Sand Addiction Issue 29 by pgimediacom

CONTENTS

pg 56 REGULARS

20 BLM in the Dunes

14 News: See what’s new with our industry

28 A Family Affair

12 Mail: Check out your submitted photos

22 Buyers Guide: Trailer Accessories 46 Riding Club: Orange County ATV 66 Sand Bunnie: Shirley

70 Company Profile: Funco Motorsports

94 New Products 98 In The Dunes FEATURES

18 What’s the Hurry?

18 Veterans Day Flag Pole Ceremony in Glamis

24 Funco Big 5, Gen 5 30 Wheel Bearings

34 Clayton Valley Dunes, Nevada

36 Dune Safety - What to Know When You Tow 40 SXS Sand Trends, Bolt-On “Flash”

48 Safari Off-Road

56 Dragonfire’s Chariots of Fire 76 Kawasaki: Day in the Dunes

80 Fuelish Choices: Is Biodiesel Right for You? 84 Desert Wrangler

88 Ultimate Rhino Giveaway

Editor’s Mumble

It’s been a pretty good dune season this year. I had a lot of fun and went on some good rides. One of my best rides was not with a sand car and not with a quad or bike, but with an everyday driving truck. We headed out to the Glamis clean-up to pick up some trash for the day and then return home afterward. Mistake number one: Going to Glamis just for the day without any toys. All we had was the car we came in. I’m sure we’re not alone in this – It’s virtually impossible to go to the dunes without scratching the itch to run a few bowls while you’re there. Well, we didn’t just run a few bowls; we went full-on duning from Olds back to Vendors. I must say I was pretty impressed with how well the truck did. It’s only a 2WD Toyota Tundra with no tread left on the tires, but the transitions were good and we could easily have blended in with a sand car crowd – and kept up with them.

All was good until… on the final stretch with only a few dunes to go, a witch eye jumped up out of nowhere and ran straight toward the truck. We tried to get out the way, but there was nothing we could do. Needless to say it got us. Lucky for us, my buddy Noel and Mike where with us in their Rhinos and gave us a lift back to Vendor Row to call out the big Cat. CATT MATT is his name and he has quite the setup to get anything un-stuck and back on the road. I’m sure a truck could have gotten us out, but what’s the fun in that? And why risk messing up another tow vehicle, when CAT MATT is right around the corner? (The pictures below sort of tell the whole story.) It was a lot of fun, and a big thanks to Matt for getting us out. Till next time. Dane

EDITORIAL

Publisher

Dane King / Nick McFayden

Editor-in-Chief

Dane King

Editor

Marci Gornall & Shari Tatman-Scholte

Sales

Charlene Bower

Managing Editor

Mike Lasher

Sales

Garren Injijian

Creative Director

Cody Fletcher

Web & Graphics

Nick Nicholls

Advertising Director

Nick McFayden

Office Manager

Heidi Clary

Account Manager

Stacy Rye

Contributor

Melanie Yumul

Jeff Beckley

Shari Tatman-Scholte

Jon Crowley, DuneGuide.com

Quinn Moss-Pultz Advertising Information Please contact Charlene Bower at 909-794-4601 or e-mail garren@pgimedia.com

Subcription Help: 1-800-395-7760 HAVE YOU MOVED? Please notify us of any change of address. All subscriptions correspondence should be addressed to PO Box 461389, Escondido, CA 92046 or visit www.sandaddiction.com Make all checks or money orders payable to: Sand Addiction Magazine. $19.99 for 6 issues and $29.99 for 12 issues. Please allow 10-12 weeks for delivery.

Sand Addiction Magazine (USPS# 024-401) is published bi-monthly by Platinum Global, Inc. at 31599 Outer Hwy 10 S, Redlands, CA 92373. Newsstand exclusively distributed by Curtis Circulation Company, LLC, New Milford, New Jersey. All rights reserved. Nothing in this magazine may be reprinted in whole or in part without express written permission of the publisher. Periodicals Postage Paid at Redlands, CA 92373-4602 & additional mailing offices. POSTMASTER: Send address changes to Sand Addiction Magazine, PO Box 461389, Escondido, CA 92046. Printed in the U.S.A

EVERYTHINGDUNES.COM

In the December issue’s product review section we failed to acknowledge mxwrap.com’s sister site: www.everythingdunes.com. You can find gift bags on both sites. www.everythingdunes.com support@everythingdunes.com 253-241-0521

“Sand Addiction is published for entertainment only. We are not responsible for the actions of our readers, we do not condone illegal activities, and article and photographs provided by our readers do not necessarily reflect the behavior of the people behind Sand Addiction.”

"By submitting your photograph to Sand Addiction Magazine ("Sand Addiction"), you acknowledge that you are of legal age and irrevocably consent to and authorize the use and reproduction by Sand Addiction, or anyone authorized by Sand Addiction, of any and all photographs which you have submitted to Sand Addiction, or its agents, for any purpose whatsoever, without restriction, and without compensation to you. You also grant your authorization for Sand Addiction, in its sole discretion, to grant third parties permission to use or publish your photograph, likeness, or image in any form or medium. All photographs, negatives or prints submitted by you to Sand Addiction shall not be returned and become the property of Sand Addiction."

Platinum Global Inc. Companies PGI Media

Enter to win free Oakley goggles by submitting a picture and/or story of your experience in the dunes. Send your picture in PDF or JPG format with a quick description. We’ll choose a winner every issue and publish it. Don’t forget to include your contact information: name, address, and phone number. You can send the picture to dane@pgimedia.net

Congratulations, Jason Daniels. You are this issue’s winner for the Oakley goggles. “I run an Outback Motorsports 2.5 turbo and thought I needed more power. Maybe the nitrous kit was just a little too much. They said when I hit the button the car snatched the wheels so hard you couldn’t see the wing trunk cause it was digging a trench in the sand, and I was puckered up a little. Wasn’t ready for all that.” Jason Daniels

Now you see me.

Now you don’t.

Winner of hide & seek!!

Cathy Smith

Here’s a picture of my first time perfecting wheelies at Glamis on MLK weekend. I guess I will need a wheelie bar in the future. This is a FUNCO kit car that my dad and I built. It has a stock LS1 motor.

Enjoy! Scott Townley

David Hunter and Tom Farmer having a little fun in the dunes.

Hereâ&#x20AC;&#x2122;s a picture of my family and me in the dunes with our new Rhino. Halley and Cameron are in the back with my wife Martha riding shotgun. Thanks for putting out a great magazine.

News Yamaha Launches OHV Access Initiative Applications for Funding Now Available Online at Yamaha-Motor.com/OHVAccess

Yamaha Motor Corp., U.S.A. is proud to announce the launch of its OHV Access Initiative, designed to support safe, responsible riding and sustainable, open riding areas. The purpose of this proactive, grassroots program is to enable Yamaha dealers and customers to fund deserving projects that support the overriding goal of responsible, open access.

“Yamaha’s new OHV Access Initiative gives us the opportunity to directly support OHV access projects on a local level across the country – from Oregon to Florida, from Texas to Minnesota,” said Mike Martinez, Yamaha’s general manager of ATV and Side-by-Side Operations. “Through this new program, Yamaha, along with our dealers and customers, is taking a proactive leadership role in supporting our lifestyle and our business. This program will reach across the country to help fund important projects and ensure riding areas are available for generations to come.” The new program’s tag line, Guaranteeing Responsible Access to our Nation’s Trails (GRANT), reinforces the primary objective of OHV access and serves as a label for the awards that will be distributed. When an application is approved for funding, the recipient then receives the appropriate GRANT. Yamaha encourages clubs, associations and agencies to submit detailed applications for their specific needs.

Each quarter, Yamaha will accept applications from organizations such as non-profit or tax-exempt OHV riding clubs, national forests and associations and national, state and local government agencies. A committee then will review each application and award GRANTs to deserving projects.

Once an application is approved and funded, Yamaha will continue to work with the recipient to help make each project successful based on its objectives, whether that is cleaning up trails, posting signage, or creating educational opportunities for new riders. The Yamaha OHV Access Initiative will see projects to fruition and help each GRANT recipient communicate their successes through the program’s new web site and more. “This is a long-term initiative, and to make it successful, Yamaha realizes we have to support projects that promote not only open access, but sustainable riding areas,” said Steve Nessl, Yamaha’s ATV/SxS marketing manager. “We look forward to getting to know these local riding groups, identifying their individual needs, and working closely with them each year to help keep their riding areas open and even create new opportunities where possible and appropriate.”

Yamaha has posted a new web page with detailed information and a downloadable guidelines and application document. Interested organizations can find out how to become eligible for GRANTs at:

www.yamaha-motor.com/ohvaccess. For general questions, groups can also call Yamaha’s Customer Relations Number at 1-800-962-7926 or write to: Yamaha OHV Access Initiative Review Committee, 6555 Katella Avenue, Cypress, CA 90630-5101.

CamQuest™ 6 Cam Selection Software Now Offered As A Free Download Or For Purchase With New “Promo Pack”

CamQuest™ 6, the ground breaking camshaft selection software from COMP Cams®, just became a little easier to obtain. The CamQuest™ 6 software is available for immediate, no-cost download from the COMP Cams® website (www.compcams.com). Dependent on the speed of your internet connection, this free download will have you up and running camshaft scenarios in no time. In addition, downloadable tutorial videos are also available to guide you through the use of this outstanding software – so you can’t get lost. For those looking to obtain the CamQuest™ 6 software in the original CD form, the new CamQuest™ 6 Promotional Package includes the original software on CD, a COMP Cams® Racing T-Shirt (sizes S-XXXL) and free ground shipping to any of the 48 continental United States – all for only $15.00 and available directly from COMP Cams®. COMP Cams® CamQuest™ 6 PCbased cam selection software allows the user to select the perfect camshaft by answering a few application-specific questions from the program’s simple drop-down menu screen. The program suggests the top matching camshafts for your application and provides a complete camshaft specification card and even your engine’s projected horsepower and torque with the new camshaft. CamQuest™ 6 also lists the COMP Cams® valve train components that will match the recommended camshaft – information that helps you achieve maximum power and durability with your engine. For more information about the COMP Cams® CamQuest™ 6 software, the new promotional package or any other COMP Cams® product, call us at 1-800-999-0853, or visit us online at www.compcams.com

News Fee Program Changes Upcoming for the Imperial Sand Dunes Recreation Area

The Bureau of Land Management (BLM) announces two major changes in the Imperial Sand Dunes Recreation Area (ISDRA) fee program for the 2008/2009 season.

First, BLM will soon be soliciting bids for administration of the fee program for the next season and beyond. The agency hopes to complete the process by early spring to ensure a seamless transition over the summer. Parties interested in bidding on this contract should visit the Federal Business Opportunities website at www.fbo.gov.

The second change impacts recreation fees in the ISDRA. Despite the convenience of fee payment through the internet, via phone, at sand shows, and from vendors, the majority of visitors still wait to purchase permits after arriving at the recreation area. This results in unnecessary traffic and diminishes the recreational experience for the visitors. The BLM and ISDRA Technical Review Team (TRT) have developed a two-tier plan to encourage permit pre-purchasing.

