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ALL BRAINS. ALL BRAWN. ALL DAY. The 2021 Maverick X3 with Smart-Shox technology is a master of maneuvers. It automatically adjusts to any terrain, supercharging an industry-leading 195 hp with remarkable traction, control, stability and comfort. Talk about breaking new ground. Where will you race off to first?

© 2021 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, TM and the BRP logo are trademarks of BRP or its affiliates. In the U.S.A., products are distributed by BRP US Inc. BRP reserves the right, at any time, to discontinue or change specifications, prices, designs, features, models or equipment without incurring obligation. CAN-AM OFF-ROAD VEHICLE: Some models depicted may include optional equipment. For side-by-side vehicles (SxS): Read the BRP side-by-side operator’s guide and watch the safety DVD before driving. Fasten lateral net and seat belt at all times. Operator must be at least 16 years old. Passenger must be at least 12 years old and able to hold handgrips and plant feet while seated against the backrest. SxSs are for off-road use only; never ride on paved surfaces or public roads. For your safety, the operator and passenger must wear a helmet, eye protection and other protective clothing. Always remember that riding, alcohol and drugs don’t mix. Never engage in stunt driving. Avoid excessive speed and be particularly careful on difficult terrain. Always ride responsibly and safely.

CONTENTS

SEPTEMBER 2021, VOL.58, NO.9

COVER SECTION

ROVERS!

46 GREYSTONE Land Rover Defender 90 with Cummins R2.8 power!

56 TRAILER? NEVER Tyler Mobraten’s Land Rover Discovery is not your average family road trip machine

FEATURES & EVENTS 18 RETURN TO THE RED ROCKS Scenes from the 2021 Moab Easter Jeep Safari

28 DIXIE OFFROAD EXPO 19 new products from the vendor show

TECH & INSTALLS 34 WINCH ONE? We talk winch tech, old compared to new, load ratings, and more

42 ALL BETTER A 3.5-inch suspension lift and 33s was just what this Sierra needed

52 PORTAL AXLE 101 Why are they so cool?

62 SMART & SEAMLESS Cutting edge solutions for adding onboard air and auxiliary power to your Jeep

70 SUPERIOR SILVERADO Stopping power and a laser-straight alignment for our Silverado 2500HD

TIRE TEST 38 DELIUM TERRA RAIDER M/T KU-255 Tough, durable, grippy

LONG-TERM REPORT

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

ON THE COVER: Tyler Mobraten’s ’04 Land Rover Discovery is used almost exclusively for 1,000-mile expeditions, it’s never trailered, and it has a number of impressive modifications. Read more about it beginning on page 56. Photo by Jered Korfhage.

76 2020 JEEP GLADIATOR RUBICON First report: Early impressions of our newest long-termer 4 SEPTEMBER 2021 FOUR WHEELER

WWW.FOURWHEELER.COM fourwheeler.com

Switch to GEICO and see how easy it could be to save money on ATV insurance. Simply visit geico.com/cycle to get started.

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

FIRING ORDER

Life before the electric starter he other day I hopped in the Four Wheeler EcoDieselpowered long-term Jeep Wrangler and pushed the start button. The starter whirred, the engine started, and I drove away. This got me thinking about all the things we take for granted on our modern 4x4s. Like the electric starter. An example of life before an electric starter was the Ford Model T with hand-crank start. Steps to starting the engine included setting the hand brake, retarding the spark using a lever near the steering wheel, bumping the throttle open a bit (the throttle lever was also located near the steering wheel), setting the choke, and then, with the ignition off, cranking the engine a few times to prime it. Then, with the ignition on, a strong pull was given on the engine crank lever. There were tricks to starting the Model T with a hand crank, one of which was how the operator grasped the crank lever. If done incorrectly the result could be a broken wrist or arm if the engine kicked back and lever met arm in a violent fashion. I have a thing about tractors. It’s the result of years on the farm, perched on machines, including an International Harvester 706, John Deere 4020, and Ford 9N tractors. I dig tractors (and combines among other things), and when I’m not immersed in 4x4 I’m watching a tractor auction, a historical tractor show, or just about anything related to tractors. With that said, prior to the electric starter some tractor engines used unique ways of starting. An example is the Field Marshall tractor. To start the engine (which was a single-cylinder, two-stroke diesel), the process included inserting a smoldering wick into the cylinder head (which acted as a glow plug) and a blank shotgun shell was inserted into a breech on the engine’s intake system. The shell was fired by tapping on a protruding firing pin with a hammer. The charge in the bore sent the piston through its stroke and the engine (hopefully) started. Back in the day, similar systems were used on armored vehicle and aircraft engines, among others.

Another interesting tractor starting method I’ve seen included removing the steering wheel with shaft from the steering column, inserting it into the engine, and the operator turned the wheel to start the engine. The steering wheel was then reinstalled into the steering column. My brain often kicks into gear in the middle of the night and runs wild. The other night I began to think about how cool it would be to find one of those old Field Marshall tractor engines and transplant it into a 4x4. Imagine the conversation starter when I popped the hood, chucked in a burning wick, loaded a blank shotgun shell, and then clobbered the firing pin with a hammer to start the engine. I know there are numerous problems with this middle-of-the-night engine transplant plan, but the idea is solid. Not really. Most of us don’t think twice about our 4x4’s starter until we pack it with mud and water while wheeling and it stops making those whirring noises. Just the other day, Four Wheeler Staff Editor Jered Korfhage was telling me about that exact scenario with his girlfriend’s Wrangler LJ. He got lucky and a few taps with a hammer loosened things up enough to let the internals spin. In the end, the electric starter makes things a lot safer and easier and is one of those unsung hero components of a 4x4. Thanks go out to Charles F. Kettering for this great invention. –KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM PHOTO: KEN BRUBAKER

Q The electric starter revolutionized how an internal combustion engine is started. Can you imagine hand-crankstarting your 4x4’s engine each time you wanted to go somewhere?

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4XFORWARD Can you believe how out of control old vehicle prices have gotten? nybody here watch the TV sitcom Seinfeld? I’m old enough to remember watching it every week in prime time, but nowadays the whole catalog is accessible on your phone, computer, or on-demand TV subscription. If you weren’t around back then you probably don’t understand the impact that show about nothing had on everyday watercooler chat at school or in the office, but it was one of those feel-good, can’t miss shows for a lot of people. Speaking for myself, my family and I never skipped an episode from the time I was in high school to long after I had “grown up” and moved out on my own. I’d sit there with a cold Dr Pepper, a bowl of hot movie butter popcorn, and my Joe Dirt Auto Trader, consuming the popcorn and soda during the show and navigating a jungle of print ads for muscle cars and 4x4s during the commercials. Ah, the 1980s and 1990s, when you could still find decent A-body GM muscle cars for less than $2,500, early Broncos for $3,000, and Willys flatfenders and early Jeep CJs for pocket change. The exceptions to the rule were antique iron from the 1920s through the 1950s. I remember even in the late 1980s seeing complete basket case ’57 Chevys with no floors and missing bumpers going for almost $8,000. Considering a brand-new SUV was less than $15,000 back then and that price really scales up. Why? Two words: baby boomers. By the late 1980s and 1990s that generation was all grown up and done or almost done paying for colleges and mortgages. With some equity in the bank, many found time and funds to relive their childhoods by buying and/or building the vehicles they remember as a youth. As their demand went up, so too did the prices on that early iron. Fast-forward to today and cue Seinfeld voice - “What is the deal with vehicle prices these days!” I don’t know if you’ve noticed or not, but prices on pretty much all sorts of “vintage” automobiles from the 1970s through the early 1990s has gotten stupid. I mean, no-sense, offensively stupid. Who in their right minds is paying $30,000 for a basket case early Bronco? Apparently, somebody judging from the prices I keep seeing. Granted, Broncos have always been collectible, but even Dodge Ramchargers? What we’re seeing is a perfect storm of good economy, social media-driven peer pressure, pandemic-derived free time, and a generation looking to rekindle some automotive childhood memories in much the same way as when the

8 SEPTEMBER 2021 FOUR WHEELER

1 1 I bought my ’85 Ramcharger in 1991 for $4,000 with less than 80,000 miles on it. A similar vehicle today in non-running condition, a roached interior, and 200,000 additional miles on the odometer is poking the $7,000 mark. 2 We used to routinely see flatfenders for less than $1,000. Heck, I paid $400 for my ’53 DJ-3A back in 2000. Now you’re lucky to find one missing the engine and drivetrain for under $3,000. 3 And YJ or TJ Wrangler prices have eclipsed CJ-7 prices. I paid $500 for my ’89 Wrangler less than 15 years ago but now you’ll be lucky to find one in the same condition I bought mine for under $7,500. 4 Or my favorites; Wagoneers and Cherokee Chiefs. I can’t understand how the same vehicle I paid $800 for about 10 years ago is now fetching more than 10 times that amount in much poorer condition. Heck, I recently saw an XJ Wagoneer with woodgrain siding in average condition with a $19,000 price tag. Yup, it’s just dumb, but it won’t last forever.

4 baby boomers drove the price of 1920’s-1950’s iron through the roof. And just as the prices of 1950’s iron come down as the boomer generation thins out or stops driving, so too will the prices we’re seeing rise nowadays. Yup, I think in a couple decades we’ll be able to buy a fullsize square body GM pickup or SUV once again for less than a home down payment as the

pendulum swings toward a newer generation. Maybe we should all start stockpiling mid-2000s SUVs and front-wheel-drive cars so when they start buying, we can benefit. Who has a warehouse they’re not using? I’ll go first. -CHRISTIAN HAZEL CHRISTIAN_HAZEL@MOTORTREND.COM PHOTOS: CHRISTIAN HAZEL

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Inbox

BY KEN BRUBAKER EDITOR@FOURWHEELER.COM

DAVE’S COLORADO TRIO This is my ’83 AMC Eagle that I have owned since new. It has 300,000 miles on it. I ripped out the independent front suspension and stuffed in YJ suspension leaf springs. The engine has my original 258 carbureted I-6 crankshaft and I did the 4.7L stroker setup on a 4.0L block with fuel injection from a Jeep Cherokee. The Eagle has a Jeep Cherokee NP242 T-case, AW4 tranny, Dana 35 in the front, and a Dana 44 in the back (both equipped with ARB Air Lockers). It also has custommade tube bumpers. As you can see, this is now my plow vehicle, and it kicks butt at plowing. The 32x9.50 Super Swampers do really good in deep snow. I actually had to pull my neighbor’s F-250 truck out of a snowbank he was trying to plow, and he was chained up on all fours. I have never had to chain up this vehicle and I have never been stuck, but I’ve had some trying moments where I had to slam it a few times before I got out. I live in Evergreen, Colorado, at 8,300 feet of altitude and because this plow is so nimble and can turn on a dime it works really well on the steep, narrow driveways up here where a fullsize truck can’t even turn around. Back in January 2000, your magazine took a picture of my Eagle when I was at Moab and actually slammed it. He was under an article saying what’s not trendy anymore. This vehicle has the original unibody frame even though your article said it was a body-on-frame modification, which it isn’t. And believe it or not, I went four-wheeling with a bunch of friends of mine and we went up to Pritchett Canyon in Moab and my Eagle was the only vehicle that went up Rockpile Hill and it did so without even spinning the tires. It was unbelievable! I had to pull everybody else up out of there. That was the crowning moment for this Eagle. There are so many other modifications I did on this vehicle I can’t even remember. I also thought I’d put in a picture of my ’97 XJ and my ’87 Toyota motorhome. The XJ has dual ARB Air Lockers, a 6-inch lift, and 33x9.50s. The Toyota motorhome has a King coilover suspension, a supercharged Chevy V-6, an Atlas T-case, a Dana 60 in the rear with an Eaton ELocker, and about a thousand other modifications. I am getting ready to pull out that Chevy V-6 and install a new engine out of a ’14 Silverado and the 6L80E auto in this motorhome. Unfortunately, about a month ago I lunched the Dana 44 in the Eagle pushing a huge amount of snow, so obviously it doesn’t run until I rebuild the rearend or I would have pulled it out in the middle of my driveway for the photoshoot. Thanks for the article on AMC Eagles. I’m an old four-wheeler and I owned several CJs back in the early ’70s. I’ll be 69 this year and I will ’wheel until I can no longer hold onto a steering wheel. Thanks! DAVID VIA EMAIL

