADVERTISER INDEX

Anzo USA ---------------------------------- 2

Hawk Performance ----------------------- 48

Husky Liners ------------------------------ 21

HyperTech ---------------------------------- 5

Iron Cross Automotive ------------------ 15

Lordco Auto Parts ------------------------ 37

N-Fab --------------------------------------- 9

Rugged Ridge ----------------------------- 7

The Gear Centre -------------------------- 27

TrailFX ------------------------------------- 47 PICK UP LOCATIONS

Overland Expo Series Postponed Until 2021 Due to complications with the current COVID-19 pandemic, the Overland Expo Series has officially postponed all their in-person events until 2021. The event series, which normally features three annual in-person events, will organize two more Virtual Overland Expo events later this year, with one in the Summer and the other in the Fall. This decision comes after months of deliberation and consultation with local and national resources, with the wellbeing of attendees, exhibitors and staff cited as the official reason. “We eagerly anticipate each Overland Expo. It’s more than the world’s premier overland and adventure travel event series; it’s a way to bring together the overland community and celebrate our shared passion,” said Lodestone Events Marketing and Communications VP Jessica Kirchner. “We explored every option for hosting an event that would adhere to the highest level of safety without compromising the event experience. Ultimately, we felt we could not in good conscience host a gathering of tens of thousands of overlanders for fear one of our events could threaten the health of those in the overlanding community and beyond.” Event organizers are requesting attendees, exhibitors and sponsors roll their tickets, sponsorships or booth space over to a 2021 Overland Expo Event which will help keep staff employed through these unprecedented times. For more information please go to www.overlandexpo.com

GM Officially Postpones the GMC Hummer EV Launch Event If you were intrigued by what you saw in GMC’s Hummer EV tease during the Super Bowl earlier this year and were looking forward to finding out more, you may be disappointed by the news that they have officially postponed the reveal date. Originally scheduled for May 20th, GMC has decided to put the event on hold indefinitely as the world is still trying to

deal with the COVID-19 pandemic. GMC says that although the launch date will inevitably be pushed back, the development team has continued work through all this and continues to stay on track. Not much is yet known about the new Hummer other than it will, of course, be a fully-electric vehicle and will deliver 1,000 horsepower. We will be sure to keep you informed should the event be rescheduled.

OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

The ALCAN 5000 10 Days to the Arctic Ocean

Story by Spencer Whitney, photos courtesy of Andy Lilienthal & Mercedes Lilienthal (crankshaftculture.com)

A

few months ago, in the waning days of winter, thirty-eight adventure-seeking rally teams departed Kirkland, Washington for the high arctic. The diverse range of vehicles chosen by participants did not evoke imagery of internationally sanctioned competitive rallying, but rather that of rush-hour traffic.

After all, most of these vehicles can be found in driveways across North America – but nameplates like Volkswagen Passat, Porsche Cayenne and Toyota RAV-4 are not known for tackling rally championships. Despite the challenges one might think an average vehicle would experience on a long and difficult staged rally event in the dead of winter, these teams managed to pilot every single one* all the way to the far reaches of Canada and back to Anchorage, Alaska in just 10 days.

*The only DNF at the 2020 Alcan 5000 was a Subaru Impreza, which had mechanical issues that culminated in an engine seizure – and was towed just 100 miles to the finish line.

The Alcan Rally was first held in 1984. For that inaugural event, twentythree vehicles competed on the longest rally ever held in North America.

As the event evolved, it took on a more Olympiad-style schedule – with alternating winter and summer events held every two years. (2020 marked the 11th winter edition, and 2022 will be a Summer rally through the Canadian Rockies.)

The Alcan is a hybrid rally event: parts of the route include time-speeddistance sections, with the balance being hundreds of transit miles each day. Unlike professional rally races, flat-out speed and high-performance are eschewed in favour of keeping up a specified pace and distance between waypoints. There are also optional side events – such as a time trial on a closed ice racing track – and “extreme” control points which require attentive driving and a good navigator to reach in time.

While TSD rally events are extremely popular in Europe (and encompass everything from average cars to real race cars, to vintage and classic motors), North America is decidedly sparse. Maybe it’s because we are already used to driving much further distances than our overseas counterparts and the average person doesn’t see the challenge, or possibly because much of the continent is now easily accessible in a normal passenger vehicle.

Mercedes & Andy Lilienthal of Portland, Oregon have been on most of those accessible roads (and quite a few inaccessible ones.) But something was calling to them for 2020 – the Alcan was headed to the tiny oceanside village of Tuktoyaktuk, the furthest northern point accessible by road in Canada. Now that a year-round route has been completed, many adventure-seekers are adding the town to their list of must-visit places - but it’s wintertime travel that truly makes the trip more challenging.

12 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

adds not just a competitive edge but a margin for error – and reduces the need to carry jerry cans.

After seeing so much of North America from behind the wheel of various 4x4s, the couple knew they were ready for a bigger challenge.

“This is one of those events you can talk about, but until you experience it, you’ll never fully understand” says Andy. Despite the field of entries being in competition with each other, it’s the overall experience that really becomes the focus. “The camaraderie, the extreme cold, the long days, and the incredible sights.

It’s unlike anything else I’d done in my life. Everyone was accepted and all were friendly. The shared experiences really made this event one of a kind.”

The Mitsubishi Pajero is legendary for being a Dakar-winning rally rig, so it’s no surprise that the Lilienthals had confidence in the mechanical ability of their chosen 4x4. However, other participants brought very different vehicles. Among them were some surprisingly effective choices: frontwheel-drive Mini Coopers and Volkswagens; and some unsurprisingly effective vehicles – all-wheel-drive Porsche Macans and Cayennes, and a handful of Jeep Wranglers and 4x4 pickup trucks. However, it was a 1973 Ford Capri that took 1st overall, which gives a lot of value to the idea that driver experience and ability is possibly the most important thing you can bring to the Alcan 5000.

“We exhaustively prepared for the rally” says Mercedes. “Andy and I spent about six months solid building up the [1991 JDM] diesel Pajero for extremely cold conditions, prepping and buying gear to survive the event, and making tons of lists and checking them twice.” Some of the essential modifications included orthopedic and heated Scheel-Mann seats, a Webasto diesel-powered coolant heater (for keeping the engine warm and ready to start after a long arctic night) and an auxiliary fuel tank supplied by Long Range America. “Our Pajero can easily hit 400 kilometres with its 60-litre tank, but installing the extra tank allowed us to double our range” says Mercedes. Given the distances involved, that extra fuel

The sights and views of a 5,000mile journey together were also part of the attraction, says Mercedes. “We’ve always dreamed of seeing Northern Canada, the Arctic Ocean, and Alaska. We also wanted to rally together in a major competition. Not only did we do that, but we experienced another bucket list item we didn’t even know we’d accomplish: passing through the Arctic Circle four times, in two countries, in less than three days!”

Most participants agree that the toughest part of the rally is the Dempster Highway from Dawson City, Yukon to Inuvik, Northwest Territories – and the new road on to Tuktoyaktuk. This portion of the event is 875 km, and participants must traverse it twice in less than three days. With temperatures lower than -40-degrees Celsius and road conditions that can change in minutes, it’s here that drivers must stay alert and very focused. “The challenge of man (or woman), machine, and extreme conditions – that’s what drives people toward the Alcan. Being able to say you competed in and finished a 5,000 mile-long Arctic rally in the dead of winter isn’t something most people can say” says Mercedes.

She also remembers the more challenging moments: “We almost spun out twice (even though we had brand new studded Nitto Exo Grappler tires), almost hit a wolf in the middle of the road, had to winch ourselves

JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 13

out of the snow at the Arctic Circle sign (don’t ask) and had to sail the Pajero into a snowbank to avoid rear-ending our buddy car, team #40 in their Lexus GX470.” Needless to say, the arctic portions of the route really push the limits of winter driving. According to the organizers, the road conditions along the Dempster in 2020 were the worst the Alcan has ever seen in its history.

Despite the long driving days, extreme temperatures, grueling conditions, and risk of mechanical disaster, there is something irresistible

about the Alcan 5000. Some drivers have logged multiple rallies, others are first-time participants. “Our goal was to finish strong, under our own power, and in one piece” says Mercedes. “We did that and much more. But, most importantly, we realized it was the people along the way that made this journey very special.” Although they haven’t hinted at trying another Alcan event, the Lilienthals agree that even doing it once has had a significant impact. “Running the Alcan 5000 Rally through Canada and into Alaska will be an experience we’ll never forget.”

ALCAN 5000 by the numbers: 41 entries 38 starts 37 finishers 5,000-mile / 8,048-km route 190,000 miles / 304,000 km traveled by all teams 4 Arctic circle crossings -40° Celsius / -40° Fahrenheit low Countless cracked windshields!

