4-Wheel & Off-road welcomes letters to the editor. Letters must include an address or a telephone number so the sender can be verified. Once verified, your name may be withheld at your request. Letters published in this magazine reflect the opinions of the writers, and we reserve the right to edit letters for clarity, brevity, or other purposes. Due to the large volume of mail we receive, we regret that we cannot reply to unpublished letters or return photos. Digital photos must measure no less than 1600 x 1200 pixels (or two megapixels) and be saved as a tiff, an Eps, or a maximum-quality jpeg file.

Write to:
Editor
4-Wheel & Off-road
6420 Wilshire Blvd.
los Angeles, CA 90048-5515
fax 323.782.2704.

E-mail to:
4wheeloffroad@sourceinterlink.com

Reader: I really enjoyed your "2008 4x4 of the Year" test. I was really pulling for the new JK Wrangler rubicon, but i knew its weak minivan engine would prevent it from winning. Jeep's new owner, Cerberus, needs to drop a torquey turbodiesel in this sucker now! I couldn't help but notice how the Wrangler's current engine compartment looked like a carbureted engine from the late '70s. Black engine hoses everywhere!
David spreitzer
Via 4wheeloffroad.com

Reader: I'm a long-time subscriber and off- roader. I love the magazine and most of your opinions. I've learned a ton and built some pretty capable rigs with your help and ideas. Now that the big sloppy kiss is over, you have got to be kidding me! I'm sure this will be one of 10,000 letters you get about your "4x4 of the Year" selection, but maybe i can make my point. I'm a lover of most anything fourwheel- drive and can certainly appreciate everything that is built with true quality and craftsmanship. When i buy a vehicle, there are many aspects that factor into my decision to purchase that vehicle. I don't imagine that my "factors" are that much different from those of most people who read this rag. Quality, driveability, creature features, off-road capability, curb appeal, fuel effi ciency, and comfort are some of the things that i look for. I think that you guys look at all of these things in your 4x4 of the Year selection.

The big piece that I think you're missing is value. How can you compare, fairly, a $32,000 rubi, with a $71,000 land Cruiser? You know lamborghini made a $200,000 four-wheel-drive suv back in the '80s. Would it have been fair to put it against a class of xjs, yjs, Explorers, and s-10 Blazers? No? So why are you guys doing it now? As I read through some of the letters that you publish, one thing keeps ringing through: Not everyone has bottomless pockets. This is why we ask for help, ask for less expensive solutions, and try and do things ourselves. You guys do a lot of "low-buck buildups" for the same reason. We (the readers of your rag) want the best bang for our buck. The land Cruisers are great vehicles, but I could buy two rubicons and have $7,000 left over to add a lift, tires, a winch, a cage, and other goodies. Value has to be a factor or criteria for future evaluations.
Erik sears
Via 4wheeloffroad.com

Editor: You've made a very valid point, much better than most who wrote in decrying our choice of a megabuck land Cruiser. But truth be told, a high price counts against a vehicle four times in points, which we designed to level the playing field. A question to ask is if all these vehicles we tested were the same price, would the toyota still have come out on top? For my money i'd buy two rubicons as well and party hearty with the extra $7k, but guess what. Me buying a new rig won't ever happen!

Reader: Ahlan wa sahlan (in English: hello and welcome). I am a 4-Wheel & Off-road fan from saudi Arabia. I started reading in 1999, and I love to wheel with my '01 toyota GX-r land Cruiser 100 with a K&N air filter and an Old Man Emu suspension. Sometimes i drive to my dad's farm or to the desert and have fun all day and camp at night. In saudi the best 4x4s are the toyota, Nissan, Chevy, and Ford, but my favorite is the Nissan super patrol. Why don't I see land Cruiser or Nissan patrol parts like fuel injection, ignition upgrades, drivetrain, or computer tuning?
Abdullah M Al-Hajry
Via 4wheeloffroad.com

Editor: Thanks for the e-mail. It's nice to know we have friends who wheel around the globe. The aftermarket parts you are asking about aren't available because not enough people want them in the u.s. Sure, you do and so does anybody that wants to hop up their patrol, but we unfortunately don't get the patrol in the u.s. Try and find a local company to make stuff, and maybe they can corner the world market on patrol accessories!

