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RMAX4 1000 LE RMAX2 1000 LERMAX2 1000 XT-R OUTDOOR ADVENTURE FOR ALL. Visit YamahaMotorsports.com The Wolverine RMAX 1000 lineup sets a benchmark in the off-road world. Class-leading standard features include: a 999cc parallel twin engine; aggressive tires; and an automotive-style cabin with unmatched comfort points. Features on select models include: high-performance FOX® iQS in-cab adjustable suspension; D-Mode to optimize power delivery; and a dashboard-integrated Yamaha Adventure Pro. With the Wolverine RMAX 1000 lineup, experience the real world-tested Capability, Comfort and Confidence of Yamaha’s Proven Off-Road promise.
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fourwheeler.com4 NOVEMBER 2022 FOUR WHEELER CONTENTS NOVEMBER 2022, VOL.59, NO.11 COVER SECTION J10 JUGGERNAUT! 16 OLD SCHOOL OVERLANDER Jason Helbig’s 1986 Jeep J10 has a classic adventure vibe FEATURES & EVENTS 22 2022 OVERLAND EXPO WEST How much camping do you like with your off-roading? 38 CLUTCHES & SHIFT LEVERS A look at the 2022 Centerforce Adventure Run 44 TOY REVIVAL A classic 1980 Toyota perfectly outfitted for off-road adventures 74 FROM THE BACKCOUNTRY A day in the life TECH & HOW-TO 34 SIMPLIFIED SOFT TOP Not all soft tops are created equal— this one’s awesome 50 DENTSIDE Part 4: Gears, lockers, disc brakes, and many custom mods 56 REVAMPED WRANGLER Skyjacker dual-rate coils and remote-reservoir shocks for the win 64 UPPER ARM STRENGTH How to beef the Dana 30 passenger-side upper control arm mount 68 CORROSION CONQUEST We try to stop or slow rust with known solutions and a few old tricks Q ONO THE COVER Jason Helbig’s 1986 Jeep J10 is a rare machine and along with being modified to perfection it has a great backstory. The story begins on page 16. Photo by Ken Brubaker 16 50 38 56 DEPARTMENTS 6 FIRING ORDER 8 INBOX 10 RPM 12 PARTS RACK 78 TECHLINE 80 CALENDAR 82 TRAIL’S END FIRST DRIVES 30 2022 CHEVY SILVERADO ZR2 Chevy carves a nice little space among the Rebels, TRD Pros, and Tremors 60 2022 JEEP GRAND CHEROKEE 4XE TRAILHAWK Quietly one of the most capable SUVs not named Wrangler 22 FOURWHEELER.COM
Some discounts, coverages, payment plans, and features are not available in all states, in all GEICO companies, or in all situations. Boat and PWC coverages are underwritten by GEICO Marine Insurance Company. In the state of CA, program provided through Boat Association Insurance Services, license #0H87086. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. Customer satisfaction based on an independent study conducted by Alan Newman Research, 2020. GEICO is a registered service mark of Government Employees Insurance Company, Washington, DC 20076; a Berkshire Hathaway Inc. subsidiary. © 2022 GEICO 21_731772673 GREAT LOW RATES | MULTI-VEHICLE DISCOUNT | SPECIALIZED AGENTS GEICO.COM/CYCLE • 1-800-442-9253 • LOCAL OFFICE
or manual gearboxes, the campfire would be a less exciting place if we didn’t get to discuss stuff like clutch pedals, shift patterns, clutch slaves, and pressure plates.
■ Above: A manual gearbox was behind the 2.5L I-4 powerhouse in my ’84 XJ. Below: This was the manual gearboxequipped ’90 Geo Tracker our kids learned to drive in. I also plowed snow for many years with this little SUV.
PHOTOS: KEN BRUBAKER
T
The manual gearbox
his issue of FourWheeler contains a fun story about the 2022 Centerforce Adventure Run, which is a multi-day off-road foray into the Arizona backcountry for 4x4s with manual transmissions (mostly). I think it’s safe to say that manual transmissions have played a big part in our wheeling past whether we drive a manual-equipped 4x4 now or not. My history with a manual gearbox began when the young me learned how to clutch and row gears in an old six-cylinder-powered Ford F-250 farm truck. Even though the shifter travel was super long and sloppy, and the clutch feel was funky, I eventually figured it out. The young me was surprised that it took a bit of learning. I guess I figured it would be easy after riding motorcycles since a young age, you know, manual shift there, too, but it was surprisingly different. After learning on the F-250, I found myself piloting manual gearbox-equipped vehicles like a ’76 AMC Pacer (don’t judge me), ’77 Toyota Corolla SR5, ’77 Datsun 280Z, ’77 Pontiac Trans Am, ’84 Jeep Cherokee XJ, and ’90 Geo Tracker among others. To me, driving a manual-shift vehicle just made sense. I liked the simplicity compared to an automatic transmission and the manual-equipped vehicles were almost always less expensive than the automatic-equipped machines. In late 1996, I bought a brand-new ’97 Jeep Wrangler Sport with a five-speed manual. That Jeep was my daily as well as my trail rig and I never regretted getting the manual.
Did you learn to drive on a manual-gearbox vehicle? Have you owned a stick-shift 4x4? Do you currently wheel a manual-shift 4x4? Or do you prefer an automatic? Drop an email to the address below and share your thoughts!
The manual transmission is alive and well here at FourWheeler and most of the editorial staff owns and drives at least one manual gearbox-equipped 4x4. Some examples: Sean Holman’s ’20 Wrangler and ’42 Ford GPW (Project Odd Ford); Verne Simons’ Ultimate Adventure Long Range Jeep (UALRJ), ’74 CJ-5, ’46 CJ-2A, ’70 Suburban (Project Dino), ’49 CJ-3A, and ’98 Dodge Ram 4x4 2500; Christian Hazel’s ’89 Wrangler (Project Why-J), ’53 flattie (The Hazel Flattie), and ’71 CJ-6 (UACJ6D). Jered Korfhage drove an ’02 Wrangler equipped
FIRING ORDER fourwheeler.com6 NOVEMBER 2022 FOUR WHEELER
–KEN BRUBAKER KEN.BRUBAKER@FOURWHEELER.COM
with a manual until the Jeep got hit by a drunk driver and was totaled. He had to settle for an automatic-equipped Wrangler JK since he needed a vehicle immediately and that’s what was on the lot. He still prefers a manual gearbox and will tell you how much he misses a manual gearbox if you ask him.
My wife, a farmer’s daughter, learned to drive a manual gearbox-equipped vehicle at a young age and prefers them to this day. All three of our kids learned how to drive on a manual gearbox-equipped 4x4. Our kids agree that learning to drive in a manual-equipped vehicle is more challenging than learning to drive on an automatic-equipped vehicle, but each is grateful they mastered the skill.
A spirited debate often ensues when the topic of driving manual gearbox-equipped 4x4s offroad comes up. Some wheelers are vocal about the advantages while others have much to say about the disadvantages. Nonetheless, whether you call ’em manual transmissions, stick shifts,
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There are no creature comforts other than a tilt steering wheel (more of a necessity with the cramped cab) but does have a Warn 8274 winch and onboard air with a small air tank. This is one of those builds where you work with what you have.
RESCUED SUBURBAN
Here’s a picture. Love your magazine, although I do miss Jp.
I really enjoyed your article, “Resto-Beater” in Trail’s End, in your July ’22 mag. I can relate to backyardbuilt budget four-wheelers since I’ve had a couple. I’d put his “Ugly” up against any $50,000 rig.
I love driving it and taking to the trails. Although I’m from Illinois, I much prefer western trails such as in Colorado and Utah.
My current rig is a ’48 CJ-2, but very little Jeep is left. It sports front and rear axles off a Toyota pickup using 5.29 gears and ARB Air Lockers. Its power comes from a 4.3L Chevy Vortec TBI engine backed up with a four-speed auto with overdrive. It’s also got a twin-sticked Dana 300. My homebuilt sits on 37-inch Super Swampers mounted on 15-inch beadlocks.
TIM VIA EMAIL
Fast forward as time, money, and knowledge came along, it now has a 350ci small-block with fuel injection, original three-speed with overdrive, power steering, disc brakes, lockers, on-board air, A/C, and whatever else could be squeezed into it. For me, it’s a keeper. I was inspired by Colonel Mustard (Column Shift, Oct ’11). Your stories do inspire so keep them up, especially on flatfenders, they are still around. Remember the saying, it’s not a real Jeep if it doesn’t have flat fenders!
RESTO-BEATERS FOR THE WIN
BY KEN BRUBAKER EDITOR@FOURWHEELER.COM
I was wheelin back in the ’70s and ’80s in SoCal. Started with a mostly wrecked ’66 Bronco, then later a homebuilt hot rod 4x4. Pismo was our go-to place, as was Death Valley, Mojave Desert, El Mirage, and Anza Borrego. Life got in the way, so wheeling was put aside. Now, 40-plus years later, I’m 73 and wheeling again, but now in eastern Washington state.
JEFF VIA EMAIL
Keep up the coverage of homebuilt, low-budget backyard rigs. There’s stuff there I think we can all relate to.
8 NOVEMBER 2022 FOUR WHEELER
Inbox
5.3L FLATTIE
RALPH VIA EMAIL
I’m responding to the Trail’s End article on the flattie (Jul ’22). It’s a great story and hits home as I also have a ’51 CJ-3A and it has been a labor of love since I found it in 1994 totally beat, rusted out, with a seized 283ci small-block Chevy, but it had the adapter for the V-8 and that made it worthwhile.
I just saw your article (Firing Order, Jun. ’22) regarding the upcoming magazine being dedicated to the flatfender. My story is a bit similar to yours, although it was my dad who always spoke about his time in high school and helping a couple of friends get an old flatty running. Over the years I have owned three CJ-5s, a ’63 Willys wagon, two TJs, an M715, and now an M38 (sort of). All of my Jeeps have been modified to some degree, with the last two being heavily modified (M715 and M38). I love the old military stuff.
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.
After trying to buy it for a few years, I finally rescued this ’70 K25 Suburban from under a bunch of sequoias on Palomar Mountain in Southern California. It has an SM465 four-speed, electric overdrive, NP205 with a hydraulic PTO for the 12,000-pound hydraulic winch, and an Eaton rearend. It took me one day to get it driving and three days to clean it.
Thanks for the great articles!
RS VIA EMAIL
INSPIRED BY COLONEL MUSTARD
My current Jeep, the M38, has been lengthened to a 91-inch wheelbase. I constructed the frame out of 2x4-inch tubular steel. The front end, cowl forward, has been stretched 6 inches. It runs a 5.3L LS engine with LS1 intake to fit under the hood. The 4L60E is mated to a Bronco Dana 20 T-case, and the axles are Wagoneer Dana 44s with chromoly ’shafts. It also has lockers, 1-ton steering, and four-wheel discs. It is equipped with a Warn 8274 winch and 37-inch tires on black steel wheels with inner beadlocks. It has custom sliders, a spare tire carrier, six-point cage, and custom 20-gallon stainless fuel tank that sits partly under and partly above the rear floor. And, of course, it is olive drab in color.
Orderby10 PM EST:In-Stock Parts Shipped That Day! 1.800.230.3030 • Int'l:1.330.630.0230 UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION. Custom Built for Off-Road Fun SCode:2212FW • Prices subject to change without notice.Visit SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction.Some parts are not legalfor usein Californiaor other stateswith similarlaws/regulations. Please check your state and/orlocal laws/regulations.©2022 AUTOSALES, INC
Q According to a study of Gen Z vehicle buyers via CDK Global, that age demo finds it more difficult to buy a vehicle online than any other generation. But … aren’t they the online generation? A shoutout to them via shrug emoji.
PHOTOS: COURTESY OF THE MANUFACTURERS
• Kanye West is getting into automotive manufacturing and his first vehicle will be a car made from … foam?
Q What color is your vehicle? Is it yellow? A study by iseecars.com looked at depreciation based on hue and yellow is currently the top shade for retaining its value. Brown? Well, it can’t be called No. 2 in this case. That and gold have the highest depreciation. As usual, silver, black, gray, and white are your safe bets.
Q 50 million vehicles currently whizzing around “are being driven with a known issue that should be repaired,” according to Carfax. California has
Is It True?
• Is Ford sniffing around the name “Thunder” for vehicles that include the F-150 and Ranger?
In Newsthe
• GM is eliminating the requirement for a 4-year degree for a bunch of its jobs?
• Is GM training even more first responders in EVs due to the increase in production of the vehicles, most notably in that they should indeed put out a battery fire with water—and lots of it?
• Time for a rousing rendition of “Candle in the Wind” for the Nissan Titan?
Q UPS is testing the Fernhay eQuad in the U.S.; trials already began in Europe. The “four-wheeled e-assist quadricycle” is designed for use in hightraffic areas. Oh yeah, it’s pedal-powered.
“SUPPLY CHAIN ISSUES, RECORD-HIGH VEHICLE PRICES, AND PERSONNEL DISLOCATIONS CONTRIBUTED TO VEHICLE PROBLEMS REACHING A RECORD HIGH IN THE 36-YEAR HISTORY OF THIS BENCHMARK STUDY. COMPARED WITH 2021 RESULTS, THE INDUSTRY EXPERIENCED AN 11% INCREASE IN PROBLEMS PER 100 VEHICLES ….” — J.D. POWER WHEN ANNOUNCING THE RESULTS OF ITS 2022 INITIAL QUALITY STUDY
BY TORI TELLEM EDITOR@FOURWHEELER.COM
10 NOVEMBER 2022 FOUR WHEELER RPM AUTOMOTIVE NEWS
the most open recalls (5.6 million), and it’s mostly sedans and SUVs.
• Some ’22 Toyota Tundras are being recalled due to potential axleshaft separation. According to NHTSA, “the flange nuts on the axleshaft sub-assemblies can loosen over time and potentially cause one or both axleshaft sub-assemblies to separate from the axle •housing.”NHTSA is also involved in a recall for potential hood-latch malfunction on some 20132016 Nissan Pathfinders.
FOUR WHEELER NOVEMBER 2022 11
Ford Heritage Vault: Now Open to the Public
■ The F-series is 75, so that naturally means a ’23 F-150 Heritage Edition (for clarity, the throwback is to 1970-1980s). In brief: logo, two-tone paint, XLT.
■ Toyota scored a 2022 Car Design Award for its Concept Cruiser EV, thanks to an original design that looks, um, very little like an FJ?
■ Cummins and Hyliion are working together to couple-up Cummins’s natural gas engines with Hyliion’s ERX electric powertrain.
■ Update your everything: Truck Hero is now rebranding as RealTruck.
YOUR GOVERNMENT AT WORK
■ The Rivian Adventure Network is plugging along, so to speak. The Level 3 fast-charging sites are popping up in California and Colorado, with an initial plan for 3,500 fast chargers at 600 sites across North America.