14 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

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FROM IRON CROSS

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PRODUCTS: BUMPERS

BUYERS’ GUIDE ARIES Jeep Tube Bumpers

Description: ARIES’ Jeep Tube bumper features a double-stacked layout for a classic appearance, and boasts a protective welded brush guard. The bumper uses pre-existing factory mounting points for easy installation and is available for both the front and rear, with the rear bumper featuring a cutout to fit with the Jeep’s spare tire.

Specifications: Features 3-in. diameter, heavy-wall tube design.

Applications: For Jeep Wranglers prior to the JK. Website: www.ariesautomotive.com Body Armor Full Width Front Bumper for Wrangler JL Description: Body Armor’s Full Width Front Bumper lines up perfectly with the Wrangler JL’s factory fender flares and fits the factory fog lights or LED cube lights. It features a two-stage light-texture finish in black and comes complete with two welded D-Ring mounts and a 12,000-lb. winch capacity.

Specifications: Optional grille guards and skid plate available. 3/16-in. steel plate construction.

Applications: Available for the 2018-2020 Jeep Wrangler JL. Website: www.body-armor4x4.com Enthuze Front and Rear Jeep Bumper Description: With Enthuze Modular Bumpers, you can customize your Jeep Wrangler to be as unique as you are. Optional components can be configured to create nine different designs for the front and one for the rear. The all-aluminum construction, carbide black powder coat and E-coat finish make them highly durable bumper options for your off-road ride.

Specifications: Features cutouts and mounting tabs for OE lights and aftermarket LEDs. Applications: Available for the Jeep Wrangler JK. Website: www.enthuze.ca Go Industries Winch Grille Guard Description: Go Industries’Winch Grille Guard is constructed from a high-strength material and will provide the front end of your vehicle with some serious protection as well as an appearance upgrade. The guards come with custom, heavy-duty mounting brackets to ensure a proper fit, but also to make for an easy installation.

Specifications: Constructed from 5/16 laser-cut steel uprights with 2.5-in. 16-gauge steel cross tubes.

Applications: Available for a Chevrolet, Ram and Ford applications.

Website: www.goindustries.com Go Rhino`s New Rockline Stubby Front Bumper Description: Go Rhino`s New Rockline Stubby Front Bumper is an exclusive design for the Jeep Wrangler JL with winch and light mount capabilities which allow users to customize as they see fit.

The tubular centre hoop is one of the spots lights are able to be mounted to, while the signature rhino horn tow hook and D-shackle mount is perfect for days on the trail. The front centre features a removable mesh cover and a light mount for 20-in. double row light bars or four 3-in. cube lights.

Specifications: The bumper is also available without the welded tubular centre loop.

Applications: Jeep Wrangler JL. Website: www.gorhino.com Iron Cross JL Full Width Front Bumper Description: Available with or without a bar, the new full width bumper combines full width coverage while maintaining a sleek, low profile design. Paired with Iron Cross’ new JL headlight, this combo can’t be beat!

Specifications: Features a matte black, textured powder coat finish for both looks and added durability.

Applications: 2018-Current Jeep JL Website: www.ironcrossautomotive.com 16 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Luverne Journeyman™ HD Replacement Bumper Description: The durability and one-piece construction of the LUVERNE Journeyman™ bumper make it one of the strongest replacement bumpers in the truck accessories market. This Americanmade bumper features industry-leading rust protection with its unique zinc primer and highly durable black powder coat finish. The Journeyman™ is equipped with a welded 2x2-in. receiver tube and has been tested at Luverne’s Detroit engineering facility to 25,000 lbs. straight-line pull.

Specifications: The bumper installs with no drilling required and comes with a punched steel screen, contoured brush guards and signature logo reveal for maximum front-end protection.

Applications: Many Website: www.luvernetruck.com N-Fab RSP Front Bumper Description: N-Fab’s RSP front bumper is built for extreme off-road use and comes with a skid plate for additional underbody protection. The bumper offers the capability to mount conventional or LED light bars and some models also come as a winch-ready model. Additionally, the bumper features anti-theft hardware for LED bars.

Specifications: Features a one-piece design constructed from .120-in. wall tubing for strength and durability.

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Rampage Products Double Tube Front Bumper Description: Rampage Products Double Tube front bumpers are robotically welded to exacting specifications to ensure a perfect fit and long life. They are treated with dense zinc undercoating before being put through a dual powder coat finish and boast a one-piece design to further enhance its durability.

Specifications: Manufactured with high quality 304 stainless steel.

Applications: Available for the Jeep Wrangler JK, Wrangler JL and Gladiator.

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Road Armor Spartan Series Bumpers Description: Road Armor’s Spartan Series Bumpers are designed to be lightweight, nimble and to provide extra protection for your truck. Available for both the front and rear, the bumpers are a direct bolt-on application and are formed to fit the contours of your specific vehicle.

Specifications: Constructed with 11-gauge steel and 7-gauge bracketry. Front and rear lighting options available.

Applications: Visit website for complete application listings.

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Rugged Ridge Arcus Off-Road Bumpers Description: The Arcus Front Bumpers are made out of high-strength 11-gauge stamped steel and come in a tough satin black powder-coat finish that helps resists rust and corrosion. The included winch plate allows for these bumpers to hold up to a 12,500 lb. winch capacity and the built-in light pockets accept factory fog lights on Sahara and Sport models without any modification. These bumpers also feature 1 inch thick D-Ring mounts and lifting points for a hi-lift jack. All Arcus Off-Road Bumpers come with all required hardware and features a direct bolt-on installation for both Jeep Wrangler JL and Gladiator JT models and are covered by the manufacturer’s 5-year limited warranty.

Specifications: 11-gauge stamped steel construction / satin black powder coat finish Applications: 2007-2018 Jeep Wrangler JK/JKU, 2018-2020 Jeep Wrangler JL/JLU and 2020 Jeep Gladiator JT Website: www.ruggedridge.com Rugged Ridge Venator Front Bumper Description: Rugged Ridge’s all-new Venator front bumper for the Wrangler and Gladiator features a stamped shell crafted from sturdy steel plate, and a distinct sectional design where subtle contours contrast with sharp angles, resulting in a great appearance. The full-width front bumper surrounds an integrated winch plate capable of supporting most aftermarket winches up to 12,500-lbs. A lower skid plate accents the bumper while also providing front end protection.

Specifications: Finished in a dark gray powder coat finish that matches factory bezels and trim.

Applications: Available for the 2018-present Jeep Wrangler and 2020 Jeep Gladiator.

Website: www.ruggedridge.com JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 17

Smittybilt Stryker Rear Bumper Description: Smittybilt’s Stryker Rear Bumper is ideal for rock climbing thanks to its modern, aerodynamic styling, and provides multiple options for supplemental lighting. The bumper is made from cold-rolled steel and boasts stubby design that offers significant weight savings over standard steel. Additionally the bumper features integrated lift points and 7/8-in. D-ring mounts to make recovery easier.

Specifications: Made from 3mm deep-drawn formed steel.

Applications: Available for the 2018+ Jeep Wrangler JL and 2007-2018 Jeep Wrangler JK. Website: www.smittybilt.com Steelcraft Wrangler Stubby Bumper Description: Steelcraft’s new Wrangler Stubby Bumper was designed for those who want minimal bumpers but also want to keep a rugged and functional look. The bumper is fully winch- and shackle-ready, and has a spot to mount a 20-in. LED light bar. It has the ability to allow you to keep your factory fog lights and is E-coated and powder coated for maximum rust protection.

Specifications: Features a one-piece design and is fully E-coated and powder coated.

Applications: Available for the Jeep Wrangler JK and JL. Website: www.steelcraftautomotive.com TrailFX Front and Rear Bumpers for Wrangler JL Description: Trail FX’s new front and rear bumpers for the 2018-19 Jeep Wrangler JL are manufactured from heavy-duty, fully welded, laser-cut steel with a textured black powder coat finish that matches other TrailFX Jeep products. The front bumper features cutouts for a 20-in.

LED single-row light bar as well as two 3-in. cube lights on either end.

Specifications: Bumper comes with ¾-in. D-rings. Textured black powder coat finish for appearance and protection.

Application: 2018-2019 Jeep Wrangler JL. Website: www.TrailFX.com Warn Elite Series Full Width Bumper Description: Warn Industries’ Elite Series bumpers for the Jeep Wrangler JL are fully certified to withstand 12,000 lbs. of pulling force without deformation, and position the winch to deliver maximum airflow to the engine bay. It clears 37-in. tires with only a 2-in. lift and offers a built-in light port to mount either OE or aftermarket fog lights.

Specifications: Features a durable flat black powder-coated finish with a five-stage pretreat process, integrated off-road jack and lifting points and shackle mounting tabs.

Applications: Made for the Jeep Wrangler JL/JLU. Website: www.warn.com Warrior Mod Series Mid-Width Bumper with Brush Guard Description: Warrior Products Mod Series mid-width bumper with a brush guard for the Jeep Wrangler and Gladiator is made using heavy-duty steel and are finished with a two stage powder coat not only for good looks but also for unmatched protection. The bumpers include a recessed mount with included brackets for factory fog lights which protects them from damage with an easy bolt-on installation and simple plug-and-play wiring.

