Almost all of the competitive Tough Trucks have axle trusses installed, and almost all of them are welded on (forget those bolt-on pretty chrome ones). On the subject of axles, which is better, IFS or solid? Interestingly, we've seen numerous IFS trucks run Tough Truck over the years, and amazingly, they've held up quite well. The downside to racing an IFS-equipped truck is that if you do fold the front end up after a massive jump, the fix time is substantially longer than that of a solid front axle, and more components tend to break and bend.
When it comes to solid axles, it seems that bigger is better. After all, a lot of pressure comes to bear on the axlehousing when the vehicle lands, and a Dana 60 will take the abuse much better than a Dana 44. A fun thing to do (and we all like fun things) is to calculate how much force is generated by using the simple formula: force equals mass times acceleration. Not only will your friends be impressed by your professorlike qualities as you do the math, but the astounding number you arrive at will illustrate the force dropped on your differentials by the falling weight of your truck.
If bigger is better, than wider is better too. Some drivers that race smaller trucks outfit their rigs with full-width axles. This enhances the trucks stability on the sweeping curves, thus eliminating the chances of rolling over. Another way of decreasing the chances of rolling over is to slow down, but then you lose a lot. The upside to rolling over is that you'll be the crowd favorite.
Many of the highly competitive Tough Trucks are designed much like desert racing trucks, with a minimum amount of suspension lift. This allows for more stability while blasting through corners, but requires significant body and chassis mods to allow for full wheel travel. The modified class allows for rear four-link suspension systems, multiple shock kits and coilover shocks, and redesigned shock mounting points. If you're on a budget, look into assembling a suspension that allows for full wheel travel while not creating a lot of height. Chances are you'll need to run smaller-diameter tires, but don't sweat it. Unlike trail riding you really don't need a lot of height for this type of off-roading anyway.
Under the Hood
It's a no brainer to conclude that what's under the hood of your Tough Truck will make a big difference in your overall speed around the track. A fire-breathing V-8 engine will easily outpace a worn-out six-cylinder, but both can become equal sputtering boat anchors if the carbs aren't adjusted correctly.
Fuel injection is the hot ticket for smooth, uninterrupted power over the bouncy track, but those racers on a budget sometimes can't afford a late-model truck sporting injectors and a pump. Hence, the trick is to correctly adjust your carb's float level so the engine doesn't flood every time you launch over a berm. This is most often done by trial and error. Superchargers and NOS are a no-no in both the stock and modified class, but the modified class allows for all the go-fast high-flying stuff like moving the engine back for better weight distribution (up to 15 percent), relocation of the radiator, and the installation of a fuel cell.
Synopsis
Building a competitive Tough Truck can be as easy or as complex as you desire it to be. It all depends on how bad you want to win. It's one of the few forms of grassroots racing that invites you to drive like a total maniac and be rewarded with cash and prizes.
As with all forms of racing there are rules, and you can request them from Special Events at 317/236-6525. Drivers tell us that the bottom line is to beef your truck so that it can take the abuse without breaking. After all, you can't win if you can't finish the race.