■ And more: RealTruck partnered up with onX to get people to do June’s National Get Outdoors Day. And as such, RealTruck offered a chance to win a $10,000 “Off-The-Grid Coin” (aka digital code) for use on realtruck.com. Steven Simmons (above) was that someone while Get Outdoors Day-ing at the Barnwell Mountain Recreation Area.
■ The ’22 Jeep Compass got a Top Safety Pick title from the Insurance Institute for Highway Safety “when equipped with specific headlights.” So, on that buildsheet is this listed as “Safe” and “Might as Well Just Close Your Eyes”?
• As we went to press, Yellowstone National Park had historic flooding and mudslides, so if your overlanding or four-wheeling adventure will take you there this year, be sure not to wing it and instead first check the status of everything before you go.
• NHTSA released initial data on the state of the union of driver assistance/ automated safety tech. It’s the first time for this kind of gathering of info and we’ll let them state their findings: “Some initial observations from the data show that since reporting requirements began, one crash reported for an ADS-equipped vehicle resulted in serious injuries, and 108 of the crashes resulted in no injuries. Of the 130 reported crashes for ADS-equipped vehicles, 108 involved collisions with another vehicle, and 11 involved a vulnerable road user, such as a pedestrian or cyclist. For vehicles with SAE L2 ADAS, the data show that alleged serious injuries or a fatality occurred in 11 of the 98 crashes where information on injuries was reported. Of the reported crashes for SAE L2 ADAS, at least 116 of the collisions were with another vehicle, and at least four involved a vulnerable road user.”
WHAT’S HAPPENING IN THE INDUSTRY
■ Ford has put together a collection of old brochures and photos covering 1903 (yup, the earliest of days) to 2003, and it’s all online at fordheritagevault.com. Perhaps the best part to our ears: It’s searchable (and filterable and downloadable). Dig through the archives, because we can attest to seeing the Bronco and F-series represent. When we searched “Bronco,” we got to peruse 108 brochures and, oh, the sign-ofthe-times cheesiness didn’t disappoint, including the taglines. FW
■ Export of the Ford Bronco has begun, Europe.
INFO: Happier Camper, 844/755-2267, happiercamper.com
\> CAMP HAPPIER
Adding accessories to your 4x4 means more weight that the brakes need to bring to a stop. The X-Line Big Brake Kit from Powerbrake features a billet six-piston caliper, caliper mounting brackets, high performance brake pads, stainless-steel brake lines, and two-piece 345-395x34mm (depending on application) 72-vane disc rotors—a combination that is inspired by Dakar Rally-winning technology. The calipers can be optioned with either a Red or Grey Hard anodized finish. All mounting hardware is included. Available for many popular 4x4 platforms, including ’07-’18 Jeep Wranglers, ’03-’09 Lexus GX470s, and ’03-’16 Toyota 4Runners. INFO: Powerbrake, 704/804-2438, powerbrakeglobal.com
|> ALL-NEW ALLOYS
Armorlite has added cargo area protection to its line of products for the Jeep Wrangler Unlimited. The full lineup of Armorlite cargo products includes seatback covers and load floor and wheelhouse covers (pictured). Similar to the Armorlite replacement flooring kits, cargo products offer ideal protection, cleanability, and water management for the cargo area of the Jeep in everyday or off-road driving situations while also helping reduce road noise and maintain cabin temperature. The new cargo kits will be available in Mesa Smoke and Desert Khaki, which gives tribute to the original Willys and the legacy of the early Jeep vehicles. The new products can be purchased separately or in different combinations with other Armorlite products. INFO: Armorlite, goarmorlite.com
12 NOVEMBER 2022 FOUR WHEELER
BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM
Quadratec’s new Lynx wheels are available in three models, each engineered to complement larger tires beneath Jeep JK and JL Wranglers and the Jeep Gladiator. Trail Gunner (pictured), Whipsaw, and Peregrine are the three wheel models and each is said to embody the brand’s “form meets function” approach and are available in a variety of eye-catching finishes. They also feature a hub-centric design and are manufactured from high-strength, pressurecast aluminum alloy that meets SAE J2530 standards and DOT requirements. The Lynx Trail Gunner wheel displays an aggressive style with a bullet-hole design across the face and simulated rivets on the edges. This product is wider than the factory wheels, giving it a more aggressive stance after upgrading to larger tires. The Trail Gunner measures 17x9 inches with 4.5 inches of backspacing and is available in satin black or bronze. INFO: Quadratec, 800/7456037, quadratec.com
BDS Suspension engineered a 2-inch lift system compatible with the ’07-’19 Chevy Tahoe, Chevy 1500 Suburban, GMC Yukon, and GMC Yukon XL, and the ’07-’13 Chevy Avalanche. The lift system includes a new upper strut mount as well as preload spacers to achieve the added lift height in the front. The use of a preload spacer is said to increase performance in cornering as well as offsetting the increased weight of larger tires to maintain ride quality. The lift system was designed as not to max out the upper ball joints during suspension travel. A 2-inch rear spacer kit is also included to lift the vehicle equally in the front and rear. The kit is available with your choice of NX2 series shocks or Fox 2.0 Performance Series IFP shocks for increased damping performance on- and offroad. INFO: BDS Suspension, 517/279-2135, bds-suspension.com
Parts Rack
</ ARMOR YOUR JK
PHOTOS: COURTESY OF THE MANUFACTURERS
<- BALANCED PERFORMANCE
-> DAKAR-INSPIRED STOPPING POWER
The HC1 Studio from Happier Camper integrates the comforts of home into a footprint roughly the size of a half-bathroom. The 13-foot trailer emphasizes modularity with its Adaptiv system, which is designed to make transforming the interior a snap. Go from bedroom to living space to dining area in no time at all by configuring the Adaptive components within the honeycomb grid built into the fiberglass floor. Inside, you’ll find a fully appointed bathroom and kitchenette, water and air heaters, a queen bed, Dometic fridge, 17 gallons each of fresh and greywater capacity, and much more. The HC1 Studio is said to fit within a single parking space, sleep two adults, and it has a dry weight of roughly 1,800 pounds.
fourwheeler.com FOUR WHEELER NOVEMBER 2022 13
\> UNIVERSAL BUNGEE
|> CRUISE QUIETER
|> RUGGED STORAGE
Dometic’s PAC H50 Hard Storage container offers a weathertight and durable place to stow your gear so it’s always ready when it’s time to hit the trail. The ergonomic, built-in handles make it easy to grab and slide into the trunk or truck bed and the units feature lock holes and tiedown points for security and safe packing. Each 50L container is made from aluminum and impactresistant polymer. The container measures 18.07 x 12.95 inches, is 23.27 inches deep, and weights 13 pounds empty. INFO: Dometic, 800/544-4881, dometic.com
-> BOOSTED BRONCO
INFO: Skyjacker, 318/388-0816, skyjacker.com
Warn Industries offers its Ascent Rear Bumper for the ’21 Ford F-150. Warn’s attractive and lowprofile design was intended to complement the lines of the F-150 while adding extra durability. The bumper is constructed from 3⁄16-inch-thick steel, and it is said to be compatible with the Ford Co-Pilot360 Suite and OE parking sensors while not interfering with the factory receiver, electrical plugs, and license plate lights. Each corner is fitted with corner steps and non-slip footwells for easy bed access. Additionally, integrated light ports are built in so you can add auxiliary flood or
spot lights to boost lowlight performance. The Ascent Rear Bumper wears the saltstandscoatedstate-of-the-artcompany’spowder-finish,whichupto408-hourspraytests.
INFO: Warn warn.com800/543-9276,Industries,
\> FORTIFIED FORD
Design Engineering, Inc. has what you need to insulate the cab of your ’88-’98 extended-cab GM pickup. The company uses a combination of 2mm damping material and Under CarpetLite to control heat and block unwanted noise from outside the cab. The CNC-cut kit is designed for a precise fit and can be paired with the company’s thermal insulation kit. INFO: Design Engineering, Inc., 800/264-9472, designengineering.com
Skyjacker’s 3-Inch Suspension Lift Kit for the ’21-’22 Ford Bronco features replacement upper control arms that are built from high weld strength, thick-walled DOM steel tubing to withstand the stresses and increased loads of larger tires. For additional rigidity and strength, a welded gusset plate stiffens the arm and bushing eyelets. CNC-machined bushing eyelets and ball joint cups ensure precise fitment. The replacement upper control arms come completely preassembled and ready to install with a durable powdercoat finish. The steel-encased OEM-style rubber bushings deliver consistent on-road manners and the greaseable ball joint’s full induction ball design, low-friction bearing technology, and other technical performance characteristics add longevity and increased strength. The system is engineered with built-in camber correction for improved handling and for proper frontend alignment. The system is said to ensure that the Electric Stability Control (ESC) system functions within the factory parameters.
From affixing gear to your luggage rack to organizing the garage, the 36-inch Adjust-A-Strap Bungee Strap makes tasks easier. These bungees feature two integrated nylon hooks that are glass reinforced and won’t scratch or gouge paint or finished surfaces. Six reinforced holes evenly spaced down the bungee strap help accommodate irregularly sized loads or cargo items. Secure multiple Adjust-A-Straps together for even more coverage. INFO: The Perfect Bungee, 908/329-9136, theperfectbungee.com
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OLD SCHOOL fourwheeler.com FOUR WHEELER NOVEMBER 2022 17 JASON HELBIG’S 1986 JEEP J10 HAS A ADVENTURECLASSICVIBE
OVERLANDER
By Stuart Bourdon Photos:editor@fourwheeler.com FourWheelerstaff
ason Helbig’s ’86 Jeep J10 overlander was a worthy addition to the 2021 Four Wheeler Overland Adventure Presented by Jeep. The Oregon native was accustomed to off-grid travel and had designed his overlanding J10 specifically for remote adventure. “It was my grandpa’s truck,” Jason said. “He handed it down to me and I decided to build it for long-distance offroad travel.”
Jason had the tired AMC 360ci V-8 built to make more torque and horsepower. He also had it powdercoated for good looks and corrosion resistance. A custom exhaust system runs Hedman long-tubes and dual Flowmaster 40 Series 2.5-inch mufflers. The beast now has enhanced suspension components and rolls on 37-inch tires. The truck’s axles are a Dana 44 front and an AMC Model 20 rear, and to up their traction
|> Big shoes are meant for a big truck. That’s why Jason went with meaty 37-inchtall and 12.5-inch-wide Interco IROK tires for his J10. They are wrapped around 15x8.5 Western Cyclones with a 3.5-inch backspace. These bad boys can handle everything they’re pointed at, whether that’s mud, sand, or rocks.
J
|> The AMC 360ci V-8 was stroked to 406ci and fitted with gobs of power parts, including a COMP Cams 280H camshaft and hydraulic roller valves, an Edelbrock Performer intake manifold, and a Holley Sniper EFI fuel-delivery system. It’s got the guts to quickly move the J10 and all its cargo across a wide-open landscape
|> Sporting a Dana 44 front axle packed with 4.56 Nitro Gear & Axle gears and a Detroit Truetrac limited-slip differential, the J10 is ready to take on some serious terrain. A Rancho 4-inch-lift spring kit, Rancho RS9000 XL shock absorbers, and a 3-inch body lift help make room for the 37-inch tires. To help control those 37s, Jason went with a RedHead Steering Gears box and Rough Country dropped pitman arm.
OLD SCHOOL OVERLANDer
fourwheeler.com18 NOVEMBER 2022 FOUR WHEELER Feature
/> Among the many overlanding essentials carried on the custom bed rack of Jason’s truck are two (one on each side) RotopaX 4-gallon fuel containers, a 5-gallon propane tank, and a Freespirit Recreation rooftop tent. The bed rack and cargo bed keep all of Jason’s gear and supplies stored securely and organized for quick access.
<- A Warn Zeon 10 winch is perched securely in a custom-built front tube bumper with a 26-inchwide Barnes 4WD Dual Pull Winch Plate. optedaswinch10,000-pound-ratedTheisagoodchoiceforsomethingasheftyJason’struck.Jasonforsyntheticlineonthewinchdrum,andthecustombumperisfittedwithD-ringshacklesandLEDrocklights.
<- The rear axle of Jason’s truck is the AMC model 20 commonly used in J-trucks of this vintage. It now carries an Eaton Detroit Locker and 4.56 Nitro Gear & Axle gears. A Rancho suspension add-a-leaf kit helps provide space for the 37-inch tires. Suspension damping control is provided by a pair of Rancho RS9000 XL adjustable shocks. It’s old school. And it works.
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|> The heart of the J10’s four-wheel-drive system is its chain-driven NP208 transfer case with a 2.62:1 low-range gear ratio. The aluminum-cased NP208 was used in a variety of vehicle applications, including Jeep Cherokees and J-trucks from 1980 to 1988, and is referred to as Command Trac.
<| Night driving is always a possibility whenever you’re doing any long-distance off-roading like the 2021 Four Wheeler Overland Adventure Presented by Jeep. Jason’s ability to access brilliant lighting, including LED rock lights, in all directions ensures successful and safe night ’wheeling.
10-in speakers, Hi-Lift jack fw
Feature
With the backbone of his grandfather’s J10 made more sturdy and its off-road prowess enhanced, Jason moved on to creature comforts
\> All set up, unloaded, and ready for the night, Jason’s J10 had an old school overlanding vibe. It could carry a heck of a lot of gear and not really notice it. The Freespirit Recreation rooftop tent could sleep a small tribe. It had everything necessary. It had nothing unnecessary.
</ The interior of Jason’s J10 is highlighted by the classic Grant steering wheel and the brushed aluminum three-on-thetree column shift lever. For the most part, the interior and dash are factory, but a custom leather-and-cloth heated bench seat makes driving or riding comfortable in any weather, and an Auto Meter 5-inch tachometer allows for precise engine monitoring.
AT A GLANCE CompVR
All the bodywork was done by CLS Finishes in Vancouver, Washington. It’s sharp-looking, but simple and straightforward. There’s no chrome other than door handles and trim.
GENERAL Vehicle: ’86 Jeep J10 Owner: Jason Helbig Stomping grounds: Oregon Build time: “Never stops” DRIVETRAIN Engine: AMC 360ci V-8 (stroked to 406ci) Transmission: TorqueFlite 727 3-spd auto Transfer case: NP208 Low range ratio: 2.62:1 Crawl ratio: 30.3:1 Front axle/differential: Dana 44, 4.56 gears/ Eaton Detroit Truetrac Rear axle/differential: AMC Model 20, 4.56 gears/ Eaton Detroit Locker SUSPENSION Front: Rancho Suspension 4-in-lift springs, Rancho RS9000 XL shocks Rear: Rancho 4-in add-a-leaf, Rancho RS9000 XL shocks, DIY shackles TIRES/WHEELS Tires: 37x12.50R15LT Interco IROK Wheels: 15x8.5 Western Cyclone MISCELLANEOUS Steering: RedHead Steering Gears steering box, Rough Country dropped Pitman arm Lighting: Full-width LED lightbar, multiple LED rock lights Interior: Custom leather/cloth heated bench seat, sPod BantamX w/Bluetooth screen, Auto Meter 5-inch tachometer, Grant steering wheel Cool stuff: Custom bed-mounted rack, dual 4-gal RotopaX fuel containers, 5-gal propane tank, Freespirit Recreation RTT, Warn Zeon 10 winch, powdercoated engine block, custom front and rear bumpers, Alpine 1000W amplifier, Kenwood Bluetooth head unit, Kicker
Jason wanted to keep the Jeep J10’s classic and unique character. “I didn’t want to have just another ‘Brand X’ rig. I kept it as close to original condition as I could, while making its different systems more reliable and powerful.”
that would make days and nights on the trail pleasurable. The Freespirit Recreation rooftop tent offers comfortable off-the-ground accommodations. And the custom bed rack provides a perch for auxiliary fuel storage and propane tanks, as well as storage space for literally a truckload of gear.