JK FOR EXPLORING First off, I enjoy reading Firing Order when I get my new magazine every month. I’ve never sent anything in until now. I drive a two-door, Commando Green ’13 Jeep JK, from which I removed the back seat. This gives me the perfect amount of room to pack a tote filled with my tent, camp stove, heater (if needed), food, water, and any other supplies I might need. I like to keep it simple and use a mummy sleeping bag on a foam mat with a travel pillow. I also have a hammock that I’ll string up if the feeling strikes me. The Jeep has a home-built wooden table on the

WHERE TO WRITE

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

10 SEPTEMBER 2021 FOUR WHEELER

tailgate for cooking and tool bench duty. There’s a photo included from my latest trip out to Big Bend National Park. A buddy and I spent three days exploring around there and camped at two different spots in the park. We experienced a bit of snow, which was odd, but made our trip even more memorable. Thank you and the entire Four Wheeler team for putting out a great magazine. Keep up the great work! JOSH VIA EMAIL

FIRST CAR WAS A JEEP This ’78 CJ-7 is the first car I bought. It was bone stock. Motor: 5.3L LS built with V-3 Vortech supercharger, fuel system, heads, cam Suspension: Four-link rear, 16-inch-travel Fox 2.0s; three-link front, 16-inch-travel Fox 2.0s Axles: Kingpin 60, full-float 14-bolt ERIC VIA EMAIL

RETRO GMC I’m interested in submitting my truck to be in your magazine. Many ask why a magazine? Well, simply because when this style truck was popular, magazines were our go-to for ideas and parts sources. And inspiration. I finished building this truck just a few months ago and it does not fit in with the late-model crowd. It does not have a vinyl wrap or 26x14 American Force wheels with stretched-out 33-inch tires. Everything about the truck was put period correct to the ’90s. ’91 GMC Sierra 13 inches of lift via a straight-axle conversion 14-bolt semi-float rear axle Dana 44 high-pinion front axle 350ci V-8 42-inch Super Swamper TSLs on 16x12 Mickey Thompsons JOSH VIA EMAIL

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PHOTOS: COURTESY OF THE MANUFACTURERS

BY JERED KORFHAGE

JERED.KORFHAGE@FOURWHEELER.COM

RPM AUTOMOTIVE NEWS

Did You Hear? Shortly before the release

of the ’22 Ford F-150 Lightning, President Biden toured the Ford Rouge Electric Vehicle Center in Dearborn, Michigan. After his speech, the President could be heard joking with Ford executives, “I wonder whether I can lose the Secret Service and go out on the track. You think I’m kidding? I’m not.” In an unplanned feat, the President was ushered into the F-150 Lightning, onto a test track, and given the order to “just mash it.” After silently zipping up to 60 mph in what he estimated to be 4.4 seconds, Biden exclaimed from behind his aviator sunglasses, “this sucker’s quick!”

Will the Electric Lime Metallic ’22 Toyota Tacoma be the retina-searing reason you visit a dealership this year? The new Tacoma sits 1.5 inches higher than its previous iteration, incorporates forged-aluminum control arms, and will retain the familiar custom skidplates, Fox 2.5-inch internal bypass shocks, after cat exhaust system, and LED headlights.

Could the ’22 Toyota Tundra, vaguely depicted in this image, be coming for the Ford Raptor and Ram TRX? What you can’t see here is the rumored twinturbocharged 3.5L V-6 powerplant and perhaps a departure from the leaf-sprung rear suspension.

12 SEPTEMBER 2021 FOUR WHEELER

IS FORD WORKING ON A NEW TWINTURBOCHARGED 7.3L GODZILLA ENGINE?

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Overland Expo Built: Overland Toyota 4Runner

Motoring Mishaps

The folks behind Overland Expo have partnered with Toyota to build what they are calling the “Ultimate Overland Vehicle.” Starting with a ’21 Toyota 4Runner TRD Off-Road and its 4.0L V-6 motivator, the duo will use products from a dizzying list of manufacturers to take the SUV to the next level. You’ll see the grand reveal at Overland Expo Mountain West, in Loveland, Colorado, on August 27.

Diesel Dyno Explosion The crew at Power Driven

Diesel (PDD) is in for a full teardown and rebuild of its “Godfather” truck after the rig’s 12-valve Cummins diesel engine exploded on the dyno during the 2021 Ultimate Callout Challenge Dyno Competition at Lucas Oil Raceway in Brownsburg, Indiana. After shifting into Fourth gear, the truck was under full power and pushing an estimated 250 pounds of boost. It was ripping through the pull nicely—until it wasn’t. The truck allegedly made 2,369 hp and 3,039 lb-ft of torque before exploding. The impact blew the hood off and sent parts flying, including a piston that landed in front of an onlooker in the stands. Fans were invited to gather and bring pieces of the engine to the PDD crew for autographs.

Remember the Great Gasoline Shortage

of 2021? After a wave of panic swept the nation prompting many to panic-buy gasoline, the driver of this Hummer filled up several gas containers and stowed them inside the vehicle. The cause of the vehicle fire is still under investigation, but this is our friendly reminder to always safely store and transport your vehicle’s spare fuel. fourwheeler.com

One lorry loaded with tomato puree crashed into another

in eastern England. The paste-laden truck lost its load in the accident and spilled the red contents across the roadway, prompting an emergency resurfacing to repair the damage. One onlooker took to social media saying they “went pasta the accident,” while another asked “was this the sauce of the traffic problems in Cambridge today?” Perhaps the truck was trying to ketchup to another vehicle on the road. We’ll see ourselves out.

In other truckand-food related news, a melancholy situation unfolded on Utah’s I-15 when a truck hauling uniquely flammable watermelons overturned and burst into flame.

Four Wheeler Mobile When you’re under your 4x4 looking for the motivation to continue slogging through the never-ending project on your hands, reach for your smartphone or tablet and take a break by scrolling through Four Wheeler Mobile. We have videos, instructional write-ups, 4x4 news, as well as trail reports, features, and much more to distract and inspire you. Check it out! FW FOUR WHEELER SEPTEMBER 2021 13

Stream the Best Car Shows. Anytime, Any Device.

Go to: motortrend.app.link/fw

Parts Rack

BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM

FOLDABLE KAYAK

Anyone who has packed a 4x4 for a long trip knows space is limited. If you frequent destinations that have bodies of water worth paddling, the Inlet by Oru Kayak is for you. The 10-foot kayak is 31 inches wide, weighs 20 pounds, and folds down into a box about the size of a guitar case in just around three minutes. INFO: Oru Kayak, 510/518-3119, orukayak.com

SWAY AT BAY GLADIATOR ARMOR

ICON Off-Road Armor has what you need to defend the rear end of your Jeep Gladiator with the Pro Series II Rear Bumper. The new piece of armor features a multi-faceted, high-clearance design that allows you to sneak through and glide over the toughest obstacles. Ground clearance and departure angles have been maximized with this design and the tow hitch has been integrated in such a way to make access as easy as possible. Pro Series bumpers are made from 3 ⁄16-inch steel that is laser-cut for a precise fit. Recovery tabs are made from 1-inch plate steel and 2.5-inch LED backup lights (sold separately) can be installed in recessed sockets. The bumper is compatible with factory proximity sensors, it comes with a black powdercoated finish, and is covered by ICON’s limited lifetime warranty. INFO: ICON Vehicle Dynamics, 951/689-4266, iconvehicledynamics.com

Hellwig Products has what you need to reduce body roll and improve the driving dynamics of your ’20-’21 Chevrolet Silverado HD or GMC Sierra HD 2500/3500 truck. The sway bar is forged from solid 1.25-inch-diameter, heat-treated 4140 chromoly steel and features Hellwig’s signature Hammertone powdercoat finish. The kit includes all hardware necessary for installation and is compatible with 2WD, 4WD, SRW, and dually platforms. INFO: Hellwig Products, 800/435-5944, hellwig.com

IN-HELMET HYDRATION

If your off-road vehicle necessitates a race helmet, you might’ve found yourself delaying quenching your thirst because of not wanting to remove your dome’s protection. The FluidLogic Hydration System allows you to maintain focus on the trail while staying hydrated. The system includes a steering wheel-mounted micro button, with integrated LED, that reminds the driver to hydrate with fluid delivered to the driver’s lips via the microphone mounted Aquacom. The pod, which is the center of the FluidLogic system, delivers a predetermined dose of fluid and is completely programable via the FluidLogic app. Fluid is pumped through the magnetic Maglock Coaxial helmet connecter and is stored in the vacuum-insulated FluidLogic Containment System. FluidLogic is great for recreational trail rides as well as off-road racing. INFO: Rain Maker Solutions Inc., 310/725-1720, fluidlogic.com

ELECTRIFYING LIFT

If you’ve thought about purchasing a ’21 Jeep Wrangler 4xe, we’re willing to bet you’ve thought about lifting it, too. Look no further than the Jeep Performance Parts 2-inch Lift Kit for the plug-in electric hybrid Jeep. The kit includes four coil springs, four Fox shocks, front lower control arms, front and rear stabilizer links, front and rear bumpstops, and more. The components are designed and tuned specifically for the hybrid Jeep. INFO: Mopar, 800/399-2668, store.mopar.com 16 SEPTEMBER 2021 FOUR WHEELER

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FEATURE

RETURN TO THE

RED ROCKS

Scenes from the 2021 Moab Easter Jeep Safari By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Jered Korfhage

hile 2020 left us at home reliving memories of Jeep Safaris past, the event returned in 2021 and brought thousands of Jeep fans to Moab for a week of trail riding, exciting new products, and fun in the sand and rocks. Originally run by Moab’s Chamber of Commerce, the Jeep Safari has been around since 1967 and is now coordinated by the Red Rock 4-Wheelers, a local off-road club. Jeepers were invited to sign up in advance for various daily guided trail rides designed to challenge everything from stock Jeeps to dedicated rock buggies. For those not participating in organized runs, Moab was packed with 4x4 enthusiasts and the red rock trails were the place to be. We were on the scene with cameras at the ready, to bring you a look at what went down as Jeep fans returned to the red rocks of southeastern Utah.

18 SEPTEMBER 2021 FOUR WHEELER

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FOUR WHEELER SEPTEMBER 2021 19

Feature red rocks

Clint Malburg’s Jeepster Commando came with a wonderfully patina’d body and a trashed frame, so he built a new one out of 2x5-inch rectangular tubing. He sourced a 5.3L Vortec V-8 for power and stuck a 4L65E with a manual valvebody behind it. An Advance Adapters Atlas 4.3 T-case splits the power to his rear shaved 14-bolt/trussed Dana 60 combo. Gears? 5.90s. Differential? ARB Air Locker. Rolling stock? 40-inch Pro Comp mudders and 17-in KMC beadlocks.