During the 2008/2009 season, dunes permits will remain at the same price if purchased off-site. Permits will continue to be $25 per week or $90 per season if purchased at a vendor outside the ISDRA, over the internet, over the phone, or at an off-highway vehicle (OHV) show. If a visitor chooses to purchase a permit upon arrival in the ISDRA, the cost will be $40 per week or $120 per season. This on-site adjustment will allow additional revenues to be allocated towards ever-increasing recreation area expenses. The on-site adjustment is also in-line with fees at other BLM recreation areas such as Dumont Dunes, CA, Sand Mtn., NV, and St. Anthony Dunes, ID. Visitors are strongly encouraged to keep updated on changes by visiting: www.blm.gov/ca/st/en/fo/elcentro/recreation/ohvs/isdra.h tml and www.isdratrt.org.

The ISDRA, managed by the BLM and located in southeastern California, provides a world class recreation opportunity. Unmatched in popularity, the ISDRA receives over one million OHV visitors each year between October and May. To address the needs of the visitors, the majority of the management is funded through fees collected in the ISDRA. The majority of fees collected are allocated for law enforcement, emergency medical services, and facility maintenance.

The management of the fee program in the Dunes is administered in close coordination with the Dunes TRT. The TRT is a panel of concerned citizens who represent local counties, commercial businesses, and OHV recreationists. The TRT provides recommendations to the BLM on the allocations of funds from the fee program and have been responsible for many of the positive changes in the ISDRA.

Yamaha Holds Rhino Customer Appreciation Event at Glamis First-Ever Rhino Rally Draws Crowds to Southern California’s Imperial Sand Dunes

Yamaha Motor Corporation, U.S.A. hosted the first-ever Rhino Rally customer appreciation event December 15 and 16 at the Imperial Sand Dunes Recreation Area near Glamis, California.

The inaugural event drew crowds of Rhino owners and other ATV and Side-by-Side (SxS) enthusiasts, along with their families and friends, for a fun weekend that raised more than $3,200 for the American Sand Association (ASA). During the event, Yamaha’s Parts and Accessories Department also raised funds for Feed The Children (www.feedthechildren.org), a charity Yamaha has worked with for more than 10 years, with a popular raffle that gave one lucky winner a free set of custom Rhino body work.

“The Rhino Rally was really about showing Rhino customers that we appreciate their business and their lifestyle – through the event itself as well as the money raised for the ASA during the event,” said Yamaha ATV/SxS Marketing Manager Steve Nessl. “It was a way for Yamaha to give back to our Rhino faithful, and we have already received great feedback from people who enjoyed the event. We are looking forward to the possibility of a second Rhino Rally sometime next year.”

The Rhino Rally featured a variety of activities throughout the two-day event. Yamaha hosted a Rhino Run (a “poker run”style event for Rhino drivers) with predetermined stops along the dunes; a Show-and-Shine that included some of the most tricked-out Rhinos in Southern California; and official Yamaha Demo rides on the all-new Raptor 250 sport ATV and new Rhino 700 FI. (For more information about Yamaha Demo rides go to www.yamahademos.com.) The event also offered fun family activities such as a Rhino-themed arts area for kids and a Rhino drive-in movie on Saturday night.

The culminating event on Sunday was a very successful Glamis clean-up effort, which encouraged Rhino Rally attendees to help pick up trash in and around the dunes. Yamaha provided free trash bags, and more than 20 prizes were awarded to participants who gathered a significant amount of trash throughout the weekend.

What’s the Hurry?

That’s actually a clean version of the title we could use for this rant. We were thinking of something along the lines of “Slow the @#$% down!” but figured that might not be the most politically correct choice.

Veterans Day Flag Pole Ceremony in Glamis

By Jon Crowley, DuneGuide.com Photos by Rob Hollinger, GlamisDunes.com

We’ve been swapping stories of crazy/stupid drivers out in the dunes. (We’ve talked a lot about Glamis, but we’re almost certain this isn’t a problem that’s exclusive to that area alone.) It seems like people are being more reckless around camp, along vendor row, and in the other traffic areas. We spend a lot of time out there and the things we’ve seen – the near misses and the collisions – would rattle people with nerves of steel.

Here’s our question: With thousands of acres of dunes to open up the throttle, why do people find it necessary to speed down vendor row and around camp areas? Is popping a wheelie or goosing the throttle the wisest choice? And, it begs another question, too: Is that all you’ve got? You look good – shiny new ride, cool gear – but can you ride that thing anywhere other than on the flats? We’ve talked about how interesting it would be to see those same daredevils (the ones showing off to the crowds) out in the dunes. We’re guessing they are a little more careful in the big, scary stuff.

It’s like this; there are people of all ages (from small children to grandparents) around every turn. There are usually a couple of dogs in every crowd, too. People and pets do unpredictable things. They can dart out of anywhere and, if you’re speeding, you won’t have enough time to stop. It may sound hypothetical or unlikely, but people get hurt all the time by others who are being careless. Living with the fact that you hurt someone is a huge price to pay for looking cool for that split second you ripped through a crowd. Have a good time out in the dunes. Pin the throttle, roost on the biggest hill, jump, and wheelie all you want. But, in camp and around groups of people, follow the speed limit. 15 MPH around camp and 5 MPH on vendor row is a safe speed, which is why it’s posted and the law. And, in case you’re wondering… No dude, you don’t look cool!

Brian “HozayKwAIRvo” Crain joined GlamisDunes.com back in 2003 and quickly found out that they were a very patriotic bunch of duners. There were always people posting on the bulletin board about different gatherings, and Brian decided to see if a small Veterans Day ceremony at the flag pole would be of interest. Being quite patriotic himself, Slappy gave his enthusiastic blessing.

The first year, the informal gathering drew a dozen vets and about 70 people. Each year since, the crowd has grown and this year there were close to 50 vets and several hundred others in attendance. During the gathering, the old flag is lowered and replaced with a new flag. Vets are also recognized and thanked for their service.

The flag pole is mounted on the top of a large box out in the dunes east of Road Runner campground. If you are on a ride and come across the flag pole, stop and take a break. It is a great spot to reflect about what makes this country great, and thank those who have sacrificed so much to keep it that way.

November 8th, 2008 will be the 5th annual Veterans Day Gathering in Glamis, so mark your calendars now. Check out www.GlamisDunes.com for more info.

BLM in the Dunes By Shari Tatman-Scholte

ends, they employ a 26’ Weekend Warrior that they refer to as a Rescue Trailer. The trailer is self-contained and serves as a mini medical station in Gordon’s Well and Buttercup.

n any given weekend, the Glamis dunes are alive and crawling with activity. Mixed in with the ATVs, motorcycles, buggies, trucks, and RVs, you will also find a number of vehicles with lights and sirens. These vehicles are operated by officers and EMTs whose job it is to keep things safe and peaceful for dune visitors.

Law enforcement and emergency services in the Imperial Sand Dunes Recreational Area (ISDRA), which includes Glamis, Gordon’s Well, and Buttercup, is administered by a number of agencies, including the Bureau of Land Management (BLM), the Imperial County Sheriff’s Department, and the U.S. Border Patrol. We talked with Neil Hamada of the BLM to get a better understanding of his agency’s role in patrolling the ISDRA. We asked him about the staff and vehicles it takes to do their job effectively. He provided us with an impressive list.

The BLM has vehicles for two primary services: law enforcement and medical assistance. Law enforcement is handled with the use of several four-wheel drive trucks and SUVs. Most are fitted with aftermarket wheels, tires, and suspension, making them “dune wor-

thy.” The BLM also has officers in two Funco sand rails and on several ATVs. They also work together with the Sheriff’s Department to keep an eye in the sky, using airplanes and helicopters to patrol the dunes. Each of these vehicles serves to enforce the law, and they do the equally important job of providing assistance to stranded or distressed riders.

When someone is injured or needs medical help in the dunes, the BLM has a specialized set of vehicles for that purpose. Two Funco rescue buggies are outfitted with medical equipment, including a backboard. One of these (a four-seater) is a multi-functional vehicle because it is can be the first to arrive at the scene of an accident, but it is also used to perform administrative duties, such as monitoring activity in the dunes. BLM volunteers Jerry and Pat Vine also use a Kawasaki Mule which was donated by Weekend Warrior and Kawasaki to patrol the Buttercup area. Ten four-wheel drive pickup trucks are also set up for emergency medical services.

In addition, the Bureau of Land Management has other units for service in the dunes. For holidays and big week-

A second trailer, which was donated by Weekend Warrior, is used as temporary headquarters for law enforcement wherever is it needed. The trailer, which contains one of the Funco buggies, is towed by a patrol truck to its temporary site. Once the buggy is offloaded, the trailer is set up as an office and the vehicles are put into use to patrol the area. The Kris “Chili Dog” Frick group also recently donated two new Ford F150 pickups for use when the BLM is not available. They are staffed by personnel provided by Gold Cross Ambulance and are kept in the BLM storage area when not in use.

As Hamada explains, “It takes about $400,000 to keep the fleet of vehicles going. This includes start-up costs, lease payments, maintenance, fuel, and any necessary repairs.” These funds are generated through use permit fees, the ones we are often prone to complain about at the beginning of each season. “People frequently thank me when I arrive to help, but I’m quick to point out that I am there because they paid their fees,” says Hamada.

A lot of time, effort, money, and coordination go into keeping our sand box open for play. It is impressive, to say the least. We encourage you to do your part in keeping the dunes safe: abide by the laws, use common sense, and, of course, pay your fees.

Trailer Accessories Buyerâ&#x20AC;&#x2122;s Guide

{ TRAILER DOOR WALL CABINET Blazin Belltech

The ultimate organizer! Absolutely the finest Trailer Door Cabinet on the market that combines quality design and attention to detail without demanding an exorbitant price.

Provides increased storage and workspace with fold-down tray; recessed, spring-loaded paper towel holder to prevent unrolling. All stainless steel hardware, nylon washers for smooth operation, and three shelves to store your oil, cleaners, spray bottles, chemicals, and other miscellaneous items. Quality is the sum of many details. PH: 702.453.8383 WEB: www.blazinbelltech.com

Price: $200.00

Loop it, lock it, and leave it ToyLok's impenetrable design makes it impossible for scavengers to swipe your stuff. Walk away knowing your bikes, ATVs, portable tools, and camping gear are right where you left them. With ToyLok, you can foil their plans to rob you blind.

{

ToyLok

ToyLok offers unrivaled strength, versatility, and convenience. In a welded steel compact case, the retractable cable offers up to 18 feet of tough braided-steel security for any and all of your belongings. The pulley and internal breaking system allow you to choose your optimal length of cable. Using state-of-the-art components and design, ToyLok's galvanized steel cable combines both flexibility and durability. Cut-resistant steel creates an unbreakable chain of protection while a tough PVC coating safeguards the cable and keeps your toys free from abrasion and damage. PH: 800.710.9783 WEB: www.toylok.com

Price: $149.00

{ Whip Holder RB Components

Store up to six whips conveniently with the all new whip holder. Each holder features a long-lasting polypropylene construction with damage-resistant foam grip pads. Set of two.

PH: 714.893.1088 WEB: www.rbcomponents.com

Price: $12.99

RLP Racing

The most low-profile chock on the market is now available! The RLP Racing recessed wheel chock is less than 3/4" thick to straddle trailer floor joists as well as toy haulers. Made out of quality 356-T6 aluminum, the recessed motorcycle chock features heavy-duty hardware made of stainless steel. The compact wheel chock folds into itself for storage and, when needed, flips up to provide excellent security when strapping the bike. Available in two different widths; (4 and 5 1/2") and two different finishes (silver and black).

{

Recessed Wheel Chocks!