Reader: I love the magazine, but i have tried to submit various rigs to readers' rides and haven't had any of them printed. Yet i have noticed that two times the same rigs have been in readers' rides. The first is Jason Carr's '89 trooper (Dec. '05 and Nov. '06). I blew that off because he had changed wheels and tires and did some fender trimming. But when scott Cowee got his '91 s-10 in twice (July '07 and Jan. '08), i couldn't stand it and i had to say something. Not only was it the second time it was in there, it was the exact same picture. Call it jealousy if you want, but it's the fact that i've tried so many times to get my rigs in to no avail. I currently own an '02 Ford F-250 super Duty with 315/75r16 Goodyear Mt/rs on stock 16x8 wheels, bds 3-inch leveling kit, 7.3 turbodiesel with a power programmer and straight-through 4-inch exhaust, and AEM Brute Force intake, ranch Hand front end replacement housing a 9,000-pound Warn Winch, Weston nerf bars, and taillight protectors. Other than not having lockers, it goes where and when i want it to. You should comb through every issue to see if someone's rig has been printed or not, or maybe set up a data sheet where you just have to type in their name that will show if they have been in.
Robbie Evans
Bentonville, Ar

Editor: Wow, we never caught either duplication, and sure didn't do it on purpose! We receive too many entries to check all our back issues, and sometimes there are a few people who try and do this on purpose. Tell you what, send us a photo of your rig with a reminder of this conversation and the usual fields filled out, and we'll make sure you get in readers' rides next time.

Reader: I sat down to read your article "racing through the Years, 30 years 1977-2007," (Nov. '07), hoping to read about some milestones in off-road racing history. I discovered that your target date starts off in 1977, yet the articles does not mention 1977, but starts in March 1978 with Evans' '72 F-150. Did Drew Hardin forget that the article was about 30 years of racing, and not 29 years? Did Hardin not find anything worthy to write about from the races in 1977? What about the ih scout? I have noticed that petersen's tends to ignore the international scout, as if it's not worthy to have a place in the same pages as the rest of the off-road trucks. But the history of the scouts speaks for itself and proves that it is a truck that does deserve to have honors in petersen's mag

In my opinion neglecting to mention that Jerry Boone of parker, Arizona, finished first at Baja 1000 in 1977, making the run in 19 hours and 58 minutes (2 hours ahead of a Jeep CJ-7), is a gross overlook by the boys at petersen's. Also, Boone ran faster than the Class iv modi- fied 4x4s. The history is there, Mr. Hardin, you only had to do a little legwork. You never mentioned that sherman Balch won the world off-road championship in 1977 (the renowned s.C.O.r.E event in riverside, California). Also three other finishers along with Balch also drove scouts. Balch also won the Baja 1000, the Mint 400, and three grueling events in the fall of 1978 at lake Geneva, Wisconsin. He later went on to win virtually all major off-road races in 1982 offered on the West Coast/Mexico circuit by winning the Baja 250, Baja 500, Baja 1000, Mint 400, and parker (Arizona) 400 driving ssii scouts.

I love to read this mag and i find more information on builds in it that helps me to Design the build of my scout, but the only places i ever see a scout in its pages are in either readers' rides or the Whoops! Sections. People are still building scouts and advancing the technology, but we never see this in petersen's. We only see Jeep, Chevy, Ford, and so on. The accomplishment of the people driving the scouts to wins goes unwritten; that also goes the same for the builds. I am disgusted with Hardin, who can't count to 30 and fails to mention the scouts and their drivers who took top honors with the greatest 4x4 (in my opinion) to have ever rolled off the assembly line.
Kevin Gardner
Reno, NV

Editor: First off, thanks for all of that info. Our readers appreciate it as much as we do. Also, we love scouts so much that the scout was picked as one of our choices in "Best 4x4s of all time" (Feb. '08). Just to be sure, we have even included the photo we used in that story of Brett mccullen wheeling the Woodpecker trail in his highly modified scout. Now, if you read the whole racing story like you said, you'd know that we pulled vintage stuff from the pages of the mag, instead of going back in time and rewriting what wasn't there.

I forwarded Mr. Hardin your letter and he replied: "rick hit the nail on the head. My assignment was to present highlightsof the racing coverage this magazine has done over its 30-year history, not write a racing history with a scout-lover's slant.Compressing that much material into just a few pages meant that we had to make some tough decisions about what to run and what to leave in the archive for another day. As for my mathematical abilities: is it my fault the magazine didn't cover racing until 1978? For crying out loud, that was eight years before i even joined the magazine!"

Reader: I am really getting tired of reading other peoples' complaints about small petty crap. I have been reading this great magazine since 1997, and i am always impressed with the creative ideas that you all come up with. Now, i understand that not everyone can be pleased, but people-let it go! I was reading in Box (Jan. '08), and the main complaint was that the uajk was contaminated with Dodge parts. Oh the horror! The very idea of taking a part off of a vehicle and putting it on a different rig! What, is this a sacrilege? I thought the main goal of building a truck was to be different and creative. I remember when you could not just buy a kit, or if there was a kit available, it was more than one could pay. A person had to make due with what he could find and afford.

My point is this: if you want to be a "purist" and believe Jeep parts only belong on Jeeps, then believe that. However, if someone else wants to think outside the "red Jeep on 35s" box, then let them. Being different is the name of the game. Building the next better thing and experimenting is why we do what we do.
Ron Barnes
Norfolk, VA

Editor: We're still laughing about the "red Jeep on 35s" concept. You said it better than anyone so far! OK, that's the last word about that, and hey we're all moving on to Some other subject, because we have let it go!