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OLD SCHOOL OVERLANDer
capabilities the front is fitted with a limited-slip differential and the rear has a locker.
ORDER AT AMSOIL.com
2022
fourwheeler.com22 NOVEMBER 2022 FOUR WHEELER
The 2022 Overland Expo West was held at Fort Tuthill County Park, just outside Flagstaff, and the venue was
I
<\ This ’78 Chevy K5 has technically had two owners and it still carries its original paperwork, order card, and the beautiful Four Wheel Campers Pop-Up Camper.
teeming with over 28,000 showgoers hailing from all corners of North America as well as from Great Britain, Peru, Mexico, Australia, the Czech Republic, and Canada. They were joined by 406 exhibitors as they attended clinics on topics from cooking and trailside welding to vehicle recovery and route planning, entered raffles, enjoyed happy hours, and took in the Overland Film Fest during the threeday event. Read on for some of our favorite sights, scenes, and unique 4x4s from the 2022 Overland Expo West.
Arizona Blazer and Four Wheel Camper
f vehicle-based and self-sustained off-road travel is your thing, then scrawl the Overland Expo series onto your to-do list. Overland Expo West, in Flagstaff, Arizona, is joined by similar gatherings in the East, Pacific Northwest, and the Rockies (Mountain West), where adventure travel enthusiasts come together to get educated, ogle new products, and share stories from the trail.
OVERLANDEXPOWEST
->
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HOW OFF-ROADING?LIKECAMPINGMUCHDOYOUWITHYOUR
OverlanderPoweredGodzilla-
By Jered Korfhage jered.korfhage@fourwheeler.com Photos: Jered Korfhage
Pair of Series
<- This ’97 Ford F-250 was one of the first rigs to receive a Godzilla 7.3L V-8 crate engine and KTL Restorations, in Danville, Virginia, did one heckuva job outfitting the rig with tools for off-grid living.
/> This ’64 Land Rover Series IIA Forward Control is one of 611 forward controls ever produced and it has spent time serving as a fire truck and a museum piece in Switzerland, before coming to the United States. The green Landy went on quite a topless adventure en route to Overland Expo West where it tugged on the strings of Tech Editor Verne Simons’ heart. (He wants one, just with more roughness around the edges).
2022 OVERLAND EXPo WEST
Firehouse or Ski Lodge?
<\ Both! Thomas uses his single-cab Tacoma and custombuilt camper to get between firefighting jobs and faceshredding ski destinations.
Transcontinental Troopy Troopy
Overland MaverickFord
|> What went into making this Area 51 (that’s the color name) Ford Maverick? That’s a 2-inch lift from Ford Ranger Lifts and a custom-built camper with a Go Fast Campers tent on top. BFGoodrich T/A KO2 all-terrains sized 265/70R17 fit underneath, the setup weighs about 700 pounds empty, and Justin, Amber, and Jack (the dog) report about 22 mpg on the highway.
\> This
went through Dubai, Venezuela, and Mexico before arriving in America. Ernesto and Taisa have logged 41 countries in this rig so far and the adventures continue.
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his Vagabond Outdoors camper and ’wheeling the Rubicon Trail no matter the weather. The best part? His 6-foot mattress is always warm and dry inside the camper after a day of action.
The “Ultimate Overland Vehicle”
|> -> Overland Expo outfitted a ’22 GMC Sierra 1500 AT4X dubbed the “Ultimate Overland Vehicle.” You won’t find a winch on the truck, but it comes from the factory with front and rear electronic locking differentials, Multimatic DSSV dampers, increased wheel travel, a host of skidplates, Goodyear Wrangler DuraTrac M/T tires, and much more. A 6.2L V-8 engine comes standard, as does GM’s 10-speed automatic transmission. The Sierra’s factory bed was removed and replaced with a 6.4-foot tray and 3-foot canopy from MITS Alloy North America. There’s a Dometic CRX 110 fridge/ freezer inside along with REDARC’s RedVision Manager30 power-management system and two Battle Born Batteries 100 amp-hour lithium-ion batteries.
Universal Unimog
|> Not sure how it handles the highway miles between overland destinations but it’s hard to pass up this (or any, frankly) Kaiser M725 ambulance.
Boundless Delica
LMTV Life
M725 on Boggers
/> This particular Mitsubishi Delica belongs to Candice Ciesla and Jordan Schilling of Vancouver, British Columbia. The van is not only a daily driver but has also been driven, on- and off-road, nearly the entire length of North and South America. It really is impressive.
-> With such a clean debadging job, we almost missed this Stewart & Stevenson M1078 LMTV. We dig the aluminum flatbed that could be used to haul toys or crate-based living situations.
26 NOVEMBER 2022 FOUR WHEELER 2022 OVERLAND EXPo WESTFeature
<| This is a Unimog ambulance, more specifically a 435 U1300L. These rigs were built between 1975 and 1993, and were used by militaries around the world, including in South America, Europe, and Australia. The U1300L has an inline six-cylinder with a manual transmission, transfer case, selectable locking differentials, and, of course, portal axles. The ambulance box makes for a great foundation for an overlanding camper that can go just about anywhere. Just don’t expect it to get anywhere fast.
<- It might look small, but Phil Kockerbeck’s camper has more interior space than you may think. This is his full-time dwelling and main means of pursuing adventure.
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Diesel-Powered Terra
-> Here’s your reminder that the first Toyota Tacomas will be turning 30 shortly and the newest first-gen Tacos are nearly 20 years old. That said, we dug this one, which is a little modern and a little retro with about 4-5 inches of suspension lift, a bed rack with some KC Dayliters, nice wheels, and a winch bumper with more retrotastic lights. FW
Jeep Gladiator With OverlandBisonCamper
/> This Scout Terra was found by Sean Barber of New Legend 4x4, in Ventura, California. Since Sean brought it home, it’s received a Cummins R2.8 diesel mill, Tremec TR-4050 fivespeed transmission, the half-cab that International never got around to making, and a list of tasteful upgrades.
Tacoma’s Almost 30
GET YOUR FREE TRIAL: MOTORTREND.COM/TGA22
FIRST DRIVE 2022SILVERADOCHEVY Chevy carvesa nice little space amongthe TremorsTRDRebels,Pros,and 30 NOVEMBER 2022 FOUR WHEELER fourwheeler.com
For 2022, Chevy has come into the standardtrack-width market with an incredibly strong product in the ZR2, a new off-road version of the Silverado that sits atop Trail Boss in the lineup.
33-inch Goodyear Wrangler tires; enhanced chassis calibrations, including Terrain Mode; as well as a unique skidplate package, highapproach steel front bumper, and a high-tuck performance exhaust.
At the core of this off-road package are a 6.2L V-8 pumping out a strong 420 horsepower and 460 lb-ft of torque through a 10-speed automatic transmission and an upsized version of the Colorado ZR2’s exceptional Multimatic DSSV spool-valve shocks. To the package, Chevy adds front and rear electronic locking differentials;
By Sean P. Holman Photos:editor@fourwheeler.comCourtesyofthemanufacturer
To the mix of standard-track-width trucks you can now add the Chevrolet Silverado ZR2.
ZR2
The Silverado ZR2 has an impressive 31.8-degree approach angle, thanks to its steel front bumper. This bumper was designed for
FOUR WHEELER NOVEMBER 2022 31fourwheeler.com
I
n the world of performance off-road trucks, the 1⁄2-ton market has separated itself into two general categories, what we refer to as the standard-track-width trucks (Ford F-150 Tremor, Ram Rebel, and Toyota Tundra TRD Pro) and the widetrack-width trucks (Ford Raptor and Ram TRX).
The Multimatic 40mm DSSV spool-valve dampers are a three-chamber design and feature three separate spool valves per shock. These shocks are paired with tuned springs (coilovers in the front and leaves in the rear) for exceptional performance and ride, while delivering 9.84-in of front and 10.62-in of rear wheel travel. Spool-valve shocks are significantly different from the standard shim-style shocks that are standard across the rest of the industry and have been proven in road racing and offroad racing for years.
L x W x H (in): 232.8 x 81.2 x 78.7
increased durability and clearance, and with removable end caps, the customer can get even more clearance, or easily replace a damaged wing without replacement of the entire bumper. This also makes it extremely easy for the aftermarket to fit their own solutions to the truck. Departure angle is 23.3 degrees, and the breakover angle is 23.4 degrees. Ground clearance comes in at 11.2 inches, while payload
Layout: Front engine, 4WD, 5-pass, 4-door truck Engine: 6.2L V-8
2022 chevy SILVERADO ZR2
EPA fuel economy (city/hwy/comb mpg, est): 14/17/15
Vehicle: ’22 Chevy Silverado ZR2
fourwheeler.com32 NOVEMBER 2022 FOUR WHEELER
Transfer case: 2-spd
Base price: $69,295
FIRST DRIVE
EPA range (mi, comb): 360
Transmission: 10-spd auto
Wheelbase (in): 147.5
and towing check in at 1,400 pounds and 8,900 pounds,Upgradesrespectively.don’tjust stop with the functional hard parts, but extend into the ZR2’s styling, allowing it to stand apart from lesser Silverados. The ZR2 package includes a more aggressive hood thanks to a black hood insert, a ZR2-specific grille with integrated lighting, and the cool red-accented “flow-tie” emblem (or Chev-flow-let, if you will). ZR2 badging, 18-inch wheels, and red towhooks round out theInside,package.the ZR2 cabin benefits from the premium interior that is part of the ’22 Silverado midcycle refresh. This means the ZR2 receives the same tech-forward dash of other high-trim Silverados, which includes a massive 13.4-inch high-definition touchscreen and a new 12.3-inch configurable instrument cluster. An exclusive Jet Black and Greystone leather interior gives an all-business vibe to the ZR2 interior.
If you’ve ever experienced the Colorado ZR2, the feel of the Silverado ZR2 will be very familiar. On the highway, the ride is fantasti cally taut, without being harsh. It’s a fine line that the Silverado does a good job of balancing on. The steering is nicely weighted, and the brakes are strong, easy to modulate, and offer one of the better pedal feels in the class.
QUICK SPECS
Two drive modes are offered, Terrain and Off-Road, to help optimize the ZR2 for offroad situations. With a one-pedal drive feature, Terrain mode is perfect for more technical sections, while the Off-Road mode is better for higher velocities. Like the Colorado ZR2, a long press of the ESC button calls off the electronic babysitters and lets the Silverado party with easily controlled powerslides and big roosts of sand, all at the discretion of the driver’s right foot.
At speed, the position-sensitive DSSV shocks come into their own, and like their Colorado counterparts, dissipate enormous amounts of energy toward the end of the travel. The shocks have a feel to them that is very unique. One might mistake the Silverado for having hydraulic bumpstops, which it does
FW
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POINT YOUR PHONE CAMERA AT THIS CODE TO SEE VIDEO OF THE 2022 CHEVY SILVERADO ZR2 IN ACTION
Overall, the Silverado ZR2 is a truck we could easily imagine ourselves enjoying as a daily driver, outfitting for overlanding trips, or chasing a local desert race in. It’s a jack-of-all-trades that is competent and enjoyable in just about any situation. The performance exhaust reminds us of everything that is right with a V-8 pickup truck, and we can’t help but think that this might be one of the last opportunities to own a truck like this. With a starting price of $67,600, plus a $1,695 destination fee, it’s worth a look to get yourself one of the last of a breed.
In the dirt, the Silverado ZR2 acquits itself well in both trail riding through technical sections and at speed with that big V-8 power, accurate steering, and strong brakes. It’s compliant enough for crawling, and with front and rear lockers, a suite of cameras, and a 40.7:1 crawl ratio (although it could be deeper) it can hold its own in technical and rocky terrain. Our test rigs were equipped with Chevy’s accessory rock rails, which should be included on any ZR2 that will see rough terrain.
not. Drivers would be hard-pressed to smash the jounces at anything other than ridiculous speedsThanksoff-road.tothe DSSV technology, the Silverado almost always feels composed (there are times at the limit of the envelope that you can incite some suspension harshness) and unlike some of the competition the suspension feels balanced front to rear, with enough rear rebound valving to control the rear axle and prevent bucking. Secondary motions are also nicely mitigated, meaning that the Silverado is a driver’s vehicle that is always ready for the next corner, not trying to settle after the last one.
SIMPL SOFT TOP
fourwheeler.com34 NOVEMBER 2022 FOUR WHEELER
fourwheeler.com FOUR WHEELER NOVEMBER 2022 35 LIFIED SOURCES Rampage Products 800/328-2409, rampageproducts.com Summit Racing 800/230-3030, summitracing.com Not all soft tops are created equal—this one’s awesome
Photos: Verne Simons
By Verne Simons editor@fourwheeler.com
3 The soft top comes with two strips of foam that need to be folded and inserted into the tops of the factory soft top door surrounds. These help keep the corners of the top up and tight.
weatherstrip and the Rampage Windshield Channel Mount. These install easily. Just be sure to push down on the windshield channel mount while tightening.
J
Several years ago, we fitted a Rampage Products frameless soft top to a ’97 TJ that we wheeled the snot out of. The top was used and abused and we kinda fell in love with it over the more traditional framed tops we’d used before. So, when it came time to get a new top for our Ultimate Adventure Long Range Jeep (UALRJ), a Jeep that uses a Wrangler LJ tub, we knew we wanted another Rampage Frameless Trail Soft Top. For one thing, these tops are very versatile. They can be used as a full top, full top with the side and rear windows removed, or a full-length bikini top. And just as cool, the design has several useful features, including a storage compartment for the rear and side windows when they are not in use. These tops also look great and protrude less than the factory-style framed tops, meaning they catch fewer branches or other snags on the trail. Also, if you do happen to have the misfortune to roll your Jeep or lean it hard on a trail obstacle, there is no frame or soft top bow to damage. You might cut the top, but the frame won’t get mangled because it doesn’t exist.