Free Jeep parts inside! Travis Farmer’s van, which you might recognize from Ultimate Adventure, is engineered for the trails with 40-inch mud-terrains and a pair of 1-ton axles. His powertrain includes a 5.3L V-8, 4L60E transmission, Atlas 3.8 transfer case, and 5.38 gears and a Powertrax Grip Lok in each diff. Skyjacker’s 6-inch lift springs and monotube shocks make up his suspension.

Verne Simons journeyed to Easter Jeep Safari in the Cummins R2.8-powered Ultimate Adventure Long Range Jeep and had plenty of fun working through one of the craters making up the Escalator obstacle.

20 SEPTEMBER 2021 FOUR WHEELER

fourwheeler.com

Feature red rocks

Sean P. Holman is the Content Director for Four Wheeler magazine and the pilot of the @ADVJEEP. His AEV JL370 uses 37-inch tires, an Edelbrock supercharger, Bilstein shocks, and much more to get through the trails.

Jeff Kirschner’s LJ buggy caught our attention with the wicked custom work from Wide Open Designs. Look at how the custom body lines have been shaped to flow with the LJ tub while still maximizing uptravel. Notice his remote-controlled lightbar of LP6 LEDs that can pivot up and down to illuminate hillclimbs. Check out the Radflo bypasses and coilovers that give the 42s and Jeff’s pair of 14-bolt axles room to work.

Ned Bacon’s ’49 CJ-3A is named Pigpen, lives atop a brand-new Roxor chassis, and runs with a tuned 2.5L Mahindra turbodiesel engine. His pair of Dana 44s are locked with 4.88 gears, his suspension is stock for the Roxor, and he uses 16x5 Willys wheels with Michelin 7.50R16 XS tires. He’s seen here dropping down High Dive.

22 SEPTEMBER 2021 FOUR WHEELER

Feature red rocks

Dustin Byrd’s ’45 Diamond T is a Cummins-powered monster on a

⁄4-ton Dodge chassis with 37-inch Cooper tires that doesn’t shy away from the hard trails. 3

Ian Johnson finally got to check a ’53 Willys Wagon off his build list with the Bad Ole Wagon. He chose the Cummins R2.8 diesel engine and Tremec TR-4050 manual gearbox combination, set the body onto a JK Wrangler chassis, modified a TJ Wrangler hood and grille, and added some Mickey Thompson Baja Boss mud tires.

This Chevy Colorado started off stock before the crew from Truck Hero added a 6-inch Superlift suspension kit with Fox coilovers, an M-RDS PreRunner front bumper with a hidden Rugged Ridge winch, rocksliders, a sliding bed cover, bed rack, and an RBS-H rear bumper with extra sheetmetal protection.

Matt, from Hurricane, Utah’s Winder Towing, knew he wanted this ’61 Corvair since he was 12 years old and has spent 28 years tracking it down. Since acquiring it, he’s added a 5.3L V-8 powerplant, TH400 transmission, NP205 transfer case, and ORI struts with semi-triangulated links. Milestar Patagonia mudterrains are at each end of the Dana 60 front and Dana 70 rear axles and there’s a Badland winch in the front for recovery jobs.

24 SEPTEMBER 2021 FOUR WHEELER

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Denny Ghiringhelli’s stretched M38A1 lost a brake line while descending the High Dive obstacle on the Behind the Rocks trail, sending him off the ledge, head over tea kettle. Denny was uninjured, the Jeep was righted, and all were thankful for the stout rollcage.

Clay Estep’s M38 project has taken a few turns throughout its progression. It’s been stretched 22.5 inches, planted onto a hand-built frame, given loads of custom metalwork, and it rides on Toyota-based running gear: 22RE, W56 five-speed, dual T-cases, and Toyota axles with 4.88s. Clifton Slay’s LJ Wrangler lead the way

through the White Wash dunes outside Moab.

Shad Rhoades’ YJ flexed down the trails with ease.

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Even Suzukis had fun on the Utah rocks. FW

FOUR WHEELER SEPTEMBER 2021 25

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FEATURE

DIXIE OFFROAD EXPO 19 NEW PRODUCTS FROM THE VENDOR SHOW

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

ixie 4 Wheel Drive hosted the first-ever Dixie Offroad Expo for two days during the 2021 Moab Easter Jeep Safari and packed the show with over 75 vendors and more than 3,500 attendees. There was no admission charge, and four-wheel fanatics were free to mingle with industry leaders, browse and shop for new off-road wares, and get up close with 4x4s of all kinds—including the new Ford Bronco. We took a break from the trails to comb through the show and were met with a trove of new and exciting products. Here’s some of what we found.

FLEXY LED LIGHT

KC Lights showed off its newest LED light that features four Cree LEDs and can be had in either spot or combo beam patterns. The Flex Era 4 throws down 7,912 raw lumens and 1,610 lux at 10 meters from the combo pattern, which is rated at 80 watts and draws 6.7 amps. KC even has interchangeable bezels, covers, and lenses for endless customization. INFO: kchilites.com

Q Quadratec honored its 30th birthday with this YJ-inspired JL Wrangler. The Jeep was influenced by an ’89 Wrangler Sahara owned by Quadratec’s founder, Ted Wentz II, and built by Greg Henderson of Unofficial Use Only. 28 SEPTEMBER 2021 FOUR WHEELER

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TAILGATE TABLE

American Adventure Lab has worked the kinks out of the fold-down tailgate table for Jeeps with the VersaTable. Here’s the list of reasons you’ll want it: Built-in LED strip light, integrated trash bag hook/bottle opener/magnetic beverage cap reservoir, bamboo cutting surface, and a smooth-operating latch. Plus, no support cables to get in the way of tabletop operations. INFO: americanadventurelab.com

WELD YOUR JEEP!

Premier Power Welder makes onboard welding systems for many four-wheeled vehicles that allow you to burn in arc, MIG, and TIG welds with your engine just above idle. The systems also come with provisions to run power equipment like drills, saws, and grinders. What’s new? The 270-volt system for JK and JL Wranglers. INFO: premierpowerwelder.com

TRICK HOODS

You know Chris Durham Motorsports for Jeep Gladiator conversion grilles, racing parts, and generally awesome vehicle builds. CDM can now outfit your TJ Wrangler or Land Cruiser with a nifty fiberglass hood. INFO: cdmracing.com

WINCHING TO FREEDOM

The folks who brought you BleepinJeep have a new winch system that’s said to replace your shackles, tree straps, hooks, and most of the metal in your recovery setup. Think of the Freedom Winch Line as a synthetic winch line with the last eight feet functioning as a multi-diameter soft shackle, easily attached to many sizes of tree, as well as other vehicles and stationary mounting points. INFO: freedomwinchline.com

EASIER DISCONNECT

Apex Performance Products has the solution to those sway bar disconnects that just never seem to want to disconnect. Meet the AutoLYNX, a replacement for your sway bar links. Once installed, simply twist a knob on each link and your axle is free to articulate. No need to stress over finding level ground, either—the system can be disconnected even while on mildly uneven terrain. Sold in 8- and 10.5-inch strokes to accommodate stock Jeeps as well as lifted applications. The AutoLYNX is compatible with JK and JL Wranglers and the Jeep Gladiator. INFO: apexdesignsusa.com fourwheeler.com

LONGER ARMS

JKS Manufacturing showed off its 6-inch Jspec J-Krawl Long Arm System for the JL Wrangler. Shown here, the kit helped this JLU clear 40-inch mud-terrains. INFO: jksmfg.com FOUR WHEELER SEPTEMBER 2021 29

Feature DIXIE OFFROAD EXPO AIR LIFT

AirTorq can turn your Jeep into a dual-purpose vehicle using airbags with eight inches of adjustable lift height. AirTorq features an in-cab adjuster to raise and lower airbags located at each corner where the coil springs normally reside. The system includes a front bumper that contains an air compressor and an air control unit. Now, your Jeep can lean to the sides, front, or back; raise itself up for the trail ride; and back down to fit into the garage. INFO: torq1.com

HOOD LIGHTS

Keep an eye out for these exciting products from Rampage! The company’s Jeep sported a slick take on the hood-mounted LED lightbar, as well as heavy-duty fender flares. INFO: rampageproducts.com

BIG BYPASSES

Though you won’t see them in this shade of grey, be on the lookout for Bilstein’s B8 8100 bypass shocks. Available for the Jeep Gladiator, the ’18-’20 Wrangler Unlimited, the ’15-’20 Ford F-150, and other popular platforms; the shocks will feature dual-tube external bypasses with independent adjustment for rebound and compression. Vehicle-specific tunings will be offered, and they are said to be engineered for a precise and direct fit. INFO: bilstein.com

TRAIL PIPES

Whether you want more clearance under the back of your Jeep vehicle, an improved exhaust note, or both; AWE Tuning has a solution. Shown here is the company’s Trail Edition exhaust that mixes the best off-road clearance with a no-drone experience on the highway. Check out the full suite of exhaust solutions from AWE at the company’s website. INFO: awe-tuning.com

ICONIC ARMOR

You might know Icon Vehicle Dynamics for its suspension products, now pay attention to the line of armor for the rocker panels and other vulnerable parts of your Jeep or 4x4. Shown here are the Pro Series front bumper with a bar and winch mount and the Pro Series frame-mounted rocksliders. INFO: iconvehicledynamics.com

30 SEPTEMBER 2021 FOUR WHEELER

EZ-FLATE

No matter what type of air compressor you have, EZ FLATE is a nifty way to inflate or deflate all four of your rig’s tires simultaneously. The system is available with a coiled or straight hose, can fit rigs with up to a 150-inch wheelbase, and includes a storage bag, digital pressure gauge, and an industrial coupler. INFO: ez-flate.com fourwheeler.com

Feature DIXIE OFFROAD EXPO COLORADO BEEF

Next Venture Motorsports displayed some seriously beefy Jeep protection. From the company’s rear bumper and rear corner skins to the rocksliders and front differential skidplate, there are options in steel and aluminum for most Jeep vehicles. INFO: nextventuremotorsports.com

KING PINNED

We’ve waited and Dana delivered—by launching the Ultimate Dana kingpin knuckle kit. Dana’s kit has everything you need to replace your ball joint setup and improve your axle’s strength and turning radius. The kit is the most recent addition to Dana’s builder axle program. INFO: spicerparts.com/ builder-axle

ARB BRONCO The Australian-based company outfitted a four-door Badlands Bronco with 35-inch tires, a full suite of ARB armor, a sliding drawer system, a roof rack, and more. INFO: arbusa.com

4 WHEEL PARTS BRONCO

Using a Black Diamond Series four-door Bronco as a base, 4 Wheel Parts added a Smittybilt rooftop tent, 37-inch tires, tailgate-mounted spare, LED lights, and a winch bumper. INFO: 4wheelparts.com FW 32 SEPTEMBER 2021 FOUR WHEELER

Tech

WINCH ONE? We talk winch tech: old compared to new, load ratings, and more By Christian Hazel editor@fourwheeler.com Photos: Christian Hazel

he age-old convention when selecting a winch with the proper pull rating for your off-road vehicle was 1.5 times the vehicle weight. In other words, if your Jeep, truck, SUV, buggy, or what have you, weighed 4,000 pounds, then, ideally, you’d select a 6,000-pound winch. But if you browse any winch company’s website these days and look at the winch offerings, you’re not really going to find many options that are less than 8,000 pounds, with 9,500- and 10,000-pound winches almost the industry standard. So, did vehicle weights suddenly all porpoise up to 7,000 pounds, leaving winch manufacturers scrambling to meet the demands with higher-rated winches? Kind of, yes, but not really.