PH: 877.533.3305 WEB: www.rlpracing.com

Price: $224.20

{ Fire Extinguisher Box Blazin Belltech

A safe and practical method of housing your fire extinguisher. This box keeps fire extinguishers out of the way, but within reach for fast and easy accessibility. Protect your family and property by always knowing where your fire extinguisher is. Accommodates up to 4 1/2” diameter bottle. Fire extinguisher not included.

L 6” x W 5” x H 11”

PH: 702.453.8383 WEB: www.blazinbelltech.com

Price: $40.00

PU Products

{

CARGO BUCKLES

EASY TO USE! Just mount and go! PU Products retractable tie-down system.

Also Available: S-Hooks Adapters (Set of two) hooks on the end. This makes your CARGO BUCKLE portable, perfect for standard tie-down points and Orings on pick-up trucks...many applications! PH: 619.334.1913 WEB: www.pu-products.com

CARGO BUCKLE Set of two - $80.00 S-HOOK Set of two - $12.00 E-TRACK Set of two - $12.00

BIG 5 Gen 5 Funco

By Jon Crowley, DuneGuide.com Photos by: C3 Productions & Jon Crowley

One thing I have noticed in my years of duning is Funco sand car owners are some of the most brand loyal duners on the planet. Once you own a Funco, it seems like most will choose another Funco when it is time to buy a new sand car.

For Duane and Susi Takeuchi, this is definitely the case. Their first long-travel sand car happened to be the first Gen 4 Big 5 that came off the line. They duned the Gen 4 for three and a half years, and were ready for a new car. Duane talked to Grant George towards the end of last season, and the rest is history. Duane and Susi are now the proud owners of the first Gen 5 Big 5 that came off the Funco assembly line.

The Gen 5 has a few minor refinements from the Gen 4: Funco worked with Sport Tires of America to create a new Dune Sport 14.50 X 17 tire that increases ground clearance but retains the great handling characteristics. Shock mounts were adjusted to accommodate 3” shocks. Optional billet a-arms. Dash is bigger to accommodate more electronics – radios, GPS, etc. Fiber glass nose piece. Pivot points are now made from cast 4130. The lines on the front upper chassis were changed slightly.

Although the Gen 5 hasn’t been changed by much, it sure doesn’t have the “mini van” look anymore.

“We’ve had nine years and made four stabs at making the Big 5 the best sand car in the dunes. If we don’t have it nailed by now, we should probably find a different line of work.”

- Gil George, founder of Funco Motorsports.

FuncoBIG

5,Gen 5

SPECS

Builder: Funco Motorsports Model: Big 5, Gen 5 Overall Length: 14’-11” Wheelbase: 121” Front Track Width: 83” Rear Track Width: 95” Weight: 2450 lbs. Engine: C&G Performance super-charged LS2 650 HP Transaxle: Wide gear 4-speed Fortin with pump and cooler Front Travel: 20" Rear Travel: 20" Fuel Capacity: 25 Gallon Shocks: 3 in. King 2 tube bypass front -3 in. King 3” tube bypass rear Seats: Jet Trim Axles: 300m axles Hubs: Funco 934 Mid-Board Wheels: DWT Wheels Front Tires: Baja Pro 33 X 12:50 Paddle Tires:

New Dune Sport 14.50 X 17 #2 Cut Radio/Intercom: Mobile Radio Lights: Baja Designs Fuego HIDs on the nose Light Bar: VisionX HID Powder Coat: V&L Paint/Airbrush: Twisted Images

For more info visit: www.funcomotorsports.com

A Family

Affair By Red

ho do we consider family? Mothers, fathers, brothers, sisters? For many of us, family means all the above plus the friends we would do anything for. What brings families together? It could be that you are related by blood and it could also be the events you share together and those Kodak moments we all look back at and laugh, cry, or just smile upon. For the Morris family, coming together means to go duning. And for one boyâ&#x20AC;&#x2122;s passage into man-

hood, it meant helping his father rebuild and customize his quad.

Kelsey Morris is a freshman who lives in Littlerock, WA and this purple pistol whip is his. It is a 2003 Yamaha Blaster that he and his father Brett tore down and re-built from the ground up. Through their bonding experience, Kelsey helped out with the details. The paint scheme and the billet styles were all his, as his father followed suit with the details of the powder coating. What these two

men ended up with was a re-fabbed stock Blaster with modified suspension and exhaust. For the suspension, they added Plus 4 swing-arm by T-Dub Racing, Plus 2 A-arms by Burguad and they finished it off with an LRD exhaust. The paint job was done by Screwy Designs followed by Olympia Powder Coating.

Many people say that it is not the destination that matters; itâ&#x20AC;&#x2122;s the journey taken. I would have to say that, in this case, it is both. You have a father

Vehicle Specs: Make: Yamaha Model: Blaster Year: 2003

Weight: 320

Paint: Screwy Designs

(AKA the “Babysitter”)

Powder coating: Olympia Powder Coating

Chrome, Polishing: FC Plating

Suspension: Plus 4 swing-arm by teaching his son the ways of the wrench and how to get around an engine, and you have a son looking up to his father because knowledge is being given, questions are being asked, and decisions are being made, all for the same goal of bringing a Yamaha back to life. There are many different stories about boys becoming men. Some fathers and sons go hunting, some go fishing, and others spend many nights and weekends in a garage

working side by side striving for the day they both hear that unmistakable sound of the rap-a-tap-tap bellowing from the exhaust. Kelsey Morris is not just the owner/operator of this fine vehicle. He is now part mechanic, part design artist, and all speed demon. Well Kelsey, enjoy the ride – You’ve earned it. Enjoy this land we call adolescence because it does not last long. As for us, we just arrived. So, I guess we will see you over the next dune.

T-Dub Racing, Plus 2 A-arms by Burgaurd

Shocks (Front & Rear): Stock w/ powder coated springs

Headers / Exhaust: LRD Exhaust Front Wheels: ITP

Front Tires: Skat Trak Mohawks Rear Wheels: Douglas

Rear Tires: 21x12x8 Skat Trak Haulers Engine Specs: All Stock

By Charlene Bower

Wheel Bearings

heel bearing maintenance has to be one of the greasiest jobs on a trailer. No one likes doing them, especially me, but I have heard horror stories, so I keep feeding grease into my wheel bearings. I finally decided that I better stop putting grease into them and actually get them checked.

Removing the Wheel and Hub 1. Undo the wheel nuts and remove the wheel. 2. Pry off the dust cap.

I took it to Carson Trailers in Yucaipa, where Mike was more than happy to help me out. It is suggested that the assembly be taken apart once a year and, if not, at least every couple or years. Each axle manufacturer suggests differently. Essentially, it should be every 5,000 miles and brake adjustments should be made every 3,000 miles. If you can wiggle your wheel, then the bearings are loose, which is one sign that it is certainly time to change them! When you take the bearings apart, be sure to have at least a new set of seals on hand because, once you break the seal, they have to be replaced. It is common that the bearings are fine and just need to be repacked. As long as the bearings are a nice shiny silver they are fine. If they are blue or brown and pitted then they need to be changed.

Greasing your bearings is important, but it is also important not to overgrease them. Most of the new axles have a greaser on the end of the axle that pushes grease from the inner bearing to the outer bearing, allowing grease to escape if needed. With bearing buddies (more commonly used on boat trailers) the grease is being pushed into the axle with nowhere to go except onto the brake. Grease does go bad and become a soupy liquid that is a milky color.

While you have the wheels off, it is important to check the brakes. If the brakes get full of grease because of over-greasing or a blown seal then the brakes are garbage, and more than likely havenâ&#x20AC;&#x2122;t been working properly. So this is where I admit to my mechanical talents. The first wheel that we took off was perfect, and the other three brakes were packed with grease! So off they went to the parts store to buy three new brakes. And I promised not to grease them ever again!

Is it time for you to check your wheel bearings and brakes? Here is a step-by-step on how to do it. It is actually quite simple, just greasy!

3. Straighten out the cotter pin that holds the bearing nut and remove it.

4. Remove the bearing nut and washer. 5. Gently pull the brake drum forward while keeping the front bearing from falling to the ground. The outer race stays in the drum, while the inner race and roller bearings come out as an assembled unit. 6. Place the front bearing, bearing nut, and the bearing washer in a clean container.

Wheel Bearings Removing the Grease Seal and Rear Bearing

1. Place the brake drum face down so that the back of the drum is accessible. 2. Pry out the grease seal. 3. Lift out the rear bearing and place it in the container with the rest of the parts. 4. Don't mix up the bearings if you are doing more that one wheel at a time. The bearings wear in by a certain amount and need to be matched with their respective counterparts.

Inspection

1. Thoroughly clean the bearings and other parts. Set them aside to dry completely or blow dry with compressed air. 2. Clean the hub and spindle. 3. Inspect the bearing races for heat discoloration, pitting, scoring, and any unevenness. 4. Inspect the bearing for damage â&#x20AC;&#x201C; out-of-round rollers, cracked roller cages, and rough running will indicate replacement is required. 5. The bearing and both inner and outer races must be replaced as a set, if necessary. 6. Inspect the brake drum for pitting and excessive wear especially if the brake shoes were allowed to wear down to bare metal. 7. Inspect the brake magnet surface for excessive or uneven wear.

8. If the brake drum and magnet have been saturated with grease from a failed seal, replace the shoes and magnet, and have the drum turned or machined to renew the surfaces.

3. Place a new seal on the hub and tap it into place with a hammer until it seats fully. 4. Be sure to wipe off any grease that finds its way onto the outer flat surface of seal.

Hand Packing the Bearings

1. Place a gob of wheel bearing grease in one palm. 2. Grasp the bearing with the other hand so that the wider end is facing the grease. 3. Force the grease into the gap between the inner race and the outer cage so that it squeezes up through the rollers and out the top. 4. Press the bearing down into the grease in a rocking motion and continue until the grease oozes up. 5. Rotate the bearing and continue until the bearing is completely filled with grease.

Re-Assembly

1. Put some grease into the interior of the hub. 2. Place the inner packed bearing into its place in the hub.

5. Replace the drum onto the axle spindle, insert the outer bearing, thrust washer and axle nut.

Preloading the Bearings

1. Tighten the axle nut by hand until it is tight. 2. Insert a new cotter pin to lock the nut in place and bend it over the spindle. 3. Re-install the dust cap, wheel, and tire. 4. Now is a very good time to adjust the brakes and wash up! Of course if you are like me and donâ&#x20AC;&#x2122;t want to do it yourself, you can give your local service department a call for an appointment.

Carson Trailer - Yucaipa 909-446-0322

Exploring Nevada’s Sand Dunes – Part Five:

Clayton Valley Dunes, Nevada

By: Jon Crowley, DuneGuide.com

ast issue we covered a popular Nevada sand dune near Las Vegas – Amargosa Dunes. This time we are headed north a bit to look at Clayton Valley Dunes.

Clayton Valley dune field is located in the southern part of Clayton Valley, seven miles south of Silver Peak, Nevada, and is accessible via dirt/gravel road. The highest dune rises 280 feet above the valley floor. If you enjoy an adventure and solitude, this could be the dune for you. This is a small dune field that is very remote with very little use.

The dunes and surrounding area (2,500 acres total) have been designated a Special Recreation Management Area (SMRA) by the BLM. Rules: • Do not ride on vegetation. Stay on bare sand. • No trash collection: pack it out. Quick Facts: • Nearest town: Silver Peak, Nevada • Busy Season: None • Fees: None • Elevation: 4300 ft. • Managed by: Bureau of Land Management Battle Mountain Field Office • Facilities: None

For more information on Clayton Valley Dunes, visit www.DuneGuide.com.