Well, that's what this concept is being called around the office. Officially, this is the renegade (remember them?) and is "an 'eco-friendly' vehicle with minimized use of materials-designed for those who want to enjoy the earth while taking care of its future," says Jeep. So now you see where it earned its nickname. the renegade is powered by a lithium-iron battery pack with a range of 40 miles and a small-displacement Bluetec diesel engine. the two allow the green Jeep to go 110 miles on a gallon of fuel, says Chrysler.

To raise public awareness of severely injured service personnel, the Arkansas Crawlers 4x4 Club will raffl e this Jeep a er this year with proceeds going to the Wounded Warrior project. the custom '07 Jk, which was donated by Superlift, has been fitted with a 6.1l Hemi and Chrysler 545rF transmission, Advance Adapters Atlas transfer case, Dynatrac high-pinion axles with Detroit lockers and tom Woods driveshafts, a 4-inch Superlift rockrunner suspension system, 37-inch interco irOC tires on 17x9 Walker Evans bead locks, and raffl other accessories from Mopar performance, Street & performance, American Expedition Vehicles, Bushwacker, katzkin, Hi-lift, and powertank. painter Joey Hutson executed the artistic tribute in Dupont colors.

The Wounded Warrior Jeep will be given away in a random drawing on December 1, 2008. the $25 sweepstakes ticket is tax deductible. For more information, log on to www.warrriorjeep.org.

Want diesel power for a project vehicle? gale Banks Engineering is selling brand-new gM Duramax 6.6l diesel engines from its Bankspower warehouses in Southern California. these are new Duramax engines assembled by Dmax-ltd in Moraine, Ohio. They nclude the cylinder block and heads, full rotating assembly, valvetrain, Vg turbocharger, Egr system, fuel system, oil pan, water pump, flywheel housing (with gM bolt pattern), wiring harness, flexplate, and front damper. the engines are priced at $14,989 each (plus applicable taxes, handling, and shipping), come dressed with factory equipment only, and do not include an ECu, fan, A/C compressor, alternator, or starter. Hey readers, wanna see a D-Max in our Avalanche? Contact Banks and request it for us! go to www.bankspower.com.

Here's another name out of the past: Big red (seen here in camo) is what Honda will call its side-by-side utility vehicle (or MuV for multiuse vehicle) when it goes on sale this summer. look for a liquid-cooled, 675cc fuelinjected engine; automatic transmission (with reverse); fully independent suspension; and a tilting cargo bed. No word yet on a price.

Ford is recalling some 1.2 million '97-'03 F-Series Super Duty pickups and Excursion SuVs, all powered by the 7.3l power Stroke diesel, because of problems with the engines stalling. According to a report in Automotive News, a sensor in the engine is prone to failure, which would cause the engine to stall. Ford will replace any faulty sensors.

"I am a loadmaster (flyer) in the united states air force," began brandon fertig's e-mail to us. "I can barely get my hands on your magazine while I am deployed. All my friends and I are 4-wheel & off-road crazed! I love the magazine so much I take it on my c-130 to read when i am not scanning for threats over iraq and afghanistan."

* A research firm that monitors online auctions and retail sales reports that Wrangler owners are among the most active when it comes to buying parts to modify their rigs. During 2007, Wrangler owners bought between $1,300 and $1,500 worth of accessories for their Jeeps per month, with almost half of those being exterior parts-tops, bumpers, bumper carriers, and doors. interior products and tires and wheels round out the top three most-purchased accessories.

* This Is Something The Detroit 3 don't want to hear: Now that their all-new diesel pickups are on the market, rising oil prices have sent the cost of diesel fuel to all-time records. According to the los Angeles times, the cost of diesel rose 20 percent between August and November 2007, hitting a record $3.40 per gallon average in the u.S. in November. We're seeing $3.99 here in los Angeles. rising fuel costs are sure to impact us in other ways, too. Says the times, Diesel is the fuel that drives world commerce. Diesel engines move 94 percent ofall freight in the u.S., 95 percent of all transit buses, and 95 percent of all heavy construction machinery." Sinceso many goods are moved by truck, train, or ship-all diesel powered-"you raise the price of diesel fuel and you raise the price of everything."

* Suzuki has announced it will market a midsize pickup for the North American market based on the Nissan Frontier. Nissan, in fact, will manufacture the truck at its Tennessee plant. the truck will debut at the Chicago Auto Show and go on sale in the fall.

* As we were going to press we learned that the Senate approved an energy bill that would raise fueleconomy standards to 35 mpg by 2020. the reports we read-from reuters and other news agencies- indicated those standards were for cars and light trucks. Current regulations hold trucks to a lower fueleconomy standard than passenger cars-an average of 22.2 mpg compared to 27.5 mpg for cars. the bill will move to the House of representatives, where it is expected to pass and then go to president Bush. The White House has indicated Bush will sign the bill.

