Four Wheeler 2022-11

FIRST DRIVE ’22 CHEVY SILVERADO ZR2
THE WORLD’S LEADING 4x4 AUTHORITY
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NOVEMBER 2022
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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 16
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— 22
this one’s awesome
50 DENTSIDE
Part 4: Gears, lockers, disc brakes,
and many custom mods
56 REVAMPED WRANGLER 38
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
50 56
Q ON THE COVER
DEPARTMENTS Jason Helbig’s 1986
6 FIRING ORDER 78 TECHLINE Jeep J10 is a rare
machine and along
8 INBOX 80 CALENDAR with being modified
10 RPM 82 TRAIL’S END to perfection it has a
great backstory.
12 PARTS RACK
FIRST DRIVES The story begins on
page 16. Photo by
Ken Brubaker
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 FOURWHEELER.COM
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FIRING ORDER
The manual gearbox
T
his issue of Four Wheeler
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 motor-
cycles 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 ■ Above: A manual gearbox was behind
AMC Pacer (don’t judge me), ’77 Toyota Corolla the 2.5L I-4 powerhouse in my ’84 XJ.
SR5, ’77 Datsun 280Z, ’77 Pontiac Trans Am, Below: This was the manual gearbox-
’84 Jeep Cherokee XJ, and ’90 Geo Tracker equipped ’90 Geo Tracker our kids learned
to drive in. I also plowed snow for many
among others. To me, driving a manual-shift
years with this little SUV.
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.
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. with a manual until the Jeep got hit by a drunk or manual gearboxes, the campfire would be a
The manual transmission is alive and well driver and was totaled. He had to settle for less exciting place if we didn’t get to discuss stuff
here at Four Wheeler and most of the edito- an automatic-equipped Wrangler JK since he like clutch pedals, shift patterns, clutch slaves,
rial staff owns and drives at least one manual needed a vehicle immediately and that’s what and pressure plates.
gearbox-equipped 4x4. Some examples: Sean was on the lot. He still prefers a manual gearbox Did you learn to drive on a manual-gearbox
Holman’s ’20 Wrangler and ’42 Ford GPW and will tell you how much he misses a manual vehicle? Have you owned a stick-shift 4x4? Do
(Project Odd Ford); Verne Simons’ Ultimate gearbox if you ask him. you currently wheel a manual-shift 4x4? Or do
Adventure Long Range Jeep (UALRJ), ’74 CJ-5, A spirited debate often ensues when the topic you prefer an automatic? Drop an email to the
’46 CJ-2A, ’70 Suburban (Project Dino), ’49 of driving manual gearbox-equipped 4x4s off- address below and share your thoughts!
CJ-3A, and ’98 Dodge Ram 4x4 2500; Christian road comes up. Some wheelers are vocal about
Hazel’s ’89 Wrangler (Project Why-J), ’53 flattie the advantages while others have much to say –KEN BRUBAKER
(The Hazel Flattie), and ’71 CJ-6 (UACJ6D). about the disadvantages. Nonetheless, whether [email protected]
Jered Korfhage drove an ’02 Wrangler equipped you call ’em manual transmissions, stick shifts, PHOTOS: KEN BRUBAKER

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fourwheeler.com
Inbox BY KEN BRUBAKER [email protected]
Keep up the coverage of homebuilt, low-budget

backyard rigs. There’s stuff there I think we can
all relate to.
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.
Thanks for the great articles!
RS
VIA EMAIL
RESCUED SUBURBAN
After trying to buy it for a few years, I finally rescued this ’70 K25 Suburban from under a bunch of 5.3L FLATTIE
sequoias on Palomar Mountain in Southern California. It has an SM465 four-speed, electric over- I just saw your article (Firing Order, Jun. ’22)
drive, NP205 with a hydraulic PTO for the 12,000-pound hydraulic winch, and an Eaton rearend. It regarding the upcoming magazine being dedi-
took me one day to get it driving and three days to clean it. cated to the flatfender. My story is a bit similar to
yours, although it was my dad who always spoke
JEFF
VIA EMAIL 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
Fast forward as time, money, and knowledge
TJs, an M715, and now an M38 (sort of). All of my
came along, it now has a 350ci small-block with
Jeeps have been modified to some degree, with
fuel injection, original three-speed with overdrive,
the last two being heavily modified (M715 and
power steering, disc brakes, lockers, on-board air,
M38). I love the old military stuff.
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!
RALPH
VIA EMAIL
INSPIRED BY
COLONEL MUSTARD RESTO-BEATERS FOR THE WIN
I’m responding to the Trail’s End article on I really enjoyed your article, “Resto-Beater” in Trail’s
the flattie (Jul ’22). It’s a great story and hits End, in your July ’22 mag. I can relate to backyard-
home as I also have a ’51 CJ-3A and it has built budget four-wheelers since I’ve had a couple.
My current Jeep, the M38, has been length-
been a labor of love since I found it in 1994 I’d put his “Ugly” up against any $50,000 rig.
ened to a 91-inch wheelbase. I constructed the
totally beat, rusted out, with a seized 283ci My current rig is a ’48 CJ-2, but very little Jeep
frame out of 2x4-inch tubular steel. The front
small-block Chevy, but it had the adapter for is left. It sports front and rear axles off a Toyota
end, cowl forward, has been stretched 6 inches. It
the V-8 and that made it worthwhile. pickup using 5.29 gears and ARB Air Lockers.
runs a 5.3L LS engine with LS1 intake to fit under
Its power comes from a 4.3L Chevy Vortec TBI
the hood. The 4L60E is mated to a Bronco Dana
engine backed up with a four-speed auto with
20 T-case, and the axles are Wagoneer Dana 44s
overdrive. It’s also got a twin-sticked Dana 300.
with chromoly ’shafts. It also has lockers, 1-ton
My homebuilt sits on 37-inch Super Swampers
steering, and four-wheel discs. It is equipped with
mounted on 15-inch beadlocks.
a Warn 8274 winch and 37-inch tires on black
There are no creature comforts other than a
steel wheels with inner beadlocks. It has custom
tilt steering wheel (more of a necessity with the
sliders, a spare tire carrier, six-point cage, and
cramped cab) but does have a Warn 8274 winch
custom 20-gallon stainless fuel tank that sits
and onboard air with a small air tank. This is one of
partly under and partly above the rear floor. And,
those builds where you work with what you have.
of course, it is olive drab in color.
I love driving it and taking to the trails.
WHERE TO WRITE Although I’m from Illinois, I much prefer western
Address your correspondence to Four Wheeler, 831 S. Douglas St., El Segundo, CA 90245 or send an trails such as in Colorado and Utah.
email to [email protected]. All letters become the property of Four Wheeler, and we reserve Here’s a picture. Love your magazine, although
the right to edit them for length, accuracy, and clarity. The editorial department can also be reached through I do miss Jp.
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. TIM
VIA EMAIL
8 NOVEMBER 2022 FOUR WHEELER
Custom Built for
Off-Road Fun
UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION.
Order by 10 PM EST: In-Stock Parts Shipped That Day!

1.800.230.3030 • Int'l: 1.330.630.0230
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 legal for use in California or other states with similar laws/regulations.
Please check your state and/or local laws/regulations. © 2022 AUTOSALES, INC.
PHOTOS: COURTESY OF THE MANUFACTURERS
BY TORI TELLEM
[email protected]
RPM AUTOMOTIVE NEWS
In the
News
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 According to a study of Gen Z vehicle buyers
via CDK Global, that age demo finds it more diffi-
cult to buy a vehicle online than any other genera- the most open recalls (5.6 million), and it’s mostly
tion. But … aren’t they the online generation? A sedans and SUVs.
shoutout to them via shrug emoji. Q UPS is testing the Fernhay eQuad in the U.S.;
Q 50 million vehicles currently whizzing around trials already began in Europe. The “four-wheeled
“are being driven with a known issue that should e-assist quadricycle” is designed for use in high-
be repaired,” according to Carfax. California has traffic areas. Oh yeah, it’s pedal-powered.
“SUPPLY CHAIN ISSUES, RECORD-HIGH VEHICLE PRICES, AND PERSONNEL DISLO-

CATIONS 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
Is It True?
• 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?
• Kanye West is getting into automotive manufacturing and his first vehicle will
be a car made from … foam?
• GM is eliminating the requirement for a 4-year degree for a bunch of its jobs?
• Is Ford sniffing around the name “Thunder” for vehicles that include the
F-150 and Ranger?
• Time for a rousing rendition of “Candle in the Wind” for the Nissan Titan?

YOUR
GOVERNMENT
AT WORK
• 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
WHAT’S HAPPENING IN THE INDUSTRY
for ADS-equipped vehicles, ■ Update your everything: Truck Hero is now rebranding
108 involved collisions with as RealTruck.
another vehicle, and 11 ■ And more: RealTruck partnered up with onX to get people to
involved a vulnerable road do June’s National Get Outdoors Day. And as such, RealTruck
user, such as a pedestrian or offered a chance to win a $10,000 “Off-The-Grid Coin” (aka digital
cyclist. For vehicles with SAE code) for use on realtruck.com. Steven Simmons (above) was that
L2 ADAS, the data show that someone while Get Outdoors Day-ing at the Barnwell Mountain
alleged serious injuries or a Recreation Area.
fatality occurred in 11 of the ■ The Rivian Adventure Network is plugging along, so to speak.
98 crashes where informa- The Level 3 fast-charging sites are popping up in California and
tion on injuries was reported. Colorado, with an initial plan for 3,500 fast chargers at 600 sites
Of the reported crashes for across North America.
SAE L2 ADAS, at least 116 ■ Cummins and Hyliion are working together to couple-up
of the collisions were with Cummins’s natural gas engines with Hyliion’s ERX electric powertrain.
another vehicle, and at least ■ The ’22 Jeep Compass got a Top Safety Pick title from the
four involved a vulnerable Insurance Institute for Highway Safety “when equipped with specific
road user.” headlights.” So, on that buildsheet is this listed as “Safe” and “Might
• As we went to press, as Well Just Close Your Eyes”?
Yellowstone National Park ■ Toyota scored a 2022 Car Design Award for its Concept Cruiser
had historic flooding and EV, thanks to an original design that looks, um, very little like an FJ?
mudslides, so if your over- ■ The F-series is 75, so that naturally means a ’23 F-150 Heritage
landing or four-wheeling Edition (for clarity, the throwback is to 1970-1980s). In brief: logo,
adventure will take you there two-tone paint, XLT.
this year, be sure not to wing ■ Export of the Ford Bronco has begun, Europe.
it and instead first check the
status of everything before
you go.
• Some ’22 Toyota Tundras Ford Heritage Vault:
are being recalled due to
potential axleshaft separa- Now Open to the Public
tion. According to NHTSA,
“the flange nuts on the ■ Ford has put together a collection of old brochures
axleshaft sub-assemblies and photos covering 1903 (yup, the earliest of days)
can loosen over time and to 2003, and it’s all online at fordheritagevault.com.
potentially cause one or both Perhaps the best part to our ears: It’s searchable
axleshaft sub-assemblies (and filterable and downloadable). Dig through the
to separate from the axle archives, because we can attest to seeing the Bronco
housing.” and F-series represent. When we searched “Bronco,”
• NHTSA is also involved in a we got to peruse 108 brochures and, oh, the sign-of-
recall for potential hood-latch the-times cheesiness didn’t disappoint, including the
malfunction on some 2013- taglines. FW
2016 Nissan Pathfinders.
FOUR WHEELER NOVEMBER 2022 11