5 At this point you should have something that looks like this. Next, you can flop the rest of the top over the back of the rollcage, in lieu of installing the side windows.
eeps and soft tops go hand in hand. We love jeeping and the fresh air and open feel that a Jeep yields, but every now and then we need to seek shelter from the rain, wind, snow, or sun. You know how it is. If you want to keep the weather out or just seek some shade from the sun, there are several soft top options on the market for Jeep TJs and LJs. You can get bikini tops, which come in full-length or front-seat-only varieties. You can get a replacement factory-style full soft top with all the parts, or one of several tops engineered differently than a factory top. Or you can get a bowless, frameless top, which is one of the most versatile styles of tops for modern Jeeps. This style of top uses an ingenious design that relies on a few of the factory bits and the rollbar to keep the top up off your head while it does its job.
4 Next, you can put the top on the
1 At the time this issue went to press, the Rampage Frameless Trail Soft Top for an LJ costs $433.99 from Summit Racing (the version for a regular TJ is less). We needed the Rampage Windshield Channel Mount as well (PN 901004, $35.99) and we also ordered a replacement rubber weatherstrip (PN D4044) that goes on top of the TJ/LJ windshield.2Weinstalled the rubber
fourwheeler.com36 NOVEMBER 2022 FOUR WHEELER simplified soft topTech
Jeep and install the front of the top into the windshield channel mount. You will want to make sure it’s close to center, but you can also install the sides of the top into the channels on the door surround to center it.
1 2 3 4 5
tub. It’s a good idea to do this install when it’s warm (at least 70 degrees) so the soft top material is somewhat pliable and stretchy. The clear windows can be downright brittle in the cold so be careful working with the windows if temps are low.
also accept a standard TJ/LJ soft top tailgate bar that will attach to the previously mentioned brackets, or if you need both you can get Rampage PN 77015, which includes the brackets, tailgate bar, and a small cover for behind the seat of a TJ/LJ.
11 The last step of the install is to tighten the rear straps that come down from the right and left rear corners of the top. These have a spring-loaded tightener and long strips of Velcro to hold them in place. The small hook goes through the small opening in the base of the window fabric and hooks to the metal retaining lip on top of the tub to keep everything tight even when the windows aren’t installed in the top. FW
6 The side windows zip into the top under a flap of fabric that allows this top to act like a fulllength bikini top if you don’t want the windows installed. Here is a top-down view of the zipper that holds the side window to the top.
6 8 7 910 11
FOUR WHEELER NOVEMBER 2022 37
9 The rear window goes in next. It attaches to the top with three straps and buckles and zips to the side windows with zippers. You may want to leave the rear corners of the side windows loose from the tub until you get the zippers
10started.Thebottom of the rear window is held in place with standard soft top brackets like Omix-ADA PN 13510.03. The rear window can
7 This is the bag that you can store the side and rear windows in. The bag stays in place under the outer skin of the top, but it can be removed if you want to go that route. Having the side and rear windows handy in case a pop-up rainstorm happens is awesome.8Withthe side windows zipped in place you can snap the channels into the door surrounds and the lip that runs along the top of the
CLUTCHES & SHIFT LEVERS
We had a blast at this year’s Adventure Run, rowing gears, wheeling, and swiveling our necks to take in the killer scenery. So, let’s shift gears and look at each day of the three-day run.
In the January 2022 issue of FourWheelerwe covered the inaugural 2021 Centerforce Adventure Run and it was an absolute blast. So, when this year’s Adventure Run was announced we quickly set up our schedule to fit around the trip. The result was amazing, starting within one of America’s natural wonders and ending at the home of Centerforce Clutch in Prescott, Arizona, with a ton of beautiful and remote dirt miles in between.
Unlike last year when this event started a mile or so from this author’s house, the 2022 Centerforce Adventure Run was set to start on the shores of the Colorado River. We’d just finished painting the hood on our ’74 CJ-5 and had to get things loaded up so we could head north. Participants weren’t required to camp the night before the event, but we wanted to camp there, literally on the shores of the famed Colorado River.
Many folks falsely believe that automatic transmissions have some advantage off-road, and that’s just not true. Sure, a slushbox may make things easier for some, some of the time, but the amount of control that you get from a manual transmission is something that many of us still hold onto with a firm grip. If you’re more comfortable with an automatic, have at it, but know that among other things, manual transmissions often offer deeper gearing allowing for more control on technical offroad obstacles.
But First
A look at the 2022 Centerforce Adventure Run
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T
By Verne Simons editor@fourwheeler.com Photos: Verne Simons
he 2022 Centerforce Adventure Run combined (mostly) manual transmissionequipped 4x4s with overlanding to create a multi-day tour through the Arizona backcountry, punctuated by clutches and shift levers.
SOURCE Centerforce Clutch 800/932-5882, centerforce.com
Day 1
The Grand Canyon is huge and impressive and if you have never seen it, know it is more than just a hole in the ground … it’s a huge, awe inspiring, humbling, epic hole in the ground. In the July ’22 installment of Techline, we talked about Peach Springs, Arizona, and the Diamond Creek access to the Colorado River. This remote road heads north from the small town of Peach Springs, descending into the Grand Canyon with an end at the shores of the Colorado. It’s amazing and the best kept secret that anyone can find, but a permit from the Hualapai Nation is needed. Sightseeing is $15 plus tax per person and camping is $20 plus tax per person per night. This was the start point of the 2022 Centerforce Adventure Run. After a night filled with amazing stargazing, and a little rain, we woke and had delicious pancakes
FOUR WHEELER NOVEMBER 2022 39
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clutches & shift leversFeature
Day 2
different environments from mountainsides with forests mainly comprised of lodgepole pines, to scrub desert, and later we would pass through some spectacular eroded granite outcroppings reminiscent of another world only to return to the cooler air of the forest before camping for anotherPrescottnight.National Forest encompasses a vast 1.25 million acres in central Arizona, near the town of Prescott. This national forest is home
Near Happy Camp Road, the trails turned slick because of the previous night’s rain. Slick conditions were close to the surface and only caused slight difficulty from slipping and sliding in ruts and the small hills. We had to stop to clear some deadfall blocking the trail and afterwards the mud got a bit thicker, coating the undersides of the manual transmissionequipped rigs. Some clots even found their way onto our hoods and roofs.
to a wide variety of animals including bear, mountain lions, deer, javelina, coyotes, and many birds. It’s crossed by many dirt roads that anyone can explore with respect for the land and animals. It’s bounded by Bureau of Land Management land, Arizona State Trust land (which requires a permit to travel on), and some private parcels. Our route would take us initially between the Juniper Mesa Wilderness area and the Apache Creek Wilderness area
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The air was cool, and we were surrounded by Juniper trees as we packed our camp gear and had breakfast. The plan for the day was much the same as the day before, we would explore parts of the Prescott National Forest and head into some of Arizona’s other public lands on old roads. Some of the old roads have had very little use over the past five years despite their stunning beauty. We would encounter several
Once we reached Peach Springs and Route 66, we headed east and slightly south toward the town of Seligman, Arizona, but after a short 13 miles on the historic road we turned right and stopped at the Grand Canyon Caverns. This series of caverns was discovered in 1927 by Walter Peck who, according to the tale, basically stumbled upon the opening one day and subsequently explored the huge cave system. Inside, he found a few mummified animals, including a giant ground sloth. There were also the remains of two Hualapai native brothers who were buried in the frozen entrance that was thought to be only a 50-foot hole.
As the light began to fade toward the tail end of the first official day of the Centerforce Adventure Run we continued down a few trails before finding a large spot to set up camp not too far from Juniper Mesa Wilderness Area. Dispersed camping is allowed in much of Prescott National Forest except for areas near some larger towns. It’s good form to use an existing dispersed campsite and be very careful with campfires, be aware of any fire bans, and carry out your trash. Once in camp our friend, photographer, and excellent backwoods cook Marco Hernandez heated up his Skottle and prepared some of the best chipotle cream shrimp tacos we’ve ever had. We then gathered around a campfire (no fire bans were in effect for this area) and talked into the night.
After emerging from the caverns, the group headed down Route 66 to Seligman, Arizona, where we fueled up, checked our engine oil, and grabbed some provisions for the next two days. We then rowed gears south out of Seligman on Williamson Valley Road, but we would only stay on the improved gravel road for a few miles before exploring some of the areas of the Juniper Mountains and the northeastern corner of Prescott National Forest on some of the many forest roads in the area.
courtesy of Jeff Mcallister before we headed south back to Peach Springs and Route 66.
down toward Camp Wood. Once again, we fell in line following trail leader Trent McGee of Centerforce, who would lead us over hill and dale, through a few creeks, and even a little sticky Arizona mud.
After passing by the two beautiful, forested wilderness areas we continued south across a much more stark and stunning landscape. Surrounded by volcanic basalt rock we crossed the flat and rocky area of Behman Mesa. This area is much less inviting than the juniper and pine covered hills to the north, but it offers incredible views and all the rocks on the rarely used roads makes for a bit more of a challenging drive. After dropping down a few descents the environment drastically changed again, bringing us into an area filled with decomposing granite fractured to make spires and incredible rock formations. This area is just north of the small mining town of Bagdad, but it takes an inquisitive mind and a sense of wanderlust to find it. From
there, we drove into Bagdad to top off our 4x4s’ fuel tanks and gather a few supplies.
Feature clutches & shift levers
Camp Wood was a military outpost established in 1857 and we believe we camped at a spot where there was a store and sawmill that was actually a few miles east of the camp. The area was later a source for wood and tungsten was mined nearby. The area is beautiful, and one can easily understand why our predecessors wanted to be here despite its remoteness and the inherent dangers of the time. The camp offered our group a nice flat area with ample room to congregate in the cool mountain air.
Day 3
After repairs we shifted gears and followed Centerforce’s Trent McGee on several miles of dirt on lesser used forest roads in the Prescott National Forest from Camp Wood to the historic town of Prescott, Arizona. Then it was on to the grand finale of the Adventure Run: the head office of Centerforce Clutch. Our trip would end with a tour of Centerforce’s home office where we got a peek at how the company’s clutches, flywheels, and other parts are made. Centerforce has been helping manual transmission enthusiasts shift gears since the early ’80s and that includes many, many 4x4 applications. We’ve run Centerforce clutches in many of our own personal vehicles and know this is an American family-owned company dedicated to making products that work.
As daylight infiltrated our camp the excitement was palpable but there was also a bit of sadness as we all knew this would be the last day of our adventure. The day started with some repairs. During the prior days of off-roading, the trailer wiring from Nate and Jessica Pickle’s trailer was pulled free and damaged. Luckily, we had our own crew of off-road vehicle repair folks on the trip. Jesse, JP, and Bobby from Summit 4x4 out of Prescott, Arizona, made quick work of repairing the trailer wiring and plug as well as replacing some fuses that popped so the family could continue their trip during and after the Adventure Run with trailer electrical items working properly.
fourwheeler.com
QJeff Mcallister: ’93 Jeep Cherokee XJ, AX-15 manual transmission, tons of nifty and inexpensive overlanding modifications.
QBrit and Mason Mansell: ’12 Jeep Wrangler Unlimited, Centerforce clutch and High Inertia Flywheel, American Adventure Lab MASS system.
The Participants
QJesse Wasil: ’18 Jeep Wrangler Rubicon, RPM aluminum short-arm suspension, Magnuson supercharger.
QBobby, Jackie, and Rhett Summers: ’88 Toyota 4Runner, 3RZ-FE engine swap, R150 transmission, dual T-cases, Total Chaos Caddy 2 suspension (front), 63-inch Deaver leaf-springs (rear). FW
QNate, Jessica, Chris, and Cassidy Pickle: ’21 Jeep Gladiator Rubicon EcoDiesel, 39-inch BFGoodrich tires, trailer.
A total of 11 4x4s joined the 2022 Centerforce Adventure Run and it was an eclectic mix of makes, models, and modifications. Who were the participants and what were they driving? Read on.
fourwheeler.com FOUR WHEELER NOVEMBER 2022 43
QTrent McGee: ’64 International Scout 80 (Ultimate International), Cummins R2.8L, TR-4050, Offroad Design Magnum Underdrive and NP205, Dana 60s front and rear, ARB Air Lockers, Falken 38-inch tires on Walker Evans Racing beadlocks.
QSean Holman: ’20 Jeep Wrangler Unlimited AEV 370, 37-inch BFGoodrich KO2s, Warn Zeon 10-S, Bilstein shocks, Rhino Rack Backbone, GoFast Campers tent, Edelbrock supercharger, American Adventure Lab MASS system and Triple Slide, Midland GMRS radio.
QBlair Anglin: ’16 Jeep Wrangler Unlimited, Warn Zeon 10-S, TeraFlex Falcon 3.3, Tuff Stuff ALPHA hardtop rooftop tent, Falken M/Ts, KC Lights everywhere.
QVerne Simons and two hound dogs, Hank, and Chili: ’74 Jeep CJ-5, AMC 304ci V-8, grannygeared T-18 transmission, Dana 20 T-case, Dana 30 front axle, Dana 44 rear axle.
QDoug Fletcher and Eladi Flores: Falken Wrangler JK, 37-inch Falken tires, Rock Krawler suspension, Artec axle brackets, Superwinch winch.
QMarco Hernandez: ’15 Jeep Wrangler Unlimited, cooking gear, photography goodies, and much more!
TOYREVIV
fourwheeler.com44 NOVEMBER 2022 FOUR WHEELER SPONSORED BY
VAL fourwheeler.com
hen Toyota hit North America with its first 4x4 pickup in 1979, the compact pickup caught the eye of four-wheelers nationwide who loved its clean lines, solid front axle, leaf springs, two-speed T-case, four- or five-speed manual transmission, and fuel-efficient 20R 2.2L four-cylinder engine.
-> The factory RF1A gear-driven, 21-spline transfer case under Ryan’s Toyota 4x4 has been modded with Sumo Gear’s 4.7 Transfer Case Reduction Gears, so now the crawl ratio is a deep 78:1.
/> Ryan has total confidence in the stock 97hp 20R under the hood of his Toyota. The carbureted I-4 measures 133.6ci, or 2190cc, and its durability and reliability helped solidify the reputation Toyota engines have today. Ryan says he sees 17-20 mpg highway mileage.
|> Ryan fabricated the front bumper so it would look like factory while incorporating a Warn Axon 55 winch. He also replaced the OEM headlights with 7-inch 80W/100W Cibies, and he added a set of 6-inch KC Lights Apollo Pro off-road lights.
By Bruce W. Smith editor@fourwheeler.com Photos: FourWheelerstaff
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Ryan is no stranger to wrenching on 4x4s or the joy found in off-road adventures and overlanding. He’s an engineering drivetrain manager at 4 Wheel Parts Engineering and has been an avid off-road enthusiast for decades. Hence, the mods and accessories his over-40-year-old Toyota has received since the purchase and inaugural cross-country drive home are well thought out. Among those are ARB Air Lockers at both ends; an Old Man Emu suspension; Sumo Gear 4.7 Transfer Case Reduction Gears; 31x10.50R15LT Milestar Patagonia M/T tires on new old stock Toyota wheels; 7-inch Cibie headlights; a Warn Axon 55 winch in a Ryan-fabbed
Those were the very attributes that caught the eye of Ryan Kennelly, who bought a four-speed ’80 Toyota Pickup 4x4 sight unseen, modified it onsite for light trail duty, and then drove it cross-country 2,400 miles to his home near San Diego, California. As an added adventure, along the way Ryan hit several epic mountain and desert 4x4 trails with his “new” Toy. Later, he joined us on the epic 2020 Four Wheeler Overland Adventure in Arizona.