Directions: The Clayton Valley Dunes are very remote, and directions are a bit of a challenge. You must take dirt roads with little, if any road signs. I would not recommend trying this with a motorhome or pulling a toy hauler. Bring a GPS and your patience. I would suggest using Google Maps or Google Earth to get an idea of the area before starting out.

From Tonopah (at the junction of Highway 95 and Highway 6):

Go north on Highway 95 for 31.3 miles. Looking for Highway 265 South and Silver Peak. GPS Coordinates: N 38 01.07, W 117 46.53

South on Highway 265 (aka Nivloc Rd.) to Silver Peak. If you look at Google Maps, you will technically stay on Highway 265 until you to get the turnoff to the dunes. Don’t let your guard down, because it isn’t clear on the ground that this is the case. Stay on main road past the post office and the volunteer fire department. The pavement ends, and there is a factory on your right and a pond in front and to the left. You want to take the dirt road to the left of the pond towards Oasis. GPS Coordinates: N 37 45.05, W 117 38.43 You will cross under two rows of power lines. At the end of the pond, the road forks. GPS Coordinates: N 37 44.76, W 117 38.29 Take the road to the right that parallels the power lines. Drive on this road for 3.6 miles and turn left towards the dunes (technically this is still Highway 265 or now S. Clayton Valley East-West Rd.) GPS Coordinates: N 37 42.07, W 117 39.60 Drive three miles towards the dunes and turn right on the dune access road. GPS Coordinates: N 37 40.97, W 117 36.78 The staging/camping area is about one mile in. GPS Coordinates: N 37 40.30, W 117 36.97

> Dune Safety – What to Know When You Tow.

By Mike Lantz, DuneSafe.com

Photos by Jon Crowley, DuneGuide.com and Michael Rodriguez

n the first of a two-part series on towing, we will discuss tow vehicles and towing capacity. Recreational drivers need to be diligent about the facts when purchasing, loading, and driving tow vehicles. Commercial drivers are educated and certified because they drive for a living. Furthermore, they are often part of a team working to ensure each vehicle and load are safe for the long haul. Recreational drivers usually don’t have the education and resources of a commercial driver, so it is vital to do the homework to ensure safe towing. This is especially true when transporting precious cargo like your family! Know your vehicle and its limitations. Don’t take the word of a friend or vehicle salesperson that your vehicle can tow your rig. Nobody can make a visual assessment to determine the capacity or safety of your rig. You must do the math! There are multiple factors involved, including vehicle rating, tires, weight, and balance, just to name a few. Have you looked at the door sticker in your vehicle lately? Have you looked in your owner’s manual to decipher what it has to say about towing and weight ratings? Let’s take a quick look at these items:

The CORRECT way to determine towing capacity is:

1. DETERMINE GCWR: Use the appropriate maximum Gross Combined Weight Rating (GCWR) chart in your owner’s manual to determine the maximum GCWR for your type of engine, trans, and rear axle ratio. For our example - a Ford F350 - the GCWR is 20,000 pounds.

2. WEIGH YOUR VEHICLE: Weigh your vehicle as you would operate the vehicle when towing. For example, let’s say we weighed it full of fuel, four passengers, a nice load of firewood in the back, and it came in at 7,000 pounds.

3. CALCULATE YOUR TOW CAPACITY: Subtract your loaded vehicle weight from the GCWR. The result is what your vehicle can tow, and must fall UNDER the maximum trailer weight on the chart. In this case, the result would be 13,000 pounds. This would be above the maximum trailer weight identified in the user’s manual of 10,000 pounds. So your towing limit is 10,000 pounds.

Now does this mean you can add another 3,000 pounds to the truck itself? Possibly, as long as the axle weights on the first chart are NOT exceeded! This is extremely important when you’re towing a fifth-wheel. The pin weight can be quite high!

Keep in mind, you will have to add the tongue weight (or the pin weight) of the trailer to the rear axle weight. You will need to weigh the truck again with the trailer hooked up to make sure you don’t exceed the rear axle weight rating. Rear axle bearings, differential bearings, and gears are VERY expensive to replace so you do not want to exceed these ratings.

From the door jamb sticker we can see that the front axle can have no more than 5,200 pounds on it and the rear axle can have no more than 6,000 pounds on it. It is important to stay under these limits.

In reality, it would be best to keep a safe margin from the maximum weight ratings. Your transmission, brakes, and engine will thank you for this by providing you with many reliable years of service.

Now that we know that our loaded truck will allow us to utilize all of the 10,000 pound towing capacity, can we go buy a trailer that weighs 10,000 pounds? Well sure… as long as you’re not going to put anything in it!

Know what you’re towing. At this point, you need to figure out how much your toys actually weigh. A Suzuki LT-R weighs 368 pounds dry. Add fluids, nerf bars, and a few other accessories and you have 400 pounds easily. Got four quads you want to get somewhere? Now you have to subtract 1,600 pounds from your 10,000 pound limit. Tools, awnings, gas cans, fully loaded ice chests, spare tires, propane, chairs, blocks of wood to level your trailer, extra propane, extra water, pots, pans, food… the list never ends! All of these things are part of the 10,000 pound limit. Now if you have a 3,000 pound sand rail to transport, what your empty trailer weighs becomes an important factor VERY quickly!! It would be no problem at all to imagine you will be transporting 4-6K pounds of gear.

Water, fuel, and liquids in general are heavy. At approximately 8 pounds per gallon for water and 6 pounds per gallon for fuel, 150 gallons of water and 50 gallons of fuel weigh in at 1,500 pounds. And yes, this all comes out of that 10,000 pound limit. Anything else? There are just a few more things to check. Determine tire & wheel ratings. Let’s pretend that with everything loaded up, you are still within the legal limits for your truck and trailer. What about tires? Can they handle the weight? Every tire’s weight handling capacity is rated for a specific pressure. You need to check this specification carefully and make sure your tires are properly inflated. Most blowouts occur due to under-inflated tires. If the tire does not have enough air in it, the side walls will flex excessively. This flex will create unwanted heat. This excessive heat can cause blown tires. Always check your owner’s manual for tire inflation pressures. If you have replaced the wheels and tires on your truck, make sure you know what the wheels are rated to

handle. If you’re anywhere close to the 6,000 pound rear axle limit, is each tire/wheel combo on your truck rated to 3000 LB? Are the wheels rated for 3000 LB each also? Tongue weight and hitch ratings. You are going to need a scale again. Your hitch has a maximum rating for tongue weight with and without a “weight-distributing” or “load distribution” hitch. The only way to accurately determine this is to load your trailer and place the tongue on a scale. If your numbers all check out, you can move on to the next step, but if your tongue weight exceeds the listed limits, you have more decisions to make. It would be really easy to move weight to the rear of the trailer to lessen this load, but you can only move so much back there. When 50% of the total weight on or in your trailer is moved behind the axles, the stability of your trailer - especially at high speeds - becomes extremely unpredictable. A poorly loaded trailer, even within the rated weight limits and in the best conditions, can easily cause a costly or even deadly accident. Not enough tongue weight is the main cause of sway. A good rule to go by is 60/40: 60% of the weight in front of the axle, 40% behind while staying as close to the weight limits of the tongue as you can.

For pull trailers, using a load equalizing hitch increases the weight rating of the hitch on your truck. It distributes the weight more evenly to the axles of the tow vehicle. However, if you are going to be towing off-road for even a short period of time, the extra stress placed on the tongue of

Dune Safety â&#x20AC;&#x201C; What to Know When You Tow. (continued)

the trailer and the frame of your vehicle can cause serious damage, especially if you are traveling through sharp ups and downs. With a fifth-wheel trailer, you have to be even more careful off-road, or contact between the top of the bed rails and trailer can result.

The ideal situation would be to have a hitch on your truck that can handle the maximum trailer weight rating without equalizing bars. This is a must for off-road trailer towing use. Can your hitch handle the weight with the EQ bars off? If not, the results can be devastating! This picture reveals the damage caused to the frame of a vehicle when the equalizing bars were not removed while towing off-road. Here is a good example of a properly set up trailer hitch. The load EQ bars match the 1000LB rating on the hitch tongue weight rating. Both safety chains cross over each other and have been extended for the correct length. The cable for the trailer emergency is attached to the bumper and NOT the hitch. There are three links free on the load distribution chains and the bars are parallel to the trailer

frame. The trailer wire harness is nowhere near any moving parts of the hitch. The ball is the recommended height off the ground so that the trailer sits perfectly level. Everything is as it should be!

You can also see no sway control is used in this particular setup. IF your trailer is properly loaded, and everything is within specifications on the axle weight ratings, sway control should not be necessary.

There are lots of places where you can locate all of this information online and in print. You'll have a safer trip to and from your favorite riding spots if you practice a little TLC: know your TOW vehicleâ&#x20AC;&#x2122;s ratings and limits; know how much weight you are LOADING into your truck and onto your trailer; and do the CALCULATIONS before you head out. Next month, we will discuss how to pick out a trailer now that you know what you can safely tow.

SXS SAND TRENDS BOLT-ON “FLASH”

BY CODY FLETCHER

KING OF BLING: When it comes to finding flash and bling, a trip to the dunes is a sure fire place for some flashy bolt-on sighting.

CRASH COURSE

It’s the most popular portion of the Side X Side market, one that is offered on every SXS website and floods the showcases at every popular aftermarket store. This type of product is one of the first things that you install on your new machine, and without it, the SXS market would not be where it is today. So what is this mystical product that has been the perpetual force behind the growth of the Side X Side market? Flashy bolt-ons.

In an industry that thrives on flash and bolt-ons, the combo can be hard on the pocketbook. Whether it is in the billion dollar sand box of Glamis or along any of the sandy dunes that stretch throughout the western United States, flash is everywhere. Better known to some as “bling” (yes, it is a real word in the dictionary now...) these iconic components are the easiest after-market accessories to buy when looking to spice up your SXS.

Billet Aluminum Bolt-Ons

The most popular type of flashy bolt-on is the famous billet accessory. Billet accessories can come in all shapes and sizes and range from a light switch to A-arms. The reason behind the popularity of these accessories is simple: They’re easy to manufacturer for a relatively cheap price; they can bolt right on to replace or add on to your stock machine; and they’re easy to ship. Billet parts are great because they’re much stronger than the plastic parts you’re probably going to replace and they add instant pizzazz to any Side X Side.

There are many billet accessories on the market that are strictly for show. However, there are also a lot of billet parts that can add strength, safety, and convenience to your vehicle. Billet products like rear-view mirrors, side mirrors, Aarms, wheel spacers, fuel picks-up, and seat-base latches are all products that add an aspect of safety and/or strength over the OEM parts. Bolt-on billet mirrors are a must-have for any Side X Side, and for those who have back or neck problems you will agree that a rear-view mirror can really come in handy when getting out of tight spaces or backing out of your trailer.

SXS SAND TRENDS BOLT-ON “FLASH”

weekend. The plastic fuel pick-up can easily break.