Specifications: Bumper is made from 3/16-in. steel. Features built-in off-road jack lift points.

Applications: Available for the 2018-2020 Jeep Wrangler and 2020 Jeep Gladiator.

Website: www.warriorproducts.com Westin Automotive New Outlaw Front Off-Road Bumper Description: Westin Automotive’ s New Outlaw Off-Road front bumper is available for many makes and models of trucks, and is manufactured from strong 14-gauge steel which provides the ultimate in durability, while also improving your truck’s front-end style. A 2-in.-diameter tube frame with 1.5-in.-diameter centre tubes are featured with integrated bolt-on LED light mounts for up to two single or one double 30-in. LED light bar.

Specifications: The bumpers also come equipped with mounting points for additional back lighting and offer both an optional Outlaw Skid plate and Outlaw LED light kit.

Applications: Visit website for complete listings.

Website: www.westinautomotive.com 18 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

ROAD TEST: 2020 TOYOTA TACOMA LIMITED

Walks the Walk

Story and photos by Dan Heyman

I

‘m honestly a little scared as I sit down to write this review, just as I was a little scared as I took the seat of the 2020 Toyota Tacoma Limited and proceeded to shoot a video review.

Not because the truck is a deathtrap but because, like so many pickup owners and drivers, Tacoma people really do love their truck and heaven forbid I should get something wrong. I could be run right out of the world of car journalism!

In short: they all maintain active lifestyles and the Tacoma is a lifestylist’s truck, make no bones about it. Indeed, many owners I know either switched from a CUV to one of these, or went this way instead of opting for a CUV or SUV. While the Tacoma is technically available with two bed lengths and two cab styles, the top-spec Limited variant seen here comes one way and one way only, and that’s with a four-door Double Cab and five-foot bed. Other trims get the smaller Access Cab with a six-

The thing of it is, though, the Tacoma people I know are a little different than the F-150, Silverado or Ram people I know.

And it’s saying something that I know more people that own Tacomas than any of those other trucks. More than that own Honda Civics, Mazda CX-5s and Toyota Camrys as well, come to think of it.

My Taco friends are not labourers, they’re not construction workers and they don’t haul RVs. They are bankers, stock brokers and doctors but they are all quintessential outdoor folks who love their mountain biking, their camping and their hiking. They do require some off-road prowess, though, as it’s often required for them to get where they’re going. Backcountry campsites tend to only be accessed by less-than-ideal forest service roads, you know? Not exactly the kind of terrain you want to tackle in a CUV or sedan.

JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 19

foot bed. All Tacomas sold, meanwhile, get 4x4 and a single engine choice: the 278-hp 3.5L V6 that also makes 265 lb-ft of torque.

That’s actually down a half-litre in engine size from what the previous-generation (pre-2016 model year) Tacoma had, but since the new engine gets the Atkinson Cycle mild-hybrid treatment, it actually makes more horsepower than previous and roughly equal amounts of torque, and uses less fuel even though it revs higher. It does, however, bring up the rear when it comes to its horsepower count against the likes of the Ford Ranger, the Jeep Gladiator and the Chevrolet/GMC Colorado/Canyon twins. The torque figures are roughly on-par, though, unless you’re talking the diesel GMs, but that’s a whole other ball game.

Another big add when the Tacoma switched generations was that of a six-speed automatic transmission, a marked improvement over the previous-gen’s five-speed auto to be sure. In the old truck, the transmission and engine were never really in sync when under duress, forcing lots of shifting and hunting for ratios. It was loud, and it was a killer on fuel. That is no longer the case, as the new auto makes for much better shifting and smoother, more efficient progress.

Gears are held on to when you expect them to be, and dropped when you want them to be and if you want more control, there’s a manual mode as well. Or, go all-out and opt for a six-speed manual, though you’ll have to forgo the Limited trim as it’s not available with a stick shift.

The Limited does, however, include pretty much every creature comfort you can get for the Tacoma: in addition to the new headlights and grille all Tacomas get for 2020, the Limited gets new 18-in. wheels, leather seating, JBL audio, wireless charging, heated front

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seats, dual-zone climate control and multi-view parking camera.

Which, with the press of a button, can be activated while offroading to get a better sense of what’s going on beneath your wheels. There’s not a heated steering wheel, though, which is disappointing especially at this level, considering MSRP for the Limited hovers around the $50,000 mark. I mean, come on – there are base model sedans these days that get a heated steering wheel as standard. Not having one in a truck meant for the outdoor adventurer – whose adventures will likely occur in colder climes – is a surprising oversight.

You have to think, though, that good as it is to have, all that kit does eat into the capabilities of the vehicle. As does the larger cab and shorter box. It tows in and around 6,300 lbs. and hauls just under 1,000 lbs. in Limited spec, while the competition listed earlier is all up around the 7,000 lbs. mark in terms of towing.

Then again, when all you’re towing with your Tacoma is a tent trailer, maybe some mountain bikes or loading some camping gear – as so many Tacoma owners do – those figures will do just fine.

Inside, the high floor means great ground clearance but it will also cause the long-legged among us – a camp yours truly considers himself a part of – to suffer a little as it does force one’s knees up, even more so in the back seat.

The tilt/telescoping wheel helps, but there isn’t a huge range of movement here and my hands kept getting sandwiched between my leg and the wheel. That’s really only bothersome when you have your hand at the six o’clock position while backing up with a trailer, but it did cause me some consternation while performing some more everyday manoeuvres as well.

Smaller drivers should have less of a problem, of course, and they’d likely love the commanding view out over that big, blocky

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Thing is, though, even they seem to have a bit of soreness towards the Limited because it is clearly the most ‘round town version of the Tacoma, what with its standard chassis but fully-upgraded interior. It’s kind of in a weird spot; the bed features lights, rails, tie-downs, a power outlet and a small supplementary storage bin on one of its walls, but is all that stuff really going to be used all that much here? You kind of get the feeling that most Tacoma Limiteds are going to get fitted with canopies and their owners are never going to look back.

hood that the seating position provides, while all drivers will like the view out back and over their shoulders as well.

Speaking of outdoor adventuring, the Limited does come with the same electronic limited-slip differential all Tacomas do, but you cannot spec the TRD Pro package required to get a locking rear diff. That means you also don’t get the Bilstein offroad-spec dampers, either. If you want four doors and the TRD Pro package, you’ll need to select the Double Cab SB package.

That’s not to say, of course, that the Limited can’t be used for off-roading, of course. I did scramble up a few forestry roads during my time with the truck and it was capable of tackling pretty much everything I threw at it. Of course, we’re not talking bouldering here, but at its core, the Tacoma’s half-boxed chassis is the same as it is everywhere else in the line-up and this truck is perfectly capable in the hands of less-seasoned off-roaders -- like backcountry campers.

Which is OK, I guess, because it works fine as a more everyday vehicle with wheels and tires that ride quieter than the TRD trucks, a great JBL audio system with Apple CarPlay and Android Auto compatibility (both are new to the Tacoma for 2020) and all those niceties mentioned earlier.

The real question, I guess, is whether or not this is what someone who spends 50 grand on a Tacoma is going to want; there are other great vehicles out there that command that kind of money that are way better suited as daily drivers.

Indeed, dropping a TRD Pro package on the trim that sits one below the Limited will run you about the same amount of cash, but will also leave you with a truck much better in-keeping with the Tacoma’s ethos.

The Limited? Oh, it can walk the walk, all right, but its ability to talk the talk, I guess, is where it kind of loses the plot. It’s a fantastic vehicle, make no bones about it – just one with a bit of a confused identity.

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POWERSPORTS: 2020 HONDA RUBICON TRX520 DCT DELUXE

Perennial Favourite Story and photos by Stephen Elmer, additional photos coutesy of Honda

latter of which is controlled by a pair of buttons mounted by your right thumb.

F

And finally, Honda has made it simple to get into reverse thanks to an override button. Regardless of the gear you are in, simply hold the button, hit the downshift button and the Honda will pop directly in reverse. Previously, you had to downshift to neutral to get into reverse, but with the override, going from forward to reverse is as simple and quick as any other gear shift-operated machine on the market.

or 2020, Honda has finally installed a bigger engine in its Rubicon TRX520 ATV, though it’s not the big bore powerhouse that fans were hoping for. Rather, the brand has pumped up displacement by 43cc in hopes of offering a more usable power band in its do-it-all 500-class ATV. Hopping on and pushing the accelerator confirms that this new 518cc liquid-cooled longitudinally-mounted single-cylinder definitely has more power in the low end and through the mid-range, it’s just at the top end that it starts to feel like the power quickly falls off. Rather than chase those big bore units with crazy topend power, Honda decided it was more prudent to offer power where will actually be used. The brand also reexamined one of its features that has been hard to operate for years: reverse.

Getting a Honda ATV into reverse has always been a multi-step process. Compared to most machines on the market that simply use a gear shift lever, Honda has always required you to hold down the brake, shift down to neutral, hold a small lever and then activate the downshift button.