34 SEPTEMBER 2021 FOUR WHEELER

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✪LOAD RATINGS OF MODERN WINCHES VS. OLDER WINCHES Here’s the thing about modern winches and why their load ratings are so high compared with commonly available winches of the past. Technology, man. In many cases, it’s as simple as having better components; motors with more efficient windings; revised case casting technologies that offer tighter tolerances; and better metallurgy for the gears, shafts, and internal components. Modern winches offer more pulling power within the same winch silhouette while using less electrical load. Older winches with bigger ratings just used a bigger hammer to bash through the load ceiling, while modern winches take a more scientific, elegant approach. That said, if you’re building a lightweight off-road vehicle or planning your restomod Jeep CJ or Wrangler project, do you absolutely need one of these high-pull winches?

✪Common Older and Vintage Winch Types and Pull Ratings The very first Jeep and utility vehicle winches fitted were mostly enginedriven off a driveshaft from the transfer case or transmission. Power take-off (PTO) winches were, and still are, a good method of winching, with incredibly fast line speeds available. The downside is obviously that your engine needs to be running and your drivetrain needs to be operable to power them, but these older PTO winches made do with pull ratings in the 6,000- to 8,000-pound realm. That was plenty back then, and in many cases, it still is today. The first early electric winches were rated at a scant 6,000-pound capacity, like the Belleview and upright Warn 6,000, which were the predecessors to the much-loved and still revered 8,000- and now 10,000-pound Warn 8274. Considering the curb weight of these early Jeeps was somewhere below 4,000 pounds and they had a load rating of a quarter-ton, that 6,000-pound rating was right in line with the standard “1.5 times vehicle weight” rating of the era. If you’re building an early restomod-vibe Jeep or other 4x4 and just don’t want the look of a modern Jeep or other 4x4, then have no fear your winch with “only” a 6,000-pound pull rating will let you down. In most cases it won’t.

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FOUR WHEELER SEPTEMBER 2021 35

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✪SELECTING A MODERN WINCH FOR YOUR EARLY 4X4 As we said, modern winches offer a huge bump in pull capacity compared with their older counterparts. Not only that, but even at those higher load ratings, modern winches will generally pull less amperage from the electrical system because of their more efficient designs and materials. But given that, these days, most vehicle winches start at the 8,000-pound rating and the lighter ones are more for powersport and UTV applications. You’re going to be getting more pull for your money. And again, you’re not going to be seeing the electrical disadvantage with the higher pull ratings that you may have seen with some commonly available 9,000- to 12,000-pound winches of the past. FW

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TIRE TEST

POINT YOUR PHONE CAMERA AT THIS CODE TO SEE VIDEO OF THE TERRA RAIDER M/T 38 SEPTEMBER 2021 FOUR WHEELER

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Delium Terra Raider M/T

KU-255

Tough, durable, grippy

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

t’s one of the better off-road tires we’ve tested that you probably haven’t heard about. But while Delium from TireGet lacks the huge name recognition enjoyed by some in the off-road tire arena, it makes up for it in terms of durability and performance. We installed a set of 37x12.50R17LT Terra Raider M/T KU-255 tires on our ’12 Jeep JK Wrangler and put them through their paces in a variety of off-road situations. Since the Jeep sits atop a set of burly Ultimate Dana 60 axles, we ordered a set of black Pro Comp Xtreme Rock Crawler Series 51 steel wheels from Summit Racing. Summit Racing is almost always our go-to when we need stuff fast and at a great price. Summit was able to get us five of these steel wheels (PN 51-7981) in a 17x9 size with an 8-on-6 1⁄2 bolt pattern and 4.25-inch backspacing sooner than our local off-road shop could.

Delium terraraidertires.com

Summit Racing 800/230-3030 summitracing.com

TireGet 833/221-1154 tireget.com

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FOUR WHEELER SEPTEMBER 2021 39

TIRE TEST With the wheels and tires in the bed of our truck, we brought them to our local tire shop to be mounted and balanced and then installed them on our Wrangler. Read on for our review of the Terra Raider M/T KU-255s in a variety of terrain, including road, rock, dirt, and sand.

prevent a very noticeable bulge when sitting static, but as soon as the Jeep began climbing over stuff under power we could see the sidewalls loosening up a bit and the tires’ ability to conform to obstacles increasing. The tread blocks have lots of facets facing almost every angle, so the lateral as well as forward stability and grip is above par. Delium calls this multi-directional lug arrangement “Mountain Grip.” We also really liked the intricate siping within each tread block that allowed the lugs to open up and get extra purchase, even on slick granite faces. The tread design works very well for rock work and the fact that we didn’t harm the sidewalls despite a bit of “drive-by-braille” wheeling gives us faith in their survivability. Bottom line, these are pretty darn solid tires for your rockcrawler.

• On-Road Fresh off the balancing machine where they took little weight to dial in, the Terra Raider M/T KU-255s rolled very smooth and (from what we can tell in our loud Jeep) quiet on the road. The first few miles on the tires quickly highlighted what a smooth roller it is on the street. Although the lugs have a decent amount of separation between them, you don’t feel each individual block slapping the pavement with an annoying buzz that transfers up to the driver seat. Rather, they glide nicely over blacktop or concrete surfaces. Although it’s difficult to assess in a loud, customized Jeep with an exhaust that turns down aft of the driver seat and control arm bushings that clunk and squeak, we noticed no audible hum coming from the tires on any road surface. Cornering grip, braking, and accelerating was drama-free and predictable, with no tread squirm or propensity for the tires to lose adhesion thanks to Delium’s specially designed rubber compound that it says decreases wear while increasing wet weather performance and cut and chip resistance. The rubber durometer is on the harder side of the scale, but still soft enough to provide good bite.

• On The Rocks The Terra Raider M/T KU-255s handled all the rock we threw at them without punctures, tearing, or bad abrasions. They’re tough, durable, and grippy. We tested the tires between 8-12 psi for most of our rock work, although the associated photo was taken at about 24 psi shortly after we installed the tires on the vehicle. At those pressures on our two-door JK Wrangler, the three-ply load range E sidewalls had enough stiffness to 40 SEPTEMBER 2021 FOUR WHEELER

• In The Sand The 37x12.50R17 size provides a good wide footprint when mounted on a 17x9 wheel. When you’ve got a super-aggressive tread pattern, depending on the aspect ratio and design, mud tires can sometimes dig so aggressively in the sand that much of the flotation benefit from running a wide tire is negated. The Terra Raider M/T KU-255s mounted to the 17x9 wheels had a very good footprint at 8 psi and didn’t exhibit any propensity to dig. They just sat up on top of the sand and clawed us forward. The same balance of grip and looseness that we enjoyed so much in the dirt was still present in the sand, with the tires striking a nice balance to let the Jeep drift into berms and sand walls without losing its line.

ABOUT PRO COMP’S XTREME ROCK CRAWLER WHEELS

• In The Dirt The fully siped tread blocks interspersed with partially siped blocks provides a great balance between flexibility and stability. Biting edges is where it’s at when you’re scooting across hard-packed dirt roads in a relativity short wheelbase vehicle. Too much bite and your ability to allow the rear to kick and drift is compromised, but too little bite and you’ll be looping donuts as you careen off into the weeds. The Terra Raider M/T KU-255’s multi-faceted tread blocks provide a wonderful balance between those two requirements for hard-packed dirt performance. The fully siped inner tread blocks provide some good give and flexible bite, while the partially siped, more solid shoulder blocks are the muscle that lays into a hard turn and keeps the tire from getting pushed around too far. It’s a nice marriage of bite and give that we find easy to have a lot of fun with. As far as forward grip, the tires give great bite for accelerating and we even did a few practice panic stops with all four wheels locked up with no pulling or yawing, just straight hard stopping.

These steel wheels are an affordable, but super strong option available through Summit Racing.

The Pro Comp wheels we used have a 4.25inch backspacing that allows clearance between the large 37x12.50R17 Terra Raider M/T KU-255 tires and the control arms at full steering lock. FW

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Tech

ALL BETTER

A 3.5-inch suspension lift and 33s was just what this Sierra needed By Verne Simons editor@fourwheeler.com Photos: Verne Simons

hen our buddy Derik got a new-to-him ’14 GMC Sierra 1500 Z71 and complained that it looked like a grandpa’s truck, we knew just what to do. We talked to our friends at Skyjacker Suspensions for the perfect setup to make the truck look way better and increase clearance for a larger-than-stock all-terrain tire. Derik uses his truck on the weekends to go hunting. That means he uses it on rough backroads, sometimes towing a toy hauler, a UTV, or a camper. First, we suggested a leveling kit, but Derik really wanted a full lift kit and some 33-inch tires. With that info, Skyjacker suggested a 3.5-inch upper control arm lift kit with Black MAX rear shocks for trucks with cast-steel control arms. Up front, the lift kit spaces the factory front strut down with a spacer, drops the differential a touch, and includes a new differential skidplate. New tubular upper control arms with new frameside bushings and new, beefier ball joints allow more droop from the suspension by repositioning the upper ball joints. The rear is lifted with blocks and longer Black MAX shocks from Skyjacker.

42 SEPTEMBER 2021 FOUR WHEELER

1 fourwheeler.com

Point your phone camera at this code to see video of this GMC and hear commentary on the install

3 3 Derik’s truck only has 20,000 miles on it, which means it will last for quite some time. Having said that, we’re pretty sure the tires were original to the truck, and they looked like they wouldn’t last much longer. They were badly curb-checked and dry rotted. It was time for an upgrade.

4 Derik chose wheels that were to his liking and a set of 285/70R17LT BFGoodrich All-Terrain T/A KO2s. We loaded the Skyjacker lift kit into his truck and had him drive around to our shop.

SOURCE Skyjacker Suspensions 318/388-0816 • skyjacker.com

4 5

1 Here’s Derik’s crew cab Sierra in stock form. It had the cast-steel control arms. Sierras with cast-aluminum control arms, or with the Denali package, may require different suspension lift kits to work with their different suspension and possible full-time 4WD. 2 With the Sierra on our 10K BendPak Asymmetric vehicle lift, we started by pulling the factory wheels and tires off the truck. The front wheels may not have ever been off this rig as they were stuck to the front hubs, requiring some prying to get them loose.

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5 Following the detailed instructions, we removed the factory plastic “skidplate.” Yeah, it’s plastic, which to us means it’s at best a mud guard. Either way, it had to come off so we could drop the diff and disconnect the wiring from the electric power steering rack.

FOUR WHEELER SEPTEMBER 2021 43

Tech ALL BETTER

6 7 6 With the splash guard off the truck, we then used some small screwdrivers to disconnect all the electrical connections from the OEM power steering rack.

7 Next, we loosened the nuts securing the tie-rod ends to the knuckles. Then we whacked the knuckles with a hammer to pop the tie-rod ends loose.

8 9

9 We marked the upper control arm alignment cams on both sides so we could set them roughly the same once we installed the new Skyjacker upper control arms. Then we used an 18mm wrench and a 15mm socket and wrench to remove the hardware that secured the OEM strut assembly. Then we removed the struts from both sides.