Recently I had a problem with the plastic fuel pick-up on my ’06 Rhino 660, a problem that took me nearly a whole weekend to figure out and cost me a whole day of riding out in the dunes. It wasn’t until I got back home and started to really track down the culprit that I discovered what I thought was compression problems, was really just a cracked fuel pick-up. After removing my seats numerous times, I must have hit the fuel pick-up with the seat base, causing a very small crack in the top plastic tube that feeds to the fuel line leading directly into the carburetor. It wasn’t big enough for me to see until I looked very closely, but sure enough, it was cracked and wasn’t letting fuel get to the engine. Luckily, I went down to a local Side X Side shop and they had one I could use. I went back

There are many billet accessories out there that can improve your stock parts, and then there are those that are just for show. No matter what part you’re looking to replace, the strength that 6061-T6 billet aluminum can offer is a reason in itself to buy a billet accessory.

Paint & Graphics

The dictionary will tell you that billet is simply a "bar of metal." Billets can be made of magnesium, steel, iron or lead, but because of its light-weight and relatively low cost (compared with other light metals such as magnesium and titanium), aluminum works best for bolton use. However, since pure aluminum is a fairly soft metal, the aluminum most billet accessories are machined from is actually an alloy of aluminum and other metals.

The sand industry is very similar to the hot-rod industry, in the fact that we love flashy paint. If you look at the off-road market as a whole, Jeepers and dirt racers are not as into the flash of a custom paint job as us in the credit card). Companies like sand market. The sand is much Custom Motorsports offer their more forgiving than rocks and painted plastics for the Rhino, dirt, so a $5,000 paint job will Ranger XP & RZR, and the last a lot longer on a dune bound Prowler on their website. So you Side X Side, assuming the can shop for a new set of cusowner can keep it right-side up. tom painted plastics all from the A SXS that will have many close comfort of your own living room. calls with tree branches, rocks, and other debris may not fair as Custom vinyl graphics like this are inexpensive well. The reason I bring paint into the “bolton flash” category is due to the number of companies that now offer complete custom painted plastics that are ready to ship in the drop of a hat (and your

BILLET FACTS

and can be removed or changed at any time, and they give it that one-off look.

accessory like this Afuelbillet pick-up can save your

home and installed the new piece on my Rhino, only to have it break the very next trip out. Upset and fed-up with the situation I started looking online for a solution and found a billet fuel pick up. So after forty dollars and the standard 3-5 day shipping, I installed the new billet pick-up on my Rhino and have had no problems since. To me, this is a must-have part, and one that adds strength to an initially weak part.

SXS SAND TRENDS BOLT-ON “FLASH” While graphics may not be a “bolt-on” product, they still go hand-in-hand with the flash of your SXS and can be installed just as easily as a bolt-on product. We’ll call it more of a “presson” product. You can purchase a graphic kit for the majority of SXS brands out on the market and can choose from a wide variety of different themed kits. Just like a kit for your quad or motorcycle, a SXS graphic kit installs in minutes with basic tools, and adds a custom overall look to any SXS. If you don’t want the graphics that are on the market, have a custom set made specifically tailored to your liking. Shops like Garage Graffix in Temecula, CA can wrap your Side X Side with whatever your heart desires and will design the graphics to fit your style.

Throw Some D’s On It

Going along with the bolt-on flash theme of this article it just wouldn’t be right if we didn’t mention wheels. Just like in the automotive industry, wheels are one of the largest portions of the aftermarket SXS industry. New wheels can add an instant glow to any Side X Side. When looking to purchase a brand new SXS, don’t go for the limited edition version if you know you’re going to be adding new accessories like tires and wheels. You will end up paying the same price for the upgraded wheels on a new machine that you would pay for aftermarket wheels through a company. New wheels were one of the first things I bought for my Rhino, and one of the first things I kicked myself for when I took off the “Special Edition” wheels after only one trip. Those wheels still sit in my garage collecting dust. Maybe one day they’ll see the sand again. There are two different size

wheels that you can purchase for a Side X Side: 12” & 14”. A 12” wheel is the standard on most SXS’s on the market and there are an unlimited number of aftermarket companies that produce a wheel in that size. A 14” wheel is like throwing a set of 20” wheels on a car. The 14” wheels give a very flashy look to any Side X Side and offer a more low-profile tire size as well.

If you want to add even more flash and protection to your wheels, have them beadlocked. I would recommend anyone running regular tires (not paddle tires) to invest in a set of beadlocks. Beadlocks will allow you to run a low tire pressure and not have to worry about debeading your tire. So, not only do they protect your wheels and keep your tire from coming off, they also look great. You can purchase wheels already fitted with beadlocks or have beadlocks installed on your current wheels. Contact a beadlock company before purchasing your wheels to make sure that they can install them on that particular model.

In Closing

Bolt-on flashy accessories can add a touch of class and an overall touch of bad-ass to any Side X Side. With so many companies both online and brick and mortar, you will be sure to find exactly what you’re looking for to spice up your Side X Side and give it a personal, flashy touch. In an industry that is over-run by high-dollar buggies and million dollar motorhomes, that little extra touch of billet aluminum can really make your Side X Side stand out.

MAKIN’ BLING

CNC machines like the one shown here turn a solid block of aluminum into a finished aftermarket product. These machines range in price from $50,000 to $500,000.

6061-T6

T6 temper 6061 has an ultimate tensile strength of at least 42,000 PSI (290 MPa) and yield strength of at least 35,000 PSI (241 MPa). In thicknesses of 0.250 inch (6.35 mm) or less, it has elongation of 8% or more; in thicker sections, it has elongation of 10%. T651 temper has similar mechanical properties. (www.wikipedia.org)

RESOURCES

Axia Alloys www.axiaalloys.com

Garage Graffix web.mac.com/bewear/GarageGraffix.com

Haas Automation Inc. www.haascnc.com

Custom Motorsports www.custommotorsports.com

DWT (Douglas Wheels) www.dwtracing.com

OMF Performance www.omfperformance.com

Riding CLUB

O r a n g e C o u n t y AT V A s s o c i a t i o n

hile some riding clubs meet only during the “sand season,” the Orange County ATV Association is a family-oriented group of enthusiasts who get together throughout the year. The group was started in Southern California in the 1980’s and has been going strong ever since. Most of the members are from Orange county, though several are from other parts of So. CA and even Arizona.

From October through May, the group rides mostly in the Glamis and Dumont dunes, and occasionally ventures into hard pack areas, such as Barstow and Ocotillo Wells. This year they have plans for a trip to Slash X and Truck Haven. In the summer, they usually get together for pool parties or a beach trip. Many of the members also have water toys, so they go to the Colorado River or Lake Havasu together, too. The holidays are another opportunity for get-togethers, most of which are focused on the children.

Each year in November, the Orange County ATV Association hosts the Glamis Poker Run, which is a lot of fun and a great opportunity to meet new friends. Proceeds from the poker run are divided between the American Sand Association, The San Diego Off-Road Coalition, and CORVA, all organizations dedicated to protecting OHV riding areas. The OCATV Assoc. also participates in area clean-ups to ensure that areas remain open. The group meets the second Tuesday of every month at Fudruckers in Buena Park, CA. They welcome new visitors and encourage people to join them for outings. A small membership fee provides benefits such as a monthly newsletter and a member web site. If you would like more information about the Orange County ATV Association, contact Lloyd Misner, club president, at (909) 228-9840 or corvairs123@msn.com. They would love to hear from you!

OFF-ROAD

ach of us takes to the dunes for different reasons. For some, it is a way to spend time with our families. For others, it is a way to test the new toys we have wanted to play with since the last season ended. But for all of us it is a chance to get away. It is a type of therapy that we all need, something we count on to release the stress of our everyday lives. Stress seems to slip away with every touch of the throttle. Whether you sail over the dunes or you roll through the bowls, our vessels of the desert become the incense of our mediation. It is not about having the fastest car or jumping the farthest. It is about being there with one’s self, with one’s machine, and having an “out” to our lives that this industry knows all too well. Why do we all venture to the dunes? In search of our own Mecca, we travel far and wide for these releases we so desperately need. Safari Off-Road out of Tucson, AZ knows this business inside and out and relies on people who are passionate about this hobby of ours. Ron Dalke, owner and operator of Safari Off-Road, has been building everything from long-travel rails to the good old VW buggies for the last 24 years. These three particular

sand rails are owned by Ron himself and his two friends, Ed and Tony. Ed and Tony were first customers of Ron’s and I guess they never left. All three of these cars are LS1-powered, pumping out between 390 horses on Ron’s green flamed rail to 485 horses on Ed’s red ride. The suspensions are set up the same on all three also: 24 inches in the rear and 22 to 23 in the front. Tony’s “De Storm” sand rail is slightly different from the others, but it is in the same neighborhood of the other two.

What Ron and his team at Safari Off-Road have done is consistently shown that no matter who you are or what you want, you will receive a quality product. There is nothing overlooked and no stone unturned. Although I do like Tony’s paint scheme (done by Tucson Spary Technology) a little more and it was the inspiration for the title of this article, all three of these machines are pure pieces of art. And if you get The Doors song stuck in your head, just think of Ron and his crew in Tucson and they will gladly take your order. As for us, we will gladly see you over the next dune.

By Red

Safari

Safari OFF-ROAD

SPECS

Owner’s Name: Don Dalke Make: Safari Off-Road Model: Safari Evolution Year: 2007 Weight: 1800 lbs. Aluminum: Strange Fab Powder coating: Tucson Spray Technology Graphics: Nash FX Seats: Beard Shocks: King Wheel Travel: 24” rear, 22” front Front Wheels: Douglas Billet Beadlocks Front Tires: Extreme Razors Rear Wheels: Douglas Beadlocks 12x15 Rear Tires: 33x14.50 Extreme Transmission: Mendeola 2D Engine: CBM LS1 Fuel Cell: 20 gal. Fuel Safe Cell Horse Power: 390 For more info visit: www.safarioffroadracing.com

Safari OFF-ROAD

SPECS

Owner’s Name: Ed Richardson Make: Safari Off-Road Model: Safari Evolution Year: 2006 Weight: 2400 lbs. Graphics: Nash FX Front Wheels: Sand Star Front Tires: Razor Rear Wheels: Sand Star Rear Tires: 33” Sand Blaster Transmission: Mendeola 2D Horse Power: 485

For more info visit: www.safarioffroadracing.com

Safari OFF-ROAD

SPECS

Owner’s Name: Anthony Nicasio Make: Safari Off-Road Model: Safari Spyder Year: 2006 Weight: 1800 lbs. Aluminum: Strange Fab Powder coating: Tucson Spray Technology Graphics: Nash FX Seats: PRP Shocks: Front 2.5” Coil-Overs, Rear 3” Bypass 2.0 Coil-Overs Wheel Travel: 24” rear, 23” front Front Wheels: Douglas Billet Bead Locks Front Tires: Extreme Razors Rear Wheels: Douglas Beaklocks 12x15 Rear Tires: 33x14.50 Extreme Transmission: Mendeola 2D Engine: CBM LS1 Horse Power: 450 For more info visit: www.safarioffroadracing.com

DRAGONFIREâ&#x20AC;&#x2122;s

Chariots of Fire W

e all know the movie and we all know the song. So, que up the slow motion action shots of the vehicles sailing over the dunes and have that fun theme music play in the background as I present: Dragonfire Racing. Here is a company based out of Mesa, AZ that is dedicated to the performance of off-road vehicles. They handle everything from sand rails to many different models of UTVs. They even go as far as racing these exhilarating toys. Dragonfire Racing does it all. From parts and chassis to high performance vehicles, there is nothing these guys cannot build for you. One thing you can count on is that everything that comes out of their shop is a well-built, highly tuned chariot that will keep you wanting for more.