* Mileage Requirements may grow even higher in California now that a federal judge has ruled the state can set its own standards regarding greenhouse gas emissions. the state wants to put strict limits on emissions, particularly carbon dioxide, in the "fight against global warming," said governor Arnold Schwarzenegger. Automakers, on the other hand, have seen these limits as a de-facto means of raising fuel-economy standards, since burning less gasoline is the primary eans of reducing reenhouse gas emissions. Automakers aren't against better economy, they say, but do not agree that a state should be able to set tandards that are different from the federal rules. According to the los Angeles times, some estimate the fuel-economy standards in the state could rise as high as 43.5 mpg by 2016, far eclipsing the 35-mpg federal standard in that justapproved bill.

4-Wheel & Off-Road welcomes letters to the editor. Letters must include an address or a telephone number so the sender can be verified. Once verified, your name may be withheld at your request. Letters published in this magazine reflect the opinions of the writers, and we reserve the right to edit letters for clarity, brevity, or other purposes. Due to the large volume of mail we receive, we regret that we cannot reply to unpublished letters or return photos. Digital photos must measure no less than 1600 x 1200 pixels (or two megapixels) and be saved as a tiff, an eps, or a maximum-quality jpeg file.

Write To:
Editor
4-Wheel & Off-Road
6420 wilshire Blvd.
Los Angeles, CA 90048-5515
fax 323.782.2704.

E-mail To:
4wheeloffroad@sourceinterlink.com

Reader: I am curious about the latest status of Project Fun Buggy. This build really has me intrigued as it is something I have always wanted to do. Right now I am a third-year mechanical engineering student but started as a machinist in high school. I will be building a buggy as soon as I have a garage. I have been looking for books about how to figure out the geometry of a four-link suspension. Do you know of any? How did you figure it out for Fun Buggy? I was also wondering if you could send me your solid works file.
Matt
via 4wheeloffroad.com

Editor: The Fun Buggy seems to be continuing at a seemingly slow pace, but in actuality it is moving along nicely. The coverage over the last three years has given all the info on the build, but unfortunately we do not have an index. Keep reading and we'll plan to put together a synopsis at the end of the build with all of the info you need. Plus check out our Web site for the complete story.

Reader: I was reading the latest issue showing the off-road rigs in Australia. In one of the captions it described some of the tires they were using called Simex. The writer stated he would like to get a hold of some of these extreme tires to try in the states. Have no fear, they are already here. I googled Simex tires, and lo and behold, it had photos of a Land Rover in Colorado showing off the tires. There were also links to tire stores here in the U.S. where you could purchase them. Simex is mostly an American company and most of what they sell are big construction rig and airport vehicle tires. But, they are now making those off-road tires as well. Check it out and let us readers know. See ya.
Ronald Moore
via 4wheeloffroad.com

Editor: Thanks. We hope to do that for you as soon as we can.

Reader: I don't usually write in but I felt compelled to say a few things. I just wanted to say that in my opinion the UAJK is a large, overbearing, overly complicated, over-the-top, utterly unnecessary, complex, overbudget, and unattainable rig...and I also wanted to say that I love it! The fact that you looked at that JK and said "I wonder if I could..." embodies the heart and soul of the jackstand build-it-next-to-mom's-old-furniture garage wheeler. The average garage wheeler looks at that rig and says the same thing, only you were able to use the wonders of media resources to do it. So props to the guy who finds a junked XJ body and sees a unibody tube buggy, or sees a bedless two-wheel-drive 'Yota in someone's backyard and scrounges the money to tow it home. Thanks for keeping it real. Let me know when you send the Ultimate Adventure my way. I'd be glad to come out and share a day in the dirt with ya'.
Doug Silvera
Kingston, TN

Editor: Thanks. That's the attitude we hoped would be garnered by the UAJK. Keep reading!

Reader: I'm a Canadian off-road addict. I fell off my chair in spasms when you published the article "Cheap Little Boxes" (July '07), because I had just acquired an '89 S-10 4x4 Blazer two-door with a 4.3L V-6. It's great that you've thrown a bone out to us guys who buy pre-'90s boxes and build them for stout trail performance; not everyone can build up the newer crap on the market. You mentioned in the article that you could "probably fit 33s." Well, I want to tell all the S-10 guys that it's not quite true. Even with liberal zip-cut action and offset wheels, the most to hope for is 32/11.5s. I tried on 33s but the cab corners stop you from turning with anything bigger than 31-inchers (stock height torsion cranked). If you're not afraid of a sledgehammer, after you zip off a couple pounds of excess fender you can "persuade" the extra 3 inches of clearance. Be careful if you have a stick because afterwards the floor is a lot closer to the clutch end stroke. I just wanted to share my experiences, as I know it will help because my "Blaze" is an epic success.
Jonny c.
Wheelin' north of sixty in Yukon.