8 We had to prep the factory upper control arms so we could remove them. That means removing the ABS sensor lines and unbolting the brake lines from the factory upper arms. We then removed the two bolts securing the sway bar to the front lower A-arms and popped the upper ball joints loose from the knuckles.

11 12

11 Despite the low mileage on Derik’s truck, there was some rust at the bottom of the OEM front shocks. Derik removed the rust with a wire wheel on a grinder, and we coated the shocks with paint. If the truck had more mileage, that would’ve been the time to replace the front struts, but with only 20,000 miles, these are barely broken in. We then installed the two Skyjacker strut spacers using the included hardware.

12 With the paint on the struts drying, we moved on to checking out the new Skyjacker upper control arms. 14 Larger ball joints mounted at a different angle in the Skyjacker upper control arms allow the suspension to retain the droop travel that it would have without the suspension lift, even after the strut is spaced down.

10 The next step was to install the included front differential lowering spacers and longer replacement bolts and nuts. Following that we installed the Skyjacker-supplied differential skidplate.

13 The Skyjacker upper control arms use factorystyle rubber bushings on the frame side.

15 Installation of the new upper control arms is straightforward. Their installation is basically the opposite of removal of the OEM parts, then install the struts with the spacers. It took a bit of prying to get the bottom of the strut back onto the factory lower control arm. From there, we just reinstalled all the parts removed during disassembly in the opposite order and torqued all nuts and bolts to factory specifications.

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16 17

17 With the U-bolts removed, we lowered the axle and installed the spacer blocks on top of the OEM rear blocks. We had to loosen a bracket that held the emergency brake lines from the rear axle to get the axle to drop far enough for the block to be installed. We kept an eye on the brake lines and ABS wires to make sure they didn’t get stretched or pulled apart.

16 Installing the rear portion of the lift kit is about as simple as it gets. With the axle supported, we removed the OEM shocks and leaf-spring U-bolts.

19 We then reconnected the emergency brake cable bracket to the rear axle and installed the new Skyjacker Black MAX shocks.

18 We then installed the new, longer U-bolts; OEM U-bolt plates; and torqued everything to spec.

20 21

20, 21 With the lift kits installed, we moved to the super-rewarding step of installing the new wheels and tires. If your wheel studs have these retaining clips on them, make sure your wheels have a recess machined into them for clearance. Otherwise, you may have a nasty vibration after installing the wheels. If there is no recess, you can remove the retaining clips with some cross-cutting pliers. We suggested that Derik go with a 33-inch tire rather than jumping to a 34- or 35-inch tire, not because they wouldn’t fit (they would with some trimming), but since he tows, he’ll prefer the smaller tires and thus avoid the loss of gearing that larger tires cause.

How Does It Work? With the tires on the truck, we hit a local dirt road and mild trail to make sure everything was working as expected. The truck rides great, just like OEM, and looks a lot better than it did with the smallish stock tires and wheels and no suspension lift. These tires also don’t seem to rub at all with the 285/70R17LT BFG A-T T/A KO2s, and Derik is happy with the slightly wider stance the aftermarket wheels provide. FW

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FOUR WHEELER SEPTEMBER 2021 45

Cummins power to turn 35s on the highway? Check. Compact enough to navigate the trees and rocks of the Vermont Overland Trophy event? Check. Self-contained and packed to sustain over a week of travel? Also, check.

Land Rover Defender 90 with Cummins R2.8 power!

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By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Four Wheeler staff

Tyler Mobraten’s Land Rover Discovery is not your average family road trip machine fourwheeler.com

FOUR WHEELER SEPTEMBER 2021 57

Feature TRAILER? NEVER

“EVEN THOUGH WE’RE ON 33S, WE’RE ALWAYS PASSING PEOPLE ON ROUGH BITS OF TRAIL.”

-TYLER MOBRATEN

With 150,000 miles on the clock, the 4.6L V-8 still runs strong. The Mobratens have installed an upgraded radiator and are careful to avoid overheating the aluminum block.

How does this Disco get by with just 33s? Lots of armor and even more skill. There’s a bash plate for the radiator up front, the diff boasts extra protection, and a 3-inch lift from RTE Welding and Fabrication makes room for the tires to work.

o the Mobraten family, the Land Rover Discovery is the best compromise of on-road comfort and off-road capability. In fact, their ’04 Disco is used almost exclusively for 1,000-mile expeditions that bring the whole family together over many days of dirt between segments of highway—and it never needs to ride on a trailer. Ask Tyler how he got started with fourwheel-drive rigs and he’ll tell you how his parents, Charles and Linda, would often take him exploring in Death Valley, California, searching out mines and other historical sites. By about the age of 10, Tyler had been taught how to drive on a Discovery, and a short three years later he had already piloted one through the Rubicon trail. Land Rovers helped the family explore California and get far enough off the pavement to escape crowds of people. From owning and building two other Discovery rigs, the Mobratens knew what worked and what didn’t when it came time to outfit the ’04 seen here. Since their previous Rover had met its demise in an accident, they found another in pristine condition and began building. The recently wrecked Disco donated its axles, armor, and other parts, and it wasn’t long before the ’04 was dialed in. Expeditions in the ’04 Discovery have covered many states in the American West and a handful of landmark trails, including the Rubicon, Fordyce, and the Mojave Road. Their travels have taken them as far east as Tennessee for the Red Clay Rally, south to the Baja 1000, and north to the trails of the Snake River Valley in Oregon. They pride themselves not only for chugging through some fairly rugged trails, but for doing it in such a way that allows them to drive the Discovery 1,000 or so miles back home—never needing to trailer the rig. We met Tyler, Linda, and Charles at the 2020 Overland Adventure where they showed us around their version of a family road trip machine.

Each diff holds an ARB Air Locker with 4.11 gears and both axles have been beefed up with HD ’shafts from Great Basin Rovers. Bilstein 7100 remote-reservoir shocks are at each corner, as well, to handle damping.

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Rocksliders, skidplates, and bumpers have all taken serious beatings underneath the Disco. Especially the rear bumper, which is now comprised of more custom fabrication than original welding from the number of reinforcements and supports the Mobratens have welded in.

When the all-terrain tires are in storage, the Mobratens run a set of 285/75R16 BFGoodrich T/A KM3 mud-terrain tires. Even though they’re 33s, the grippy lugs have dragged the Disco over Moab’s rocks and dug through the red clay of Tennessee with ease.

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Feature TRAILER? NEVER

Tyler, who primarily drives the Disco, has carried his ham license for a decade now and uses a Yaesu FT-2900 radio for communication. An iPad with the Gaia GPS app is onboard for navigation and the Mobratens have repurposed some of the cabin’s blank factory switch locations for their aftermarket devices.

Tyler routinely uses the Discovery when he’s on a call

for the Socorro, New Mexico, Search and Rescue team. He says the Warn winch has “seen a lot of use” from pulling him over obstacles and recovering stuck vehicles.

Overland Adventure was only the first part of a longer trip for the Mobratens. From Arizona, they drove farther north to Utah after the event, and they were packed accordingly. Their custom-built shelf system makes their cooking gear, camp furniture, recovery tools, and ARB fridge/freezer all accessible at any time.

AT A GLANCE

Linda enjoys packing

“We never had plans to get a rooftop tent,” Charles told us about their Overland Pro Anza 2000 tent. They won the tent at a Land Rover club event, and modified the roof rack to accept it.

the Discovery with as many pre-prepared ingredients as she can for shorter trips. On longer journeys, the family will spend a rest day resupplying and preparing meals ahead of time so they can maximize hours spent exploring. Some of their favs? Coffee cake, sloppy joe casserole, skillet brownies, and Dutch oven-cooked ham. Charles and Tyler are shown here making the morning batch of coffee and bagels.

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GENERAL Vehicle: ’04 Land Rover Discovery Owner: Tyler Mobraten Stomping grounds: Socorro, New Mexico Build time: 5 years

DRIVETRAIN Engine: 4.6L V-8 Transmission: ZF 4HP24 4-spd auto Transfer case: LT230, 2-spd Low range ratio: 4.3:1 Crawl ratio: 43.8:1 Front axle/differential: Stock Rover-type w/GBR heavy-duty ’shafts, 4.11 gears/ARB Air Locker Rear axle/differential: Stock Rover-type w/GBR heavy-duty ’shafts, 4.11 gears/ARB Air Locker

SUSPENSION Front: RTE Welding and Fabrication 3-in-lift coils, Bilstein 7100 remote-reservoir shocks Rear: RTE Welding and Fabrication 3-in-lift coils, Bilstein 7100 remote-reservoir shocks

TIRES/WHEELS Tires: 285/75R16 BFGoodrich T/A KM3 Wheels: 16-in alloy

MISCELLANEOUS Steering: HD drag link and track bar, Old Man Emu steering damper Armor: RTE Welding and Fabrication steel rocksliders, bumpers, steering guard, and gas tank skid Lighting: Baja Designs XL Pro LED lights, rear work lights Cool stuff: Warn XD 9000 winch, Overland Pro Anza 2000 rooftop tent, roof rack, ARB fridge, Yaesu FT-2900 ham radio, Gaia GPS app, ARB air compressor fw

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Tech

SMART & SEAMLESS Cutting-edge solutions for adding onboard air and auxiliary power to your Jeep

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

62 SEPTEMBER 2021 FOUR WHEELER

1 Short of wires and connectors for the REDARC, American Adventure Lab is a one-stop shop for everything needed to install this kit. AAL offers the compressor and battery bracket, along with the remote mount, in a variety of finishes. The company also sells the ARB CKMTA12, REDARC battery controller, and Odyssey PC1100 battery.

2 3 2 The cargo area of the Wrangler JL doesn’t look like it would be able to fit all the kit components, until you realize there is storage space under the cargo floor.

eep Wrangler JLs are electrically complicated vehicles. From the two factory batteries under the hood to all the sensors that run the CAN bus system, these 4x4s are incredibly sensitive to unapproved loads and curious voltage drops. Because of this, Jeep offers four auxiliary switches to easily access the vehicle’s electrical power without upsetting all the modules and data flowing across the vehicle. But what do you do if you need more ways to power up accessories and require more onboard capacity to extend time between engine starts? A dual battery kit seems like the best option, but most people don’t realize that the Wrangler JL already has two batteries under the hood. The main battery is a traditional Group 48-size AGM battery with 65 Ah of capacity used for cranking, and there is a smaller 12 Ah supplemental AGM battery used to power everything else (when Electronic Start Stop

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3 Removing the carpeted lid revealed the new home for our auxiliary battery and air compressor.

5 4 We started the install by bolting the ARB compressor to the left side of the AAL mounting bracket. 5 As you can see here, the Odyssey battery has plenty of room on the right side of the bracket. 6 It still amazes us that there is room for ARB’s biggest compressor and a 45-Ah battery on a tray that mounts under the JL’s cargo floor.