By Red

These five particular chariots within the next few pages have gone through some changes. Which one do we start with first? I will start with the white Rhino. Thatâ&#x20AC;&#x2122;s right, I said it. You were all thinking it, so quiet. This white Rhino, as it shimmers in the sun with its Maier carbon plastics, has been through some modifications, including a pre-runner cage along with a Dragonfire snowmobile clutch to get through those gears quicker. Intake and six-over suspension with Fox shocks were also installed. For those creature comforts, PRP seats were added. After all, what is the use of having all these modifications when you cannot be comfortable at the same time?

Vehicle Specs: Make: Yamaha Model: Rhino Cage: Dragonfire Racing Plastics: Maier CDI: Dragonfire Racing Clutch: Dragonfire Racing Intake: Dragonfire Racing Seats: PRP Suspension: Dragonfire Racing six over kit with Fox shocks

DRAGONFIRE’s Chariots of Fire

Next on deck is the Monster Cat. This Artic Cat was transformed into a four-seat Prowler with enough energy to get over the dunes; you would think it was powered by Monster itself. Dragonfire installed the cage that holds you in, the seats belts that tie you down, and the 14-inch billet beadlocks that keep the tires on. We all know that the stock Prowler engine has the performance to move you nimbly-bimbly like this, but to put a cherry on top of everything, they added a sexy Dragonfire steering wheel. You might think I am a little crazy; don’t worry, you are not the only one. Just hear me out: You are sitting in a comfy PRP seat, which this has; you are in a good-looking UTV, which this one is; and you look in front of you and what do you see? A good-looking steering wheel! Like holding a woman by her waist, you automatically grip the wheel at ten and two and a smile washes over your face. Like a great flame job on a hot rod, a steering wheel will immediately make your vehicle go faster.

Vehicle Specs: Make: Arctic Cat Model: Prowler Cage: Dragonfire Racing Wheels: Dragonfire w/ 14” Billet Beadlocks Tires: ITP Steering Wheel: Dragonfire Racing Seat Belts: Dragonfire Racing Seats: PRP Winch: Warn

DRAGONFIRE’s Chariots of Fire

I put these next two UTVs together for one reason and one reason only. They are the same model. These two Polaris RZRs (or â&#x20AC;&#x153;Razorsâ&#x20AC;? as they are called by the cool kids) were built for speed. Even if you did not modify a stock Razor, they are pretty quick. But, why leave something alone when you can make it better? The Razor that looks like an urban assault vehicle has been modified to swoop in wherever it needs to. It has a Dragonfire turbo kit with a computer and intake that sticks out the back. Like a periscope on a sub, this intake is designed to feed air to a stage-three clutch with a belt, which helps use the six-over race suspension with Elka shocks move a little quicker. Also supplied by Dragonfire is the roll cage, seat covers, seat belts, the camo graphics, and, of course, the steering wheel. The wheels and tires were supplied by ITP.

Vehicle Specs: Make: Polaris Model: RZR Suspension: Dragonfire six over kit with Fox shocks Engine: Dragonfire Turbo Kit Exhaust: Dragonfire Wheels: ITP Cage: Dragonfire Seat Belts: Dragonfire Clutch: Dragonfire Stage 3 clutch and belt Steering Wheel: Dragonfire Billet wheel

DRAGONFIRE’s Chariots of Fire

The second Razor is also equipped to storm in and out of locations quickly, except this one does not blend in as well as the other. This Polaris has Dragonfire fourover suspension with Elka shocks, a G3 controller, and a stage-two clutch kit with a belt. To get rid of the Razor’s asthma, they installed a Dragonfire exhaust and race intake. For better stamina, they added a bigger fuel cell, roll cage, and light bar. You cannot forget the PRP seats, PRP seat belts, a GPS, and a two-way radio, so when you misplace your location, you can hail your “good buddy” and make sure he watches out for those “Smokey’s.”

Vehicle Specs: Make: Polaris Model: RZR Suspension: Four over kit with Elka shocks Cage: Dragonfire Lightbar: Dragonfire Seats: PRP Seat Belts: Dragonfire Exhaust: Dragonfire Clutch: Dragonfire Stage 2 clutch and belt Intake: Dragonfire race intake Communication: GPS & two-way radio

DRAGONFIREâ&#x20AC;&#x2122;s Chariots of Fire

The fifth and final chariot is this sand rail that looks fast just sitting there. Built from the ground up, this Komodo Dragon model from Dragonfire can put you back in your seat with a blink of an eye. It is powered by a twin turbocharged Chevy LS6 that can push out 800 horses! Suspension was built to handle all that power by using Dragonfire A-arms in the front and trail arms in the rear. Fox shocks were also installed. 2.5 piggyback by-passes for the front half and 3.0 for the back half. To keep you locked in this sand rail are PRP drift seats so you do not slide around when moving at high speeds. With the paint and polish from Valley Industrial Powder Coating, this Komodo dragon looks good while flying high.

These five Chariots of Fire are well-equipped off-roading machines that were built to go fast, handle the terrain, and make you smile. If you can handle that, then by all means enjoy the ride. Does it matter which ride you will enjoy? I think not. Just que up that sappy theme music and the slow-motion actions shots, but please try not to get us in the background because we will be over the next dune. SA

Vehicle Specs: Make: 2008 Dragonfire Racing Model: Komodo Dragon Weight: 2700 lbs. Chassis Mfg. & Material: 4130 Chromoloy 1 ½ .095 Tig Welded Chassis. 4130 1 ¼ 1.20 wall Plated Arms and Shock Towers Aluminum, Sheetmetal Work: Dragonfire Racing Komodo hood, dash and side panels Powder coating: Valley Industrial Powder Coating Paint: Nash FX Paint Seats: PRP Drift Seats Shocks: (Front & Rear) Fox 2.5 two tube Piggyback By-pass Up Front, and 3.0 four tube in the rear. 2.0 and 2.5 coil carriers Fuel Tank: Fuel Safe 22 gal. Radiator: Ron Davis Wheels: Dragonfire Racing Baja Cripplers Tires: Xtreme Transmission: Mendeola S4S Engine: Twin Turbo LS6 800 HP

FUNCO Company Profile:

MOTORSPORTS By: Shari Tatman-Scholte

In August of 2007, Gil George was inducted into the Off-Road Hall of Fame. His induction was recognition of more than 40 years of pioneering work and innovation in the industry. In a short film produced for the official ceremony, Gil was described as a man of vision, energy, and enthusiasm – qualities that helped produce not only an industry but a way of life.

Gil started his career as a factory Chrysler pro-stock drag racer with an association with Hooker Headers. In 1967, he took a weekend trip to Pismo with a friend and the rest, as they say, was history. He was hooked. Gil started building sand cars and eventually left his position as a managing partner of Hooker Headers in order to start his own company, Funco Motorsports. From the very beginning, Gil wanted to be the best in the business, the best in the sand. His family was with him every step of the way and, as son Grant explains: “It’s all we’ve ever done. We were born into it.” Funco truly is the family business. They have a total of 11 employees, among which are Gil, Grant, Greg (Gil’s other son), and Chad (Grant’s son). Even Mom pitches in working part-time in the office. The advantage of having such extended family involved in the business is that everybody is deeply invested, which benefits customers on every level. As founder and owner of Funco, Gil remains involved in chassis design and engineering. Grant is the general manager of the company

and is a past president of the American Sand Association. Greg is the chassis fabrication manager, the suspension tuner, and the 2004 Ultimate Sandcar Challenge Winner. Chad is considered the Funco protégé and is the winner of three consecutive 2005/2006 EPO Challenges in the car division. At Funco, they have a depth and a breadth of knowledge that comes from years of experience. Because they have been in the business for such a long time, they have many “firsts” to their credit. They were the first to build a car with tube framing. They were the first to use IRS rear suspension. They were the first to use a micro-stub rear hub assembly in an off-road vehicle. And, after building military assault vehicles that required instantaneous ride-height adjustment, they were the first to use air bag technology on a sand car

in order to create a smoother ride.

Funco is one of the largest suppliers of 4- and 5-seater sand cars in the country, with more than 400 of their Big 5 model in the dunes. They have found success because they remain focused on their fourpart mission: to take people out in one of their cars before they make a final decision; to provide a quality car that will remain reliable and safe; to provide customers with great service and support; and to keep the dunes open for everyone to enjoy.

The George Family has turned a passion into a career and, ultimately, into a lifestyle. Their achievement is the result of a deep-rooted commitment which they believe sets them apart from other car builders. It is that basic philosophical difference that comes from wisdom gained over generations.

Kawasaki: Day in the Dunes By Charlene Bower

KX450F

BRRRaaaap!

Dirt Bike Riders here is something for you! I see it tooâ&#x20AC;Śthe number of dirt bikes in the dunes have tripled over the last few years. So many theories: the track guys are finally coming out and playing in the dunes or like me, you are just plain bored with the quad and want a new challenge.

There is nothing better than a good day in the dunes on a dirt bike. The freedom, the loose sand, the floating front wheel, the paddle tire digging. High-speed passes through the bowls while putting your weight on the rear wheel and

feeling the front end float. Going in for a dive turn, sticking your leg out for added security, and powering back out while posting a wall of sand into the air. Hitting jumps that launch you far into the blue sky to the other side of eternity. Knees grabbing the tank and arms outstretched, hitting the whoops along Sand Highway. Cutting over ruts and rough sand with little to no thought. Understanding that you are at complete mercy of the sand and the bike. The knowledge that you can never hit your full potential on a dirt bike. When Justin from Kawasaki offered to bring out the

KX450R and KLX450R to test ride in the sand, I would have been crazy to say no. We started our outing on Sunday night with a sunset ride on our personal bikes. A good paced, fun ride from Vendor Row to Osborne through all the big bowls and then back. A great warmup ride.

Bright and early Monday morning I took on the challenge of sorting out the KXF and KLX in our favorite Glamis sand box. We were ready to put in a full day of riding, and with the temps reaching 95+ we knew we were in for a long, hot day. I threw my leg over the KXF at 8 a.m. and smiled…off to the dunes we went!

If you are a recent 2-stoke convert like I am, then this is the bike for you. It feels like a 2-stroke with a thumper of a motor reminding you that there is a constant flow of power to the rear wheel. Throttle response is quick and aggressive, wanting to lift the front tire at any moment. If you are a jumper who wants to sky it out with the likes of Bubba Stewart, then you certainly need this bike. Again, I am reminded that 2-strokes are dinosaurs and the all-aluminum slim frame of the KXF is the replacement - It does it well. From the slim tank lines to the skinny seat, aluminum skid plates, and black rims you would have to think twice that it was a 4-stroke, well at least until you start it!

Yes, you have to kick it, but with the new auto-decompression system Kawasaki has taken most of the work out of it. Two kicks and there she is humming, like a big bear. Want to make her roar? No problem, click into gear and feel the throttle and huge torque delivered right to the 19” rear wheel. Dare you to get to fifth gear!

The ride was something else. The suspension was smooth and walked right over all of the whoops on Sand Highway. I never bottomed out and, instead, it seemed to flow smoothly. With all of my gear on, I am the perfect weight for most stock settings. If you have to adjust the stock settings, no worries, the new rear shock features dual compression adjustability.