Parts Rack BY JERED KORFHAGE [email protected] PHOTOS: COURTESY OF THE MANUFACTURERS
-> DAKAR-INSPIRED STOPPING POWER

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 anod-
ized 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
</ ARMOR YOUR JK

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 wheel-
house 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 tempera-
ture. 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
<- BALANCED PERFORMANCE

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.
|> ALL-NEW ALLOYS The lift system was designed as not to max out
Quadratec’s new Lynx wheels are avail- the upper ball joints during suspension travel. A
able in three models, each engineered to 2-inch rear spacer kit is also included to lift the
complement larger tires beneath Jeep JK vehicle equally in the front and rear. The kit is
and JL Wranglers and the Jeep Gladiator. \> CAMP HAPPIER available with your choice of NX2 series shocks
Trail Gunner (pictured), Whipsaw, and The HC1 Studio from Happier Camper inte- or Fox 2.0 Performance Series IFP shocks for
Peregrine are the three wheel models and grates the comforts of home into a footprint increased damping performance on- and off-
each is said to embody the brand’s “form roughly the size of a half-bathroom. The road. INFO: BDS Suspension, 517/279-2135,
meets function” approach and are available 13-foot trailer emphasizes modularity with bds-suspension.com
in a variety of eye-catching finishes. They its Adaptiv system, which is designed to
also feature a hub-centric design and are make transforming the interior a snap. Go
manufactured from high-strength, pressure- from bedroom to living space to dining area
cast aluminum alloy that meets SAE J2530 in no time at all by configuring the Adaptive
standards and DOT requirements. The Lynx components within the honeycomb grid
Trail Gunner wheel displays an aggressive built into the fiberglass floor. Inside, you’ll
style with a bullet-hole design across the find a fully appointed bathroom and kitch-
face and simulated rivets on the edges. This enette, water and air heaters, a queen bed,
product is wider than the factory wheels, Dometic fridge, 17 gallons each of fresh
giving it a more aggressive stance after and greywater capacity, and much more.
upgrading to larger tires. The Trail Gunner The HC1 Studio is said to fit within a single
measures 17x9 inches with 4.5 inches of parking space, sleep two adults, and it
backspacing and is available in satin black has a dry weight of roughly 1,800 pounds.
or bronze. INFO: Quadratec, 800/745- INFO: Happier Camper, 844/755-2267,
6037, quadratec.com happiercamper.com

-> BOOSTED BRONCO
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 perfor-
mance 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.
INFO: Skyjacker, 318/388-0816, skyjacker.com
\> UNIVERSAL BUNGEE

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
|> CRUISE QUIETER

Design Engineering, Inc. has what you need to
insulate the cab of your ’88-’98 extended-cab
GM pickup. The company uses a combina-
tion 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
\> FORTIFIED FORD

Warn Industries offers its Ascent Rear Bumper for the ’21 Ford F-150. Warn’s attractive and low-
profile 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 low-
light performance. The
Ascent Rear Bumper
|> RUGGED STORAGE
Dometic’s PAC H50 Hard Storage container
wears the company’s offers a weathertight and durable place to stow
state-of-the-art powder- your gear so it’s always ready when it’s time to hit
coated finish, which the trail. The ergonomic, built-in handles make
stands up to 408-hour it easy to grab and slide into the trunk or truck
salt spray tests. INFO: bed and the units feature lock holes and tiedown
Warn Industries, points for security and safe packing. Each 50L
800/543-9276, container is made from aluminum and impact-
warn.com resistant 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
fourwheeler.com FOUR WHEELER NOVEMBER 2022 13

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ADVENTURE
PRESENTED
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Presented By
By Stuart Bourdon
[email protected]
Photos: Four Wheeler staff
OLD
JASON HELBIG’S
1986 JEEP J10
HAS A CLASSIC
ADVENTURE VIBE
SCHOOL
Feature OLD SCHOOL OVERLANDer
|> The AMC 360ci V-8 was stroked to 406ci and fitted with gobs of power parts, |> Big shoes are meant for a big truck. That’s why Jason went with meaty 37-inch-
including a COMP Cams 280H camshaft and hydraulic roller valves, an Edelbrock tall and 12.5-inch-wide Interco IROK tires for his J10. They are wrapped around
Performer intake manifold, and a Holley Sniper EFI fuel-delivery system. It’s got 15x8.5 Western Cyclones with a 3.5-inch backspace. These bad boys can handle
the guts to quickly move the J10 and all its cargo across a wide-open landscape. everything they’re pointed at, whether that’s mud, sand, or rocks.
J
ason Helbig’s ’86 Jeep J10 overlander Jason had the tired AMC 360ci V-8 built
was a worthy addition to the 2021 to make more torque and horsepower. He
Four Wheeler Overland Adventure also had it powdercoated for good looks |> Sporting a Dana 44 front axle packed
with 4.56 Nitro Gear & Axle gears and a
Presented by Jeep. The Oregon native and corrosion resistance. A custom exhaust Detroit Truetrac limited-slip differential, the
was accustomed to off-grid travel and system runs Hedman long-tubes and dual J10 is ready to take on some serious terrain.
had designed his overlanding J10 specifically Flowmaster 40 Series 2.5-inch mufflers. A Rancho 4-inch-lift spring kit, Rancho
for remote adventure. “It was my grandpa’s The beast now has enhanced suspension RS9000 XL shock absorbers, and a 3-inch
body lift help make room for the 37-inch
truck,” Jason said. “He handed it down to me components and rolls on 37-inch tires. The tires. To help control those 37s, Jason went
and I decided to build it for long-distance off- truck’s axles are a Dana 44 front and an with a RedHead Steering Gears box and
road travel.” AMC Model 20 rear, and to up their traction Rough Country dropped pitman arm.

<- A Warn Zeon 10 winch
is perched securely in a
custom-built front tube
bumper with a 26-inch-
wide Barnes 4WD Dual
Pull Winch Plate. The
10,000-pound-rated
winch is a good choice
for something as hefty
as Jason’s truck. Jason
opted for synthetic line on
the winch drum, and the
custom bumper is fitted
with D-ring shackles and
LED rock lights.
/> 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.
<- The rear axle of Jason’s |> The heart of the J10’s four-wheel-drive system
truck is the AMC model 20 is its chain-driven NP208 transfer case with a
commonly used in J-trucks 2.62:1 low-range gear ratio. The aluminum-cased
of this vintage. It now carries NP208 was used in a variety of vehicle applications,
an Eaton Detroit Locker including Jeep Cherokees and J-trucks from 1980
and 4.56 Nitro Gear & Axle to 1988, and is referred to as Command Trac.
gears. A Rancho suspension
add-a-leaf kit helps provide <| Night driving is always a possibility whenever
space for the 37-inch tires. you’re doing any long-distance off-roading like the
Suspension damping control 2021 Four Wheeler Overland Adventure Presented
is provided by a pair of by Jeep. Jason’s ability to access brilliant lighting,
Rancho RS9000 XL adjust- including LED rock lights, in all directions ensures
able shocks. It’s old school. successful and safe night ’wheeling.
And it works.
fourwheeler.com
Feature OLD SCHOOL OVERLANDer
\> 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.
AT A GLANCE
GENERAL
</ The interior of Jason’s Vehicle: ’86 Jeep J10
Owner: Jason Helbig
J10 is highlighted by the
Stomping grounds: Oregon
classic Grant steering Build time: “Never stops”
wheel and the brushed
aluminum three-on-the- DRIVETRAIN
Engine: AMC 360ci V-8 (stroked to 406ci)
tree column shift lever. For Transmission: TorqueFlite 727 3-spd auto
the most part, the interior Transfer case: NP208
and dash are factory, but a Low range ratio: 2.62:1
custom leather-and-cloth Crawl ratio: 30.3:1
Front axle/differential: Dana 44, 4.56 gears/
heated bench seat makes Eaton Detroit Truetrac
driving or riding comfort- Rear axle/differential: AMC Model 20, 4.56 gears/
able in any weather, and Eaton Detroit Locker
an Auto Meter 5-inch SUSPENSION
tachometer allows for Front: Rancho Suspension 4-in-lift springs, Rancho
precise engine monitoring. 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
capabilities the front is fitted with a limited-slip that would make days and nights on the trail Steering: RedHead Steering Gears steering box, Rough
Country dropped Pitman arm
differential and the rear has a locker. pleasurable. The Freespirit Recreation rooftop Lighting: Full-width LED lightbar, multiple LED rock lights
With the backbone of his grandfather’s J10 tent offers comfortable off-the-ground accom- Interior: Custom leather/cloth heated bench seat,
made more sturdy and its off-road prowess modations. And the custom bed rack provides sPod BantamX w/Bluetooth screen, Auto Meter 5-inch
tachometer, Grant steering wheel
enhanced, Jason moved on to creature comforts a perch for auxiliary fuel storage and propane Cool stuff: Custom bed-mounted rack, dual 4-gal RotopaX
tanks, as well as storage space for literally a fuel containers, 5-gal propane tank, Freespirit Recreation
RTT, Warn Zeon 10 winch, powdercoated engine block,
truckload of gear. custom front and rear bumpers, Alpine 1000W amplifier,
All the bodywork was done by CLS Finishes Kenwood Bluetooth head unit, Kicker CompVR 10-in
speakers, Hi-Lift jack fw
in Vancouver, Washington. It’s sharp-looking,
but simple and straightforward. There’s no
chrome other than door handles and trim.
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.”