ESS is active at a stoplight, for example). The system also uses an Intelligent Battery Sensor (IBS) and variable-voltage alternator. There is a popular dual battery conversion system on the market, but there is disagreement amongst some enthusiasts about the strategy of its operation and if the instructions for which battery to connect the IBS sensor to is optimal for the setup. It also requires a new battery tray and two smaller Group 25 59 Ah batteries (we will stick with Odyssey’s number throughout this story to be as apples-to-apples as possible) to replace the stock units, which might be a red flag for some owners with Wranglers still under warranty. Another issue is with an error code from the ESS system that triggers because the system expects to see a voltage differential during cranking between the two batteries when they disconnect. Obviously, if you are using one battery in this scenario, you can’t have a voltage differential and the JL flags it. It will automatically clear after six ESS events (per start), or it can be turned off manually via the switch on the dash (each start). So, with those things in mind, we went looking for a solution that would give us additional battery capacity to run our accessories in the backcountry, but without going to a true dual system or modifying the factory battery

FOUR WHEELER SEPTEMBER 2021 63

Tech SMART & seamless setup or operation. What we found was an innovative setup being offered by American Adventure Lab (AAL) out of Washington, Utah, that addressed all our concerns. It mounts an Odyssey PC1100 AGM Powersports battery in the rear underfloor storage area on a bracket that can also support ARB’s exceptional CKMTA12 twin-motor high-performance air compressor. The PC1100 auxiliary battery itself has 45 Ah of capacity (enough to run our Dometic CFX3 45 fridge for about two days in ideal conditions) and, when combined with the 65 Ah of the factory cranking battery, gives us 110 Ah of total power. The popular dual battery system that uses two Odyssey Group 25 batteries has a total of 118 Ah, making this a comparable alternate solution. Something else to consider is that an easily removed tab in the Wrangler JL’s battery tray allows for the fitment of a Group 94 battery, which offers 80 Ah with the Odyssey platform. When upgrading to an Odyssey Group 94 and using the PC1100 with AAL’s kit, the total rating jumps to 125 Ah. Controlling the charging function is REDARC’s BCDC1225D dual-input 25A charge controller. This is a 12V DC-DC battery charger that is designed to charge an auxiliary battery to 100 percent capacity while on the move and it also allows for solar input, which it will prioritize if both inputs are active. It’s a smart controller that can be set up for compatibility with a variable-voltage alternator, making it a perfect fit for the Wrangler JL. A multi-stage charging algorithm provides specific charging profiles for all common battery types, including AGM, gel, standard lead acid, calcium, and even LiFePO4 batteries. The Australian-made REDARC controller has been designed to be tough and rugged. It can withstand extreme heat, up to 176 degrees F, is fully sealed against dust and water, and can handle battery banks with up to 200 Ah. Circling back to the ARB CKMTA12 air compressor, it is perfectly at home on the AAL mounting bracket. This is one of our all-time favorite compressors, and at 6.16 cfm, it has the highest compressor output rating that we’ve seen. The CKMTA12 has enough output to run most air tools without a tank, inflates tires quickly, is sealed from moisture and dust (IP55 rating), and has a 100 percent duty cycle. It’s constructed of lightweight, high-strength materials and utilizes Teflon-impregnated carbonfiber piston seals, hard anodized cylinder bores for reduced friction, and a brushless fan for cooling. To keep things safe, the CKMTA12 incorporates an over-pressure safety valve, thermal protection, and fuses for each motor. AAL also offers an optional remote bracket that is designed to make this setup more user friendly. In addition to housing the compressor switch, breathers, and air chuck out of the way, the AAL remote kit adds a 12V plug for your fridge and a six-way ATC fuse block with a negative bus. This allows you to hook up six 64 SEPTEMBER 2021 FOUR WHEELER

7 With the battery in place, we installed AAL’s cover plate, which secures the Odyssey to the tray.

9 The REDARC BCDC1225D is a compact and rugged battery controller that is robust enough to live in the back of an off-road vehicle. It can charge the battery from the vehicle electrical system or from a solar setup.

8 Next, we dropped the assembled bracket into place and secured it with existing hardware.

10 The REDARC has an LED status light that lets you know what the controller is doing. Because the controller will be buried under the cargo floor, we recommend installing a remote LED that mimics the onboard status indicators.

12 With the REDARC in place, it was easier to 11 We mounted the REDARC on its side, at a slight angle, to keep the controller from sticking up above the see how the wiring would start to lay out. cargo floor. There are several ways to secure it, but we found that permanent 3M adhesive tape works perfectly without having to install any screws at an angle.

13 Here is a good look at all the components in place prior to wiring.

14 After we secured the major components, we installed the 90-degree output fitting on top of the ARB compressor.

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15 Before we could go any further, we had to turn our attention back to the bench where the AAL remote bracket components were awaiting assembly.

17 Here you can see the fuse block, 12V fridge socket, compressor switch, and the ARB air filters mounted to the remote bracket.

16 AAL sells this optional six-circuit fuse block that mounts to the remote bracket and allows us to easily add additional electrical accessories.

18 We also installed the wiring and the ARB air hose coupler, and zip-tied everything together in a tidy package before installing it into the Jeep.

19 There is some minor panel trimming that will be required around the taillight access port to fit the hose and wiring bundle.

20 Here is a closer look at our finished installation of the American Adventure Lab remote bracket. Note the vertical 12-volt plug that allows a fridge plug to live in a protected vertical orientation, rather than sticking out into the cargo area. It also frees up the factory plug for other uses.

21 After popping the interior panel apart, we placed the assembled remote bracket in the proper location and started the process of routing the air lines and wiring.

FOUR WHEELER SEPTEMBER 2021 65

Tech SMART & seamless

22 23

22 With the panel reassembled, we returned to routing the lines down to the compressor. There will be some minor trimming, depending on whether you run the bundle on the inside or outside of the first cargo tie-down bolt.

23 Here is what the compressor wiring and routing should look like when completed.

24 25

24 Moving to the other side of the cargo compartment, we removed the interior trim panel and started to wire up the REDARC bundle according to the supplied diagram. For this part of the install, we had to purchase bulk wire. We found high-quality, marine-grade wiring at a local boating supply store that was perfect for our install and routed our new wires along existing paths.

additional electrical circuits in the back of the Jeep that work off the auxiliary battery. Having 45 Ah of additional capacity to run your fridge and other electronics means one to two days of additional power without having to start the vehicle. Supplementing this system with solar can extend that by days, depending on the panel setup you choose. The beauty of this setup is that it gives you comparable dual battery capacity without modifying anything under the hood, keeping your Jeep looking stock. In fact, only two wires touch the JL’s factory electrical system. One is the power wire from the REDARC controller to the cranking battery, and one is a trigger wire to a keyed ignition wire (we used the ignition wire in the auxiliary switch bundle) that tells 66 SEPTEMBER 2021 FOUR WHEELER

25 We also purchased an LED light that we wired to the REDARC in order to monitor the battery controller status remotely, installing it at the base of the Sport Bar. Also seen here is a switch to control our auxiliary battery voltage gauge. 26 REDARC recommends 40A fuses for the system. The company offers a fuse kit for the BCDC that includes high-quality fuses, holders, and cable crimps. These fuses offer a greater contact area to prevent dirt from getting between contact points and creating excessive heat, which can happen with push fuses.

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

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FRONT & REAR FLOORING | CARGO MAT | DRAIN PLUGS

Tech SMART & seamless

28 28 Not satisfied just to know what the controller was doing, we decided to add a 2 1⁄16-in (52mm) AEM X-Series volt gauge to the rear panel before reinstalling. The X-Series has a shallow 1⁄5-inch mounting depth and is less than an inch thick, allowing us to find the perfect location in the cargo area that made it visible without getting in the way.

27 Underneath the rear trim panel, we found an unused body bolt, which we commandeered as a ground.

29 The X-Series gauge is packed full of features from 24 green outer LEDs for quick reference, a peak/recall feature that records the max voltage of the system, positive locking connectors, and an auto-dimming sensor that ensures the gauge is never too bright.

30 31

30 With all the wiring in place, it was time to button up the cargo area and put our handiwork into service.

31 You can see from this photo just how clean our install turned out and the positioning of the AEM X-Series volt gauge, the volt gauge on/off switch, and the remote LED status indicator. Having the volt gauge on a switch allows us to view it when necessary and keep it from drawing power or filling the interior with distracting light when it’s not.

the REDARC you have a variable alternator. Of course, there is also a chassis ground. Everything else about this setup is completely self-contained, safely maintaining the integrity of your factory electrical system without introducing any mysterious draws or voltage drops. Are you still intrigued like we were intrigued? If so, read on to see how we completed the install on our manual AEV JL370 3.6L, and head over to American Adventure Lab’s website (americanadventurelab.com) for more information on how to get your hands on a setup like this for your Jeep Wrangler JL, and soon, JK.

SOURCES AEM Electronics • aemelectronics.com American Adventure Lab • americanadventurelab.com American Expedition Vehicles • aev-conversions.com ARB • arbusa.com Baja Designs • bajadesigns.com Odyssey Battey • odysseybattery.com

The Baja Designs dome light puts out 400 lumens through a 180-degree optic, which is more than enough for nighttime visibility. It’s an impressive little upgrade.

REDARC • redarcelectronics.com

68 SEPTEMBER 2021 FOUR WHEELER

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N E W 32

32 Taking advantage of the additional circuits from the AAL fuse box, we decided to add a Baja Designs dome light for better visibility at night. Mounted on the wiper housing, we hid the wires in the existing wiring channel. The bright dome light shines down on the tailgate area when the rear glass is open and illuminates a large area. We also went with red (white is available) to preserve night vision and not attract bugs. 33 Because our new auxiliary battery and compressor take up the storage space where our AEV jack base used to live, we ordered up the AEV Gladiator mounting kit, which moves it out of the way to the passenger footwell against the firewall.

Introducing Truck-Size Drying Daily hauler or rock crawler, drying your truck is a tall order. So, now there’s an Absorber made specifically for tackling big jobs. The XXL Absorber provides 30% more surface to sop up big wet, yet it’s gentle enough to protect premier custom paint jobs.

Available at Advance Auto, O’Reilly & Pep Boys

34 With everything installed, the unsuspecting cargo area packs a lot of new features while looking like it did when it came from the factory. FW

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Tech

SUPERIOR SILVERADO

1 This BDS 6.5-inch kit was a lengthy install but also a straightforward one. While we were in the thick of it, we noticed that all the towing this truck had done in its short life had taken a heavy toll on the factory pads and rotors. An upgrade was in order.

Stopping power and a laser-straight alignment for our Silverado 2500HD By Jeremy Cook editor@fourwheeler.com Photos: Jeremy Cook

ur ’17 Chevy Silverado 2500HD 4x4 had humble beginnings, but it’s come a long way. We started with a bone stock, extremely clean truck and called upon some of the best in the business to transform it with a short list of exactly the right parts. We started with a 6.5-inch lift kit from BDS Suspension, which we upgraded with Fox 2.0 performance shocks, and the Recoil adjustable traction bar system, installed at Powerhouse Performance. We also mounted up a set of polished Guardian 20-inch wheels from American Force and wrapped them with 37-inch Cooper Discoverer SST Pro tires. We loved the look of the wheel and tire combo with the otherwise stock truck, but there was one more area we wanted to touch upon before calling this one done.

We started with a nice 2500HD 4x4, but like the old saying goes, “There’s nowhere to go but up!”

70 SEPTEMBER 2021 FOUR WHEELER

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1 2

2 The kit we chose was EBC Brakes’ Stage 8 Super Cool Dimpled & Slotted Brake Kit (PN S8KR1159), a rotor and pad kit featuring wide slots and blind drilled dimples that are designed to dispel gases, dirt, debris, and carbon deposits, thereby improving brake efficiency. These rotors are designed to handle a bit over 1,600 degrees F and a feature corrosion resistant thermic black coating.