Justin had to make one slight modification to this bike before bringing it to the dunes. He added a Two Brothers slip-on with spark arrestor, but the 41mm titanium head pipe gave it a good start. After riding for a while, we stopped and I was interested in seeing how the hot start worked. No stress, the integrated hot start is unitized with the clutch lever. With a pull and a kick, we were off to the dunes again! The morning hours came to a close quickly as we were out playing (oh, I mean riding), jumping, and taking pictures. With the temperatures already reaching into the 90’s, we decided to take a couple-hour break in the airconditioned trailers and then head out again at 3 p.m. to switch bikes and take another ride.

KX450F Specifications Engine:

Liquid-cooled, 4-stroke single with DOHC and four valves Displacement: 449cc Bore X Stroke: 96.0 x 62.1mm Compression Ratio: 12.0:1 Carburetion: Keihin FCR40 Ignition: Multi-map digital CDI with throttle position sensor (K-TRIC) Transmission: 5-speed Rake / Trail: 27.1 degrees / 4.6 in. Front Suspension / Wheel Travel: 48mm inverted, Kayaba AOS with DLC coated sliders, 22position compression and 20position rebound dampening adjustment / 12.4 in. Rear Suspension / Wheel Travel: UNI-TRAK® linkage system with 22-position low-speed and variable high-speed compression dampening, 22-position rebound dampening and fully adjustable spring preload 12.4 in. Front Tire: 90/100-21 Rear Tire: 120/80-19 Front Brake: Semi-floating 250mm petal disc Rear Brake: 240mm petal disc Overall Length: 86.0 in. Overall Width: 32.3 in. Overall Height: 50.4 in. Wheelbase: 58.5 in. Ground Clearance: 13.6 in Seat Height: 38.0 in. Dry Weight: 220 lbs. Fuel Capacity: 1.9 gal. Color: Lime Green

Kawasaki:Day in the Dunes

KLX450R

This time I started with the KLX450R. I was rested, but it sure was nice not having to lift the bike off of the center stand, or having to kick it before heading off into the dunes.

If you have been on 4-strokes for a while or want a bike that is a little tamer (something that you could take out to the dunes and local dirt riding areas or to this weekend’s enduro), this is a great all-around bike for you. The electric start is most certainly the added benefit!

Kawasaki brands this bike as “Off-road toughness, electricstart convenience, motocross performance. It delivers the same high performance features as the KX model, yet modifies it for the improved durability, comfort, and range needed by off-road racers.” I’ll bite and I absolutely buy it. It has the off-road toughness, the electric start is awesome, and the motocross performance is there, but in comparison it’s a little more timid than the KXF.

With the base of the KLX built around the KXF there are a lot of similar features. Some of the different features that I noticed were the seat width and leg width. The seat is a lit-

tle wider and the tank is a little bigger. It’s not a huge difference, but slightly noticeable, and more comfortable. Attached to the stock Renthal handlebars is a dash which includes a speedometer, twin trip meter, odometer, and clock. There are also switches for the 35-watt compact headlight and LED tail light that is sleekly mounted into the fender.

This is my favorite part: when I went to start it, I just pushed the button! If you are really feeling frisky there is a kick starter, too. The engine sounded a lot tamer than the KXF. More like a cute little lion than a bear. Yeah, don’t worry it can roar, too! Click this five-speed wide-ratio bike into gear and you are going to ride for a long time! The KLX is known for its low- to mid-range performance for the nasty hill climbs and mud crossings in the dirt. Well, in the sand it helped maneuver through the tight small dunes without having to bog down or shift a lot. If you don’t like to shift very often, this bike is perfect for you. It is forgiving and just keeps going. The ride was very similar to the KXF, but you could feel the

weight of the bike. With all of the added features, there had to be extra weight, and it really isn’t bad…only 22 pounds. The battery is under the seat behind the air filter for center of gravity. Weight is also added with a starter motor, kick stand, engine guards on both sides, and on California models a secondary air system to meet stricter air emissions standards.

A feature that I didn’t realize about this bike until I was pulling the specifications for the bikes as listed below is that the KLX is really built for the long ride. Kawasaki is using the lightweight titanium intake valves as in the KXF, but they are using a steel valve in place of the KXF’s titanium exhaust valves. For you 4-stroke guys, you understand the importance of valves and valve adjustments to keep your engine at optimum performance. They also added a reservoir tank for the radiator to provide efficient cooling during long rides. I can see where both of these would be a benefit in the sand as we don’t usually ride 20 minute motos, but instead take long rides from one end of the dunes and back. A great endurance feature.

We ended our day at sunset out in the dunes where we ran into two fellow dirt bikers from Minnesota on their first ride at Glamis. Justin showed them some of the jumps that he had been hitting and we watched the sun set bringing oranges and yellows into the blue sky with the two Kawasaki’s waiting for their final ride back to camp.

MX Frenzy Flag Mount MX Frenzy was nice enough to provide us with two flag mounts to keep us legal in the dunes. Made of billet aluminum, they looked sleek and were easy to install. One end of the mount is attached through the seat bolt on the left side of the bike. The other end requires you to drill into your fender so that the flag hole is tilted back a little. All hardware was included. This mount allows flags to work properly and be seen when cresting a dune on a dirt bike. (909) 648-4755 minifrenzy@aol.com Available at your local dealer

Do I have to pick one? For my own personal riding style and preferences, I would end up buying the KX450F. The only drawback is it doesn’t have a starter button! It is poppy and responsive. But, then again, the KLX450R was so forgiving in any gear and had the electric start. Gosh, I think I will just get one of each! Ok, how about putting the electric start on the KX450F? That would KLX450R Specifications work. Shoot, I guess I am back in the circle again…because that is essentially what the KLX450R is! Well, I guess you Engine Type: 4-Stroke, 1-Cyliinder, DOHC, will just have to catch me in the dunes to find out what I Water-Cooled picked! Ride Safe, Ride Smart, Ride Hard!

Displacement: 449 cc Bore & Stroke: 96.0 x 62.1 mm Compression Ratio: 12.0:1 Carburetor: Keihin FCR40 Ignition: Digital AC-CDI Starting: Electric, with primary kick backup Transmission: Wide-ratio five-speed Final Drive: Sealed chain Frame: Semi Double Cradle Rake/Trail: 27.1°/4.6 in. Lubrication System: Forced, semi-dry sump Front Tire Size: 80/100-21 Rear Tire Size: 110/100-18 Front Suspension / Wheel Travel: Telescopic Upside Down Fork 12.0 in. Rear Suspension / Wheel Travel: New Uni-Trak Swing-arm 12.4 in. Wheelbase: 58.3 in. Front Brake Type: 225 mm single disc Rear Brake Type: 215 mm single disc Fuel Tank Capacity: 2.11 gal. Ground Clearance: 12.6 in. Seat Height: 37.0 in. Dry Weight: 253.5 lb. Overall Length: 85.8 in. Overall Width: 32.3 in. Overall Height: 49.4 in. Color: Lime Green

FUELISH CHOICES

Is Biodiesel Right for You? By Steve Temple Photos by Steve Temple and Courtesy of National Biodiesel Board

E 80

ven though gasoline engines are the mainstay of sand rails, ATVs, and other off-road fun machines, diesel pickups are the workhorses of our excursions, enabling us to tow toyhaulers to our favorite destinations. Unfortunately, anybody whoâ&#x20AC;&#x2122;s topped off the tank lately well knows that the price of diesel fuel is going right through the roof, putting a damper on our dirt sports. Since we canâ&#x20AC;&#x2122;t imagine giving up our sand addiction, imagine this alternative instead: making your own biodiesel for less than $1 per gallon!

Just a few years ago if you mentioned the word “biodiesel,” you’d probably get either a blank stare or a sarcastic remark about the truck exhaust smelling like French fries. Today, though, biodiesel is no joke. It’s now an established alternative fuel, and becoming more mainstream every day. Consider the following facts: Back in 2005, some 75 million gallons of biodiesel were produced. In 2006, that figure more than tripled to 250 million, and it’s expected to jump to as high as 450 million in 2007, according to the National Biodiesel Board (NBB). In addition, about 700 major fleets nationwide, including all four branches of the U.S. Military, use biodiesel. And about 1,100 retail pumps nationwide also make the fuel available to the public.

Such rapid growth likely prompts several questions for diesel owners who are considering filling their tanks with biodiesel. How does it differ from conventional petroleum diesel? Can I run it safely in my vehicle? What are the advantages—and disadvantages—to using biodiesel? We’ll touch on these subjects and more, including how to make your own biodiesel for less than $1 gallon.

First, we need to clear up a common misperception. Biodiesel is not the same as pure vegetable oil. Even though Rudolph Diesel, the inventor of the diesel engine, originally designed it to run on peanut oil, biodiesel is a whole different type of fuel. Although derived or extracted from various plant oils or waste vegetable oils (such as from a restaurant fryer or poultry fat), it goes through a process called transesterification. In simple terms, this term refers to stripping out the fats and glycerin from the oil with a combination of lye and methanol (see sidebar for details).

Even though biodiesel contains no petroleum, it can be blended at any level with petroleum diesel.

Even as little as two percent biodiesel provides additional lubrication, and a number of major diesel engine manufacturers approve of percentages from five to 20 percent (referred to as B5 and B20). In some cases it is used as the sole fuel (B100). (Note, however, that running pure biodiesel might in some cases void an engine warranty claim.)

Biodiesel can be used in diesel engines with few if any modifications, and is biodegradable, nontoxic, and essentially free of sulfur and aromatics. This new fuel is registered with the Environmental Protection Agency (EPA) and is legal for sale and use in the U.S.

How about performance? Biodiesel has the highest energy content (BTUs) of any alternative fuel. As already noted, it provides significantly better lubrication than petroleum diesel, and can reduce premature engine wear and tear. It actually has higher average cetane than diesel (but a slightly lower BTU value), and furnishes similar fuel economy, horsepower, and torque. For proof on the track, note that Scheid Diesel, one of the top diesel performance companies in the country, spikes its custom blend of racing fuel with two percent biodiesel, in addition to other additives. In addition to being made from a renewable, domestic resource, biodiesel is better for the environment. The EPA found the exhaust emissions of particulate matter from pure biodiesel (B100) are about 47 percent lower than overall particulate matter emissions from diesel. The report also verified a 67 percent reduction in unburned hydrocarbons and a 48 percent reduction in carbon monoxide. Biodiesel is ten times less toxic than table salt and biodegrades as fast as sugar.

Biodiesel also poses significantly less risk to human health than petroleum diesel its reduction of particulate matter, and also potential cancer causing compounds by as

1 . More and more filling stations across the country are now offering biodiesel blends as an alternative fuel.

2 . While most biodiesel producers are classified as small businesses, larger facilities, such as this REG plant in Ralston, Iowa, are quickly cropping as well.

3 . Oil pressed from soybeans is one of the most common feedstocks for making biodiesel, but a variety of other grains can be used, along with poultry fat and waste fryer oil.

much as 80 to 90 percent.

4 . A number of companies offer machines for making your own biodiesel for less than $1 gallon. The basic system, such as the Extractor from Extreme Biodiesel, consists of plastic tanks with pumps, hoses, valves and filters, along with a weight scale and testing equipment.

5 . Before converting vegetable oil into biodiesel, it first has to be tested to determine the precise amount of methanol and lye that needs to added.

That’s all fine and good, but are there any downsides to running biodiesel in your vehicle? If you’re switching fuels, keep in mind that biodiesel is a mild solvent, especially in higher concentrations, and tends to loosen accumulated sludge, which might clog the filter and require replacement after running a tank or two.