ORDER AT
AMSOIL.com
FEATURE
2022
OVERLAND
Arizona Blazer and
Four Wheel Camper
<\ 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.
EXPO
I
WEST
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 adven-
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
ture travel enthusiasts come together to get educated, ogle recovery and route planning, entered raffles, enjoyed happy
new products, and share stories from the trail. hours, and took in the Overland Film Fest during the three-
The 2022 Overland Expo West was held at Fort Tuthill day event. Read on for some of our favorite sights, scenes,
County Park, just outside Flagstaff, and the venue was and unique 4x4s from the 2022 Overland Expo West.

Pair of Series
/> -> 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).
HOW MUCH
CAMPING DO YOU
LIKE WITH YOUR
OFF-ROADING?
By Jered Korfhage [email protected] Photos: Jered Korfhage
Godzilla-
Powered
Overlander
<- 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 outfit-
ting the rig with tools
for off-grid living.

Feature 2022 OVERLAND EXPo WEST
Overland Ford
Maverick
|> 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.
Firehouse or
Ski Lodge?
<\ Both! Thomas uses his
single-cab Tacoma and custom-
built camper to get between
firefighting jobs and face-
shredding ski destinations.
Transcontinental Troopy
\> This Troopy 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.
Rubicon-Ready
Crawl Camper
|> Phil Villanueva has
no problems loading up
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.
Boundless Delica Universal Unimog

/> This particular Mitsubishi Delica belongs to Candice Ciesla and <| This is a Unimog ambulance, more specifically a 435 U1300L.
Jordan Schilling of Vancouver, British Columbia. The van is not only These rigs were built between 1975 and 1993, and were used by
a daily driver but has also been driven, on- and off-road, nearly the militaries around the world, including in South America, Europe,
entire length of North and South America. It really is impressive. 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 founda-
tion for an overlanding camper that can go just about anywhere.
Just don’t expect it to get anywhere fast.
M725 on Boggers LMTV Life

|> Not sure how it handles the -> With such a clean
highway miles between over- debadging job, we almost
land destinations but it’s hard missed this Stewart &
to pass up this (or any, frankly) Stevenson M1078 LMTV. We
Kaiser M725 ambulance. dig the aluminum flatbed that
could be used to haul toys or
crate-based living situations.

Diesel-Powered Terra
/> 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 five-
speed transmission, the half-cab that International never got
around to making, and a list of tasteful upgrades.
Jeep Gladiator
With Bison
Overland Camper
<- 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.
Tacoma’s Almost 30
-> 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

GET YOUR FREE TRIAL: MOTORTREND.COM/TGA22
FIRST DRIVE
Chevy carves
a nice little
space among
the Rebels,
TRD Pros, and
Tremors
2022 CHEVY
SILVERADO
By Sean P. Holman
[email protected]
Photos: Courtesy of the manufacturer
I
n the world of performance off-road 33-inch Goodyear Wrangler tires; enhanced
trucks, the 1⁄2-ton market has separated chassis calibrations, including Terrain Mode;
itself into two general categories, what as well as a unique skidplate package, high-
we refer to as the standard-track-width approach steel front bumper, and a high-tuck
trucks (Ford F-150 Tremor, Ram Rebel, performance exhaust.
and Toyota Tundra TRD Pro) and the wide- The Multimatic 40mm DSSV spool-valve
track-width trucks (Ford Raptor and Ram TRX). dampers are a three-chamber design and
To the mix of standard-track-width trucks you feature three separate spool valves per shock.
can now add the Chevrolet Silverado ZR2. These shocks are paired with tuned springs
For 2022, Chevy has come into the standard- (coilovers in the front and leaves in the rear) for
track-width market with an incredibly strong exceptional performance and ride, while deliv-
product in the ZR2, a new off-road version of the ering 9.84-in of front and 10.62-in of rear wheel
Silverado that sits atop Trail Boss in the lineup. travel. Spool-valve shocks are significantly
At the core of this off-road package are a 6.2L different from the standard shim-style shocks
V-8 pumping out a strong 420 horsepower and that are standard across the rest of the industry
460 lb-ft of torque through a 10-speed automatic and have been proven in road racing and off-
transmission and an upsized version of the road racing for years.
Colorado ZR2’s exceptional Multimatic DSSV The Silverado ZR2 has an impressive
spool-valve shocks. To the package, Chevy adds 31.8-degree approach angle, thanks to its steel
front and rear electronic locking differentials; front bumper. This bumper was designed for
ZR2
FIRST DRIVE 2022 chevy SILVERADO ZR2
and towing check in at 1,400 pounds and 8,900
pounds, respectively.
Upgrades don’t just stop with the func-
tional 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
the package.
Inside, 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
QUICK SPECS leather interior gives an all-business vibe to the
increased durability and clearance, and with Vehicle: ’22 Chevy Silverado ZR2 ZR2 interior.
removable end caps, the customer can get even Base price: $69,295 If you’ve ever experienced the Colorado
Layout: Front engine, 4WD, 5-pass, 4-door truck
more clearance, or easily replace a damaged Engine: 6.2L V-8 ZR2, the feel of the Silverado ZR2 will be very
wing without replacement of the entire bumper. Transmission: 10-spd auto familiar. On the highway, the ride is fantasti-
This also makes it extremely easy for the Transfer case: 2-spd cally taut, without being harsh. It’s a fine line
aftermarket to fit their own solutions to the Wheelbase (in): 147.5 that the Silverado does a good job of balancing
L x W x H (in): 232.8 x 81.2 x 78.7
truck. Departure angle is 23.3 degrees, and the EPA fuel economy (city/hwy/comb mpg, est): on. The steering is nicely weighted, and the
breakover angle is 23.4 degrees. Ground clear- 14/17/15 brakes are strong, easy to modulate, and offer
ance comes in at 11.2 inches, while payload EPA range (mi, comb): 360 one of the better pedal feels in the class.

POINT YOUR PHONE CAMERA
AT THIS CODE TO SEE
VIDEO OF THE 2022 CHEVY
SILVERADO ZR2 IN ACTION
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.
Two drive modes are offered, Terrain and
Off-Road, to help optimize the ZR2 for off-
road situations. With a one-pedal drive feature,
Terrain mode is perfect for more technical
sections, while the Off-Road mode is better not. Drivers would be hard-pressed to smash
for higher velocities. Like the Colorado ZR2, the jounces at anything other than ridiculous
a long press of the ESC button calls off the speeds off-road.
electronic babysitters and lets the Silverado Thanks to the DSSV technology, the
party with easily controlled powerslides and Silverado almost always feels composed (there
big roosts of sand, all at the discretion of the are times at the limit of the envelope that you
driver’s right foot. can incite some suspension harshness) and
At speed, the position-sensitive DSSV unlike some of the competition the suspension
shocks come into their own, and like their feels balanced front to rear, with enough rear
Colorado counterparts, dissipate enormous rebound valving to control the rear axle and
amounts of energy toward the end of the travel. prevent bucking. Secondary motions are also
The shocks have a feel to them that is very nicely mitigated, meaning that the Silverado is a
unique. One might mistake the Silverado for driver’s vehicle that is always ready for the next
having hydraulic bumpstops, which it does corner, not trying to settle after the last one.
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 situ-
ation. 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. FW

Tech
SIMPL
SOFT TOP

LIFIED Not all soft tops are created equal—this one’s awes ome
Verne Simons
By Verne Simons [email protected] Photos:
SOURCES
Rampage Products
800/328-2409, rampageproducts.com
Summit Racing
800/230-3030, summitracing.com

Tech simplified soft top
1 2
J
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
3 4
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 replace-
ment 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.
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
5
removed, or a full-length bikini top. And just
as cool, the design has several useful features, 1 At the time this issue went to weatherstrip and the Rampage Jeep and install the front of the
including a storage compartment for the rear press, the Rampage Frameless Windshield Channel Mount. These top into the windshield channel
and side windows when they are not in use. Trail Soft Top for an LJ costs install easily. Just be sure to push mount. You will want to make
$433.99 from Summit Racing down on the windshield channel sure it’s close to center, but you
These tops also look great and protrude less (the version for a regular TJ is mount while tightening. can also install the sides of the
than the factory-style framed tops, meaning less). We needed the Rampage top into the channels on the door
they catch fewer branches or other snags on Windshield Channel Mount as 3 The soft top comes with two surround to center it.
the trail. Also, if you do happen to have the well (PN 901004, $35.99) and strips of foam that need to be
misfortune to roll your Jeep or lean it hard on a we also ordered a replacement folded and inserted into the 5 At this point you should have
rubber weatherstrip (PN D4044) tops of the factory soft top door something that looks like this.
trail obstacle, there is no frame or soft top bow that goes on top of the TJ/LJ surrounds. These help keep the Next, you can flop the rest of the
to damage. You might cut the top, but the frame windshield. corners of the top up and tight. top over the back of the rollcage,
won’t get mangled because it doesn’t exist. in lieu of installing the side
2 We installed the rubber 4 Next, you can put the top on the windows.