Editor: Thanks. We enjoy making other wheelers aware of what's available. Send us a photo of your Blazer to readersrides@4wheeloffroad.com.

Reader: Every month I look forward to getting your magazine. It always has something that applies to me. Whether it is my Chevy truck and towing related or my homebuilt Cherokee, at least some part interests me. I was reading my most recent copy and noticed how many people complain. One guy complained that all you cover are Jeeps and Hummers. I want some of the crack that guy's smokin'! I decided to try to see things his way and looked for oddball wheelers. I found a straight-axle S-10, a fullsize truck, 'Yotas, Isuzus, Nissans, Fords, Jeeps, Chevys, Dodges, and my personal favorite, Jeepspeed Cherokee catching mad air. Do some folks have nothing better to do than write you guys and tell you how to do your job the way they want? Well I just want to say you're doing a hell of a job. Keep up the good work. Please continue building crazy high-dollar crap I'll never see. I like crazy stuff. The amount of engineering you go through inspires me to build myself a big-block 'Zuki. Please continue to cover brand-new trucks and crossovers I'll never care to afford. The only, and I mean only, thing I would like to see in your mag is the XRRA. That's neat! So, keep putting out a great mag and I'll keep forking out my 10 bucks every year without complaining.
Kris Mcleran
via 4wheeloffroad.com

Editor: Enough said. Thanks! Oh, and check out the coverage of XRRA racing next month!

Reader: I received my stuff a while ago, and I thank you for the decals and keychain from the paint contest you had for your Toyota. They were most appreciated. I was wondering, however, about the license plate I never received. If you ran out, what happens to our addressed envelopes with postage? Do they just get chucked away and then we have to resubmit them if you ever have that deal again? This is a waste of money and effort on the people who didn't get one. It is kind of upsetting to follow the instructions of my favorite magazine and then not get a plate that I can proudly display. I realize it was a first come, first serve thing, but what about all of us whose mail takes longer to get to California? We get the shaft, since it will be less likely that ours will be part of the first come, first serve thing. I guess I was just really looking forward to getting a plate and am disappointed that I haven't got one.
Brian Wendt
Manitowoc, WI

Editor: Brian, believe it or not, we sent a plate out to everyone who followed the directions, and even some that couldn't. The limited offer instructed readers to enclose a certain size self-addressed stamped envelope with the proper postage on it. Some people sent dollar bills and no envelope to us, some forgot to write their address on the inner envelope, and some even enclosed a couple of quarters! Add the fact that the post office doesn't always deliver the mail you send and that some people couldn't even get enough postage on the first letter, and you see what we had to deal with. We're sorry you didn't get a plate, but if you send us a great photo of you and the magazine in an awesome place for Coolest Reading Places, we'll try and get you a plate.

Reader: This is in regards to "Seatbelt Etiquette" from Bob Greene (In Box, Dec. '07). I have a '48 Jeep Willys, completely stock sans a new Solex carb. I just wanted to note that perhaps seatbelts can be a dangerous thing. I fold my windscreen down when I wheel, so if I flip over (hasn't happened yet), it won't shatter and impale me. But without a rollcage, the top of the Jeep only comes up to the bottom of my ribs. So if I have a belt on and I'm stuck in it and it goes bottom-up, I'm getting broken in half. So I take it off when I wheel, so hopefully I'll get flung free if something were to happen. Which I think would agree with Texas law if the cops stopped me at the lake. For a pre-'60s vehicle to pass state inspection, seatbelts aren't required unless they came from the factory with stock attachment points for belts. Which leads me to my question: Did the Jeep Willys come with seatbelts originally? It kind of looks like the guy just drilled holes and bolted them on, but that could be original. I can't find blueprints or answers online anywhere. Any help would be appreciated! I'll send pix when I get back to the States.
Amy Hertel
Southwest Asia

Editor: The photo in question seems to show a Scout II with factory seatbelts. However, on a flatfender it's easy enough to drill a hole for a seatbelt mount, since they weren't factory. Mine's kept me inside for over 30 different rolls and flops. However, almost any law enforcement officer, coroner, or experienced off-roader knows that the lack of a belt won't save you except in the far-freakish circumstance. The odds are that the vehicle will roll over you after you've been flung out, and kill you in the process. I've personally had a belt mount break during a violent roll, and I wasn't flung out. In fact, if I didn't have the cage to protect me and a bit of common sense, I wouldn't be here right now. My first roll was off a 30-foot cliff, in a flatty, without a cage, but with seatbelts and the windshield up. If not for that windshield, I would've been splattered right there and then as I laid upside down in the dirt. Conversely, yes, I have taken my belt off when I was on a barren, windswept goat trail high in the mountains (don't ask where), but I was also on the uphill side, idling dead slow and praying at the same time, since the angle was about 45 degrees with a 1,280-foot sure drop to death if I even flinched. Looking back, I'm not sure there was anything to grab onto if I had made it out of the Jeep! My advice? Install a rollbar and cage, and be safe.