Here’s the final product, all shined up for some hero shots. Of course, it won’t be long at all before we find an excuse to get it dirty.

3 Beginning in the rear, the New Century Tire crew got the wheels and tires out of the way and had the first caliper off in about a minute. A few seconds later, the caliper bracket followed.

4 fourwheeler.com

4 With the caliper bracket unbolted, the rear rotor was removed. Fortunately, the emergency brake shoes still had some life left on them.

FOUR WHEELER SEPTEMBER 2021 71

Tech superior silverado 5 Quicker than the old rotor was off, the EBC drilled, slotted, and coated rotor was in its place.

5 6 7 8

7 Then the caliper was slipped in place and bolted back up.

6 The caliper bracket was reinstalled over the new rotor and the EBC Orangestuff brake pads were loaded in.

8 The rear was handled in a matter of minutes. On to the front!

9 10

10 Just like the rears, the front calipers were unbolted and set aside, followed by two more bolts for the brackets.

9 We made quick work of the front, too, even though we spent some time admiring the new BDS lift and Fox 2.0s.

72 SEPTEMBER 2021 FOUR WHEELER

EBC Brakes has a slew of super affordable products to add some insurance in the form of increased stopping power. EBC components also provide something a little nicer to look at when peering through the custom wheels. We placed our order for the EBC Stage 8 Super Cool Dimpled & Slotted Brake Kit. This highheat-tolerant brake pad and rotor combination can deliver a strong brake bite even at 1,600 degrees F. The EBC Stage 8 kit includes EBC Orangestuff brake pads, made specifically for extreme duty and towing on oversized tires, and “Thermic black”-coated, dimpled and slotted

11 Again, it was off with the warped, and on with the drilled and slotted.

rotors for maximum heat dissipation. This was the right combo for this truck, which already had rough-looking pads and rotors from all the towing it had done in its short life. The team at New Century Tire in Westminster, California, installed the brakes quick-like. We rolled in and out of the shop in about an hour—and that included an alignment. Junior and the crew at New Century handled business like the pros that they are. fourwheeler.com

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Tech superior silverado 12 The caliper bracket was bolted back up and the second set of Orangestuff pads were slipped into place.

13 Followed by the caliper, which slid right on before being bolted down.

12 13 14

14 We were already looking good under the fenderwell, but this brings things up another notch. The added peace of mind that a fresh set of extreme-duty rotors and pads brings is nice, too.

15 16

15 Our wheel and tire combo were bolted back on, and after a quick test drive we went to see Javier over at the New Century alignment rack. Believe it or not, the addition of the 6.5-inch lift only put us very slightly out of alignment. We thanked the crew and were on the road again in no time.

SOURCES American Force 888/981-1344 americanforcewheels.com

16 We don’t do fully polished wheels too often these days, but these 20-inch Guardians from American Force hit the nail on the head. And the 5 inches of backspacing was perfect. The 37-inch Cooper Discoverer SST Pros also fit the bill perfectly. We like it when a fairly aggressive tread pattern has such good road manners. FW

74 SEPTEMBER 2021 FOUR WHEELER

BDS Suspension 517/279-2135 bds-suspension.com

Cooper Tires 800/854-6288 coopertire.com

New Century Tire 714/901-1337 newcenturytire.com

LONG-TERM TEST

2020 JEEP GLADIATOR RUBICON

First report: Early impressions of our newest long-termer

BY SEAN P. HOLMAN EDITOR@FOURWHEELER.COM PHOTOS: SEAN P. HOLMAN

hen we chose the Jeep Gladiator Rubicon as our 2020 Four Wheeler Pickup Truck of the Year, it proved that Jeep had produced a modern pickup that enthusiasts could get excited about. Finally, a body-on-frame Jeep with a separate cargo bed, a vehicle to serve as the foundation

76 SEPTEMBER 2021 FOUR WHEELER

for a new type of Jeep build, and a fun convertible pickup truck that could give you a driving experience unlike anything else on the market. We were anxious to get the Gladiator into our long-term fleet and ordered ours essentially fully loaded, powered by the 3.6L 285hp Pentastar and equipped with a manual

transmission. With a starting price of $43,875, we added Hydro Blue Pearl-Coat Exterior Paint ($245), Leather ($1,595), Cold Weather Group ($695), Premium LED Lighting Group ($1,195), 8.4-inch Radio and Premium Audio Group ($1,845), Jeep Active Safety Group ($895), Adaptive Cruise Control ($795), Auxiliary

fourwheeler.com

Switch Group ($295), Hardtop Headliner ($555), Cargo Management Group with Trail Rail System ($895), Hard Tri-Fold Tonneau ($950), All-Weather Slush Mats ($165), Remote Proximity Keyless Entry ($495), Body-Color 3-Piece Hard Top ($2,295), Winch-Capable Steel Front Bumper ($845), Body-Color Fender Flares ($495), Wireless Bluetooth Speaker ($295), 17-inch x 7.5-inch Polished Black Aluminum Wheels ($995), Spray-In Bedliner ($495), and Forward-Facing TrailCam ($595) for a total of $62,005 after a destination price of $1,495. Warranty coverage is 3-years/36,0000 miles on the vehicle and 5-years/60,000 miles on the powertrain. Since taking delivery, we’ve been enjoying our Gladiator, and apparently so have others, with lots of compliments on our Hydro Blue rig at the pumps. High points are the intuitive and durable interior, all the latest tech, and the unquestioned capability. In the dirt, the standard monotube Fox shocks feel good and the 4:1 transfer case with the manual is absolutely sublime in the rocks, thanks to an 84.2:1 crawl ratio. There isn’t a current midsize truck out there that even comes close to being able to do what the Gladiator can in highly technical terrain. As with all Rubicon models, we welcome the full-length rock rails, underbody protection, front and rear lockers, electronically disconnecting front sway bar, and the new Off-Road Plus button that we will cover in a future update. The optional front-facing camera adds situational awareness when cresting blind hills on the trail and the integrated Bluetooth speaker livens up the campsite after a day of trail riding. With links and coils on both ends, the solid axle suspension flexes well and is compliant off-road. The Gladiator, which is all Wrangler from the B-pillar forward, has its own rear suspension setup providing a feel that is

different from the Wrangler. The Gladiator is comfortable on-road, but as one might expect, isn’t the quickest or the quietest truck on the market. The removable tops that lend so much joy to open-air driving can let in unwanted noises at times, although we have mitigated that somewhat with the addition of the Mopar hardtop insulation panels. Also, that unique rear suspension, which works so well in the dirt, seems less refined than the Wrangler over challenging urban terrain. For example, the Gladiator chassis can sometimes get upset at speed over the truck ruts and heaves common around our Southern California office. It is definitely a vehicle that requires an attentive driver, which we enjoy in today’s world of overisolated vehicles. In our short time with the Gladiator, we have a few other nitpicks that made it into the logbook, such as the lack of a 12-volt outlet in the bed (or USB ports for that matter), a shallow bed that has most standard-size coolers and fridges sticking up over the top of the 17.5inch bedrails rendering the hard tonneau useless with some common cargo, and a rear cab that doesn’t have a flat load floor. Our last comment is on the too-light clutch effort. We love driving stick, but the Gladiator takes some getting used to. Pedal travel is long and it’s difficult to feel the friction zone. Even if you drive it every day, there are times where you’ll slip it too much, or engage it too early and lug the engine. You get used to it, but a re-tuning of the clutch feel would do wonders for driving enjoyment. Through the first 3,901 miles we saw an average range of around 300 miles in mixed driving and an average of 15.36 mpg, as compared to the EPA estimate of 16 city, 23 highway, and 19 mpg mixed. It’ll be interesting to see if that improves as our Gladiator breaks in.

Report: 1 of 4 Previous reports: First report Base price: $43,875 Price as tested: $62,005 Four-wheel-drive system: Part-time, manually shifted, two-speed

OPTIONS AS TESTED: Hydro Blue Pearl-Coat Exterior Paint ($245), Leather ($1,595), Cold Weather Group ($695), Premium LED Lighting Group ($1,195), 8.4-inch Radio and Premium Audio Group ($1,845), Jeep Active Safety Group ($895), Adaptive Cruise Control ($795), Auxiliary Switch Group ($295), Hardtop Headliner ($555), Cargo Management Group with Trail Rail System ($895), Hard Tri-Fold Tonneau ($950), All-Weather Slush Mats ($165), Remote Proximity Keyless Entry ($495), Body-Color 3-Piece Hard Top ($2,295), Winch-Capable Steel Front Bumper ($845), Body-Color Fender Flares ($495), Wireless Bluetooth Speaker ($295), 17-inch x 7.5-inch Polished Black Aluminum Wheels ($995), Spray-In Bedliner ($495), Forward-Facing TrailCam ($595), Destination ($1,495)

LONG-TERM NUMBERS: Miles to date: 3,901 Miles since last report: First report Average mpg (this report): 15.36 Test best tank (mpg): 16.91 Test worst tank (mpg): 13.72

MAINTENANCE: This period: None Problem areas: None

WHAT’S HOT, WHAT’S NOT: Hot: Both a Jeep and a truck, excellent platform to start with, incredible off-road capability Not: Clutch effort is too light and artificial, needs a 12V power source in the bed, rear of the cab isn’t optimized for truck duty

LOGBOOK QUOTES

“Rear window is awfully small to be useful, would love to see it be able to be opened like a hatch to increase cargo length and removable for when the doors and top are off.”

“The Bluetooth speaker rocks. Literally. Love using this thing at camp and it’s nice because it is always with you and always charged. Good sound, good volume, and easy to pair.”

“I hate the Auto Start-Stop, especially with a clutch. I’m so much faster than the car and often catch it unprepared at stops when I am ready to move.”

“We’ve gotten lots of compliments on our Hydro Blue truck.”

“Despite a small bed, it has been useful enough for regular runs to the local hardware store or the dump for countless home projects.” FW FOUR WHEELER SEPTEMBER 2021 77

TECHLINE

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

DODGE CAD DANA 60: BUILD IT OR NOT? Do you have any articles on Dodge CAD Dana 60 axles? Is this axle worth trying to use as an upgrade? Are there any special mods it takes to make it work?