6 The side windows zip into the tub. It’s a good idea to do this also accept a standard TJ/LJ soft
top under a flap of fabric that install when it’s warm (at least 70 top tailgate bar that will attach
allows this top to act like a full- degrees) so the soft top material to the previously mentioned
length bikini top if you don’t want is somewhat pliable and stretchy. brackets, or if you need both you
the windows installed. Here is a The clear windows can be down- can get Rampage PN 77015,
top-down view of the zipper that right brittle in the cold so be which includes the brackets,
holds the side window to the top. careful working with the windows tailgate bar, and a small cover for
if temps are low. behind the seat of a TJ/LJ.
6 7 This is the bag that you can
store the side and rear windows 9 The rear window goes in next. 11 The last step of the install
in. The bag stays in place under It attaches to the top with three is to tighten the rear straps that
the outer skin of the top, but it straps and buckles and zips to the come down from the right and
can be removed if you want to side windows with zippers. You left rear corners of the top. These
go that route. Having the side may want to leave the rear corners have a spring-loaded tightener
and rear windows handy in case of the side windows loose from and long strips of Velcro to hold
a pop-up rainstorm happens is the tub until you get the zippers them in place. The small hook
awesome. started. goes through the small opening in
the base of the window fabric and
8 With the side windows zipped in 10 The bottom of the rear window hooks to the metal retaining lip on
place you can snap the channels is held in place with standard soft top of the tub to keep everything
into the door surrounds and the top brackets like Omix-ADA PN tight even when the windows
7 lip that runs along the top of the 13510.03. The rear window can aren’t installed in the top. FW
8 9 10
11

FEATURE
CLUTCHES &
SHIFT LEVERS
A look at the 2022 Centerforce Adventure Run
he 2022 Centerforce Adventure Run combined (mostly) manual transmission- We had a blast at this year’s Adventure Run,
T
equipped 4x4s with overlanding to create a multi-day tour through the Arizona rowing gears, wheeling, and swiveling our
backcountry, punctuated by clutches and shift levers. necks to take in the killer scenery. So, let’s shift
In the January 2022 issue of Four Wheeler we covered the inaugural 2021 gears and look at each day of the three-day run.
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 But First
trip. The result was amazing, starting within one of America’s natural wonders Unlike last year when this event started a mile or
and ending at the home of Centerforce Clutch in Prescott, Arizona, with a ton of so from this author’s house, the 2022 Centerforce
beautiful and remote dirt miles in between. Adventure Run was set to start on the shores of
Many folks falsely believe that automatic transmissions have some advantage off-road, and that’s the Colorado River. We’d just finished painting
just not true. Sure, a slushbox may make things easier for some, some of the time, but the amount the hood on our ’74 CJ-5 and had to get things
of control that you get from a manual transmission is something that many of us still hold onto with loaded up so we could head north. Participants
a firm grip. If you’re more comfortable with an automatic, have at it, but know that among other weren’t required to camp the night before the
things, manual transmissions often offer deeper gearing allowing for more control on technical off- event, but we wanted to camp there, literally on
road obstacles. the shores of the famed Colorado River.
By Verne Simons [email protected] Photos: Verne Simons

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

Feature clutches & shift levers
courtesy of Jeff Mcallister before we headed
south back to Peach Springs and Route 66.
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, basi-
cally 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.
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.
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 transmission-
equipped rigs. Some clots even found their way
onto our hoods and roofs.
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.
Day 2
The air was cool, and we were surrounded by
different environments from mountainsides with
forests mainly comprised of lodgepole pines, to
to a wide variety of animals including bear,
mountain lions, deer, javelina, coyotes, and
Juniper trees as we packed our camp gear and scrub desert, and later we would pass through many birds. It’s crossed by many dirt roads
had breakfast. The plan for the day was much some spectacular eroded granite outcroppings that anyone can explore with respect for the
the same as the day before, we would explore reminiscent of another world only to return to land and animals. It’s bounded by Bureau of
parts of the Prescott National Forest and head the cooler air of the forest before camping for Land Management land, Arizona State Trust
into some of Arizona’s other public lands on another night. land (which requires a permit to travel on), and
old roads. Some of the old roads have had very Prescott National Forest encompasses a vast some private parcels. Our route would take us
little use over the past five years despite their 1.25 million acres in central Arizona, near the initially between the Juniper Mesa Wilderness
stunning beauty. We would encounter several town of Prescott. This national forest is home area and the Apache Creek Wilderness area

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
fourwheeler.com
Feature clutches & shift levers
there, we drove into Bagdad to top off our 4x4s’
fuel tanks and gather a few supplies.
Camp Wood was a military outpost estab-
lished 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
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.
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.
fourwheeler.com
The Participants
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.
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.
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.
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.
QVerne Simons and two hound dogs, Hank,

and Chili: ’74 Jeep CJ-5, AMC 304ci V-8, granny-
geared 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.
QBrit and Mason Mansell: ’12 Jeep Wrangler

Unlimited, Centerforce clutch and High Inertia
Flywheel, American Adventure Lab MASS system.
QMarco Hernandez: ’15 Jeep Wrangler

Unlimited, cooking gear, photography goodies, and
much more!
QJeff Mcallister: ’93 Jeep Cherokee XJ, AX-15

manual transmission, tons of nifty and inexpensive
overlanding modifications.
QNate, Jessica, Chris, and Cassidy Pickle:

’21 Jeep Gladiator Rubicon EcoDiesel, 39-inch
BFGoodrich tires, trailer.
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 trans-
mission, dual T-cases, Total Chaos Caddy 2 suspen-
sion (front), 63-inch Deaver leaf-springs (rear). FW

EV I
FEATURE
TOY R
SPONSORED BY

VAL /> 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
A classic 1980 Toyota
its durability and reliability
helped solidify the reputation
Toyota engines have today.
Ryan says he sees 17-20
perfectly outfitted for
mpg highway mileage.
off-road adventures
By Bruce W. Smith [email protected] Photos: Four Wheeler staff
W
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 trans-
mission, and fuel-efficient 20R 2.2L four-cylinder engine.
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.
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
|> 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.
-> 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.
fourwheeler.com
Feature TOY REVIVAL
<- |> 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.
-> /> 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
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.
“As I reflect on this spur-of-the-moment
adventure, I’m reminded that life is short,”
POINT YOUR PHONE Ryan says. “You need to live it. So, if you have a
CAMERA AT THIS crazy dream of seeing what’s at the end of a dirt
CODE TO SEE A MEGA
GALLERY OF PHOTOS road, buying that project car, or just changing
FROM THE 2020 your hair color, climb outside your comfort
OVERLAND ADVENTURE zone and live your life with no regrets.”

-> 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.
Feature TOY REVIVAL
<- 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.
<| 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.
AT A GLANCE
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
GIFT
AMERICAN-MADE
QUALITY
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.
FLOORLINER™ CUPFONE®
Made in USA
© 2022 MacNeil IP LLC
Tech
SOURCES
4 Wheel Parts
4wheelparts.com
ARB USA
arbusa.com
Jeff’s Bronco
Graveyard
broncograveyard.com
Milestar Tires
milestartires.com
Motive Gear
motivegear.com
Strange Engineering
strangeengineering.net
Ten Factory
tenfactory.com
DENTSIDE 1 Here, the front

axle is being
dismantled prior
to being sent out
for powdercoat.
1
2 Here’s the
pile of parts we
sent out to be
powdercoated.
2
POINT YOUR
PHONE CAMERA
AT THIS CODE TO
READ PART 1 OF
THIS F-100 BUILD
4 Prior to assembly,
we thoroughly
cleaned all the
parts after they
were returned from
the powdercoater.
4
I
n the August 2022 issue of Four Wheeler, 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.
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.
Understanding the Forces at Work

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?
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.
Other factors to consider when determining what axle ratio to go with
PART 4: Gears, include transmission gearing, transfer case gearing, and optimum engine rpm.
lockers, disc The Right Gearing for the F-100

We know our F-100 is not very aerodynamic, so we chose to go with a
brakes, and many 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
custom mods 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
By Ryan Kennelly [email protected] Photos: Ryan Kennelly 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.
Refresh
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 sand-
blasted and powdercoated. The rear housing also got a drain plug added for
easier maintenance intervals.
Front Axle
With the ring-and-pinions chosen, we needed new carriers for the lower
3 gear ratios. The ARB Air Locker has a proven track record, so that got
3 We chose a textured powdercoat for the final finish on all the parts.
Tech dentside
5 Here’s a look at some

of the new parts we
installed in Dentside.
5 6
7 Notice the fresh 6 The hubs and rotors needed to be
grinding on the assembled and they’re held together
knuckles. This is by the wheel studs.
clearance for the
brake calipers. axles includes larger carrier bear-
ings, 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.
7 Strange Engineering specializes in
racing applications and the high-
the nod. The F-100’s front axle is an open knuckle, high-pinion Dana 44 quality axle blanks are pre-machined, so all the company needs to do is
housing. Up until the Jeep Wrangler JK and JL came out, this was one finish them to the customer’s specs. This helps turn the parts around fast
of the best 1⁄2-ton front housings you could get and is still pretty tough for quick delivery.
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 Air Supply
Rubicon JL axle. In order to remedy the weak factory axleshafts, we got a Very few onboard air compressors measure up to the CKMTA12
set of Ten Factory chromoly axleshafts as a complete set (PN 22175). The ARB High Performance Twin On-Board Compressor. We’ve used this
axleshafts came out of the box factory assembled with a black oxide finish compressor on multiple builds and put it through the toughest conditions
and were ready to install. We used the RD116 ARB Air Locker and sealed and it flat out performs. We like to mount the compressor up high in
it up with an ARB cast diff cover (PN ARB750003). This additional the engine compartment and away from heat. In this case, we found the
armor will keep the oil inside the diff when the rocks attack. Examine inner fender near the battery made a great location and it was easy to
the diff cover shape closely and you will notice the cover is designed to route the wiring. The compressor comes with a paper template to mark
retain case pressure on the differential setup. Some axlehousings will flex and drill holes, so mounting was straightforward. ARB has some of the
under the strains of extreme use. So, any additional strength added to the most robust wiring looms, but we needed to shorten the loom instead
housing will help keep the case preload in the target specifications. 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
Rear Axle connector, using Delphi Metri-Pack 280 series pins in 10-12 gauge that
The F-100 came with a Ford 9-inch rear axle. The only parts we recycled we ordered online. On the business end of the wiring loom, ARB leaves
were the housing and brake backing plates. We used ARB Air Locker the terminal connection up to the installer. We chose to use copper
RD999, a carrier designed for 35-spline axles. Upgrading to 35-spline 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
8 that the CKMTA12 uses 70-plus amps when running, so all connections
8 The factory brake lines died must be up to the task.
a rusty death, so we fabricated The last wiring modification relates to locker operation. The default
new stainless lines.
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.