A classic 1980 Toyota perfectly outfitted for off-road adventures
TOY REVIVAL
-> /> Like the rear, the front suspension is comprised of 2-inch-lift Old Man Emu leaf springs paired with Old Man Emu Nitrocharger Sport shocks. An ARB Air Locker sends power to both wheels and the gearing remains stock at 4.30:1. The front axleshafts have been upgraded with G2 Axle & Gear chromoly Birfields
“As I reflect on this spur-of-the-moment adventure, I’m reminded that life is short,” Ryan says. “You need to live it. So, if you have a crazy dream of seeing what’s at the end of a dirt road, buying that project car, or just changing your hair color, climb outside your comfort zone and live your life with no regrets.”
<- |> Inside the rear factory Toyota 8-inch axle is an ARB Air Locker and the stock 4.30 gears that Toyota changed to from the prior year’s 4.10s. The rear suspension is a mild 2-inch lift using Old Man Emu leaf springs and Nitrocharger Sport shocks.
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front bumper; and a Softopper to cover the bed, Smittybilt Arctic Fridge/Freezer, and foam mattress. Everything Ryan has done to refine his Toyota is to make it a stout, reliable performer on the trail while still retaining the classic look that first attracted his interest.
fourwheeler.com46 NOVEMBER 2022 FOUR WHEELER
->THE MODS AND ACCESSORIES HIS OVER-40-YEAR-OLD TOYOTA HAS RECEIVED SINCE THE PURCHASE AND INAUGURAL CROSS-COUNTRY DRIVE HOME ARE WELL THOUGHT OUT.
48 NOVEMBER 2022 FOUR WHEELER GENERAL Vehicle: ’80 Toyota Pickup (Hilux) 4x4 Owner: Ryan Kennelly Stomping grounds: Imperial Beach, California Build time: 2 weeks DRIVETRAIN Engine: 20R 2.2L I-4 Transmission: L52 4-spd manual Transfer case: RF1A 2-spd Low range ratio: 4.7:1 Max crawl ratio: 78:1 Front axle/differential: Toyota 8-in, G2 Axle & Gear chromoly Birfield axleshafts, 4.30 gears/ARB Air Locker Rear axle/differential: Toyota 8-in, 4.30 gears/ARB Air Locker SUSPENSION Front: Old Man Emu 2-in-lift leaf springs, Old Man Emu Nitrocharger Sport shocks Rear: Old Man Emu 2-in-lift leaf springs, Old Man Emu Nitrocharger Sport shocks TIRES/WHEELS Tires: 31x10.50R15LT Milestar Patagonia M/T Wheels: FJ40 new old stock steel MISCELLANEOUS Lighting: Cibie 80W/100W headlights, KC Lights Apollo Pro driving lights Armor: Custom front bumper Cool stuff: Softopper bed topper, SR5 console & dash gauges, ARB CKMA 12 air compressor, bed-mounted 5-gal jerrycan plumbed to direct-feed stock fuel tank, Smittybilt Arctic Fridge/Freezer, 4-in foam sleeping mat in bed, bed tie-down anchors, Warn Axon 55 winch fw
Feature TOY REVIVAL
<| To retain his ’80 Toyota pickup’s classic look, while maximizing traction, Ryan chose 31x10.50R15LT Milestar Patagonia M/T tires mounted on Toyota FJ “new old stock” steel wheels and hubcaps sourced from Cruiser Outfitters in Sandy, Utah.
<- Spending a couple of days overlanding is no issue because Ryan has all the needed supplies and equipment stored in his Toy’s bed. “A Softopper TN73 keeps me warm and dry sleeping on 4-inch upholstery foam, custom cut to fit around the cargo, and a Smittybilt Arctic Fridge/ Freezer keeps the food cold,” Ryan says.
</ When Ryan has all his overlanding gear packed it fills the bed. The Softopper TN73 provides needed protection, and when it’s time to hit the dusty trail, Ryan can secure the sides and rear of the Softopper. Extra fuel is in the hard-mounted 5-gallon jerrycans plumbed with electrical marine fittings so fuel can be transferred directly to the Toyota’s fuel tank with the flip of an onboard switch.
CUPFONE® © 2022 MacNeil IP LLC Made in USA FLOORLINER™ This holiday season, put a twinkle in their eye with a gift that’s made in America. Choose FloorLiner for iconic interior protection, and CupFone to navigate your way through the holidays hands-free. Can’t decide? A gift card unlocks many options for your lucky recipient to choose from. GIFT AMERICAN-MADE QUALITY
DENTSIDE 1 2 SOURCES 4 Wheel Parts 4wheelparts.com ARB USA arbusa.com Jeff’s GraveyardBronco broncograveyard.com Milestar Tires milestartires.com Motive Gear motivegear.com Strange Engineering strangeengineering.net Ten Factory tenfactory.com Tech 2 Here’s the pile of parts we sent out to powdercoated.be 1 Here, the front axle is fortodismantledbeingpriorbeingsentoutpowdercoat.
Understanding the Forces at Work
3 4 FOUR WHEELER NOVEMBER 2022 51 PART 4: Gears, lockers, disc brakes, and manycustom mods 3 We chose a textured powdercoat for the final finish on all the parts. 4 Prior to assembly, we thewerepartscleanedthoroughlyalltheaftertheyreturnedfrompowdercoater. POINT THISREADATPHONEYOURCAMERATHISCODETOPART1OFF-100BUILD
There is an unwritten rule that is “if you take it off the vehicle to work on it, you must clean it and paint it.” Since it’s so much nicer to work with all-new parts, we decided to pull both axlehousings and have them sandblasted and powdercoated. The rear housing also got a drain plug added for easier maintenance intervals.
So often we see builds with improper gear ratios. Stock gearing is designed to get good fuel mileage (among other things) with the stock tires. As the tire size increases, the fuel mileage may decline and the leverage on the drive train becomes strained. So, do we try to match the original final drive with the new tire size or do we go to a lower gear than that?
By Ryan Kennelly editor@fourwheeler.com
Refresh
With the ring-and-pinions chosen, we needed new carriers for the lower gear ratios. The ARB Air Locker has a proven track record, so that got
We know our F-100 is not very aerodynamic, so we chose to go with a lower gear ratio than the factory ratio. Tires with a diameter of 35 inches are commonly paired with a 4.56:1 gear ratio. This helps get that rotating mass turning from a stop and maintains a solid working rpm of 2,200 @ 71 mph when paired with a 0.70 overdrive of a newer transmission. Since we have had a great experience with Motive Gear products in previous builds, we installed 4.56 gears (PN D44-456) in the front axle and 4.57 gears (PN F890457) in the rear axle. The Performance Differential ring-and-pinion from Motive are made in Italy. The install kit had Koyo Bearings from Japan. All the parts had a premium feel coming out of the box.
n the August 2022 issue of FourWheeler, we reported on buying a classic ’75 Ford F-100 Dentside in Reno, Nevada, and the adventure of driving it home to Southern California. In Part 2 (Sep. ’22) we outlined the upgrades to the vintage Ford, including flooring, gauges, tires, wheels, and more. The outcome was a significantly improved truck that was coming together nicely. In Part 3 (Oct. ’22) we told the story of how the truck was stolen, vandalized, recovered, and a new build plan was hatched. In this installment we dig into that new plan.
Larger tires are often accompanied with a vehicle lift to get the proper tire clearance. This allows more wind under the vehicle and across the top of a large, aggressively-treaded tire, increasing wind resistance. This is the reason newer vehicles are so low to the ground with small wheel openings. To overcome this additional wind resistance, we need more leverage in the form of a lower gear ratio. We also need to factor in the rotating mass of the tire. As the tire increases in weight, it creates a flywheel effect that the vehicle needs to overcome during acceleration and deceleration.
Front Axle
The Right Gearing for the F-100
Photos: Ryan Kennelly
Other factors to consider when determining what axle ratio to go with include transmission gearing, transfer case gearing, and optimum engine rpm.
From Day 1, this F-100 was always going to live out its days as an adventure vehicle. A well-equipped overland vehicle would be expected to have low gearing, big brakes, and locking differentials at both ends. This would be the bare minimum we would accept. The Dentside’s current upgrades include 35-inch tires and 4 inches of lift. Let’s talk about how and why we picked the parts and gearing for Dentside.
I
The F-100 came with a Ford 9-inch rear axle. The only parts we recycled were the housing and brake backing plates. We used ARB Air Locker RD999, a carrier designed for 35-spline axles. Upgrading to 35-spline
Rear Axle
Air Supply
8 The factory brake lines died a rusty death, so we fabricated new stainless lines.
Very few onboard air compressors measure up to the CKMTA12 ARB High Performance Twin On-Board Compressor. We’ve used this compressor on multiple builds and put it through the toughest conditions and it flat out performs. We like to mount the compressor up high in the engine compartment and away from heat. In this case, we found the inner fender near the battery made a great location and it was easy to route the wiring. The compressor comes with a paper template to mark and drill holes, so mounting was straightforward. ARB has some of the most robust wiring looms, but we needed to shorten the loom instead of just coiling up a bunch of extra wire in the engine compartment. We chose to neatly unpin the main connector and shorten the wires at the connector, using Delphi Metri-Pack 280 series pins in 10-12 gauge that we ordered online. On the business end of the wiring loom, ARB leaves the terminal connection up to the installer. We chose to use copper battery lugs soldered in place for a clean connection followed by some heat shrink with glue built in to help keep moisture out. Keep in mind that the CKMTA12 uses 70-plus amps when running, so all connections must be up to the task.
axles includes larger carrier bearings, which meant we would need to get a new case with a 3.25-inch bearing journal. Having a few racecar guys around the shop helped us find a good, usable case to start the install. The custom 35-spline axleshafts came from Strange Engineering. The ’shafts were forged out of 1550 premium steel with a Rockwell hardness of 60. This proven recipe is known to withstand 1,200-plus horsepower. Strange Engineering specializes in racing applications and the highquality axle blanks are pre-machined, so all the company needs to do is finish them to the customer’s specs. This helps turn the parts around fast for quick delivery.
The last wiring modification relates to locker operation. The default ARB wiring makes sure the compressor is on before the rear locker will operate. The front locker is only available to use once the rear locker is engaged. This is by design to save the front axles from abuse. In our world, we often want only the front locker to assist in a tight turn where backing up would put you off the line. So, we simply connected the red wire on “switch one” to the yellow wire location on “switch two” with a jumper wire, making switches one and two operational any time the compressor is armed.
fourwheeler.com52 NOVEMBER 2022 FOUR WHEELER dentsideTech
5 6 7 8
6 The hubs and rotors needed to be assembled and they’re held together by the wheel studs.
5 Here’s a look at some of the new parts we installed in Dentside.
7 Notice the fresh grinding on the knuckles. This is clearance for the brake calipers.
the nod. The F-100’s front axle is an open knuckle, high-pinion Dana 44 housing. Up until the Jeep Wrangler JK and JL came out, this was one of the best 1⁄2-ton front housings you could get and is still pretty tough even by today’s standards. A shortcoming of this housing is the U-joint size. The 760 U-joint is much smaller compared to the U-joints in a new Rubicon JL axle. In order to remedy the weak factory axleshafts, we got a set of Ten Factory chromoly axleshafts as a complete set (PN 22175). The axleshafts came out of the box factory assembled with a black oxide finish and were ready to install. We used the RD116 ARB Air Locker and sealed it up with an ARB cast diff cover (PN ARB750003). This additional armor will keep the oil inside the diff when the rocks attack. Examine the diff cover shape closely and you will notice the cover is designed to retain case pressure on the differential setup. Some axlehousings will flex under the strains of extreme use. So, any additional strength added to the housing will help keep the case preload in the target specifications.
The factory drum brake lines from the front axle would no longer support the new disc brake kit. We created new stainless-steel lines designed to stay out of harm’s way when the trail gets nasty. In the rear, we used the same stainless-steel line to replace the rusty, frozen OE equipment.
14
Hydraulics
9 10 12 13 14 15 16 11 15 The aftermarket 35-spline axleshafts dwarf the stock 31-spline units. 16 Notice the new axle has a smaller mounting flange. This decreases rotating mass.
11 The rubber front brake hose is a rear brakeapplication hose. Using redundant parts helps to decrease the spare parts we need to carry. rear 11-inch drum brakes received all-new components. The stainless brake lines were fun to build, so we also made an extension for the diff vent. All these parts were discarded simply because we wanted 35-spline axleshafts.
13
12 The
Nowhere on the Bronco Graveyard website did it say this kit would fit an F-100, but Ford did a great job of sharing parts across multiple platforms. The disc brake installation instructions were very light. One must have decent skills and understand vintage Dana 44 axles before committing to an install like this. While the races were factory installed in the hubs, the rotors and studs needed to be pressed together. The factory Ford knuckles had to be clearanced so the Chevy calipers could travel
Stop it!
uninterrupted during braking. Everything went together well, and the quality of the parts was premium. They only lacked some sort of coating on the cast-iron parts. We chose to use a high-heat paint to help slow down theWhilerust. the front axle got new disc brakes, we retained the rear axle’s 11-inch drum brakes. Why is that? Well, 70 percent of your vehicle’s stopping ability comes from the front brakes. The rear brakes’ support role is small, but when it comes to the e-brake, we want the biggest brake we can get to hold the F-100 in place on the trail. From the backing plates out, we replaced all of the components with new.
9 The Chevy brake calipers needed additional clearance on the Ford knuckles. 10 A little more room was needed for the caliper to travel under braking.
Drum brakes were standard on ’73-’75 4WD F-100s. While the vehicle stops well with stock-size tires and no payload, front drum brakes have a nasty habit of fading fast, hating water worse than cats, and becoming sporadic when out of adjustment. It was time to upgrade our F-100 to disc brakes. Many articles have been written on “how to” wrecking yard hunt disc brakes from later-model vehicles, but in many cases those older rigs in the wrecking yards have been picked clean and crushed. So, we opted to use a complete kit from Jeff’s Bronco Graveyard. The kit comes with all new parts and everything to install 11-inch single-piston disc brakes on the old drum brake spindles.
18 The ARB Air Locker assembly installed into the high-pinion Dana 44 without a hitch.
22 Here’s a look at the ARB Air Locker switch wire loom before we modified its 23length.
fourwheeler.com54 NOVEMBER 2022 FOUR WHEELER Tech dentside
17 18 19 20 21 22 23 24 25 26
As you recall from Dentside Part 3, after being stolen the F-100 was returned to us without wheels and tires. Milestar Tires and 4 Wheel Parts got wind of what happened and decided that we could use a little help on another wheel and tire package. This was incredibly generous and humbling. The off-road industry truly bands together like family.