Typically, SUVs are in the news because of their gas-guzzling or because some tree-hugger has set a bunch of them on fire. Not this time. Chevy unveiled the '08 Tahoe hybrid at the Los Angeles Auto Show in November. It's powered by a 6.0L Vortec V-8 joined to the electric Two-Mode hybrid system developed by GM, Chrysler, Mercedes-Benz, and BMW. When the Two-Mode is combined with the V-8's cylinder deactivation system, the fuel economy improves by 30 percent overall and up to 50 percent in the city. That puts the 2WD Tahoe's 21-mpg city mileage on par with a four-cylinder Toyota Camry. And the 4WD model isn't far off at 20 mpg. The Tahoe's technological advances earned it the 2008 Green Car of the Year award by judges at the Green Car Journal-a panel that included the executive director of the Sierra Club. The Sierra Club liking an SUV? Now that's news.

Green was definitely the theme at this year's Los Angeles Auto Show. The environmentally friendly (or, at least, friendlier) trucks making their debut included:

'09 Chevy Silverado Hybrid, which uses the same 6.0L V-8/Two-Mode electric hybrid system as the '08 Tahoe, making it "the most fuel efficient pickup" when it hits the market next year, according to Chevy General Manager Ed Peper.

'09 Dodge Durango Hybrid, another recipient of the Two-Mode hybrid system, this time mated to a 5.7L Hemi V-8. Look for a 25 percent improvement in overall fuel economy, with city mileage rising by 40 percent.

Porsche Cayenne Hybrid Prototype, not yet scheduled for production, is a gas/electric hybrid, with an electric motor sandwiched between the gas engine and transmission. Porsche's goal is to reduce the SUV's fuel consumption by a third.

If Toyota's '08 Sequoia looks familiar, that's because it's essentially a Tundra from the driver seat forward, with minor trim changes to the front end and interior materials. Not only does it get Tundra's looks, it's also available with the pickup's 381hp, 5.7L V-8. The multi-mode 4WD system uses a lockable center unit for road use and 2.62:1 low-range with electronic aids for the trail; hold the button long enough and they can be turned off.

Behind the A-pillar, a fully boxed frame carries an all-steel IRS system with coils, air available. A new, top-grade Platinum model offers adjustable suspension damping for its 20-inch wheels. The new Sequoia is just an inch longer and wider than its predecessor, though it has gained 600 or so pounds, with tow ratings near 8,000 pounds for the 4.7 and 10,000 for the 5.7. We found a low-line model with air suspension and 18s to be the best performer off-pavement, but it's still better suited to towing a rig to the trail head.

Don Alexander, a member of the 200-mph Club and a racing instructor, was our trail guide recently when Hankook let us sample its new Dynapro ATm RF10 all-terrain tires on several trails near Big Bear Lake, California. The tires were up to everything thrown at them, which included basic two-track roads and steep climbs over loose rock. The new tires are available in a wide range of metric and flotation sizes, with fitments for wheels from 15 to 22 inches.

Jeep has announced that it's expanding the availability of the 3.0L, V-6 diesel in the Grand Cherokee to include Laredo models. That means the diesel is now available in three Grand trim levels: Laredo, Limited (shown), and Overland. In addition, the cost of the diesel option in the Limited and Overland models has been reduced by $1,000.

Long-time journalist (and 4WOR contributor) Sue Mead was among several off-road industry movers and shakers recently inducted into the Off-Road Motorsports Hall of Fame in Reno, Nevada. Mead was inducted along with racing pioneer Mickey Thompson; desert race promoter Walt Lott; Funco founder Gil George; four-wheeling pioneer Bill Bryan; and racers Frank "Scoop" Vessels, Dick Landfield, and Edo Ansaloni. On hand for Mead's induction were fellow off-road journalist (and former P.R. guy) Bill Baker (center) and Hall of Fame Executive Director Bob Bower.

You read that right. The nonprofit organization dedicated to responsible off-roading is entering all its new and renewing members into contests to win gear from companies such as Goodyear, Warn, Cabela's, and Coleman. Seen here is Scott Jackson from Denver, who won a Coleman prize package in a recent membership drawing. To get in on this great deal, visit www.treadlightly.org.

Last month we told you about the robotic Chevy Tahoe, nicknamed "Boss," that was taking part in the DARPA Urban Challenge, a competition between vehicles that drive themselves in a mock urban environment. Turns out that "Boss" was just that. The Carnegie Mellon University Tartan Racing Team Tahoe earned First Prize (and $2 million) in the Urban Challenge, beating 10 other teams over the 60-mile course. The vehicles were required to operate entirely autonomously, without human intervention, as they obeyed California traffic laws and performed maneuvers such as merging into moving traffic, navigating traffic circles, and avoiding obstacles.