11
11 The rubber front brake hose is a rear brake-
application hose. Using redundant parts helps
to decrease the spare parts we need to carry.
9 10
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.
12 The rear 11-inch drum brakes received all-new components. 12 13
Stop it!
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 13 The stainless brake lines were fun to build, so we also made an extension for the diff vent.
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 uninterrupted during braking. Everything went together well, and the
in the wrecking yards have been picked clean and crushed. So, we opted quality of the parts was premium. They only lacked some sort of coating
to use a complete kit from Jeff’s Bronco Graveyard. The kit comes with on the cast-iron parts. We chose to use a high-heat paint to help slow down
all new parts and everything to install 11-inch single-piston disc brakes the rust.
on the old drum brake spindles. While the front axle got new disc brakes, we retained the rear axle’s
Nowhere on the Bronco Graveyard website did it say this kit would fit 11-inch drum brakes. Why is that? Well, 70 percent of your vehicle’s stop-
an F-100, but Ford did a great job of sharing parts across multiple plat- ping ability comes from the front brakes. The rear brakes’ support role is
forms. The disc brake installation instructions were very light. One must small, but when it comes to the e-brake, we want the biggest brake we can
have decent skills and understand vintage Dana 44 axles before commit- get to hold the F-100 in place on the trail. From the backing plates out, we
ting to an install like this. While the races were factory installed in the replaced all of the components with new.
hubs, the rotors and studs needed to be pressed together. The factory
Ford knuckles had to be clearanced so the Chevy calipers could travel Hydraulics
The factory drum brake lines from the front axle would no longer support
14 All these parts
14 were discarded simply the new disc brake kit. We created new stainless-steel lines designed to
because we wanted stay out of harm’s way when the trail gets nasty. In the rear, we used the
35-spline axleshafts. same stainless-steel line to replace the rusty, frozen OE equipment.
15 16
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.
Tech dentside
17 18
17 The Ford 9-inch appears stock but has a larger bearing 18 The ARB Air Locker assembly installed
diameter to accommodate the 35-spline axleshafts. into the high-pinion Dana 44 without a hitch.
19 20 21
19 This hole in the Ford 9-inch will soon be a 20 With the bung installed, the 21 Onboard air is a must for anything with pneumatic lockers.
threaded drain. The Ford 9-inch has no drain, so we new drain plug will be welded Airing up tires is a perk. We chose a CKMTA12 ARB High
added a weld-on bung to make fluid changes easier. inside and out. Performance Twin On-Board Compressor to provide air pressure.
22 Here’s a look at
22 the ARB Air Locker 23
switch wire loom
before we modified
its length.
23 With the Delphi
Metri-Pack 280
series connectors,
we shortened the
wire loom for a
form-fitting install.
Tires and Wheels (Round 2)

As you recall from Dentside Part 3, after being stolen the F-100 was 24 24 We soldered
returned to us without wheels and tires. Milestar Tires and 4 Wheel Parts copper lugs
in place
got wind of what happened and decided that we could use a little help
for a solid
on another wheel and tire package. This was incredibly generous and connection to
humbling. The off-road industry truly bands together like family. power ARB air
compressor.
What’s Next? While we aren’t ready to let the cat out of the bag on 26 Here’s how the
the engine and transmission upgrades, we can say that when installed the ARB compressor
pair should make a fun daily driver and off-road machine. We’re gathering looks mounted to
parts and spooling up for some big mods, so keep an eye out in future the fenderwell of
issues of Four Wheeler as we continue the build on Dentside. our F-100. FW
25 25 Both Milestar and

4 Wheel Parts stepped
26
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 back-
spacing so the tires will
clear the fenders at full
bump. The Patagonia
X/T tires measure
35x12.50R17LT and fill
the wheelwells perfectly.
Tech
VAMPED
RE
WRANGLER
POINT YOUR PHONE
CAMERA AT THIS
CODE TO SEE VIDEO
OF THIS INSTALL
SOURCE
Skyjacker Suspensions
318/388-0816, skyjacker.com
Skyjacker dual-rate coils and remote-reservoir shocks for the win
T
he Jeep JK Wrangler has been around since 2006 as a 2007 model year vehicle and This change isn’t all that the company has
has vastly changed and expanded the Jeep world on several fronts. The JK, with its done, however. Shock technology changes
coil-sprung, solid-axle suspension, was an evolution of the TJ Wrangler, and while rapidly in the aftermarket, and in keeping
the TJ is known for having a smooth ride, the JK was a definite improvement. with that Skyjacker has introduced several
Still, like most Jeeps, enthusiasts have been modifying JKs since their inception, different optional shocks for use with its suspen-
and the development of new parts to modify them has been steady since 2007. One sion systems, the latest being the ADX 2.0
of our favorite suspension companies, Skyjacker Suspensions, has kept its suspension Adventure Series line.
designs particularly fresh despite the passage of all that time. As of a few years ago, We recently got a chance to upgrade a ’13 JK
Skyjacker revamped most of its coil-based suspension kits, upgrading the company’s coil springs two-door Sport with Skyjacker’s dual-rate coil
from single-rate to dual-rate (the benefits of using a dual-rate spring are multiple, and we will touch springs and a set of ADX 2.0 Adventure Series
on some of those benefits later in this story). shocks. Here are the highlights.
■ 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 articu-
lated, 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.

■ 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 consis-
tent 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.
1 2 3
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.
4 5
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.

Tech revamped wrangler
6 7
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.
8 9
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.
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

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FIRST DRIVE
2022
4XE TRA
Quietly one of the most capable SUVs not named Wrangler
W
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).
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 forward-
leaning, class-leading SUV.
With incredible consumer acceptance of the Wrangler 4xe, espe-
cially 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.
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 [email protected] Photos: Courtesy of the manufacturer

ILHAWK
POINT YOUR PHONE

CAMERA AT THIS
CODE TO WATCH
VIDEO OF THE
2022 JEEP GRAND
CHEROKEE 4XE

FIRST DRIVE JEEP TRAILHAWK
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 horse-
power 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 approxi-
mately 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.
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 elec-
tronic 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-inch wheels.
Trailhawk models 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 During our drive, we found that the Grand Acceleration was surprisingly quick, and when
banging off the rebound springs off-road the Cherokee 4xe is easy to pilot and has a great the 2.0L turbo and motor are working together,
way a WK or WK2 Grand would. highway ride, due in part to the semi-active, it’s an impressive setup. One aspect of its PHEV
Distinguished by their blue accents, multi-link air suspension setup. More stable than vehicles that Jeep got right is E Selec, which
such as on towhooks, wheels, and badging, before thanks to a track width that is 1.4 inches offers three drivetrain modes. Hybrid is the
Trailhawk 4xes are fully skidplated, including wider than the previous WK2 model, handling is standard mode, where the Grand will optimize
a 3.5mm-thick battery skidplate to keep the precise, and with perfect steering, the Grand is an the drivetrain to determine the mix of internal
17.3 kWh battery shielded from trail damage. engaging partner on twisty roads. combustion engine (ICE) and electric assist for
Trailhawk 4xes weigh in at about 500 pounds the best combo of fuel efficiency and perfor-
more than their internal combustion siblings mance. In Electric mode, the Grand 4xe will
and are rated to tow up to 6,000 pounds. operate on electric power only until the battery is
Inside, the Trailhawk 4xe is gorgeously depleted or the driver requests maximum torque,
assembled and generously equipped with for example, at wide-open throttle or while
Capri leather-trimmed power seats with suede accelerating up a hill. E-Save mode prioritizes
inserts, heated front and rear rows, heated the ICE engine to save the battery charge for
steering wheel, 10.1-inch display, 10.25-inch later use, such as driving to a trail and running it
front passenger display, 506W nine-speaker on all-electric with a full charge. The driver can
Alpine audio system, cargo tie-downs, dual select from these modes with easily accessed
zone auto climate control, all-weather floor buttons to the left of the steering wheel and can
mats, and Uconnect 5 with Jeep off-road also choose to prioritize battery save and battery
pages. The Grand 4xe is roomy, quiet, and charge within the Uconnect system. The Grand
road-trip-comfortable. Cherokee 4xe will get about 25 electric-only