With the Delphi Metri-Pack 280 series connectors, we shortened the wire loom for a form-fitting install.
While we aren’t ready to let the cat out of the bag on the engine and transmission upgrades, we can say that when installed the pair should make a fun daily driver and off-road machine. We’re gathering parts and spooling up for some big mods, so keep an eye out in future issues of FourWheeleras we continue the build on Dentside.
19 This hole in the Ford 9-inch will soon be a threaded drain. The Ford 9-inch has no drain, so we added a weld-on bung to make fluid changes easier. With the bung installed, the new drain plug will be welded inside and out. Onboard air is a must for anything with pneumatic lockers. Airing up tires is a perk. We chose a CKMTA12 ARB High Performance Twin On-Board Compressor to provide air pressure.
21
17 The Ford 9-inch appears stock but has a larger bearing diameter to accommodate the 35-spline axleshafts.
20
24 We soldered copper lugs in connectionforplaceasolid to power ARB 26compressor.air Here’s how the ARB ourthelookscompressormountedtofenderwellofF-100. FW
25 Both Milestar and 4 Wheel Parts stepped up and sent us wheels and tires to replace the stolen set. The wheels are 8.5-inch-wide 4 Wheel Parts Factory T-Series wheels with 4.75 inches of backspacing so the tires will clear the fenders at full bump. The Patagonia X/T tires 35x12.50R17LTmeasureand fill the wheelwells perfectly.
What’s Next?
Tires and Wheels (Round 2)
56 NOVEMBER 2022 FOUR WHEELER
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REVAMPED WRANGLER
Still, like most Jeeps, enthusiasts have been modifying JKs since their inception, and the development of new parts to modify them has been steady since 2007. One of our favorite suspension companies, Skyjacker Suspensions, has kept its suspension designs particularly fresh despite the passage of all that time. As of a few years ago, Skyjacker revamped most of its coil-based suspension kits, upgrading the company’s coil springs from single-rate to dual-rate (the benefits of using a dual-rate spring are multiple, and we will touch on some of those benefits later in this story).
This change isn’t all that the company has done, however. Shock technology changes rapidly in the aftermarket, and in keeping with that Skyjacker has introduced several different optional shocks for use with its suspension systems, the latest being the ADX 2.0 Adventure Series line.
We recently got a chance to upgrade a ’13 JK two-door Sport with Skyjacker’s dual-rate coil springs and a set of ADX 2.0 Adventure Series shocks. Here are the highlights.
SOURCE
■ We have known about Skyjacker’s dual-rate coil springs for the JK for a while but hadn’t had a chance to get our hands on them until now. We love the idea of dual-rate, long-travel coils on most any 4x4 that uses coil springs. The tighter spaced coils at the top of the spring provide the softer first rate that gives the vehicle a smooth ride over small bumps (as when on the highway) and allow the spring to stretch when the vehicle is flexed-out or articulated, keeping the spring in the coil buckets at either end longer. Once these top coils are fully compressed during a bump or a turn, the second rate comes into play in the lower, wider-spaced coils, which provides a firmer feel to help absorb larger bumps and keep the vehicle in control and stable in turns. This is a nifty design that yields beneficial results on- and off-road.
he Jeep JK Wrangler has been around since 2006 as a 2007 model year vehicle and has vastly changed and expanded the Jeep world on several fronts. The JK, with its coil-sprung, solid-axle suspension, was an evolution of the TJ Wrangler, and while the TJ is known for having a smooth ride, the JK was a definite improvement.
By Verne Simons editor@fourwheeler.com Photos: Verne Simons
Skyjacker dual-rate coils and remote-reservoir shocks for the win
Skyjacker Suspensions 318/388-0816, skyjacker.com
1 23
■ Brand-new to the market are Skyjacker’s ADX 2.0 Adventure Series shocks. These shocks feature an impact-extruded and CNC-machined T6061-T6 aluminum monotube body with a remote-mount reservoir and a durable clear anodized and polished aluminum finish. The aluminum body and reservoir help to dissipate heat, which is the enemy of shocks off-road. The fully displaced valving system is inspired by off-road racing shocks. Inside the shock reservoir, high-pressure nitrogen gas provides IFP (internal floating piston) performance. Each shock is custom valve-tuned for a specific vehicle. The result is a shock that offers consistent control with excellent heat dissipation. The front shocks for JK Wranglers also come with large rubber top bushings and easy-to-fit rubber lower bushings, as well as brackets to hold the remote reservoir. The rear shocks also install simply. We took part of a day to install Skyjacker’s 2- to 2.5-inch Dual Rate suspension with the new ADX 2.0 Adventure Series shocks. The install is fairly simple, and basically consists of swapping in the coil springs, shocks, bumpstop extensions front and rear, and a bracket to level out the rear track bar after the suspension lift is added (this minimizes rear end shimmy when going fast over large bumps). We also added a steering stabilizer to replace the factory unit. Fun fact: The owner of the JK has removed the factory rear antisway bar and devised a nifty way to disconnect the front antisway bar by welding small tabs to the spring’s coil bucket. He then unbolts the antisway bar links, flips them, and bolts them to the tab when not in use. Following the supplied instructions, we started with the front suspension by unbolting the axle end of the track bar and popping the drag link’s tie-rod end from the steering knuckle. We also pried open the metal bracket holding the factory brake line below the coil bucket. This made it possible for the brake line to be relocated, allowing more movement when the vehicle is flexed.
4-5 With that done, we reinstalled the track bar and drag link’s tie-rod end and torqued the bolts to factory specifications. With the front buttoned up we moved to the rear of the Jeep, where installation is similar and straightforward.
45 fourwheeler.com FOUR WHEELER NOVEMBER 2022 57
1-3 We tack-welded a washer onto the coil mount so we could zip-tie the brake line in place. Then, with the axle supported and the factory shocks and springs removed, we drilled holes and installed the front bumpstop spacers, per the instructions. We then installed the new dual-rate Skyjacker coil springs and the new shocks. The hole for the axle end of the track bar was a little bit enlarged from wear, so we made some tabs out of 1⁄8-inch plate steel to weld over the front and back.
8-9 The last step was to install the track bar bracket, which keeps the track bar level with the new added suspension lift. The bracket bolts in place but requires drilling one hole for an additional bolt. We then added some small stitch-welds to the bracket to keep it from moving. Since this JK will be wheeled hard off-road in the coming years we also took some 3⁄4x1⁄8-inch steel strap and made some drop-brackets for the brake lines. This ensures that the brake lines won’t get stressed when the Jeep is flexed off-road. It probably isn’t necessary on Jeeps that won’t be off-road much but gives us a little more peace of mind when on the trail. Finally, we torqued the bolts to factory specifications and installed the tires and wheels.
6-7 Once again, we supported the axle and removed the factory springs and shocks. We unbolted the factory brake lines from the outside of the framerail to allow the axle to drop enough to remove the springs without damaging the brake lines and ABS wiring. We then installed the new springs, rear bumpstop spacer blocks, and the new ADX 2.0 shocks.
58 NOVEMBER 2022 FOUR WHEELER revamped wranglerTech
How Does It Work?
■ With the new lift complete and a set of 35x12.50R17 tires installed, we headed to our local off-road area to see how the Skyjacker dual-rate coils and Skyjacker ADX 2.0 Adventure Series shocks performed. The results were everything we could have hoped for. The coils allow tons of flex (especially with the front antisway bar disconnected) and the dual-rate coils offer a smooth ride on the pavement, over a dirt road, or in a wash. The shocks also felt amazing, soaking up the washboards and whoops in the dry wash we blasted down. FW
6 7 8 9
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the
XL
That all changes with the two-row Grand Cherokee and its tidier proportions, shorter wheelbase, and more compact dimensions. Thankfully, we’ve found everything we’ve loved about the Grand over the years intact in the new WL two-row model. Add to that the Trailhawk package and the improvement is even more substantial. Take it a step further with the 4xe version and you have a forwardleaning, class-leading SUV.
fourwheeler.com60 NOVEMBER 2022 FOUR WHEELER 2022
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When dealing with future powertrains, we come to the table open-minded and cautiously optimistic. We realize that the whole zero-emissions message is essentially marketing spin, but whether you buy into it or not, electric vehicles are here to stay. So, for us, an electrified vehicle should be judged on its capability—and its ability to make the base vehicle better and add capabilities—versus any misguided attempt to save the world.
By Sean P. Holman editor@fourwheeler.com Photos: Courtesy of the manufacturer
e’ve had some good experiences with Jeep’s luxurious all-new Grand Cherokee freshening, but most of our time to this point has been in the three-row L model. While we love the fifth-generation Grand Cherokee’s highway ride, its incredible tech, and the luxury found on the inside, the L just has a different feel. It lacks the sportiness of the previous two-row, and its additional size keeps it from being a truly credible trail machine (although you might be surprised just how deep down a trail it could get you).
Quietly one of the most capable SUVs not named Wrangler 4XE TRA
With incredible consumer acceptance of the Wrangler 4xe, especially by off-road enthusiasts, Jeep now turns its sights on the Grand Cherokee. With the 4xe (pronounced “four-by-e”) variant, the Grand Cherokee adds the Wrangler’s 2.0L turbo four-cylinder PHEV and eight-speed automatic drivetrain to the standard 3.6L Pentastar V-6 and optional 5.7L Hemi V-8 offerings.
fourwheeler.com FOUR WHEELER NOVEMBER 2022 61 POINT YOUR PHONE CAMERA AT THIS CODE TO WATCH VIDEO OF THE 2022 JEEP CHEROKEEGRAND4XE
ILHAWK
The most off-road capable of all the Grand Cherokee models is the Trailhawk, which, when optioned as a 4xe, makes for an intriguing package. All Trailhawk-spec’d Grand Cherokees feature a Quadra Trac II 4x4 system with a 2.72:1 low range and a 47.4:1 crawl ratio. The rear eLSD can transfer 100 percent of torque to the wheel with the most traction, and every Trailhawk has a class-exclusive front electronic disconnecting anti-roll bar for improved articulation. Jeep also made sure that there was enough structure to rate their towhooks at 10,000 pounds, or about 1.5 times GVWR, while the roof rails can carry a 150-pound dynamic load. Also unique to the Trailhawk are the 30.5-inch 265/60R18 Goodyear Wrangler Territory all-terrain tires on Trailhawk-specific 18-inchTrailhawkwheels.models
This is the case with the plug-in Grand Cherokee 4xe, where it feels like features and capabilities are gained without anything being given up. For example, the 375hp 4xe has the same 470 lb-ft of torque as the V-8 (270 horsepower and 295 lb-ft of torque on gas alone, compared with 357 horsepower and 390 lb-ft of torque from the 5.7L V-8), but it is approximately one second quicker to 60 than the V-8, while beating the fuel economy of the gas V-6 by approximately 1 mpg when running on gas alone. It comes to the table with a 56 mpg-e number, which bests both the Wrangler 4xe’s 49 mpg-e and the Range Rover Sport PHEV’s 42 mpg-e by a not insignificant amount.
Acceleration was surprisingly quick, and when the 2.0L turbo and motor are working together, it’s an impressive setup. One aspect of its PHEV vehicles that Jeep got right is E Selec, which offers three drivetrain modes. Hybrid is the standard mode, where the Grand will optimize the drivetrain to determine the mix of internal combustion engine (ICE) and electric assist for the best combo of fuel efficiency and performance. In Electric mode, the Grand 4xe will operate on electric power only until the battery is depleted or the driver requests maximum torque, for example, at wide-open throttle or while accelerating up a hill. E-Save mode prioritizes the ICE engine to save the battery charge for later use, such as driving to a trail and running it on all-electric with a full charge. The driver can select from these modes with easily accessed buttons to the left of the steering wheel and can also choose to prioritize battery save and battery charge within the Uconnect system. The Grand Cherokee 4xe will get about 25 electric-only
JEEP TRAILHAWK
Inside, the Trailhawk 4xe is gorgeously assembled and generously equipped with Capri leather-trimmed power seats with suede inserts, heated front and rear rows, heated steering wheel, 10.1-inch display, 10.25-inch front passenger display, 506W nine-speaker Alpine audio system, cargo tie-downs, dual zone auto climate control, all-weather floor mats, and Uconnect 5 with Jeep off-road pages. The Grand 4xe is roomy, quiet, and road-trip-comfortable.
come standard with the Quadra-Lift air suspension with semi-active damping and 4.7 inches of adjustment. In the highest of five settings, the Grand benefits from 10.9 inches of ground clearance, 24 inches of water-fording capability, and a best-in-class approach angle of 35.7 degrees, along with a class-leading departure angle of 30 degrees, and a trail-friendly breakover angle of 22.3 degrees. The new air suspension is a faster, more refined closed-loop system that will no longer have you banging off the rebound springs off-road the way a WK or WK2 Grand would.
FIRST DRIVE
Distinguished by their blue accents, such as on towhooks, wheels, and badging, Trailhawk 4xes are fully skidplated, including a 3.5mm-thick battery skidplate to keep the 17.3 kWh battery shielded from trail damage. Trailhawk 4xes weigh in at about 500 pounds more than their internal combustion siblings and are rated to tow up to 6,000 pounds.
During our drive, we found that the Grand Cherokee 4xe is easy to pilot and has a great highway ride, due in part to the semi-active, multi-link air suspension setup. More stable than before thanks to a track width that is 1.4 inches wider than the previous WK2 model, handling is precise, and with perfect steering, the Grand is an engaging partner on twisty roads.
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Though on-road is where the Trailhawk 4xe will probably spend most of its time, Jeep made sure that it was engineered to be the most capable SUV in its class. In fact, Jeep proved the point by completing the Rubicon in a Trailhawk 4xe on battery power only, relying on a single charge. In Texas, where we drove the Trailhawk 4xe, Jeep put us on one of the most demanding off-road loops we’ve seen for just about any vehicle launch short of the Wrangler.
QUICK SPECS
miles on a charge and takes about 2.5 hours to fully charge on a Level 2 plug-in charger at a max of 7.2 kW charging rate.
Vehicle: ’22 Jeep Grand Cherokee Trailhawk 4xe Base price: $64,280 Layout: Front engine, 4WD, 5-pass, 4-door SUV Engine: 2.0L 270hp, 295 lb-ft turbocharged directinjected DOHC 16-valve 4-cyl engine; plus 134hp, 195 lb-ft electric motor; 375 hp, 470 lb-ft comb Transmission: 8-spd auto Transfer case: 2-spd Curb weight (lb): 5,524 Wheelbase (in): 116.7 L x W x H (in): 193.5 x 77.5 x 70.9 0-60 mph (sec): 6.0 EPA fuel economy: 23 mpg combined, 56 mpg-e EPA range (combined): 47 fw
It is worth noting that there were a couple of times on the road where we felt a slight stumble as the powertrain transitioned between modes, but it wasn’t the norm, and the drivetrain, for the most part, felt well-sorted. As we played with the different modes, a new dimension to driving emerged as we gamified our inputs to take advantage of max regen and claw back some range after depleting the battery.