Nine-year-old Cody Day is a cancer survivor whose father, Dave, helped to motivate his recovery with the promise of building a Jeep for a father/son trip on the Rubicon Trail. Cody's cancer is in remission now, and he and his father will take a little detour on their way to the Sierras this summer. They'll use their project Wrangler-built with help from ARB, Jeeps R Us, and others-to deliver wheelchairs and medical supplies to farmers in Oaxaca, Mexico, during Easter. The Jeep is the first Help-Encourage-Rescue-Organize (H.E.R.O.) vehicle program sponsored by the Motive Club, a group of automotive enthusiasts that donates its net profits to charities and other worthy causes. Dave and Cody's trip will be featured in the Motive Club's online magazine at www.motiveclub.com.

Many of you wrote to us wondering where to find the Michelin shoes we mentioned in our October column ("Michelins for your Feet"). According to a Michelin P.R. rep, "The process of breaking through the established brands in this category takes time, and initial projections for securing retail placement and distribution in were aggressive and optimistic." In other words, they're still working to get them in stores. We'll let you know when that happens.

Many of you also took us to task for reporting in December that Honda was "first to market" with electric power steering (EPS) in its Foreman 500 4x4 ATV ("ATV Power Steering"). Yamaha was, in fact, the first to have EPS at dealerships on its Grizzly ATVs. But a Honda P.R. rep said Honda was the first to announce the innovation, so it laid claim to being the pioneer. Bottom line: We're just glad these companies are making it easier to muscle these big ATVs around.

* Prior To Making A Big splash at the L.A. Auto Show with a new hybrid version, Dodge's Durango was mentioned as one of several Chrysler products that could be axed in the coming years to reduce new-model overlap. Trade journal Automotive News reported that Jeep's Compass and Commander were also "on the bubble." Maybe the hybrid will keep Durango in the model mix for a while longer.

* Gale Banks Continues to make strides in diesel performance. His Duramax-powered Sidewinder Type-D drag-race S-10 recently made an 8.648-second quarter-mile pass at 150.06 mph, setting an NHRA record.

* Reader Robert Johns e-mailed us "with some positive news, for a change," for local Texas/Oklahoma("Texoma") four-wheel-drive enthusiasts. The city of Bridgeport, Texas, has donated 300 acres for use as an ORV and hiking trail park. The park was still under construction when Robert wrote us, but you can check in on its progress at www.torc4x4.org.

* The 9th u.s. Circuit Court of Appeals has ruled that the fuel economy standards for '08-'11 light trucks need to be rewritten, as they aren't tough enough on carbon dioxide emissions. While the court is looking to reduce greenhouse gas emissions (and their effect on global warming), the automakers countered that changing the rules at this point could just delay progress on the emissions front, since their product planning-and efforts to meet the tightening fuel economy standards-is already well underway. We haven't heard the end of this

* Sema Informed Us That members of the House Natural Resources Committee met to consider legislation that would set aside an unprecedented 24 million acres of public lands in the Northern Rockies. This land would be designated as "wilderness" and by definition, motorized recreation would be strictly prohibited in these areas. While the bill has bipartisan support, the sponsors of the measure and a vast majority of the cosponsors are from eastern states. The breadth and magnitude of lands affected by this bill has turned this into an east-west debate. During the hearing, Congressional members representing the affected states expressed their vehement opposition to the bill. In addition, representatives from the U.S. Forest Service and Bureau of Land Management testified on the administration's opposition to the measure. While it is safe to assume that the bill, as written, will not become law under the current administration, this could change in the future depending on which party controls Congress and the White House.

In Factory Form The JK Is A Very Capable machine; with a few modifications it's even better. One of the cool aspects of this new Jeep is that it really doesn't have to be heavily modi- fied to get oversized wheels and tires underneath it. in fact, with a 3- or 4-inch suspension system, 35-inch tires can be stuffed under the fenderwells without any clearance issues. This keeps the JK's center of gravity low, making off-highway travel much safer. Without a doubt, the Wrangler JK has been one of the hottest-selling off-road vehicles for Chrysler this past year and a half.

We have put together a compilation of the latest suspension systems from the top aftermarket manufacturers. if you have a new Wrangler, we are quite sure you'll enjoy sifting through this list and finding out what the manufacturers have to offer.