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 drive-
train—to power a campsite, for example.
One last note from our off-road 4xe experi-
ence: Whoever tuned the Grand Cherokee 4xe’s
stability control needs a raise. On hard-pack
trails, the Grand is tossable and fun, and shock-
ingly 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
miles on a charge and takes about 2.5 hours to With a real low range and five Selec-Terrain with a comprehensive list of standard features,
fully charge on a Level 2 plug-in charger at a max modes (Auto, Sport, Rock, Snow, and Mud/ and the government tax breaks and incentives
of 7.2 kW charging rate. Sand), the Grand felt ready to go at the press should blunt the sticker shock and bring it more
It is worth noting that there were a couple of of a button. On the rocks, the Trailhawk 4xe in line with its gas-powered siblings. If you are
times on the road where we felt a slight stumble excelled at crawling, flexing its fantastic brake in the market for an off-road capable, powerful,
as the powertrain transitioned between modes, traction control system, and a rear eLSD that efficient, luxurious, technology-forward, and
but it wasn’t the norm, and the drivetrain, for the proved to be responsive and effective, always comfortable SUV all in one package, the Jeep
most part, felt well-sorted. As we played with getting power to the wheel with traction (even Grand Cherokee Trailhawk 4xe is definitely one
the different modes, a new dimension to driving when one was off the ground). The 360-degree that should be at the top of your list.
emerged as we gamified our inputs to take surround view camera helped us to see trail
advantage of max regen and claw back some obstacles and past the hood on tall climbs and in QUICK SPECS
range after depleting the battery. battery-only mode, and the instantaneous torque Vehicle: ’22 Jeep Grand Cherokee Trailhawk 4xe
Though on-road is where the Trailhawk and responsive pedal made piloting the Grand Base price: $64,280
Layout: Front engine, 4WD, 5-pass, 4-door SUV
4xe will probably spend most of its time, Jeep through technical terrain confidence-inspiring. Engine: 2.0L 270hp, 295 lb-ft turbocharged direct-
made sure that it was engineered to be the Proving how important capability and the injected DOHC 16-valve 4-cyl engine; plus 134hp,
195 lb-ft electric motor; 375 hp, 470 lb-ft comb
most capable SUV in its class. In fact, Jeep enthusiast are to Jeep, the company equipped Transmission: 8-spd auto
proved the point by completing the Rubicon in our test vehicles with optionally available Transfer case: 2-spd
Curb weight (lb): 5,524
a Trailhawk 4xe on battery power only, relying Mopar rocksliders. Wheelbase (in): 116.7
on a single charge. In Texas, where we drove the Another driving aid in the Grand 4xe toolbox L x W x H (in): 193.5 x 77.5 x 70.9
0-60 mph (sec): 6.0
Trailhawk 4xe, Jeep put us on one of the most is Selec-Speed control, which acts like cruise EPA fuel economy: 23 mpg combined, 56 mpg-e
demanding off-road loops we’ve seen for just control for the trail. It proved to be easy to EPA range (combined): 47 fw
about any vehicle launch short of the Wrangler. modulate, keeping the Grand to a preselected

Tech
POINT YOUR PHONE

CAMERA AT THIS
CODE TO SEE
VERNE’S VIDEO OF
THE AXLE BUSHING
REPLACEMENT
UPPER ARM
STRENGTH
How to beef the Dana 30 passenger-
side upper control arm mount
W
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 /> The problem is the passenger-side upper control
add even more strength to the passenger-side upper control arm mount. With a piece arm mount on this WJ, and many solid-axle coil-
sprung Jeeps, uses a stamped steel part. The part is
of 1x8x1⁄8-inch plate we were able to box the top of this upper control arm mount, which greatly
fine for stock use and can take a surprising amount
increased its strength with only a little fab time, a hammer, and a welder. This mod will apply to any of abuse, but with a strip of steel plate it can be
Jeep with a solid front axle and a link suspension, including the XJ Cherokee, ZJ Grand Cherokee, made stronger. First, we cut a strip of steel to fit. This
TJ Wrangler, JK Wrangler, and the JL Wrangler. Here’s what we did. 1x8x1⁄8-inch plate will work just fine.

|> /> 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.
|> /> 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 ARM STRENGTH
|> /> <| \> 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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Tech
CORRO
CONQUES
SOURCES
T
B’laster
blasterproducts.com
Eastwood
eastwood.com
Permatex
permatex.com
Pro Form
proformproducts.com
POINT YOUR PHONE

CAMERA AT THIS CODE
TO SEE A VIDEO OF
HOW VERNE ATTACKED
RUST ON HIS JEEP
We try to stop or
slow rust with
known solutions
and a few old tricks
R
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).
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.
Rust Removers From the Pantry and Garage

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.
White Vinegar
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.
/> Chances are, you have some white We’d give that a 3-5 out of 10 for effectiveness. It worked, but not terribly
vinegar in your pantry because its typically
used for cooking and cleaning. We had well; hardly worth doing unless you can let the part soak for a while.
some and yes, it works. If you can soak
rust in vinegar for a while, it will come off.
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.
/> We soaked a rag with white vinegar
and let it sit on the hood.
-> After a few minutes some of the
surface rust was dissolved, but not all of it.
While we wanted this to work well, unless
the part can be soaked for a long time,
fourwheeler.com acetic acid (vinegar) just isn’t much help. FOUR WHEELER NOVEMBER 2022 69
Tech Corrosion Conquest
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…
We’ve heard folks say that you need to dilute the We bought this product at our local paint supply
molasses at seven parts water to one part molasses. house. It worked well on light surface rust and
It supposedly takes several days to remove the rust flash rust (like all these products specifically
while parts soak in the molasses water. We’re not designed for rust removal) but seemed to leave
patient enough for that and lack a tub large enough some of the heavier rust in place.
for a Jeep hood.
…this! Most of the large chunks of rust fell off, leaving

some nice clean metal (but a few spots of stubborn rust).
Molasses and Water
|> This is another one that had us shaking our
heads even while trying it, and honestly, we
A Potato and Baking Soda noticed almost no difference either soaking
<| We’re not sure where we heard this one a rusty part in molasses dissolved in water or
first, but some folks claim that you can remove rubbing it on a rusty surface. It may have done
surface rust by using a potato to massage something but we either ran out of patience or
baking soda into it. We were skeptical, but it did were so unimpressed that we gave up on this
work … a little bit. We’re guessing there is some quickly. Our rating: 2 out of 10. But maybe
chemical reaction (baking soda is basic; the you could use it to make ethyl alcohol … that’s
opposite of acid), and a little mechanical scrub- another fun chemistry experiment we will save
bing from the starch of the potato. Much like for another article … or gingerbread cookies.
the white vinegar, Mr. Spud and some baking
soda did remove some surface rust but had little Products Designed
effect on the heavier rust. We give it a 3-4 out of For Rust Removal
10—hardly worth doing unless it’s all you have. These are products specifically designed to
remove rust. Some are available at your local
hardware store, others from specialty auto body
After application, the fluid
supply houses or online. We have our opinions changed from amber to purple.
and preferences, what are yours?
Pro Form Rust Remover

/> 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
We admit we were skeptical, but this did work of the rust, turns purple, and then needs to be
on some of the lighter surface rust. We suppose wiped off. Rinse and repeat for heavier rust. We
it might work on heavier rust with more manual used it on a couple of places, and it seemed to
labor, but we’re too lazy to really spend much
time rubbing a potato on our hood.
work pretty well on lightly rusted surfaces. It left
a black coating on thicker rust that we assume
Yeah, you feel was the protective coating. It seemed like a good
funny doing this product to treat any small areas of rust or pitting
and you look where you can’t get all the rust off the metal. We
funny, too. This is after the product dried and was then washed
give it a 6 out of 10 on our arbitrary scale. You off, following the instructions, and using fresh water.
need to wear old clothes, gloves, and eye protec- It did clean up some of the lighter surface rust and
tion (as with any chemical). turned some of the heavier rust black.
fourwheeler.com
<\ 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.
Metal Rescue Rust Remover Gel /> The instructions say to cover the product with
plastic wrap and allow it to sit on heavier areas
|> This rust remover gel from B’laster, of rust. We used some old packing material and
the same company that makes PB B’laster left coats on for about 30 minutes at a time.
penetrating lubricant, is probably our favorite Then we cleaned the area with fresh water and Rust Dissolver Gel
re-applied the gel and the plastic.
of the professional rust treatments we tried. <| This product from Permatex works about
Why? Well, basically, it works, even on the as well as the other rust dissolving products
heavier rust and pitting. But it does have some /> After three or four applications of the gel you
we tried. It’s hot pink, which is nice if you’re
can see some real improvement on the hood.
drawbacks. The gel formula helps keep it in This stuff works, but slowly. into that. The instructions say to apply liberally
place, but the instructions recommend painting and work the gel into any pits or areas of heavy
it on about 1⁄8-inch thick and then covering it rust. Allow the product to sit for 5-10 minutes
with plastic wrap (we used some old plastic Eastwood Fast Etch and then wash it off with fresh water. Like the
packing material to cover it). This keeps the <| Yeah, you’ve probably heard of Eastwood other solutions that only sit on the surface for
product from drying, which would presumably when it comes to automotive restoration and a few minutes (with the exception of the gel
stop it from doing its job. The product needs to repair supplies. We’ve had this bottle of Fast covered in plastic), this product removes lighter
sit in place for an hour or two, though, and may Etch from Eastwood for several years, and it surface rust but leaves some of the rust in pits
need to be reapplied a couple of times. Still, still works even after all this time. The litera- or more heavily rusted areas. We’ll give it a 6
after three or so treatments it cleared up some ture claims that it will dissolve rust and leave or maybe 6.5 out of 10 in our rust remover test.
of the pretty heavy surface rust on our hood. a protective zinc-phosphate coating, and we
The drawbacks are the time that it takes, the buy that. We like this product, but like the Pro
mess (it’s messy), and the need to cover it. That Form, it doesn’t seem to do much on heavier
seems to limit the size of the area you can treat rust. However, you can watch it dissolve
at one time. We give it a 7.5 out of 10. B’laster smaller surface rust from sheetmetal as you
says the product is non-toxic, contains no apply it with a rag. Pretty cool stuff. We give
harmful or corrosive acids, alkalis, or solvents, this product a rating of 6 out of 10. Again, you
but please wear eye protection, gloves, and need to wear old clothes, rubber gloves, and
clothes you don’t mind damaging. eye protection.
Permatex Rust Dissolver Gel removes lighter surface rust,

like most of the other rust-dissolver products we tested.
Fast Etch from See? Hot pink.

Eastwood—it This one is also
does its thing on not good to get
lighter rust and on your clothes,
leaves a protec- skin, in your eyes
tive coating on or mouth, and
This is the first coat on a small area of the the rust that so on, so wear
hood where the rust was the worst. We used remains. safety gear.
disposable gloves, eye protection, and some That’s good!
disposable paintbrushes to apply the gel.