With a real low range and five Selec-Terrain modes (Auto, Sport, Rock, Snow, and Mud/ Sand), the Grand felt ready to go at the press of a button. On the rocks, the Trailhawk 4xe excelled at crawling, flexing its fantastic brake traction control system, and a rear eLSD that proved to be responsive and effective, always getting power to the wheel with traction (even when one was off the ground). The 360-degree surround view camera helped us to see trail obstacles and past the hood on tall climbs and in battery-only mode, and the instantaneous torque and responsive pedal made piloting the Grand through technical terrain confidence-inspiring. Proving how important capability and the enthusiast are to Jeep, the company equipped our test vehicles with optionally available MoparAnotherrocksliders.driving aid in the Grand 4xe toolbox is Selec-Speed control, which acts like cruise control for the trail. It proved to be easy to modulate, keeping the Grand to a preselected
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One last note from our off-road 4xe experience: Whoever tuned the Grand Cherokee 4xe’s stability control needs a raise. On hard-pack trails, the Grand is tossable and fun, and shockingly easy to powerslide and drift through corners without the electronic nannies stepping in to prematurely end your audition tape for the next Gymkhana. It has instant power, and with that great steering and those strong brakes, the chassis encourages the driver to dance with it in the dirt.
At the end of our test, we walked away thinking that the Grand Cherokee Trailhawk 4xe might be the best offering in the lineup and one of the few PHEVs we’d consider for our own driveway. With a starting price of $62,485, plus $1,795 destination fee (an $8,250 premium over the gas V-6 Trailhawk), the Trailhawk 4xe certainly is priced proudly, but it does come with a comprehensive list of standard features, and the government tax breaks and incentives should blunt the sticker shock and bring it more in line with its gas-powered siblings. If you are in the market for an off-road capable, powerful, efficient, luxurious, technology-forward, and comfortable SUV all in one package, the Jeep Grand Cherokee Trailhawk 4xe is definitely one that should be at the top of your list.
speed, regardless of terrain. The 4xe can also take advantage of regen, which can act as a de facto hill descent control on steep grades, although we would like to see Jeep implement multiple levels of aggressiveness for further control. If there was anything else we’d add to the Trailhawk 4xe package, it would be the ability to export power from the hybrid drivetrain—to power a campsite, for example.
e added strength to this WJ Grand Cherokee Dana 30 using parts from Artec Industries, and then we replaced the upper control arm bushings. While we were replacing the upper control arm bushings on this axle, we realized with just a little more work we could add even more strength to the passenger-side upper control arm mount. With a piece of 1x8x1⁄8-inch plate we were able to box the top of this upper control arm mount, which greatly increased its strength with only a little fab time, a hammer, and a welder. This mod will apply to any Jeep with a solid front axle and a link suspension, including the XJ Cherokee, ZJ Grand Cherokee, TJ Wrangler, JK Wrangler, and the JL Wrangler. Here’s what we did.
How to beef the Dana 30 passengerside upper control arm mount
POINT YOUR PHONE CAMERA AT THIS CODE TO SEE VERNE’S VIDEO OF THE AXLE REPLACEMENTBUSHING
W
UPPER ARM STRENGTH
/> The problem is the passenger-side upper control arm mount on this WJ, and many solid-axle coilsprung Jeeps, uses a stamped steel part. The part is fine for stock use and can take a surprising amount of abuse, but with a strip of steel plate it can be made stronger. First, we cut a strip of steel to fit. This 1x8x1⁄8-inch plate will work just fine.
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By Verne Simons editor@fourwheeler.com Photos: Verne Simons
/>
|> We started by tack-welding the plate to the front of the upper control arm mount followed by finish-welding the plate to the mount.
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|> /> As we got to the curved part of the control arm mount, we used a ball peen hammer to form the plate to the curve of the mount.
Tech
UPPER STRENGTH
ARM
|> /> <| \> As we did this, we continued to weld the plate to the stamped control arm mount all the way around the curve, forming a box rather than two thin arms. This added beef will work well in conjunction with all the other modifications we’ve made to the axlehousing. FW
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POINT YOUR PHONE CAMERA AT THIS CODE TO SEE A VIDEO OF HOW VERNE ATTACKED RUST ON HIS JEEP Tech CORROSION CONQUEST 68 NOVEMBER 2022 FOUR WHEELER SOURCES proformproducts.comPropermatex.comPermatexeastwood.comEastwoodblasterproducts.comB’lasterForm
Rubbing vinegar on a rusty hood, however, produced some results on very light surface rust, or flash rust, but didn’t seem to touch heavier rust.
For decades, we’ve dabbled with various techniques for killing rust, which is the only way to prevent its continued growth. Recently, we needed to stop a bunch of surface rust on the hood of our ’74 CJ-5 and thought this might be a good place to do some unscientific tests of what works and what doesn’t. One important note before we begin: Wear safety gear like eye protection, rubber or nitrile gloves, and clothes that you don’t mind possibly damaging when using any of these methods.
FOUR WHEELER NOVEMBER 2022 69fourwheeler.com
We try to stop or slow rust with known solutions and a few old tricks
R
Rust Removers From the Pantry and Garage
While we wanted this to work well, unless the part can be soaked for a long time, acetic acid (vinegar) just isn’t much help.
This is an assemblage of stuff you may already have on hand. These are household products (mostly) that may or may not work to clean rust off sheetmetal. Some are based in science and others are based in rumor … with a little science mixed in.
/> Chances are, you have some white vinegar in your pantry because its typically used for cooking and cleaning. We had some and yes, it works. If you can soak rust in vinegar for a while, it will come off.
/> We soaked a rag with white vinegar and let it sit on the hood.
We did two tests with white vinegar. One involved taking a small, rusty part and letting it soak in vinegar overnight. The second test involved rubbing some vinegar on our rusty hood. Initially, the part we soaked in vinegar looked about the same as when we put it in, but with a little brushing almost all the rust flaked off, leaving some pretty clean metal. We’d give it a solid 8 out of 10 in our arbitrary comparison. Rubbing white vinegar on the rusty hood helped remove light surface, or flash, rust. We’d give that a 3-5 out of 10 for effectiveness. It worked, but not terribly well; hardly worth doing unless you can let the part soak for a while.
By Verne Simons editor@fourwheeler.com
ust, often considered the cancer of the automotive world, is the enemy of anyone who loves cars, trucks, or any items mainly constructed of steel or iron. Rusting, or oxidation, is defined as a chemical reaction in which electrons are lost, and while that’s a stuffy, chemistry-based definition, it is relevant to stopping rust from destroying our 4x4s. Basically, we want to stop or slow the loss of electrons from the steel either chemically (via rust-remover) or physically (by grinding it off and/or sealing it with paint or another type of sealer).
Photos: Verne Simons
White Vinegar
-> After a few minutes some of the surface rust was dissolved, but not all of it.
We’ve heard folks say that you need to dilute the molasses at seven parts water to one part molasses. It supposedly takes several days to remove the rust while parts soak in the molasses water. We’re not patient enough for that and lack a tub large enough for a Jeep hood.
After application, the fluid changed from amber to purple.
We bought this product at our local paint supply house. It worked well on light surface rust and flash rust (like all these products specifically designed for rust removal) but seemed to leave some of the heavier rust in place.
This part soaked in vinegar overnight. At first, we weren’t very impressed with the results, but with a little work with a wire brush…
Molasses and Water
This is after the product dried and was then washed off, following the instructions, and using fresh water. It did clean up some of the lighter surface rust and turned some of the heavier rust black.
Pro Form Rust Remover
|> This is another one that had us shaking our heads even while trying it, and honestly, we noticed almost no difference either soaking a rusty part in molasses dissolved in water or rubbing it on a rusty surface. It may have done something but we either ran out of patience or were so unimpressed that we gave up on this quickly. Our rating: 2 out of 10. But maybe you could use it to make ethyl alcohol … that’s another fun chemistry experiment we will save for another article … or gingerbread cookies.
These are products specifically designed to remove rust. Some are available at your local hardware store, others from specialty auto body supply houses or online. We have our opinions and preferences, what are yours?
…this! Most of the large chunks of rust fell off, leaving some nice clean metal (but a few spots of stubborn rust).
fourwheeler.com Corrosion ConquestTech
Products Designed For Rust Removal
<| We’re not sure where we heard this one first, but some folks claim that you can remove surface rust by using a potato to massage baking soda into it. We were skeptical, but it did work … a little bit. We’re guessing there is some chemical reaction (baking soda is basic; the opposite of acid), and a little mechanical scrubbing from the starch of the potato. Much like the white vinegar, Mr. Spud and some baking soda did remove some surface rust but had little effect on the heavier rust. We give it a 3-4 out of 10—hardly worth doing unless it’s all you have.
Yeah, you feel funny doing this and you funny,looktoo.
A Potato and Baking Soda
/> This one, made by Pro Form, is a rust remover that leaves a protective coating to inhibit further corrosion. Once it’s treated the rust, the area must be top coated to seal it and prevent further growth. It’s an amber color, and when brushed on rusty metal it loosens some of the rust, turns purple, and then needs to be wiped off. Rinse and repeat for heavier rust. We used it on a couple of places, and it seemed to work pretty well on lightly rusted surfaces. It left a black coating on thicker rust that we assume was the protective coating. It seemed like a good product to treat any small areas of rust or pitting where you can’t get all the rust off the metal. We give it a 6 out of 10 on our arbitrary scale. You need to wear old clothes, gloves, and eye protec tion (as with any chemical).
We admit we were skeptical, but this did work on some of the lighter surface rust. We suppose it might work on heavier rust with more manual labor, but we’re too lazy to really spend much time rubbing a potato on our hood.
Metal Rescue Rust Remover Gel
This is the first coat on a small area of the hood where the rust was the worst. We used disposable gloves, eye protection, and some disposable paintbrushes to apply the gel.
Rust Dissolver Gel
<| This product from Permatex works about as well as the other rust dissolving products we tried. It’s hot pink, which is nice if you’re into that. The instructions say to apply liberally and work the gel into any pits or areas of heavy rust. Allow the product to sit for 5-10 minutes and then wash it off with fresh water. Like the other solutions that only sit on the surface for a few minutes (with the exception of the gel covered in plastic), this product removes lighter surface rust but leaves some of the rust in pits or more heavily rusted areas. We’ll give it a 6 or maybe 6.5 out of 10 in our rust remover test.
Permatex Rust Dissolver Gel removes lighter surface rust, like most of the other rust-dissolver products we tested.
See? Hot pink. This one is also not good to get on your clothes, skin, in your eyes or mouth, and so on, so wear safety gear.
<| Yeah, you’ve probably heard of Eastwood when it comes to automotive restoration and repair supplies. We’ve had this bottle of Fast Etch from Eastwood for several years, and it still works even after all this time. The litera ture claims that it will dissolve rust and leave a protective zinc-phosphate coating, and we buy that. We like this product, but like the Pro Form, it doesn’t seem to do much on heavier rust. However, you can watch it dissolve smaller surface rust from sheetmetal as you apply it with a rag. Pretty cool stuff. We give this product a rating of 6 out of 10. Again, you need to wear old clothes, rubber gloves, and
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|> This rust remover gel from B’laster, the same company that makes PB B’laster penetrating lubricant, is probably our favorite of the professional rust treatments we tried. Why? Well, basically, it works, even on the heavier rust and pitting. But it does have some drawbacks. The gel formula helps keep it in place, but the instructions recommend painting it on about 1⁄8-inch thick and then covering it with plastic wrap (we used some old plastic packing material to cover it). This keeps the product from drying, which would presumably stop it from doing its job. The product needs to sit in place for an hour or two, though, and may need to be reapplied a couple of times. Still, after three or so treatments it cleared up some of the pretty heavy surface rust on our hood. The drawbacks are the time that it takes, the mess (it’s messy), and the need to cover it. That seems to limit the size of the area you can treat at one time. We give it a 7.5 out of 10. B’laster says the product is non-toxic, contains no harmful or corrosive acids, alkalis, or solvents, but please wear eye protection, gloves, and clothes you don’t mind damaging.
<\ Metal Rescue Rust Remover Gel from B’laster was probably our favorite product because it worked (albeit messily and slowly) even on some of the heavier surface rust.
Fast Etch doesEastwood—itfromitsthingonlighterrustandleavesaprotec-tivecoatingontherustthatremains.That’sgood!
Eastwood Fast Etch
/> The instructions say to cover the product with plastic wrap and allow it to sit on heavier areas of rust. We used some old packing material and left coats on for about 30 minutes at a time. Then we cleaned the area with fresh water and re-applied the gel and the plastic.
/> After three or four applications of the gel you can see some real improvement on the hood. This stuff works, but slowly.
Is it cheating to use pneumatic or electric devices to remove rust? No way! But are these devices better than some good old-fashioned elbow-grease at removing rust? Here’s what we found, what we like, and what to do.
If you’ve ever restored anything with the help of a small media blaster (we have a small cabinet with glass bead as the medium), you know that this is the hot setup … until a filter clogs or you can’t see inside the cabinet because of dust, a bad window, or a bad light. It is our opinion, though, that mediablasting is the best way to clean up surface rust and more. Its downfalls are that you can only clean something small enough to fit in the cabinet—you’ll have to take larger items to a professional, pay them, and wait for them to do the job—but the results are the best and the task (when things are working correctly) is pretty simple. Other drawbacks to mediablasting are that it doesn’t work well on rubbery surfaces (like some bed liners, for instance), it can cause parts to warp, and the dust can be harmful. For these reasons, we give this method a solid 8-9 out of 10. The results may cost some money, but if you plan ahead mediablasting is great at removing rust. In our humble opinion, paying a professional to mediablast paint, surface rust, and filler from an old body panel is the best option available. It does take planning (these shops have schedules
fourwheeler.com72 NOVEMBER 2022 FOUR WHEELER Tech Corrosion Conquest
We love wire wheels on an angle grinder for removing paint and other grime from metal surfaces. It works well for rust, too, but we noticed that on some of the surface rust it seemed to polish the rust rather than remove it. This method works in contoured areas, but the sander and abrasive pads work a bit better overall, in our opinion and experience.
/> Using wire brushes or wheels is another one of our favorite methods for removing rust—as well as other grime and gunk—from various surfaces. Generally speaking, the faster the wire brush moves and the thicker the wires that make up the brush or wheel, the more aggressive it is. Our go-to for general paint and rust removal is a 4 1⁄2-inch angle grinder with a wire wheel on it. It works well on all but the hardest rust, which it tends to polish rather than remove. Our rating is a 7-8 out of 10.