One of the reasons is because Honda doesn’t use the same belt-driven continuously variable transmission as most of the industry. Here in the Rubicon, a five-speed dual-clutch transmission is used, offering you the choice between fully automatic mode and manual mode, the 24 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Extra storage was another new addition for 2020, with a small 1.9-litre front utility box worked in under the front rack. And that complements the other storage on this machine, including a small trunk at the rear and an enclosed cubby located in the front left fender, which is easy to reach from the seated position.

More options for carrying things are now available thanks to a new rack system that incorporates Honda’s Pro-Connect lineup

But if you want to pick up the pace, the Rubicon can hold its own at speed too. Offering a double-wishbone suspension in the front with 7.3-inches of travel, and independent dualarm in the back with 8.5-inches of travel, taking corners comes with confidence as the machine doesn’t exhibit massive amounts of body roll. Travel numbers also feel under reported, with even the hardest riding we could not pushing the machine down into the bump stops.

of accessories, including cargo boxes, rack extenders and more.

Capacity for those racks are rated at 99 pounds in the front and 187 pounds out back.

In our time with the Rubicon, we decided to take it off-trail and see how it would handle some Ontario bushwhacking, showing off not only its proportions but also its newly-found low-end power. Coming in at 47.4-inches wide and 84.5-inches long, this unit is a great size for finding your own trails, not to mention if you go for the Deluxe model, a body-length skid plate is attached underneath along with a brush guard up front for keeping your machine protected. Pushing through bramble, over rock piles and between tight trees, all of that protection came in handy, while the low-end torque helped to keep the machine moving, even over fallen logs.

Sport mode is another system that this Rubicon packs, but it’s not switch-operated like on most ATVs these days.

Instead, the Honda will simply adjust its shift pattern and throttle response based on the driver’s inputs. Start asking for loads of power and riding hard, and the Rubicon responds with quick downshifts and holding gears, while slow cruising is met with relaxed early shifts to keep rpm and fuel usage down. Exhaust noise is well controlled here as well, with the Honda putting out a low-key growl that is neither intrusive or annoying.

A two-inch hitch is installed on the back of the Rubicon which can tow up to 1,322 pounds, a large weight considering that this ATV itself only clocks in with a curb weight of around 725 pounds.

Pricing for the Rubicon 520 begins at $10,599 in Canada and goes up to $11,799 for the Deluxe model. Opting for the base

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model means you’ll get a standard foot-operated five-speed automatic transmission rather than a dual-clutch.

All of the added features come together in 2020 to make the Rubicon feel like a better all-around package, offering more storage, more power where you actually need it, and more convenient operation.

But after riding this 520 all day, I couldn’t help but find myself firmly in the camp that Honda needs to attack the big power units out there with at least an 800cc ATV, though they might as well just go straight for a 1,000. The practicality of this Honda combined with the big power of a large-bore engine would be a winning combination.

Plus, no one offers a proper geared transmission in that space, making the Honda stand out.

Don’t get me wrong though, the new Rubicon 520 is a great unit, and as 500s go, this is a perennial favourite of ours in the segment.

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Built for the Hunt

John Wayne’s ‘War Wagon’ Story by John Gunnell, photos by Joe C. Pickett and Russo & Steele

W

hen he was working in the Texas State House, Representative Joe C. Pickett of El Paso was not an “average” politician. From 1995 thru January 2019, he served as a Democrat in a House that was two-thirds Republican.

Pickett was a licensed real estate broker and also worked as a real estate educator for more than 20 years. He was also a published author who compiled text books on real estate law and children’s books. His kids’ books included Margo! The Weird Cat! (2006) and Two Apples and Two Cookies.

guessed that, because of the character of the truck, it may have been inspired by the safari vehicles Wayne used in the filming of his 1961 movie Hatari.

The Travelall became known as the “War Wagon.” Pickett had that inscription lettered above the driver and front passenger doors. “War Wagon” was also the name of a 1967 Western movie that John Wayne starred in with Kirk Douglas. It was filmed in Sierra de Organos National Park in Sombrerette Mexico with a supporting cast including Howard Keel, Robert Walker, Jr., Keenan Wynn, Joanna Barnes and Bruce Dern.

But that isn’t all! Pickett was a car and truck enthusiast who had a reputation for collecting unusual vehicles.

His collection included a British-built double-decker bus that came from artist Ted DeGrazia, who specialized in Southwestern art. Pickett also collected fire engines and vintage military vehicles. He used the fire trucks and military vehicles for children’s charity events and holiday parades.

One of Pickett’s best known collectibles was an extraheavy-duty, custom-built 1966 International Travelall station wagon that actor John Wayne had owned.

Wayne and his partner Louie Johnson owned the 26 Bar and Red River Ranch 15 miles west of Casa Grande. It encompassed more than 14,000 acres of farmland and desert near Stanfield, and Wayne often hunted there. He had the Travelall built up to use as a safari-style truck. Some movie buffs have 28 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Joe C. Pickett sent us this black and white photo of the War Wagon years ago.

By the early ‘60s, Gaskin had acquired an International Harvester truck franchise. He sold Pak-Mor refuse bodies and continued to make custom-built truck bodies. No source has documented how John Wayne got hooked up with Gaskin, but he was the perfect fabricator to turn the Travelall into the War Wagon. It was not hard for him to move from “utility” vehicles into awesome “sport utility vehicles.” Gaskin himself passed away in 2002, but his company is still in operation with Bill McIntosh as President and owner.

The Travelall’s special features included a roll bar to beef up its six-inch-taller-than-stock roof. That allowed Wayne, who was a large man, to stand up while shooting from inside the truck. The Gaskin modifications ranged from a gun turret type hatch in the roof for hunting antelope, to a hefty rooftop luggage rack carrier needed to haul in the bounty.

The truck had a 10,000-pound winch with a power take off for carcass recoveries.

War Wagon name was lettered above doors after John Wayne’s ownership.

Wayne’s youngest son, Ethan, is credited with coining the War Wagon name for the Travelall while entertainer Merv Griffin and a production crew were visiting the ranch. Immortalized by the production crew’s camera, the name caught on. But Wayne himself did not have the “War Wagon” name lettered on the vehicle.

Ray Gaskin, of Pasadena, Calif., was contracted by Wayne to modify a new Travelall into a heavy-duty conveyance that would take him practically anywhere he wished to go. Since 1941, Gaskin had built and repaired garbage truck bodies for the City of Pasadena at his shop. Starting in the mid ‘50s, Gaskin began building mechanical loader bodies for refuse truck use. He was used to manufacturing heavy-duty vehicles.

The front and rear bumpers had steel reinforcements to keep them from getting bent or banged up by rough terrain use.

There was also a spotlight mounted at the centre of the roof.

The interior sported an aftermarket air conditioning system and an electric-powered rear window. Power for the Travelall came from an IH V8 attached to a five-speed manual transmission. A hydraulic clutch helped ease shifting chores.

Joe Pickett acquired the War Wagon in 1989 and when the Internet evolved, he had a Website for the truck (which is down now). The truck was exhibited at different places including the El Paso International Airport and the Riverside Hotel and Casino in Laughlin, Nevada. Pickett let it be known that he was willing to sell the War Wagon for a cool $1 million, but buyers were nowhere to be found at that price. In mid-January 2014, Pickett consigned the War Wagon to the Russo and Steele auction in Scottsdale, Ariz. There it sold for $102,000. That was far from the ultimate price Pickett had in mind, but was certainly a world’s record for a 1966 IH Travelall.

The roof rack also carried a pair of spare tires.

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A True Workhorse

2020 Toyota 4Runner Venture Story and photos by Dan Heyman

T

hey say you can’t teach an old dog new tricks, but that hasn’t stopped Toyota from trying with the 2020 4Runner.

While the 4Runner’s Tacoma sibling is well into the next generation of Toyota trucks – it gets a new Atkinson Cycle 3.5L V6, six-speed automatic and more lightweight materials used for the body and chassis -- the 4Runner soldiers on with the same basic underpinnings it’s had since the current (fifth) generation debuted for the 2010 model year.

That means a 4.0L V6 good for 270 hp and 278 lb-ft of torque fed to the wheels via a five-speed auto.

That’s the old stuff, and we’ll speak more to it in a minute. For now, we focus on what’s new for 2020 and that comes in the form of the Venture package you see here. It provides a Yakima roof rack, special 17-in. alloy wheels, black badging, mirrors, door handles and roof rails, side steps, hood scoop, crawl control and multi-terrain select with mechanical locking rear differential and a host of interior upgrades, too, including navi and traffic and weather updates.

If that sounds familiar, it is: the top-spec TRD Pro version gets all those features, and then some. That package, though, demands a $14,000 premium, and the Venture cuts that cost almost in half and all you’re really losing are some fog lights, Fox dampers and underbody skidplate. Not that those features aren’t important if you’re planning on doing some proper off-roading, but as I found out during the test, the 4Runner remains eminently capable even without all that extra stuff.