KOSH VIA EMAIL

Great question, but the answer leads to other questions that might change any decisions you might make about the axle. First, we’d say that if you already have a Dodge CAD (center axle disconnect) Dana 60 or are planning to build a solid axle ’94-’02 Dodge truck you should consider this axle as a starting point. If not, we’d opt for a junkyard-sourced Super Duty Dana 60. We have a ’98 Dodge 2500 4x4 that has the CAD axle and may one day spend some time and money on it but swapping it under a Jeep or other linked off-road rig may be a waste of time. The Super Duty axle may cost more initially (a few hundred bucks more), but you will spend more money making the Dodge CAD Dana 60 what you want, basically getting the same parts that the Super Duty axle already has. Still, the Dodge CAD Dana 60 found in ’94-’02 3⁄4- and 1-ton trucks is a decent yet underused driver-drop axle. It does have some shortcomings when compared to other Dana 60 front axles though. First, it is a low-pinion design, which means it uses a standard rotation ring-and-pinion design rather than a high-pinion ringand-pinion. In the front, a standard rotation axle runs mainly on the coast side of the ring gear, which isn’t as strong as a high-pinion or reverse rotation ring gear in the front (which rides on the drive-side of the gear when

78 SEPTEMBER 2021 FOUR WHEELER

going forward). A Super Duty Dana 60 is high-pinion from the factory and thus sidesteps this small issue. Still, the standard rotation ring-and-pinion should be less expensive and more commonly available than a highpinion equivalent. Also, the lower pinion is somewhat less desirable as it will increase front driveshaft angles and just sit lower to the ground than a high-pinion. Having a low-pinion front axle isn’t the end of the world though, that just makes this axle like the GM and Dodge king-pin Dana 60 front axles, axles that are highly desirable and often modified for heavy off-road use. One other drawback to the Dodge CAD Dana 60 front axle is the center axle disconnect design (Ford Super Duty Dana 60s do not have this feature). This assembly adds parts to the axle, including vacuum-operated parts that may not function properly, which can leave you with one less wheel turning when in the dirt. Still, this is not the end of the world. There are CAD delete kits where you swap the two-piece, long-side inner axle for a solid shaft, and there’s a 4x4 Posi-Lok kit that replaces the vacuum-operated disconnect with a mechanical, cable-operated unit. Also, RCV has a chromoly set of axles for these Dodge Dana 60s that eliminates the CAD and are warrantied up to a 47-inch tire. Another drawback to the Dodge CAD Dana 60 front axle is the unibearing hubs. These are less desirable than traditional, serviceable wheel hubs that accept replaceable wheel bearings that can be loaded with a locking hub or a drive flange. Despite this, the aftermarket does have a solution in the form of free-spinning hub kits from Dynatrac and Yukon. Both of which will get the Dodge CAD Dana 60 parts that the Ford Super Duty 60 already has. fourwheeler.com

WJ QUADRA-TRAC TO SELEC-TRAC SWAP

Several years ago, I did this exact swap while I was working at Jp magazine. It was in an ’01 Jeep WJ Laredo I owned at the time. It was a great swap and I loved having the 2WD option and the AWD option that comes with Selec-Trac. The swap will probably save you money since the special Quadra-Trac NP247 transfer case you have in your WJ will cost a lot to get properly rebuilt. The swap is relatively easy and the NP242 is a much easier transfer case to deal with (when compared to the NP247).

most important is the front input gear. While they are almost all 23-spline, the input gear length can vary, and it’s likely going to be different than your V-8 Grand. This isn’t a big deal, however, because you can swap the input gear from your existing NP249 into the NP242. They interchange but be aware that there may be a difference in the input bearing width that you’ll need to address. The procedure requires complete disassembly of both transfer cases to do the swap, but the process isn’t that hard as long as you have a good pair of snap ring pliers. There were a couple of different rear driveshaft arrangements used, so take note of what you have and select a donor that matches. The external dimensions of the cases are very similar, so more than likely you won’t need to do any driveshaft modifications if you get the right donor. All of the sensors should bolt right up, and even the existing transfer case shift linkage you have can be adjusted to work with the NP242 if you shorten the shift lever arm on the T-case. For

Here’s what I wrote on the topic a few years ago: “As for what you will need, the first step is to acquire an NP242 from an XJ Cherokee, ZJ Grand Cherokee, MJ Comanche, or WJ Grand Cherokee. They were used sporadically starting in 1987 depending on how these vehicles were optioned out, but they were never offered behind ZJs with a V-8. It should be noted that the NP242 was also used in select Dodge applications, but none of these are viable swap candidates. They are relatively plentiful in junkyards, and for this reason we recommend trying to find one close to the same year as your Grand. Why? It’s more likely to have the correct speedometer drive gear provisions that you’ll need, as well as the correct driveshaft configurations. “Although they were pretty consistent throughout their production run, there are a couple of key differences you’ll need to pay attention to. The

good measure, you can also swap the shift mechanism and bezel from an NP242-equipped ZJ for correctly labeled range selection and a completely stock-looking swap once you’re done.” Since writing the above, I have learned a bit more about the topic that you will find useful. I would amend what I said above and look for an NP242 (Selec-Trac) from a six-cylinder WJ. If you can find one that is the same year as your WJ that’s even better, or at least get one from a late-model ’95-’01 XJ as the older transfer cases may have other changes (like gear tooth pitch and count) that will make them harder or impossible to swap. As said, ideally get the parts from a I-6–powered WJ and be sure to grab everything, including the driveshafts, the shifter assembly from inside the donor WJ, the shifter cable, the shift lever on the T-case, the T-case itself, and maybe even the wiring pigtails for the sensors (in case your plugs are different). FW

I have an ’01 Jeep WJ Grand Cherokee with the 4.7L V-8. I would like to convert the Quadra-Trac to a Selec-Trac. Could you offer any detailed information on this swap?

AJ VIA EMAIL

fourwheeler.com

FOUR WHEELER SEPTEMBER 2021 79

CALENDAR • September 3-6

What: High Sierra Poker Run Where: Shaver Lake, California Hosted by: California Four Wheel Drive Association Info: cal4wheel.com

• September 4

What: Demolition Derby and Night of Destruction Where: Lancaster, Pennsylvania Hosted by: Buck Motorsports Park Info: buckmotorsports.com

COMPILED BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM

• September 16-19

• September 18

What: Fall Mudcrawl Where: Saint Jo, Texas Hosted by: Rednecks with Paychecks Info: redneckswithpaychecks.com

What: The Buck Pull-Off Where: Lancaster, Pennsylvania Hosted by: Buck Motorsports Park Info: buckmotorsports.com

• September 17-19

• September 18

What: 40th Annual O’Reilly Auto Parts Fall 4-Wheel Jamboree Nationals Where: Indianapolis, Indiana Hosted by: Indiana State Fairgrounds Info: 4wheeljamboree.com

What: Rausch Creek Rock Crawl Series Where: Pine Grove, Pennsylvania Hosted by: Rausch Creek Off Road Park Info: rc4x4.org

• September 18-19

• September 9-11

What: Great American Jeep Rally Where: Ellington, Connecticut Hosted by: Great American Jeep Rally Info: jeeprally.org

• September 9-12

What: Black Hills Jeep Jamboree Where: Deadwood, South Dakota Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

What: Killbuck Jeep Jamboree Where: Killbuck, Ohio Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 23-25

What: Colorado Experience Where: Leadville, Colorado Hosted by: The Great American Crawl Info: facebook.com/groups/ TheGreatAmericanCrawl/

• September 23-25

What: Ozark Mountains Jeep Jamboree Where: Ozark, Arkansas Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 12

What: Mud Bog Where: Lisbon, Ohio Hosted by: Tri County 4 Wheelers Info: tricounty4wheelers.com

• September 23-25

What: Uwharrie Jeep Jamboree Where: Troy, North Carolina Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 14-19

What: SCORE Baja 400 Where: Baja California, Mexico Hosted by: SCORE Info: score-international.com

• September 23-26 What: September Slam Where: Rush, Kentucky Hosted by: Rush Off-Road Info: rushoffroad.com

• September 16-18

What: Catskill Mountains Jeep Jamboree Where: Monticello, New York Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 16-18

What: Ouray Jeep Jamboree Where: Ouray, Colorado Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 16-19

What: Annual 70 Series Land Cruisers Meet & Greet Where: Oliver Springs, Tennessee Hosted by: Windrock Park Info: windrockpark.com

• September 29-October 3

• September 17-19

What: Sand Sports Super Show Where: Costa Mesa, California Hosted by: Sand Sports Super Show Info: sandsportssupershow.com

• September 18

What: 4-Wheeling for a Cure Where: Oliver Springs, Tennessee Hosted by: Windrock Park Info: windrockpark.com

What: Emigrant Trail Adventure Jeep Jamboree Where: Reno, Nevada Hosted by: Jeep Jamboree USA Info: jeepjamboreeusa.com

• September 30-October 3 What: Trucks Gone Wild Where: Poplar Bluff, Missouri Hosted by: Brick’s Off Road Park Info: trucksgonewild.com

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

80 SEPTEMBER 2021 FOUR WHEELER

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★★★★★

Meet the Participants of the 2021 Overland Adventure

First Look: 2022 Jeep Wagoneer

FOUR WHEELER SEPTEMBER 2021 81

TRAIL’S END

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

Q The Laplander has a look all its own. Instead of adding a step, which adds weight, Volvo cut a hole below the door.

Laplander Comes to America

Flashing back to 1966 and our first look at this Volvo L3314 Interesting features on the Laplander started with its rear-mounted rank Millard might’ve been the only person in the United States power take-off unit, making it possible to operate items such as power tools at the time to own a Volvo L3314 Laplander, and his was for sale. from the back of the truck as well as provide drive to trailers with drive axles. After visiting Sweden and laying eyes on the Volvo 4x4, the owner The Laplander’s winch was not mounted on either of its bumpers, instead, of Frank Millard Sport Cars in Encino, California, knew he needed it could be found beneath the rig to the driver side. Cable could be routed to one. It was December 1966 and we were invited to have a peek at Frank’s the front or rear of the Laplander and a hoisting device could be employed latest purchase. to lift as much as 2,650 pounds. Also, instead of U-joints, the Laplander The Laplander was developed as a utility vehicle for the Swedish army used Rzeppa CV joints at each end of the steer axle. We were impressed in the late ’50s to replace a fleet of older and less-efficient vehicles. by the workmanship of the Laplander, from its defrosters and heating Though Frank’s new 4x4 appeared massive, its forward-control nature equipment to the undercarriage protection and the general fit of the body created a better weight distribution between the axles, kept the overall panels. We did question the 12-gallon fuel tank and length down (wheelbase was 83 inches), and the limited distance the fuel supply could carry the gave the driver a commanding view of the trail Laplander into the hinterlands. ahead. The 1.8L B18 engine’s 75 horses and We found the Laplander to occupy a space similar 101 lb-ft of torque were just good enough to to that of the Mercedes-Benz Unimog and the motivate its 2,000-pound payload and since Pinzgauer, one placing cargo capacity and utility in the Army’s emphasis was on reliability and every terrain ahead of raw speed. At the time, United parts availability instead of speed, the inlineStates residents were only just able to get ahold of four was just fine. The Laplander shifted with these machines. Now, it isn’t uncommon to see them a Volvo M 40 fully synchronized transmission restored or used as backcountry travel rigs. and the two-speed ZF VG 50 transfer case cable from the winch feeds through the center Tell us about your favorite military cargo-mover that gave the machine its low-range reduction. The Q The of the front mount. A unique pulley arrangement allows you’ve restored or outfitted for off-road travel. If you Salisbury axles each had a pair of 8.90x16 tires for unusual winching techniques. The cable can also be run to the back. The winch drum is located on the can, make sure to snap some high-resolution images and the rear differential sported a Powr-Lok driver side, beneath the body. Note the protective and send them to editor@fourwheeler.com. FW limited-slip device. frame member just forward of the drum.

FOUR WHEELER (ISSN 0015-9123) September 2021; Vol. 58, No. 9. Copyright © 2021 by Motor Trend Group, LLC. All rights reserved. Published monthly by Motor Trend Group, LLC, 831 South Douglas Street, El Segundo, CA 90245. Periodicals postage paid at Los Angeles, CA, and at additional mailing offices. Single copy price is $6.99. SUBSCRIPTIONS: U.S. APO, FPO and U.S. Possessions $19.97 for 12 isssues. Canada orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to FOUR WHEELER, P.O. Box 37198, Boone, IA 50037.

82 SEPTEMBER 2021 FOUR WHEELER

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PREMIUM EXTREME MUD-TERRAIN

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