<| Sandpaper is a classic tool for removing rust from metal, and it works pretty darn well on light-to-moderate surface rust. You can do this the old-fashioned way, by hand, but one of the absolute best ways we found to remove surface rust from this Jeep hood was to use sandpaper attached to the foam pad of an old pneumatic random-orbit sander we borrowed from our neighbor. This combo removed rust and rust-filled old primer from the old Jeep hood relatively quickly. This is the method we used on most of the hood. It works well, except on deep rust or contours, and it’s great on flat surfaces. We give it our highest rating of 8.5-9 out of 10 for being the best method we personally used (this time).
Abrasive Pads/Discs
/> A small pneumatic angle grinder with either a 3M-style abrasive pad or a sanding disc is great for removing surface rust from more contoured areas of a rusty part, but sometimes the sanding disc is too aggressive, and the abrasive pad (which looks like Velcro) is too forgiving. For that reason, we give this option a 7-8 out of 10 as well.
<| After chemically cleaning this area of the hood we got after it with the grinder and abrasive pad to remove what rust was left. The pad will eat away a little of the metal and will leave some swirly scratches, but that’s OK; they will eventually be hidden under a few coats of primer and a topcoat or two.
and other customers), and instead of doing your own manual labor you’ll need to spend money to have it done. It’s not necessarily an easy job. It requires the right equipment, and the operator needs to know how to strip thin metal without warping it or blowing holes in it. Oh, and if the sheetmetal is rusted through, mediablasting will show you that, with a result that looks like Swiss-cheese.
Elbow-Grease or Electric Rust-Removal?
|> Sandpaper stuck on the pad of an old pneumatic sander wins our test of surface rust removal methods. It works, but the machine needs a lot of air to eat up the rust (the compressor wasn’t happy) and requires frequent paper changes. We used 180-grit stick-on discs. The only thing that might be better than this at removing rust would be blasting with sand or other media.
Sandblasting/Mediablasting
Wire Wheel
|> This little pneumatic angle grinder with an abrasive pad is great for getting rust off contoured areas. On this kind of grinder, the pads don’t eat away the metal like a sanding disc would, which is good as there isn’t a ton of metal here.
Sandpaper
<| We used the DA, or random orbit, sander to “finish the job” and clean up the hood after the test—that’s after all the chemical removers, wire brushes on angle grinders, abrasive pads on angle grinders, and so on.
FW
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GRANVILLE SALUTE
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Due to many requests, we’re republishing some of Granville King’s “From The Backcountry” columns as space permits. These columns ran in FourWheelerfrom 1984 until Granville’s passing in 1989 at age 70. Granville was a retired aerospace engineer and television screenwriter who lived off-grid in a trailer in Baja, Mexico. His off-road experiences were many, and his storytelling was amusing, riveting, timeless, and unparalleled.
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GRANVILLE SALUTE
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springs from anywhere that sells off-road parts, or keep your eyes peeled for used parts from another XJ or even a TJ. Rumor also has it that ZJ front coils can add 1-2 inches of suspension lift to an XJ, but there may be more than one ZJ coil (some shorter, some taller) in junkyards. Other upgrades we would recommend are adjustable lower control arms (again, available new from several manufacturers or as used takeoffs from an XJ, ZJ, or TJ). We would also highly recommend some sort of sway bar disconnects for the front suspension. We really love the JKS sway bar disconnects for a few reasons. They are relatively easy to use, tried and tested, and come with a little stem that allows the front sway bar to be up and out of the way when not connected.
As for cheap tricks that will help with your build, I have a few, most borrowed from other enthusiasts who have built these rigs over the years. I would recommend lifting the Jeep 2-3 inches and maybe also doing some fender trimming for extra tire clearance when the XJ gets flexed out on the trail. A suspension lift for an XJ is relatively easy to install and you can spend anywhere from a few hundred dollars to a few thousand dollars, depending on what
MIKE
you want, and I think I know what you want. First, to lift the front you won’t need much. You will need either some new, taller springs and shocks, or at the very least new shocks and some coil spring spacers. Most of the coil spacers on the market are inexpensive and can be stacked (you can even just stack 3-4 stock XJ coil isolators for some lift), but again we’d stay under 3-3.5 inches of lift max for a few reasons. You can buy spacers or new
COMPILED BY VERNE SIMONS EDITOR@FOURWHEELER.COM PHOTOS: VERNE SIMONS
TECHLINE fourwheeler.com78 NOVEMBER 2022 FOUR WHEELER WHERE TO WRITE Have a 4x4 tech question you want answered in Techline? Drop an email to editor@fourwheeler.com or message us through our Facebook page at facebook.com/fourwheelermag. All letters become the property of Four Wheeler, and we reserve the right to edit them for length, accuracy, and clarity. Due to the volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.
I have a ’00 Jeep XJ Cherokee Sport that’s pretty much bone stock. I want to build it up on the cheap to fit 32-inch tires and hit some trails in southwestern Colorado. I know these Jeeps have been built 1,000 different ways but wondered if you have any tips or tricks that will help me keep the budget down while improving the off-road abilities of the Jeep without ruining its on-road manners too much. I also found and scooped up an XJ Dana 44 rear axle for this build from a junkyard and will have it re-geared to work with the slightly larger tires.
CHEAP JEEP XJ CHEROKEE BUILD TIPS
Once you lift the rear of your XJ it may cause a rear driveline vibration. There are two fixes for that. The cheapest of the two is to drop the transfer case 3⁄4-1-inch. You can build your own spacer for the transmission/transfer case or just buy an aftermarket kit for likely less than you would spend making the same parts and sourcing
Welcome to the addictive world of one of the most used and modified Jeeps. XJs were built for a long time and many folks have changed them to suit their needs, from mild to wild. I’ve owned at least three XJs, and you have a good one in one of the last model years built. It will have the venerable AMC 4.0L I-6, a torquey and reliable engine that lots of enthusiast’s love. Behind it is most likely an AW4 four-speed automatic (although a few XJs had the 4.0L and an NV3550 fivespeed manual). From there you either have the NP242 or more likely an NP231, both of which are great transfer cases for a mild build. Your front axle will be a low-pinion Dana 30, the same axle that came from the factory in the TJ Wrangler. Your rear axle is either a 29-spline Chrysler 8.25 or a Dana 35. The Dana 44 you found is a mild upgrade over the Chrysler axle (which is pretty strong but is unfortunately a C-clip-style axle) and a definite upgrade over a Dana 35 … it makes a better boat anchor than an axle.
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For the rear, we would look at a set of long add-a-leaf springs. These should add 2-2.5 inches of suspension lift and the long ones don’t make the ride that much harsher. You also can find lift shackles for the rear suspension of your XJ to give it a 1-2–inch suspension lift. You will also need some new, longer shocks, and those upper shock mounts can rust and break on even relatively rust-free XJs. For that, we recommend the inexpensive Flag-Nut kits from Iron Rock Off-Road. As for the rear sway bar, take it off and forget about it unless you plan on doing lots of towing with your XJ. It’s basically useless and just adds weight.
Another solution that some have used with success is to repurpose a Volvo OEM two-speed fan and two-speed fan controller (from a ’95 Volvo 960). We have yet to play with either of those, but the fan is said to be easy to work with even on a non-Volvo radiator (much like a Taurus fan) and the two-speed setup is great for keeping the amp draw low unless full-boogie speed is needed. You will still need some sort of compatible temperature sensor and you’ll need to figure out some of the wiring, but if others have done it, you can too. This fan controller will also work with a Taurus fan if you already have one and want an OEM controller.
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We have used a ’90-’95 Ford Taurus fan to help keep one particularly fussy project cool and it worked well. The project was the Ultimate Adventure CJ-6D, a short-nosed CJ-6 with a tight cooling package. The Taurus fan was easy to modify to fit on a custom radiator and it just
FORD TAURUS FAN ON ’51 WILLYS?
the bolts you’ll need that are included in the kit.
I am working on bringing a ’51 Willys panel van back from the dead. The panel van is like a Willys Wagon built between 1946 and 1964 but doesn’t have windows in the sides and back. My plan, and I’m pretty far along in the build, is to put the body on a ’76 3⁄4-ton GMC Suburban 4x4 chassis. The truck has a 350ci V-8, TH350, NP203, and the eight-lug Dana 44 front and a 14-bolt rear axle. I’m currently in a place where I’m trying to figure out how to keep the 350 and transmission cool despite the narrower grille of the Willys. I do have a custom aluminum radiator that should be plenty large, but I don’t have space for a mechanical fan and wondered if you had any experience or recommendations for electric fans.
The other fix is a better long-term solution, but it’s much more expensive and it includes adding a slip-yoke eliminator (SYE) to the transfer case. Again, many companies make and sell these parts (we’d lean toward an SYE from a company like Advance Adapters or JB Conversions). You’ll need a new CV rear driveshaft, but if you are lucky enough to have an XJ with an NP231 T-case you can take a stock 4WD, 4.0L powered, Cherokee XJ front driveshaft and use it in the rear after the SYE has been installed.
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Now, having said that, we have built several 4x4s where an electric fan was the only option, and they worked. We just had to plan ahead a little. We carried extra fuses, extra motors, wiring, and some way to make the fan turn even if the fan controller dies. We’ve used aftermarket fans like Flex-A-Lites that work, but we’ve also had aftermarket speed controllers fail. Once we even had to buy a cheap battery kill switch at a parts store to run a high-amp-draw electric fan after the speed controller died. We turned it on when we started the 4x4 and off after we shut it down. This system works, but if you forget to turn it on, you’ll probably overheat your rig’s engine.
A great source for XJ information is the North American XJ Association (naxja.org) forums. The forum is filled with cool modifications you can make to your XJ, often using inexpensive parts as a source. Books could be written on the topic of an XJ budget build, but between what we’ve shared here and what you can find on naxja.org we bet you’ll be busy for years to come.
XJ fender trimming is also something we’ve done a few times. The key is to make sure you are cutting below and not above the spot welds where the unibody is welded together. You can trim below the spot welds for some clearance, and for more you can often fold the pinch weld over (with the spot welds intact) using a hammer and some care.
Another way to save some cash on an XJ project would be to find and use some of the 8-inch-wide factory TJ wheels that Wrangler owners have cast aside. They’ll be strong and light and help allow wider tires on your XJ. The used market is also full of TJ and YJ aftermarket wheels that will fit your XJ.
This sounds like a cool project, and we can’t wait to see it once it’s done. Your question is one we get occasionally, especially with custom 4x4s, and is something we’ve played with in the past on some of our custom builds. We generally shy away from electric fans for 4x4s because you can be in a lot of trouble if the electric fan quits working. Electric fans rely on several other items (like speed controllers, electric motors, fuses, wiring that can get hot, etc.). Mechanical fans turn whenever the engine is turning and there are fewer parts to fail.
We’ve noticed a few Cherokee XJ Dana 44 rear axles in our local pick-a-part junkyards over the past five years or so. They don’t pop up every day, but they do exist. There seems to be a higher probability (in our experience) of finding one on a ’88-’89 XJ for reasons we don’t understand.
After responding to Jeff’s question directly he sent us this picture of a Taurus fan on his ’51 Willys Panel project. Looks like it fit just about perfectly! FW
modifications like lockers and body armor. Luckily, these parts are readily available, and we would recommend inexpensive lunchbox-style lockers like the Powertrax Lock-Right Locker. As for bumpers and rocksliders, many are produced and sold for the XJ and finding good used bumpers should be relatively easy. Also, with some knowledge of how the XJ bumpers mount it would be pretty easy to build your own or look to kits that help you build bumpers or rocksliders for the XJ. There are tons and a wide range in prices and options. Also, winch mounts, tire carriers, and more.
like your Willys mashup you will need some sort of controller that uses a thermostat switch to turn the fan on when it reaches a certain temp. Those are available in the aftermarket, but they are also the very fan speed controls we’ve just complained about.
flat-out moves air. The fan is available at junkyards as well as reproductions from parts houses (we used the latter). In that vehicle there was a computer that would control the fan depending on engine temp and from there we built a harness with heavy gauge wires and its own dedicated relay (the Taurus fan has two speeds with high amp draw). In carbureted vehicles
After modifying your XJ to fit the larger tires you may want to delve into some other
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stabilizers as well as the steering box, linkage, and drag link from a 2-ton Chevy in the front helped aim the big truck while monster truck-style traction bars out back kept it tracking straight and true.
If there’s a lifted truck like this in your past or in the driveway
hink back in FourWheelerhistory to Doctor Doolie, an ’81 Chevy turned project monster truck with a souped-up 454, six 47-inch backhoe tires, and a repertoire that included sled pulls and unforgettable wheelstands. Scott Strew’s ’86 Chevy K3500 had a similar powertrain and paintjob, and tires three inches shorter than those on Doctor Doolie, but it could do something the exhibition puller couldn’t—drive on the highway. Have a look back with us to
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the April 1990 issue of Four Wheelerand this colossal squarebody named Challenger. Scott bought the pickup new in 1986 and had plans to give his truck only the best of the best in the suspension department and plenty of creature comforts inside without heavily modifying the powertrain. On the list of robust components left very much alone were the 454 big-block, TH400 automatic transmission, NP205 geardriven transfer case, and the prop shafts. Focusing his attention on the suspension, Scott started with 14-inch front springs and 6-inch shackles with custom perch mounts. Stock Chevy springs with 2-inch add-a-leafs raised the rear while a pair of Rancho RS5000 shocks per corner took care of damping. Three inches of body lift finalized the truck’s rise to its new height. Because of the impressive lift, Scott cut and turned the front Dana 60 to relieve the driveline angle.
tortoise—it rolled around with a well-appointed house on its back at all times. The camper shell was fit with custom upholstery, cabinets, a bed, and plenty of space to store barbeque equipment. Challenger measured in at nine feet wide by ten feet tall at its apex and carried a GVWR of 10,000 pounds. Scott’s truck weighed in at 8,476 pounds and he was always ready with a vehicle code book to defend his right to operate Challenger on the highway.
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Scott’s Chevy was like a
Six Interco Ground Hawgs measuring 44x18.50R16.5 chomped at the dirt. Scott ran a pair of custom-built 16.5x12 wheels in the front and 16.5x10 wheels out back. Detroit Lockers in each diff and 4.88 gears helped get the traction to the ground. Four Rancho steering
front bumper and the paintjob was Standard Chevy White. Among Scott’s interior upgrades were a rockin’ sound system, a CB radio for comms, fire extinguishers, an inclinometer, and a cellular phone.
T
BY JERED KORFHAGE JERED.KORFHAGE@FOURWHEELER.COM
Accommodating the truck’s massive meats required a significant reworking of the fender flares and running boards. Clearance lights graced the top of the cab along with five high-output lights arranged in lightbar fashion. There was a 12,000-pound-capacity Warn MX12000 winch behind the
FW
Scott Strew’s Chevy was ninefeet wide, ten feet tall, and built for unlimited fun
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right now, tell us about it. Snap a few high-resolution pics, send them our way memories.ofleteditor@fourwheeler.com,atandusknowsomehighlightsthebuildoryourfavorite
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