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Plus, it looks the business, too; the wheels aren’t black but more of a gunmetal grey (“graphite”, according to Toyota) and they do well to, on the one hand, complement the matte black details we spoke of earlier, and provide a nice contrast to my tester’s Super White exterior paint job on the other. The big roof basket completes the look and it’s not hard to envision one of these trekking through maybe not the Sahara, but the Canadian Rockies for sure, with all manner of gear tucked neatly into that roof rack.

Inside, well, what can you say, really? It’s pretty spartan with big dash and door panels, big, chunky centre stack loaded with big, chunky dials for your climate control and infotainment system, big, chunky gear lever and big, chunky wheel – even the throw on the indicator stalk provides a nice, positive action; these chunky bits are a perfect fit for what is a very chunky truck.

It’s not that it’s bereft of tech, though; there’s no power tailgate option, but there is a power sliding rear window (awesome), adaptive cruise control, lane keep assist and an infotainment display with Apple CarPlay compatibility and – new for 2020 – Android Auto works, too.

While it may really be showing its age inside in the stylistic sense, I like all the broad panels and right angles because it means a reduced count of sharp edges and corners that will jab my knees or lower thighs during drives.

There’s a pile of space for front-seat occupants, which is complemented by a throne-like seating position no matter how low you set the seats, and a great view out through that upright windscreen and over that hood bulge. Even as a tall driver feeling like a gargoyle perched on a ledge, I had headroom to spare. That’s what ultra-square styling and a tall roof will do.

What it also does, though, is ask back seat passengers to, well, take a back seat when it comes to comfort. There’s a clear 200 mm less legroom back there than there is up front and while the spec sheet doesn’t say so, it sure feels like there’s quite a lot less headroom, too. What’s funny, is that it seems that a move done to make rear seat passengers more comfortable – mounting the seats higher, to better see forward – had the unfortunate effect of bringing my scalp perilously close to the headliner.

At least the rear seat folds flat with a single tug of a shoulder-mounted lever. That’s good, as the rear cargo area is not all that long.

Cargo? Rear passenger space? What are you on about, man? This is a 4Runner, the latest in a long line of legendary Toyota off-roaders. Who says comfort is part of the equation? Well, the heated front seats, leather seating surfaces and dual-zone climate control may suggest otherwise, but yes: the 4Runner continues to display on-road manners that make it seem unstoppable, whether you’re going to the shops (“Hey! We’d be a lot quicker getting out of here if we just drove over the abutment and on to the street…”), on the highway or on a gravel road covered in loose shale and tire tracks left by off-road buggies that would highcentre lesser SUVs.

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Aging powertrain be darned, the 4Runner’s engine is deepchested and muscular – it’s not fast, but you just get the sense that the way power is being processed sits somewhere between how a rock crusher goes about its business, and how an icebreaker does. Just strong, confident push no matter the rev range and able to work just as well in the heat of the aforementioned Sahara as it would over a freezing trek through Antarctica. Seriously; you feel like you could drive into a hail of bullets and they’d all just bounce off you, like Superman. Luckily, while the off-road area I was headed for has had its fair share of hunting parties in the past, it’s no longer legal to hunt there so that’s a theory I wouldn’t have to test.

What I would be testing, though, is the 4Runner’s absolutely formidable 4x4 system and Bridgestone Dueller H/T 684 II rubber. Yes; these aren’t as hardcore as the Nitto Terra Grapplers found on the TRD Pro version, but you really wouldn’t know it from the way they performed, as I crunched and munched over loose rock and gravel through a network of forestry roads just outside of Vancouver.

With 4L selected and Loose Rock mode activated (there are five drive modes altogether: Mud and Sand, Loose Rock, Rock and Dirt, Mogul, Rock), the 4Runner Venture ploughed through anything I threw at it, positively munching the terrain like a moviegoer does buttered popcorn.

There was no wheelspin, no complaints from the powertrain, just furious, undeniable and unstoppable – there’s that word again – force as I scrambled up grades, through elephant tracks and whatever else exists on roads like this that Toyota has studied to ensure that the 4Runner can trounce all of it.

In addition to the multi-terrain select controls, the Venture also gets crawl control, activated by operating a dial mounted beside the multi-terrain select controller just above the rear-view mirror. While crawl control does, technically, activate with a press of a button, you have to first select 4L in order for it to work. Once done, turn the dial to select which speed you want to either descend or ascend at (from about 2 to 8 km/h) and all that

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you as the driver have to do is steer. It really only needs to be used in the most extreme conditions, but I had fun giving it a whirl anyway.

For its part, crawl control suits the vibe of the 4Runner well; you can definitely hear it doing its thing as it applies the brakes and shuffles power through the differentials.

I remember that when I attended the launch of the Ford Ranger pickup, Ford brought along the 4Runner’s Tacoma sibling to let us compare how the two crawl systems work. The Ford was the quieter and more cultured affair, yes, but this is off-roading, for goodness sakes! Who needs quiet and cultured?

Which is why the 4Runner – all these years later – continues to work exactly as it’s meant to. It’s an honest truck, a workhorse and so achingly good at what it does that you almost find yourself thinking: “so THAT’S why they haven’t really changed this thing in a decade.”

FEATURE: JEEP SOFT TOPS

Tip Top Story by Stefanie Galeano-Zalutko, photos courtesy of the manufacturers

F

or over 75 years, Jeep® has been synonymous with freedom and adventure. The nameplate’s genuine authenticity and proven off-road capability combine for a brand power unlike any other, with loyalists adopting the Go Anywhere. Do Anything.® slogan as a true way of life.

That passion extends itself to the off-road aftermarket, as many Wrangler owners desire to customize the adventure ahead. In preparation for prime 4x4 season, let’s take a closer look at one sub-category in particular: tops.

According to the most recent “SEMA Jeep Wrangler Accessorizer Report,” nearly 40 percent of owners have a soft top or partial, such as a bikini top. From hard to soft, framed to frameless, vinyl and denim to sailcloth and twill—the type, construction, material, quality, price, and brands to choose from are as unique and varied as the Jeep owners who rely on them for ultimate form, fit, function, and style.

When researching soft tops, Jeepers should consider everything from the intended use of the vehicle to budget, and everything inbetween. As such, included below is a compilation of helpful advice from some of the most trusted names in the business.

*All information is attributed to CJ Off-Road, Quadratec, The Drive, TrailFX, and Rugged Ridge.

Q: What are the benefits of a soft top?

A: “While Jeep Wrangler hardtops may offer more protection in comparison to soft tops, soft tops offer more versatility. Soft tops are easily removable due to their lighter weight, which is extremely helpful when you need to put your top back on quickly. Soft tops are foldable, so you can store them right in your Jeep Wrangler for

easy access. If you’re out off-roading with the top off and suddenly a thunderstorm rolls through, a soft top will allow you to swiftly put the top back on and save your seats from getting soaked. For offroading Jeep Wrangler owners, soft tops are perfect for all your outdoor activities while still offering a way to cover up when needed,” says CJ Off-Road.

Q: What soft top choices are available?

A: Owners must decide what type of soft top is best before evaluating materials, says The Drive: • A framed soft top comes with a frame that attaches to the top arch bar of the vehicle to support the weight of the material. The frame can be a sturdy aluminum or come in a durable metal form.

They will generally be more expensive and heavier, and they tend to take up more space due to the many crossbars crisscrossing through the Jeep.

• A frameless soft top is basically what it sounds like—one that does not include a type of frame as support. These will come with a set of rails to connect to the Jeep’s roll cage that holds the fabric in place. While they tend to be on the flimsy side, they do leave more room in the Jeep.

Q: What materials should be considered in conjunction with the type of soft top?

A: Intended use, desired durability, budget, and even local climate all factor into material choice. Quadratec provides a thorough breakdown of four popular materials.

• Vinyl is considered the original soft top material for anyone who owns a CJ or early-model year YJ Wrangler. This type of top has a somewhat smooth plastic-like texture and sheen finish, and sports an exterior vinyl layer and interior layer of cloth. Vinyl tops are usually considered marine grade, meaning they have been treated to resist the elements while being fairly simple to clean vs. other material tops. A lighter fabric weight puts the material on the JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 33

thinner edge of soft top density compared to other materials, while still being considered excellent for weatherability, UV resistance, and durability. Expect a bit more road and wind noise with this option.

• Denim soft top material looks and feels similar to a pair of jeans. A widely popular textured fabric that came standard on most YJ and TJ Wranglers, it is comprised of a vinyl-coated polyester and cotton mix.

Denim also offers the same weather, UV resistance, and durability of vinyl. Both vinyl and denim are typically the most affordable options on the market, and are designed—if you already have the soft top hardware—to simply replace the existing canvas. Additionally, denim provides slightly better noise reduction and durability.