Also, most pre-1994 vehicles and a few later model vehicles may have rubber fuel lines and/or rubber seals in the fuel system. A high concentration of biodiesel can gradually swell the rubber and degrade it. It’s a good idea to check under your hood periodically and replace fuel lines and seals on older vehicles with a biodiesel-resistant synthetic, such as Viton, if they begin to deteriorate.

In addition, for those who drive in a colder climate, biodiesel gels at around freezing or higher depending on what kind of oil/fats it was made from and the percentage of the blend. Just using a lower concentration of biodiesel is a simple remedy. According to Brian Winslett of Blue Ridge Biofuels, a biodiesel co-op, fuel made from canola oil results in the lowest gel point, while chicken fat creates the highest.

The retail price of biodiesel may be slightly higher as well ($3.30 per gallon or more, as of this writing), depending on the source. But the benefits of biodiesel can outweigh the few extra pennies at the pump. Various truck fleet operators report that running biodiesel result in cleaner engine oil, less engine wear, decreased maintenance and no cold weather issues, even with temperatures in the teens and single digits. 6 . Safety precautions should be followed carefully when making biodiesel. This container of methanol has a ground wire clamped on the barrel to eliminate static electricity which could ignite fumes.

Looking at the biodiesel balance sheet overall, the pros outnumber the cons when you consider its performance, safety, lower emissions, and positive impacts on domestic jobs, farming, and the U.S.

energy supply. The bottom line—if you aren’t using biodiesel in your diesel vehicle now, chances are you will be in the near future.

Now to the other bottom line: brewing biodiesel in your backyard. Several companies make machines that enable you to produce biodiesel on a small scale, about 40 to 100 gallons per day, for as little as 70 cents per gallon. A system typically consists of a couple of plastic tanks with pumps, hoses, valves and filters, along with a weight scale and testing equipment.

To produce diesel, you first have to collect some waste vegetable oil. It’s usually available free, but that’s getting harder as biodiesel grows in popularity. After filtering it of any debris, the quality has to be evaluated by “titration,” a simple chemical test that determines the amount of lye and methanol required to convert the oil to biodiesel. These two chemicals are carefully mixed together in a sealed container (the resulting mixture, called sodium methoxide, is caustic and requires safety precautions such as protective goggles and gloves). It’s then added to a tank of lukewarm vegetable oil (heat speeds the conversion process) and after about 30 minutes, glycerin separates out from the oil. This byproduct is drained off, which can be resold to make soap or plant fertilizer. Some companies, such as Cascade Biodiesel, a dealer for the Fuel Meister system, use the glycerin byproduct as fuel for a shop heater. Even though the resulting biodiesel is slightly cloudy at this point, it can be burned as fuel, but some systems add another step of “water washing” for further refining. This phase uses a mister to spray water into the oil. As the water sinks to the bottom (since oil floats on water), it captures impurities, and is later drained off. Extreme Biodiesel eliminates this step entirely, however, by using a

filtration medium that is commonly found in European biodiesel plants.

Lastly, the biodiesel is then pumped through a water-separator to eliminate any remaining moisture, and through with fine filters to get rid of particles and impurities. Some companies recommend an additional drying stage if water washing is used. The final product is a clean, honey-colored fluid that can be poured directly into your vehicle’s fuel tank.

A couple of cautions, however: For anyone who is considering the production of biodiesel, we would we strongly emphasize the importance of being very safety-conscious about working with potentially hazardous and/or flammable chemicals, and follow all procedures recommended by the machine’s manufacturer.

In addition, while the actual cost to produce a batch of biodiesel can be less than $1 per gallon, don’t forget to factor in the time to process the oil and the cost of the equipment. (Prices range from $2000 to $5000, depending on the quality of the components, filtration system, and speed of processing.) And you’ll also need a way to collect and transport waste oil, a well-ventilated work area, and a method to dispose of the glycerin and wastewater. But for anyone consuming fairly large quantities of diesel, these drawbacks are minor in comparison the benefits and substantial savings of producing your own fuel.

7 . Valves and pumps are used to mix the methanol and lye into a solution of sodium methoxide, which in turn flows into the vegetable oil, causing the glycerin to settle out. The result is raw biodiesel, which is further refined and filtered.

8 . Extreme Biodiesel eliminates the “water washing” phase with filtration tanks filled with media that removes contaminants.

9 . Biodiesel machines usually make 40 or more gallons at a time, which can be handled in a 55-gallon drum.

1 0 . If waste vegetable oil is used, it can be collected from restaurants, and then pumped into a storage tank, prior to processing into biodiesel.

SOURCES:

National Biodiesel Board www.biodiesel.org

Extreme Biodiesel 888/998-7223 www.extremebiodiesel.com

Cascade Biodiesel 503/914-6528

Blue Ridge Biofuels 828/253-1034 www.blueridgebiofuels.com

1 1 . In order to collect waste vegetable oil from restaurants and other sources, Extreme Biodiesel’s Chevy one-ton dually pulls a trailer fitted with pumping equipment and a storage tank.

1 2 . In addition to offering machines for making biodiesel, Extreme Biodiesel now has a co-op which sells fuel to members.

By Red

Desert Wrangler W

hen someone asks you, “What is a Wrangler?” what is the first thing that comes to mind? Is it a pair of jeans on your favorite cowboy or cowgirl? Is it a guy that is crazy enough to handle snakes? Or could it be a 465-horse-powered two-seater meant to look like a Jeep? Whatever your definition is, this buggy falls under that category, too.

Bill Schueler of Phoenix, AZ owns this particular Wrangler-esque ride. The co-owner of Jagged X who has had a passion for duning since 1981 has also been known to dabble in rock crawling. He built this buggy to perform in almost any type of terrain. Like any good project, it took a little longer than expected, nearly two years to be exact. Other projects would pop up and this one would be put aside until time allowed it to resume again. Finally, all the hard work, blood, and sweat paid off. Out of the shop rolled this two-seater that was built for speed, dunes, and anything else you want to throw at it. So, what does this Wrangler have in it you ask? Let’s find out. The buggy is powered by a mostly stock six-liter Chevrolet truck engine with a UMI Delphi computer system. For an added bonus, there is a 100-horsepower Nitrous Express system installed, producing anywhere from 365 to 465 horses. If that was not enough, the structure that holds the engine in place is built of .120 x 1.75 DOM tubing with the work done by both 4Wheeler Supply and Jagged X. With the graphics and powder coating done by CR Designs, this buggy is looking good and a glutton for punishment. To endure this punishment, they have installed custom four-links with 2.5 Fox coil-overs and reservoirs, 14 inches in the front and 16 inches in the rear, a rear anti-rock sway bar, and Fox air bump stops. A Fuel-Safe, custom-built, multiple pick-up aluminum shoebox-type fuel tank keeps the juice flowing without sputtering or hesitating. (We all know that the last thing you need as you climb a dune is hesitation from your vehicle because the fuel tank’s pick-up tube is in the wrong spot.) With all of the hard work, time, and patience that were put into this buggy, it is sure to be a desert wrangler. Just make sure you do not mistake this ride for your own Jeep Wrangler. Granted, Schueler will not be lassoing any snakes in the near future, but do not put it past him to handle a dune with authority. As for us, we do not take to kindly to authority and if you have a problem with that, we will see you at high noon, over the next dune.

Desert Wrangler

SPECS

Model: Two Seat Fun Buggy Year: 2007 Weight: 3800+/- lbs. Chassis Mfg. & Material: Custom spec by 4Wheeler Supply, Phoenix, AZ .120 x1.75 DOM tubing Aluminum, Sheetmetal Work: Jagged X Powder Coating: Affordable Powder Coat Paint: CR Designs Off-Road Paint Dash & Gauges: Race Pak Intelidash Seats: Jet Trim Lake Havasu City, AZ Suspension: Custom four-link with 2.5 Fox coil-overs w/ reservoirs, Rear Anti-Rock sway bar & Fox air bump stops. Shocks: (Front & Rear) 2.5 Fox coil-overs w/ Res 14” front,16” Rear Fuel Tank: Fuel Safe Custom multiple pick-up, aluminum shoebox can Headers / Exhaust: Gibson Headers w/ Spin Tech mufflers Radiator: Ron Davis Front Wheels: Rocks/17” Walker Evans beadlocks; Sand/Custom 17” Trail Ready beadlocks Front Tires: Rocks/ 39” Red label BFG Krawlers; Sand/Custom grooved Goodyear MTR projects Rear Wheels: Rocks/17” Walker Evans beadlocks; Sand/ 17”x12” Custom Trail Ready Beadlock Rear Tires: Rocks/ 39” Red Label BFG Krawlers; Sand/ 35” Extreme Tire paddles Transmission: Hughes Performance GM Turbo 400 Engine: Chevy 6.0 truck motor with UMI Delphi computer system. 100 HP Nitrous Express system. Horsepower: 365-465

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BUILD-UP TROPHY: DON’T try putting

this trophy on your wall. DO hit the trails and show off your new 700 Rhino “SE”.

The

ULTIMATE RHINO GIVE AWAY

Youʼve seen it in the magazine and heard about it at the shows, so are you ready for us to give away that 2008 Yamaha Rhino weʼve been talking about? If you answered yes…Good – because weʼre ready to give it away. But wait just a second… let us tease you a little longer while we tell you about all the features youʼre going to find on this anythingbut-stock unit. When you have a blank sheet of paper with only a couple of rules to follow, you can build the Yamaha Rhino of your dreams.

BY MIKE LASHER

Not knowing who the winner was going to be and what type of terrain they would be using it in made it a little challenging for us. We decided to build something that was pretty neutral and could be used in a variety of terrains. Our first upgrade was the wheels and tires. We went with our choice of the best allaround tire. We chose the Maxxis 26” Big Horn mounted on a set of OMF Performance 3-piece Billet Center beadlocked wheels. In order to make sure that the rubber

stayed on the road, we upgraded the factory shocks with a set of Elka Suspension 46mm replacement shocks. These shocks have both rebound and compression dampening.

To keep the brush out of the plastics we installed a set of bumpers and tail light guards from Pro Armor. The front bumper also included a mount for the Warn RT 40 winch we installed. You never know when you may find yourself in a position where a little extra pull might come in handy. To protect the bottom side of the

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Rhino from the terrain we used a set of Dylan Motorsports Skid Plates and A-Arm Guards.

As important as it is to protect the outside of the Rhino, itʼs even more important to protect the passengers. We started off by installing a set of Mastercraftʼs suspension seats with matching headrest covers. We opted for an all vinyl seat to make it easier to clean after a romp in the mud. Mastercraft also supplied us with a set of their five-point harnesses to keep you in place during your ride. In order to attach the shoulder straps we used Black Rhino Performanceʼs Harness Bar. To keep the driver comfortable no matter how tall they are, we added one of Lion Cartʼs adjustable Seat Sliders.

To protect you from the outside elements, we installed Extreme Rhino Motorsports custom aluminum roof. The roof is powder coated black and features a vinyl lining to help keep the noise down. On top of the roof, we added Baja Designs Modular Light Bar and three Fuego HID lights. We also installed one of Trail Armorʼs two-piece windshields to keep the wind and dust out of your face.

So when are we going to give this dream machine away? The final drawing will be held at our “Eggstravaganza” in Glamis, CA over the weekend of March 22 & 23. The winnerʼs name will be selected from entry forms submitted online, in the mail, and at various events. Will it be you? Make sure you register online at www.sidexsideaction.com.

Stay tuned as we unveil our next give-away promotion at the Eggstravaganza.

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BUILD-UP