Tech Corrosion Conquest
Elbow-Grease or Electric
Rust-Removal?
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.
Sandpaper
<| Sandpaper is a classic tool for removing We love wire wheels on an angle grinder for removing
rust from metal, and it works pretty darn well paint and other grime from metal surfaces. It works
on light-to-moderate surface rust. You can do well for rust, too, but we noticed that on some of the
this the old-fashioned way, by hand, but one surface rust it seemed to polish the rust rather than
remove it. This method works in contoured areas, but
of the absolute best ways we found to remove the sander and abrasive pads work a bit better overall,
surface rust from this Jeep hood was to use in our opinion and experience.
sandpaper attached to the foam pad of an old
pneumatic random-orbit sander we borrowed
from our neighbor. This combo removed rust Wire Wheel
and rust-filled old primer from the old Jeep /> Using wire brushes or wheels is another one
hood relatively quickly. This is the method of our favorite methods for removing rust—as
we used on most of the hood. It works well, well as other grime and gunk—from various
except on deep rust or contours, and it’s great surfaces. Generally speaking, the faster the
on flat surfaces. We give it our highest rating wire brush moves and the thicker the wires
of 8.5-9 out of 10 for being the best method we that make up the brush or wheel, the more
personally used (this time). 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.
Abrasive Pads/Discs
/> A small pneumatic angle grinder with either |> This little pneumatic angle grinder with an
a 3M-style abrasive pad or a sanding disc is abrasive pad is great for getting rust off contoured
great for removing surface rust from more areas. On this kind of grinder, the pads don’t eat
away the metal like a sanding disc would, which is
contoured areas of a rusty part, but sometimes good as there isn’t a ton of metal here.
the sanding disc is too aggressive, and the
abrasive pad (which looks like Velcro) is too <| After chemically cleaning this area of the hood
we got after it with the grinder and abrasive pad to
forgiving. For that reason, we give this option a
remove what rust was left. The pad will eat away a
7-8 out of 10 as well. little of the metal and will leave some swirly scratches,
but that’s OK; they will eventually be hidden under a
Sandblasting/Mediablasting few coats of primer and a topcoat or two.
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
|> Sandpaper stuck on the pad of an old pneumatic filter clogs or you can’t see inside the cabinet
sander wins our test of surface rust removal methods. It
works, but the machine needs a lot of air to eat up the because of dust, a bad window, or a bad light.
rust (the compressor wasn’t happy) and requires frequent It is our opinion, though, that mediablasting is
paper changes. We used 180-grit stick-on discs. The the best way to clean up surface rust and more.
only thing that might be better than this at removing rust
would be blasting with sand or other media.
Its downfalls are that you can only clean some-
thing small enough to fit in the cabinet—you’ll
<| We used the DA, or random orbit, sander to “finish have to take larger items to a professional, pay
the job” and clean up the hood after the test—that’s them, and wait for them to do the job—but the
after all the chemical removers, wire brushes on angle results are the best and the task (when things
grinders, abrasive pads on angle grinders, and so on.
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 other customers), and instead of doing
and the dust can be harmful. For these reasons, your own manual labor you’ll need to spend
we give this method a solid 8-9 out of 10. The money to have it done. It’s not necessarily an
results may cost some money, but if you plan easy job. It requires the right equipment, and
ahead mediablasting is great at removing rust. the operator needs to know how to strip thin
In our humble opinion, paying a professional to metal without warping it or blowing holes in
mediablast paint, surface rust, and filler from it. Oh, and if the sheetmetal is rusted through,
an old body panel is the best option available. It mediablasting will show you that, with a result
does take planning (these shops have schedules that looks like Swiss-cheese. FW

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Feature GRANVILLE SALUTE Due to many requests, we’re republishing some of Granville King’s “From
The Backcountry” columns as space permits. These columns ran in Four Wheeler from 1984 until Granville’s passing in
1989 at age 70. Granville was a retired aerospace engineer and television screenwriter who lived off-grid in a trailer in Baja,
Mexico. His off-road experiences were many, and his storytelling was amusing, riveting, timeless, and unparalleled.

Feature GRANVILLE SALUTE

TECHLINE COMPILED BY VERNE SIMONS [email protected] PHOTOS: VERNE SIMONS
CHEAP JEEP XJ CHEROKEE BUILD TIPS

I have a ’00 Jeep XJ Cherokee Sport that’s pretty much bone stock. I want to build it up on the springs from anywhere that sells off-road parts,
cheap to fit 32-inch tires and hit some trails in southwestern Colorado. I know these Jeeps have been or keep your eyes peeled for used parts from
built 1,000 different ways but wondered if you have any tips or tricks that will help me keep the another XJ or even a TJ. Rumor also has it that
budget down while improving the off-road abilities of the Jeep without ruining its on-road manners ZJ front coils can add 1-2 inches of suspension
too much. I also found and scooped up an XJ Dana 44 rear axle for this build from a junkyard and lift to an XJ, but there may be more than one ZJ
will have it re-geared to work with the slightly larger tires. coil (some shorter, some taller) in junkyards.
MIKE
Other upgrades we would recommend are
VIA FACEBOOK MESSENGER adjustable lower control arms (again, available
new from several manufacturers or as used take-
Welcome to the addictive world of one of the most used and modified Jeeps. XJs were built for offs from an XJ, ZJ, or TJ). We would also highly
a long time and many folks have changed them to suit their needs, from mild to wild. I’ve owned recommend some sort of sway bar disconnects
at least three XJs, and you have a good one in one of the last model years built. It will have the for the front suspension. We really love the JKS
venerable AMC 4.0L I-6, a torquey and reliable engine that lots of enthusiast’s love. Behind it is sway bar disconnects for a few reasons. They are
most likely an AW4 four-speed automatic (although a few XJs had the 4.0L and an NV3550 five- relatively easy to use, tried and tested, and come
speed manual). From there you either have the NP242 or more likely an NP231, both of which are with a little stem that allows the front sway bar
great transfer cases for a mild build. Your front axle will be a low-pinion Dana 30, the same axle to be up and out of the way when not connected.
that came from the factory in the TJ Wrangler. Your rear axle is either a 29-spline Chrysler 8.25 For the rear, we would look at a set of long
or a Dana 35. The Dana 44 you found is a mild upgrade over the Chrysler axle (which is pretty add-a-leaf springs. These should add 2-2.5
strong but is unfortunately a C-clip-style axle) and a definite upgrade over a Dana 35 … it makes inches of suspension lift and the long ones don’t
a better boat anchor than an axle. make the ride that much harsher. You also can
find lift shackles for the rear suspension of your
As for cheap tricks that will help with your you want, and I think I know what you want. XJ to give it a 1-2–inch suspension lift. You will
build, I have a few, most borrowed from other First, to lift the front you won’t need much. also need some new, longer shocks, and those
enthusiasts who have built these rigs over the You will need either some new, taller springs upper shock mounts can rust and break on even
years. I would recommend lifting the Jeep 2-3 and shocks, or at the very least new shocks relatively rust-free XJs. For that, we recommend
inches and maybe also doing some fender and some coil spring spacers. Most of the coil the inexpensive Flag-Nut kits from Iron Rock
trimming for extra tire clearance when the XJ spacers on the market are inexpensive and Off-Road. As for the rear sway bar, take it off and
gets flexed out on the trail. A suspension lift for can be stacked (you can even just stack 3-4 forget about it unless you plan on doing lots of
an XJ is relatively easy to install and you can stock XJ coil isolators for some lift), but again towing with your XJ. It’s basically useless and
spend anywhere from a few hundred dollars we’d stay under 3-3.5 inches of lift max for just adds weight.
to a few thousand dollars, depending on what a few reasons. You can buy spacers or new 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
WHERE TO WRITE transfer case 3⁄4-1-inch. You can build your own
H ave a 4x4 tech question you want answered in Techline? Drop an email to [email protected]
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
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
volume of mail, electronic and otherwise, we cannot respond to every reader, but we do read everything.

the bolts you’ll need that are included in the kit. modifications like lockers and body armor. A great source for XJ information is the North
The other fix is a better long-term solution, but Luckily, these parts are readily available, and we American XJ Association (naxja.org) forums. The
it’s much more expensive and it includes adding would recommend inexpensive lunchbox-style forum is filled with cool modifications you can
a slip-yoke eliminator (SYE) to the transfer case. lockers like the Powertrax Lock-Right Locker. As make to your XJ, often using inexpensive parts
Again, many companies make and sell these for bumpers and rocksliders, many are produced as a source. Books could be written on the topic
parts (we’d lean toward an SYE from a company and sold for the XJ and finding good used of an XJ budget build, but between what we’ve
like Advance Adapters or JB Conversions). You’ll bumpers should be relatively easy. Also, with shared here and what you can find on naxja.org
need a new CV rear driveshaft, but if you are some knowledge of how the XJ bumpers mount we bet you’ll be busy for years to come.
lucky enough to have an XJ with an NP231 it would be pretty easy to build your own or look We’ve noticed a few Cherokee XJ Dana 44
T-case you can take a stock 4WD, 4.0L powered, to kits that help you build bumpers or rocksliders rear axles in our local pick-a-part junkyards over
Cherokee XJ front driveshaft and use it in the for the XJ. There are tons and a wide range in the past five years or so. They don’t pop up every
rear after the SYE has been installed. prices and options. Also, winch mounts, tire day, but they do exist. There seems to be a higher
Another way to save some cash on an XJ carriers, and more. probability (in our experience) of finding one on a
project would be to find and use some of the XJ fender trimming is also something we’ve ’88-’89 XJ for reasons we don’t understand.
8-inch-wide factory TJ wheels that Wrangler done a few times. The key is to make sure you
owners have cast aside. They’ll be strong and are cutting below and not above the spot welds
light and help allow wider tires on your XJ. The where the unibody is welded together. You can
used market is also full of TJ and YJ aftermarket trim below the spot welds for some clearance,
wheels that will fit your XJ. and for more you can often fold the pinch weld
After modifying your XJ to fit the larger over (with the spot welds intact) using a hammer
tires you may want to delve into some other and some care.
FORD TAURUS FAN ON ’51 WILLYS?