• Sailcloth fabric, the next step up in quality and price, offers three layers of weight: two exterior vinyl ones for weatherproofing and noise deadening, as well as an under layer of poly/cotton substrate designed to stabilize and reinforce the overall fabric. Additionally, sailcloth provides superior weather, UV, and abrasion protection, as well as 50-percent noise reduction in comparison to vinyl and denim. The material itself is resistant to temperature-related shrinkage, while better protecting against waves or wrinkles. Sailcloth offers an overall ride quality nearly equal to a hard top, and was considered the most durable soft top of all time…. until TWILL. • Twill is considered the top-tier choice and consists of three material layers—an external twill fabric, a centre butyl rubber for waterproofing, and a finished twill on the inside. Industry-leading density may seem like overkill for Jeep owners accustomed to continual road noise, but twill can actually be a huge benefit for everyday drivers since it provides the ultimate in sound reduction and durability, as well as superior cold weather performance and interior insulation.

And yet, despite this ultra-thick material, twill tops are softer and more flexible than sailcloth, so they are easier to manoeuvre and better resist cuts and wrinkles compared to any other top. But remember, the top-tier choice comes at a higher price tag.

Q: What other features factor into the purchase of a soft top?

A: In addition to heavy-duty construction, quality materials, and a

flawless factory fit, Rugged Ridge notes the importance of waterproof durability, simple installation, and ease of use.

With industry-leading design, selection, and value, the company says, “Each soft top is specifically engineered to easily work with the original factory soft top hardware, allowing you to simply pull the old top off your Jeep and slip on the new top. All Rugged Ridge soft tops feature durable vinyl-coated polyester and cotton fabric, as well as DOT-approved windows that will last forever. All seams are constructed using marine-grade thread that will not rot or fade and then are sealed with a waterproof heat seal tape.”

Q: How much do soft tops cost?

A: Prices (in US $) range by type, material, quality, and features but, generally, shoppers can consider two buckets, according to The Drive: • Under $300: You can get a basic Wrangler soft top. It will generally be what is called a replacement soft top, and it won’t come with a frame. It also will not be as durable nor will it come with a lot of extra functions, such as the ability to become a safari bikini top.

• Over $300: Here is where you will find full-framed soft tops built with stronger and thicker fabric to withstand tears and rips. They will generally come with more features that make them easier to remove. These range from easier-to-access zippers or windows that slide out without the use of zippers.

Q: How challenging are soft tops to install?

A: According to the most recent “SEMA Jeep Wrangler Accessorizer Report,” more than 84percent of owners tackle this modification as a DIY project. “Overall, it’s a really straightforward upgrade. If you’re replacing a worn-out skin with our OE-style soft top, then no hardware is necessary, as it uses the factory bow system. Hardware is available separately if converting from a hard top,” explains TrailFX. “Now you just have to grab a buddy and within a couple of hours you can enjoy your next top-back experience.”

Turn to the Buyer’s Guide section to review new soft top options from leading aftermarket brands like Bestop, Rampage, Rugged Ridge, Bushwacker, TrailFX, and more.

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PRODUCTS: JEEP TOPS

BUYERS’ GUIDE Bedrug Jeep Headliner

Description: Bedrug’s Jeep Headliner kit is a 100% waterproof, fully custom die-cut headliner kit that installs quickly and does not require you to remove your hard top. The individual pieces can be quickly installed by removing the specially-designed tape and pressing firmly into place. The material resists all harsh chemicals and will not stain, stink, mold or mildew, while the ½-in. polypropylene foam will insulate your interior from road noise and heat.

Specifications: Material resists hard chemicals and will not stain, stink, mold or mildew.

Applications: Now available for the Jeep Wrangler JL. Website: www.bedrug.com

Bestop Sunrider for Hardtop Descriptions: Bestop’s Sunrider for Hardtop is an all-weather, all-purpose solution to the stock bulky freedom panels, and allow you to experience an open-air driving experience without having to have a full soft top. The ready-to install Sunrider requires no drilling or modifications and includes pre-installed fabric-on-frame assembly, door rails and instructions.

Specifications: Choose between 30-oz Black Twill acrylic fabric or 28-oz. Black Diamond fabric.

Applications: Available for the Jeep Wrangler JL/JLU and 2020 Jeep Gladiator.

Website: www.bestop.com

Bestop Trektop NX Plus Soft Top Description: Bestop’s Trektop NX Plus allows you to run it as a fully enclosed soft top or remove the sides and rear window and enjoy it as a bikini style top. The zippered pockets above the driver and passenger provide for organization of small gear items, while the zipperless technology allows for an improved fit and easier installation.

Specifications: Available in super premium Black Twill or original, factory-style Black Diamond Sailcloth.

Applications: Available for the Jeep Wrangler JK. Website: www.bestop.com

Bushwacker Trail Armor Soft Top Description: Bushwacker’s Trail Armor Soft Top is offered as a flat back or fastback top, both of which feature a frameless design and an easy, one-handed fold-back sunroof operation with fold-forward sunroof option for rear passengers. The tops are made from a twill material that provides a quiet ride when closed and both feature pressed, polished and tinted windows.

Specifications: Made of premium 30 oz. triple-layered twill material for a quiet ride. Features heavy-duty zippered pockets for window and cell phone storage.

Applications: Available for the Jeep Wrangler JK. Website: www.bushwacker.com

DV8 Off Road Fastback Hardtop Description: DV8 Off Road’s Fastback hard tops are made using high quality seals, fibreglass and advanced aerodynamics in order to remain quiet when driving. The tops are a two-piece design which allows the part over the front seats to lift off like a targa top while also featuring a carpeted interior and tinted windows.

Specifications: Uses OEM mounting system and OEM seal placement.

Applications: 2018+ Jeep Wrangler JL. Website: www.dv8offroad.com JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 35

Rampage Products Windbreaker for Jeep Wrangler JL 2-Door Models Description: Rampage Products has introduced a new option for Jeep Wrangler JL owners who like to drive with the top down with the Windbreaker. The Windbreaker attaches to the roll bar and deflects air up and over the passenger area while also reducing draft, noise and moisture from entering the cabin. The Windbreaker also features clear plastic windows so that it will not have any effect on the great rear visibility gained from having the top down.

Specifications: The lower cutout is secured with a zipper which eliminates the risk of it detaching and causing any issues.

Applications: Available for the Jeep Wrangler JL. Website: www.rampageproducts.com Rugged Ridge Eclipse Sun Shade Description: Looking for a summer top that is easy to install and remove? The Rugged Ridge Eclipse Sunshade gives the open air and top down feeling you want, while providing added protection from harsh sunlight. Featuring reinforced mesh construction, the Eclipse Sunshade comes in either a front half or full length size. The half sun shade installs between the front portion of the sport bar and windshield to protect the front passengers only, while the full-length sun shade is secured between the windshield and the rear crossbar of the sport bar to protect both front and rear passengers simultaneously. The Eclipse Sun Shade installs with sewn-in bungee cords and a small mesh carrying bag for storage when not in use.

Specifications: Reinforced UV-resistant nylon mesh construction Applications: 2007-2018 Jeep Wrangler JK/JKU, 2018-2020 Jeep Wrangler JL/JLU and 2020 Jeep Gladiator JT Website: www.ruggedridge.com Rugged Ridge Exo-Top Description: Innovative design combines a full soft top with a sturdy roof rack, allowing for an open-roof driving experience without the need to remove the roof rack to retract the roof. The patent-pending design gives you the best of both worlds in one comprehensive package. Great for the outdoor enthusiast who needs to haul loads of gear without giving up the sky view that Jeeps are known for. The 300-pound-capacity roof rack serves as the frame for the advanced suspension soft top for a simple bolt-on installation on both 2- and 4-door JK models.

Specifications: 1.25-in. diameter steel tube rack with black textured powder coat finish. 28 oz.

Black Diamond OEM Grade Soft Top. 30 mil pressed optically clear windows with 31% tint Applications: 2007-Present Jeep Wrangler JK 2-door and JKU 4-door models.

Website: www.ruggedridge.com Smittybilt Safari Hard Top Descriptions: Smittybilt’s Safari Hard Top is a one-piece top that features a unique overland look and provides you with 14.25 cubic feet of extra interior space. The dual rear windows utilize hydraulic lift struts while the military-spec mildew-free carpeted headliner will not retain moisture or chemicals. The DOT-approved safety glass features a 31-percent tint while the textured grain of the top complements the look of the Wrangler.

Specifications: Manufactured from honeycomb, hand-laid fibreglass for extra strength.

Applications: For 2007-2017 Jeep Wrangler JK. Website: www.smittybilt.com

TrailFX Replacement Soft Tops Description: Trail FX’s Replacement Soft Top for Jeeps directly replaces the factory soft top and utilizes the OE hardware. They are designed and constructed to OE specification for optimal fit, and the fabrics are antimicrobial and UV-treated with heat-sealed water-resistant seams. The rear and quarter windows are removable using molded tooth zippers.

Specifications: 69-percent tinted, DOT approved and pressed polished glass.

Applications: Available for the Jeep Wrangler JK. Website: www.trailfx.com

Westin Automotive Skytop Descriptions: Westin Automotive’s Skytop is a translucent Jeep top that provides an open feel while still providing protection from the elements. The high glass smoke reduces heat and glare, and the products have a computer-aided design to ensure a perfect fit. It features a quick-and-easy installation that requires no drilling.

Specifications: Manufactured from high-gloss smoke impact acrylic.

Applications: Available for 2007-2017 Jeep Wrangler JK. Website: www.westinautomotive.com 36 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

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OFF-ROAD TEST: CHEVROLET COLORADO TRAIL RUNNER

Compelling Package Story and photos by Stephen Elmer, additional photo courtesy of Chevrolet Canada

C

hevrolet went all-out in the midsize off-road segment with the Colorado ZR2, installing a pair of lockers, good protection and advanced suspension to deliver high-speed off-road thrills when asked, without compromising on-road comfort.

In short, the ZR2 is a great off-road truck. But what if you strip out the truly advanced 4x4 gear and leave behind just the essentials? That’s exactly what Chevy did with the new Colorado Trail Runner, offering a special edition package that brings some of the best elements of the ZR2, but without the steep price.

Check the Trail Runner box and your Colorado will come outfitted with a set of 31-inch Goodyear Duratrac all-terrain tires, rock rails down the sides, front and mid skid plates, fog lights and the big “CHEVROLET”

lettering across the front grille. Based on the Z71 package, this truck also brings along an electronic locking rear differential, hill descent control and a two-speed transfer case to complete its bag of 4x4 goodies.

Our tester was finished in a bright orange hue known as Crush, helping the blacked out grille, emblems and wheel provide some sharp contrast. In Canada, the Trail Runner package tacks an extra $3,770 onto your Colorado Z71, about half the cost of the more formidable ZR2 over the lesser Z71. In total, our test truck came in with an MSRP just over $48,000.

Under the hood, things remained unchanged, with this truck powered by a 3.6-litre gas V6 making 308 horsepower and 275 lb-ft of torque sent through an eight-speed automatic. A small diesel is available as well, bringing along 369 lb-ft of torque and just 186 horsepower.

Fuel economy estimates for the Colorado Trail Runner are not individually rated, though you should expect that the Duratracs will affect your fuel usage. The Colorado ZR2 is rated at 12.2 L/100 km combined by Natural Resources Canada, while the standard four-wheel drive Colorado with a 3.6-litre V6 is pegged at 12.4 L/100 km combined, so expect the Trail Runner to fall in the middle of that range.

It only took a few minutes off-road to identify the strengths and weaknesses of this package, as both are so pronounced. Easily the most impactful upgrade here are the tires, adding loads of grip in sloppy situations compared to the standard rubber.

We’ve had Duratracs in the thickest mud and deepest sand, and have always come away impressed with their capability. The trade-off is more tire noise during everyday driving, but it’s a small price to pay for a large jump in off-road performance. The added protection is also appreciated, especially considering the stock Colorado does not have generous ground clearance or approach angles.

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And that last one is made much worse by the fuel economy-focused front plastic air dam. On the ZR2, Chevy strips this piece off the truck as it’s obviously going to be damaged on even the lightest of trails, but no such convenience comes on the Trail Runner. Luckily, removing it is simple for any owner at home; just be aware that you’ll want to do that before heading out into the wild.

There is another marked difference with the differential lock in this truck compared to the ZR2 as well: it is not selectable.

The G80 locking differential installed in the Trail Runner is a mechanical system that only locks up when one of the wheels begins slipping. Usually, it’s nice to have your differentials locked before you enter a hairy off-road situation, which is possible in the ZR2, but not here in the Trail Runner.

Running over rough terrain, you can feel the more pliable ride brought by the Rancho shocks and off-road tuned suspension, and while it is better than stock, of course it’s not the marshmallow soft ride of the Multimatic shocks on the ZR2. That does have its advantages though.

You see, the ZR2 has its payload and tow ratings neutered thanks to the suspension and chassis design, but that doesn’t happen to the Trail Runner. The tow rating on this truck is 7,000 pounds (7,700 with the diesel), while the ZR2 is only good for 5,000. Similarly, the Trail Runner can take up to around 1,500 pounds of payload when properly equipped, while the ZR2 is only good for a maximum of 1,100 pounds.

With that in mind, the purpose of the Trail Runner seems more clear: offering above average off-road capability without giving up your ability to haul big weights. The ZR2 is no doubt the better off-road truck, but if towing is part of your everyday list of activities with your midsize pickup, the Trail Runner will serve you better in the long run. And it remains a more functional truck as well thanks to the corner bed steps built into the back end, unlike the ZR2 which has its bumper replaced in favour of better departure angle.

Power from the V6 feels strong in the high-rpm range, and this engine does like to rev to get there, though off the line the low-end power leaves much to be desired. Adding the eight-speed transmission did help in this department, but if torque is what you’re chasing, make sure you pick the small diesel engine over the gas. When you’re off-road, you can always engage the transfer case as well, with loads of torque coming from low-range.

On road, the Trail Runner is quiet and comfortable, offering a nicely laid out interior with plenty of storage cubbies for all your things. Our particular favourite is recessed into the dash, a handy spot for keys and coins.

Altogether, the Trail Runner is a compelling package for the Colorado, though there’s one big issue: the value. If you take that same $3,700 to the aftermarket, you could likely get all of the off-road parts included on this truck and more. Buying a ZR2 is letting you access some incredible engineering, while this Trail Runner is more just out of the box parts on a stock Colorado.

For those who want the convenience of picking up a lightly modified truck straight from the dealership, this package will deliver. But for those willing to bolt a few parts on, spending that money yourself is going to be a better bet.

JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 39

A Real Survivor Dearth Motors’ 1951 Dodge Power Wagon 4x4 Story and photos by John Gunnell

T

he slogan on Bob Dearth’s business card said a lot about the 1951 Dodge Power Wagon 4x4 tow truck sitting inside the showroom at Dearth Motors, Inc., in Monroe, Wis., the day we stopped by. “Our 50 Year Reputation is Your Guarantee,” the card read, and the fully-restored, bright red Power Wagon had been helping to guarantee Dearth-style customer service practically since the Chrysler-Dodge dealership first opened.

Luckily, the truck’s history survived the years along with the vehicle itself. Copies of the Manufacturer’s Statement of Origin and the original invoice for the vehicle were always displayed next to the Power Wagon in Dearth’s modern showroom. They provided a unique glance at what it took to put a go-anywhere tow truck in service right after World War II. The Manufacturer’s Statement of Origin, certificate number T-410 stated, “The undersigned corporation hereby certifies that the new

According to Dearth, the truck — like the business — was a real survivor.

It was one of two nearly identical tow trucks that the company once used to provide road service back in its formative years, At that time, Dearth handled all five brands represented

by Chrysler’s famous “pentastar” logo: Chrysler, Dodge, DeSoto, Imperial and Plymouth.

The truck not only survived a halfcentury of road calls and emergency service; it also survived an emergency that struck the dealership in the ‘60s. A tornado that tore through the city of Monroe leveled the Dearth dealership. When the winds died down and the skies cleared, the building was little more than a pile of rubble. The only thing left intact after the storm was the Power Wagon. There was hardly a scratch on it.

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This is how the truck looked when Dave Netherland took it to his restoration shop.

Let the disassembly work begin!

common carrier and financed by Interstate Finance Corporation of Dubuque, Iowa. Its List Number was 1015 and the serial number and motor number match those previously noted, as does the invoice date of Jan. 5, 1950.

Perhaps the most interesting thing reflected by the invoice was the breakdown of the truck’s equipment and the cost of each item. The basic truck itself had a factory price of $1,554. It had 10 accessories related to its being outfitted for tow truck service. The most expensive extra was a complete hydraulic lift, which cost Dearth Motors $439.70. The tow winch was the second priciest accessory and listed for $152. The pulley added $55.45, a tailshaft setup added

motor vehicle described below (Invoice number 700124) is the property of said corporation and has been transferred this 5th day of Jan. 1950 to Dearth Motor Sales, whose address is Monroe, Wisc.”

Many details about the Dodge were recorded on the MSO certificate (the predecessor of today’s “window sticker”). The truck was described as follows: Trade Name: Dodge. Year: 1951. Series or Model: 82 PW. Body Type: Express. Number of Cylinders: 6. The document showed that the four-wheel-drive Power Wagon had serial number 83920810 and was built with engine number T137 21129 (which it still carries). It was rated for 25.35 SAE net horsepower and had a shipping weight of 4,575 pounds.

The MSO was signed by the billing supervisor for Chrysler Corporation and listed the manufacturer’s address as Chrysler Corporation, Detroit, Mich. The original invoice added the name of the Dodge Division and the Detroit postal code, which was “31” in 1951.