I am working on bringing a ’51 Willys panel van back from the dead. The panel van is like a Willys Wagon
like your Willys mashup you will need some sort
of controller that uses a thermostat switch to
built between 1946 and 1964 but doesn’t have windows in the sides and back. My plan, and I’m pretty
turn the fan on when it reaches a certain temp.
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
Those are available in the aftermarket, but they
V-8, TH350, NP203, and the eight-lug Dana 44 front and a 14-bolt rear axle. I’m currently in a place
are also the very fan speed controls we’ve just
where I’m trying to figure out how to keep the 350 and transmission cool despite the narrower grille of
complained about.
the Willys. I do have a custom aluminum radiator that should be plenty large, but I don’t have space for a
Another solution that some have used with
mechanical fan and wondered if you had any experience or recommendations for electric fans.
success is to repurpose a Volvo OEM two-speed
JEFF fan and two-speed fan controller (from a ’95 Volvo
VIA FACEBOOK MESSENGER
960). We have yet to play with either of those, but
the fan is said to be easy to work with even on a
This sounds like a cool project, and we can’t wait flat-out moves air. The fan is available at junk- non-Volvo radiator (much like a Taurus fan) and
to see it once it’s done. Your question is one we yards as well as reproductions from parts houses the two-speed setup is great for keeping the amp
get occasionally, especially with custom 4x4s, (we used the latter). In that vehicle there was a draw low unless full-boogie speed is needed. You
and is something we’ve played with in the past computer that would control the fan depending will still need some sort of compatible temperature
on some of our custom builds. We generally shy on engine temp and from there we built a sensor and you’ll need to figure out some of the
away from electric fans for 4x4s because you harness with heavy gauge wires and its own wiring, but if others have done it, you can too. This
can be in a lot of trouble if the electric fan quits dedicated relay (the Taurus fan has two speeds fan controller will also work with a Taurus fan if
working. Electric fans rely on several other items with high amp draw). In carbureted vehicles you already have one and want an OEM controller.
(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.
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.
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
After responding to Jeff’s question directly
Adventure CJ-6D, a short-nosed CJ-6 with a he sent us this picture of a Taurus fan on
tight cooling package. The Taurus fan was easy his ’51 Willys Panel project. Looks like it
to modify to fit on a custom radiator and it just fit just about perfectly! FW

CALENDAR
COMPILED BY JERED KORFHAGE [email protected]
November 1-4 November 10-13 November 15-20

What: SEMA Show What: Trucks Gone Wild What: 55th SCORE Baja 1000
Where: Las Vegas, Nevada at Redneck Mud Park Where: Ensenada, Baja California, Mexico
Hosted by: Specialty Equipment Where: Punta Gorda, Florida Hosted by: SCORE International
Market Association Hosted by: Trucks Gone Wild Info: score-international.com
Info: semashow.com Info: trucksgonewild.com
November 18-19
November 3-5 November 11-12 What: Trucks Gone Wild at Twitty’s Mud Bog
What: Death Valley Exploration Trip What: Savage Offroad Toys for Tots Where: Ulmer, South Carolina
Where: Death Valley, California Where: Pine Grove, Pennsylvania Hosted by: Trucks Gone Wild
Hosted by: Jeep Jamboree USA Hosted by: Rausch Creek Off-Road Park Info: trucksgonewild.com
Info: jeepjamboreeusa.com Info: rc4x4.org
November 25-27
November 6 November 11-13 What: Turkey Bog
What: Sasquatch Hunt What: Great American Crawl Where: Palatka, Florida
Where: Attica, Indiana Where: Big Bear Lake, California Hosted by: Hog Waller Mud Bog
Hosted by: Badlands Off-Road Park Hosted by: Mickey Thompson Tires & Wheels Info: hogwallerfl.com
Info: badlandsoffroad.com Info: mickeythompsontires.com
November 26-27
November 10-13 November 11-13 What: Ohio Ford Expo Fall Super Swap
What: Lone Star Jeep Club & What: Panamint Valley Days Where: Columbus, Ohio
Scrambler Fall Gathering Where: Trona, California Hosted by: Ohio Ford Expo Center
Where: Hot Springs, Arkansas Hosted by: California Four Wheel Info: ohiofordexpo.com
Hosted by: Hot Springs Off-Road Park Drive Association
Info: hotspringsoffroadpark.com Info: cal4wheel.com
WHERE TO SEND SUBMISSIONS

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

Stream the Best Car Shows.
Coming Next Anytime, Any Device.

Go to:
Month motortrend.app.link/fw
★FIRST DRIVE★
2022 GMC SIERRA No one plans on getting stuck driving oﬀ-road.
But when it happens you need to get unstuck
quickly and safely.
Bubba Rope
★UPGRADING★
A 1999 WRANGLER SAHARA
bubbarope.com Made in the USA

TRAIL’S END BY JERED KORFHAGE [email protected] PHOTOS: FOUR WHEELER ARCHIVES
Scott Strew’s Chevy was nine

feet wide, ten feet tall, and
built for unlimited fun
T
hink back in Four Wheeler history to Doctor Doolie, an ’81 front bumper and the paintjob was right now, tell us about it.
Chevy turned project monster truck with a souped-up 454, six Standard Chevy White. Among Snap a few high-resolution
47-inch backhoe tires, and a repertoire that included sled pulls Scott’s interior upgrades were a pics, send them our way at
and unforgettable wheelstands. Scott Strew’s ’86 Chevy K3500 rockin’ sound system, a CB radio for [email protected], and
had a similar powertrain and paintjob, and tires three inches shorter comms, fire extinguishers, an incli- let us know some highlights
than those on Doctor Doolie, but it could do something the exhibition nometer, and a cellular phone. of the build or your favorite
puller couldn’t—drive on the highway. Have a look back with us to Scott’s Chevy was like a memories. FW
the April 1990 issue of Four
Wheeler and 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 suspen-
sion 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 gear-
driven 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. stabilizers as well as the steering tortoise—it rolled around with a
Three inches of body lift final- box, linkage, and drag link from well-appointed house on its back
ized the truck’s rise to its new a 2-ton Chevy in the front helped at all times. The camper shell was
height. Because of the impres- aim the big truck while monster fit with custom upholstery, cabi-
sive lift, Scott cut and turned truck-style traction bars out back nets, a bed, and plenty of space
the front Dana 60 to relieve the kept it tracking straight and true. to store barbeque equipment.
driveline angle. Accommodating the truck’s Challenger measured in at nine
Six Interco Ground Hawgs massive meats required a feet wide by ten feet tall at its apex
measuring 44x18.50R16.5 significant reworking of the and carried a GVWR of 10,000
chomped at the dirt. Scott ran fender flares and running boards. pounds. Scott’s truck weighed
a pair of custom-built 16.5x12 Clearance lights graced the in at 8,476 pounds and he was
wheels in the front and 16.5x10 top of the cab along with five always ready with a vehicle code
wheels out back. Detroit Lockers high-output lights arranged in book to defend his right to operate
in each diff and 4.88 gears lightbar fashion. There was a Challenger on the highway.
helped get the traction to the 12,000-pound-capacity Warn If there’s a lifted truck like this
ground. Four Rancho steering MX12000 winch behind the in your past or in the driveway
FOUR WHEELER (ISSN 0015-9123) November 2022; Vol. 59, No. 11. Copyright © 2022 by Motor Trend Group, LLC. All rights reserved. Published monthly by Motor Trend Group, LLC, 831
South Douglas Street, El Segundo, CA 90245. Periodicals postage paid at Los Angeles, CA, and at additional mailing offices. Single copy price is $6.99. SUBSCRIPTIONS: U.S. APO, FPO and
U.S. Possessions $19.97 for 12 isssues. Canada orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only.
POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to FOUR WHEELER, P.O. Box 37198, Boone, IA 50037.

THE TOUGHER
THE TIRE,
THE EASIER
THE ESCAPE.
Any
Vehicle.
Every
Terrain.
REMOTE WORK.
BILSTEIN B8 5160 for JL Wrangler &

JT Gladiator
• Remote reservoir
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• Improves heat dissipation
• 46mm piston monotube design
• Lift height options: 2-3” and 3-4.5”
• Application specific tuning
• Includes reservoir mount kit
• OE specific hardware
• Optional billet clamp (shown)
• Limited 2 year warranty
WAY AHEAD.

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FIRST DRIVE ’22 CHEVY SILVERADO ZR2

THE WORLD’S LEADING 4x4 AUTHORITY

T MPLE WRANGLEL ARM BEEF UP S

RMAX2 1000 XT-R RMAX4 1000 LE RMAX2 1000 LE

FEATURES & EVENTS

38 CLUTCHES & SHIFT LEVERS

74 FROM THE BACKCOUNTRY

TECH & HOW-TO

64 UPPER ARM STRENGTH

60 2022 JEEP GRAND CHEROKEE

4 NOVEMBER 2022 FOUR WHEELER fourwheeler.com

The manual gearbox

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Keep up the coverage of homebuilt, low-budget

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“SUPPLY CHAIN ISSUES, RECORD-HIGH VEHICLE PRICES, AND PERSONNEL DISLO-

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FOUR WHEELER NOVEMBER 2022 11

-> DAKAR-INSPIRED STOPPING POWER

</ ARMOR YOUR JK

<- BALANCED PERFORMANCE

12 NOVEMBER 2022 FOUR WHEELER

\> UNIVERSAL BUNGEE

|> CRUISE QUIETER

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fourwheeler.com FOUR WHEELER NOVEMBER 2022 13

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Boundless Delica Universal Unimog

M725 on Boggers LMTV Life

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In the dirt, the Silverado ZR2 acquits itself

Overall, the Silverado ZR2 is a truck we could

fourwheeler.com FOUR WHEELER NOVEMBER 2022 33

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By Verne Simons [email protected] Photos: Verne Simons

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fourwheeler.com FOUR WHEELER NOVEMBER 2022 39

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QTrent McGee: ’64 International Scout

QBlair Anglin: ’16 Jeep Wrangler Unlimited,

QSean Holman: ’20 Jeep Wrangler Unlimited

QVerne Simons and two hound dogs, Hank,

QDoug Fletcher and Eladi Flores: Falken

QBrit and Mason Mansell: ’12 Jeep Wrangler

QMarco Hernandez: ’15 Jeep Wrangler