Invoice number 700124 gave some of the same information, as well as additional facts about the truck’s history. It specified that the Power Wagon was delivered from Detroit to Monroe, Wis., by

The engine looked like this at the start of the project. $54.70 and the power take-off was priced at $49.40. A governor cost $47.75, the tow-type body was only $22.80, an overdrive gear cost $4.55, printle-type tow hooks set Dearth Motors back $3.80 and outside mirrors added $3.75 to the price. In total, the accessories added $943.10 to the cost of the basic truck.

The full complement of towing accessories on this 4 x 4 totaled less than $1,000.

JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 41

Dearth Motors offered “day and night” towing back in the early ‘50s.

There were a few other costs and taxes, which were the highest on the hydraulic lift. The invoice separately noted a “provision for federal taxes” for the truck ($85.25) and the accessories ($49.20).

In addition, Dearth Motors paid $20 for corporate advertising, $5 for the Dodge Forward Fund, $5 for special delivery service, $1 for antifreeze service and 25-cents for the MSO certificate. All of this plus a little more brought the grand total for a new four-wheel-drive tow truck to all of $2,663.

Wood cargo decks always look great when trucks are restored.

After removing glass, the cab was primed and painted.

If you think $2,663 for a new, fairly heavyduty tow truck sounds like a great value, consider the value that Dearth Motors realized over the truck’s 51-year history. It worked out to a cost of $52.22 per year for the dealership’s long-lasting “survivor.” To top that off, the truck was sold at the 2014 Barrett-Jackson Auction in Scottsdale, Arizona and brought $29,700.

Over the years the truck did a lot of work and it deteriorated quite a bit. Eventually, Bob Dearth decided to have an acquaintance named David Netherland restore the Power Wagon. Netherland took it to his shop in Orangeville, Illinois, to do the work. While his shop didn’t look anything like a fancy set you see on a TV reality show about old vehicles, Netherland got the truck all sorted out and made it look like new again. As you can tell from the accompanying photos, it was a fairly big job.

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The restoration moved along a little at a time until it was getting there.

TECH: NEW PRODUCTS

GEARING UP

A.R.E. CX Classic for the Jeep Gladiator The A.R.E. CX Classic is the first aftermarket fibreglass truck canopy available for the 2020 Jeep Gladiator and features factory paint matching, a front picture window, a half slider screened side

Husky Liners Mud Grabber Fender Flares Husky Liners Universal-Fit Mud Grabber Fender Flares are made from a synthetic rubber and provide coverage to keep the mud off your truck, while the low-profile design also provides a rugged look to complement your truck’s large tire and wheel package. Not only will the flares provide your truck with protection from the mud, but also from larger debris that is sometimes found on the trail. The one-piece universal design is also very easy to install.

For more information please go to www.huskyliners.com

window and a single T-lock heavy-duty rear door. This canopy is highly customizable with over a dozen options catering to an individual’s specific needs, including the popular OTR Option. The structure of the canopy is made with a low-filled resin fibreglass, unique polyester resin fibreglass laminate and sandable primer gelcoat, while being finished with an automotive-grade paint and clear coat exterior.

For more information please go to www.4are.com

Quality Gear’s Predator Axles

Made from 4340 Chrome-Moly high-strength alloy steel, Quality Gear’s Predator heavy-duty front axles are designed to withstand the punishing demands of rock crawling and serious off-roading.

Predator axles are 39-percent stronger than stock front axles and are extremely hard to twist and break. So if you want to upgrade and take your off-roading to the next level, equip your rig with Predator Axles, which are backed by one of the strongest warranties on the market.

For more information please go to www.qualitygear.com

Ballistic Off-Road Wheels Ballistic Off-Road Wheels are able to offer a wide variety of finishes, sizes and fitments that are available in unique designs that support many different types of applications including trucks, Jeeps and SUVs. These well-made wheels will provide your rig with an immediate customized look that will help it stand out in crowds, and the wheels themselves are ultra-durable and suitable for even the most demanding of off-road environments.

For more information please go to www.ballisticoffroad.com JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 43

TECH: NEW PRODUCTS Anzo USA Elite Series Full LED Headlight for Ram Trucks Anzo USA’s Elite Series LED headlights for the 2009-2018 Ram 1500 and 2010-2018 Ram 2500/3500 are 100-percent street legal as they are both DOT and SAE compliant. They feature superior, high-powered SMD LED lights that will provide you ample light for any situation, especially when compared to your OEM lights. The lights are fully operational in extreme cold or hot temperatures and they boast a simple installation thanks to the plug-and-play technology.

For more information please go to www.anzousa.com

SCT LIVEWIRE VISION Performance Monitor SCT’s Livewire Vision™ Performance Monitor puts your vehicle’s vital stats on display and utilizes the latest data logging capabilities to precisely measure each drive and uncover your vehicle’s power potential. Review your vehicle’s data and performance tests with

Anvil Off-Road Expands Winch Lineup Anvil Off-Road has expanded its lineup of electric winches by introducing light-duty (UTV/ATV) and heavy-duty (1-ton truck) universal electric winches that range from 3,500 lb. to 17,000 lb. capacity. Each winch comes with a wired remote switch as well as a wireless remote control, while a choice of a metal cable and roller fairlead or synthetic rope and aluminum fairlead is offered.

The 3,500 lb.-capacity winch features a 12-volt permanent magnet motor, while the 4,500 lb.-capacity version features the same. The larger 17,000-lb. winch features a 7.0-horsepower 12-volt motor and 3-stage planetary gear for heavier-duty pulling.

For more information please go to www.holley.com

Tuff Country 2-In. Leveling Kit for Toyota 4Runner Tuff Country’s new 2-in. Leveling Kit for the Toyota 4Runner TRD Pro Model features billet aluminum lower coil seat spacers that maintain your factory ride quality, and a simple, bolt-on installation that is designed specifically for lifted vehicles to maintain proper steering geometry and alignment. The kit provides for up to 31-in. tires, gives better ground clearance which is ideal when off-roading, and also gives a customized look that is sure to stand out in a crowd.

For more information please go to www.tuffcountry.com

SCT’s free software, LiveLink and extend the possibilities with additional inputs for analog sensors and a backup camera. The monitor uses a 4-in. touchscreen with customizable on-screen gauges and lets you data log engine functions for playback.

For more information please go to www.sctflash.com 44 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020

Performance World’s LED Sealed Beam Headlights

ARIES ActionTrac™ Powered Running Boards ARIES ActionTrac powered running boards feature a unique, patented step-within-a-step™ design, providing the easiest possible access, especially on larger, lifted trucks and Jeeps. When the door opens, the power step automatically drops 8-in. below the top step, providing two-step access. The housing seals off the steps, pivot points and all electrical components from exposure to the elements. The ActionTrac boards install with no splicing required, and most require no drilling for the brackets. They are available for most late-model pickup trucks as well as Jeep Wrangler and Jeep Gladiator.

For more information please go to www.ariesautomotive.com

ICON Alloys Announces New Fitments for Compression Wheel

ICON Alloys has announced new fitments of the popular 20x10-in.

Compression Wheel design which is now offered in several new bolt patterns with unique backspace and offset dimensions to provide an aggressive style and stance. The wheels yield a 2,750-lb. load rating, and combine sharp lines, a concave spoke design and styleoriented dimensions that will increase both the form and function of your vehicle. The wheels are available in bronze, satin black and titanium finishes with colour-matched rock ring bolts.

For more information please go to www.iconvehicledynamics.com

Performance World’s LED Sealed Beam Headlights have projector reflectors to create a beam with a defined cut-off making them both DOT and SAE compliant. They feature 6000K, CREE LED lights with a polycarbonate lens that not only looks good but is durable enough to withstand some punishment while off-roading.

Both high- and low-beam applications are available and the lights are made for a wide variety of vehicles. Check out the website for complete listings.

For more information please go to www.performance-world.com

TrailFX Synthetic Rope Shackle The TrailFX Synthetic Rope Shackle offers a great solution to the hassles of dealing with heavy D-rings that sink if dropped in the mud. The shackle is a single-piece design constructed with soft, flexible HMPE nylon rope that has a 7,500-lb working load limit and a 30,000-lb breaking strength. It is highly resistant to water, UV light, and abrasion, around the most difficult pulling points and won’t sink if dropped.

For more information please go to www.trailfx.com JUNE/JULY 2020 OFF-ROAD Plus MAGAZINE 45

WINCHIN’ OUT

Sponsored by:

®

Worst case that tractor in the back could probably get him out of there.

Hopefully they aren’t as far out in the desert as it looks from this angle.

Good excuse to jump in the ol’ swimmin’ hole.

It’s hard to believe it’s actually stuck but, judging by the onlookers, it must be.

At least the mud won’t show up on his white jacket... oh wait.

Not the easy day at the beach he was probably expecting.

We’re sure that most of you have had the misfortune of getting stuck while out on a weekend adventure. So send us your photos of your adventure to stucktrucks@rpmcanada.ca and if we use your photos we’ll send you a cool RPM Media hat!

46 OFF-ROAD Plus MAGAZINE JUNE/JULY 2020