Old Man Emu offers a 2 1/2-inch lift for both two- and four-door Jeep Wrangler JKS. The kit is designed to work in conjunction with the Jeep ESP system and provide improved ride and handling characteristics and greater wheel travel. Easy to install, this suspension has multiple coil rates for both front and rear, and the kit utilizes custom-valved Old Man Emu shocks. A track-bar relocation kit is optional.
ARB USA
888.427.2872
www.arbusa.com

BDS offers this 4 1/2-inch pro-ride suspension lift kit for the four-door JK and a 4-inch lift for the two-door. This kit features four pro-ride coil springs, bumpstop extensions, front Ultimate sway-bar disconnects, solid rear sway-bar links, a pitman arm, front and rear track-bar relocation brackets, brake-line relocation, front and rear lower control arms, and rear upper adjustable control arms.
BDS
517.279.2135
www.bds-suspension.com

Superlift's Black Diamond 3-inch system offers ideal coil-spring rates, adjustable front track bar, closed-cell foam compression travel dampers, and three performance shock options: hydraulic, monotube gas (Bilstein XT series), or monotube gas with a remote reservoir (XTr series). Options include the Xtreme Terrain swivel links that replace the factory axle-toframe links, front sway-bar disconnects, and a high-clearance steering stabilizer.
Superlift Black Diamond
888.299.4692
www.superlift.com

Clayton's JK suspension 3 1/2-inch system is designed to run 35-inch tires, and the 4 1/2-inch system is designed to run 37-inch tires. This system can be installed using basic handtools. The kits include adjustable control arms and either Currie Johnny Joints or Clevite mechanically bonded rubber bushings. An adjustable front track bar and a rear track-bar relocation bracket are used with the systems. An optional adjustable rear track bar is available to allow pinion angle adjustments when using a Cv-style driveshaft. The kit also includes JKS front sway-bar disconnects, rear extended sway-bar links, front and rear bumpstops, front and rear extended brake lines, and 3 1/2-inch or 4 1/2-inch coils. Shocks are sold separately. Bilstein 5100 shocks are offered as an option with these systems.
Clayton Off Road
203.757.0339
www.claytonoffroad.com

The rockJock system allows for clearance of 37-inch-tall tires (with minor trimming) on two- or four-door JKs. The kit gives 11 inches of rear wheel travel and 9 1/2 inches of front wheel travel when used with recommended shocks. This kit includes Johnny Joint adjustable control arms, coil springs, a front urethane bumpstop kit, rear bumpstop spacers, a rear coil-spring retaining kit, a front and rear DOT-approved stainless braided extended brake-line kit, front and rear track-bar relocation kits, a relocation kit for the tops of the front shocks, a relocation kit for the bottoms of the rear shocks, front Heim-jointed adjustable sway-bar links for use with the stock front sway bar, rear Heim-jointed adjustable sway-bar extended links for use with the stock rear sway bar, and a dropped pitman arm. Shock options include rancho 9000X or Walker Evans.
Currie Enterprises
714.528.6957
www.currieenterprises.com

Donahoe racing built a suspension system said to be able to handle not only rocks but also Baja or a desert whooped-out road at speed. The system includes front and rear panhard bar brackets, rear sway-bar links, a stainless steel brake-line kit, bumpstop spacers, a hardware kit, front lower and rear upper and lower control-arm links, steering drag-link assembly, 4-inch dual-rate springs, Donahoe racing monotube shocks, and a high-steer flip kit. Optional components are front and rear adjustable panhard bars and front upper control-arm links.
Donahoe Racing
951.279.8000
www.donahoeracing.com

This 5-inch long Arm Crawler system converts the factory front four-link arms to a radius-arm design, while the rear receives extendedlength replacement arms. radius and link arms are constructed of 5/16-inch-thick steel and use rotational urethane joints for unrestricted articulation. The system includes a pitman arm, front and rear track-bar brackets, and sway-bar links. Fabtech provides replacement lower rear shock mounts that increase ground clearance by 1 inch over stock.
Fabtech
877.432.2832
www.fabtechmotorsports.com

Daystar's 1 3/4-inch lift will allow your JK to run 33-inch tires. The kit includes polyurethane coilspring spacers that position above the factory springs. The spacers provide extra insulation to the suspension. Also included are extendedlength polyurethane bumpstops for the front and rear. rear sway-bar spacers are also supplied to avoid bar-to-exhaust interference. The system will work with the factory shock absorbers, or longer shocks can be purchased to restore extension travel. in addition to the 1 3/4-inch suspension lift, Daystar offers 3/4-inch coil spacers to offset the height lost from adding heavy aftermarket accessories.
Daystar
800.595.7659
www.daystarweb.com

This 4- to 6-inch long-arm system is a complete replacement suspension. The system handles tires up to 37 inches and utilizes a four-link front-axle mounting configuration for a true and correct caster curve, and improved antidive geometry throughout the entire range of wheel travel. Utilizing a true long-arm rear four-link, the rear axle is attached to the frame by four pivoting links. The result is linear wheel travel and axle articulation, improved antisquat geometry, no-binding movement, and reduced bushing wear. it uses 2x0.250-inch-wall DOM tubing for the lower trailing-arm assemblies for serious rock dragging, and 1/4-inch-plate laser-crafted bracketry. This is a fully Bolton system.
Full-Traction Suspension
800.255.6464
www.full-traction.com

The rancho 4-inch long-arm rockcrawler suspension system offers greater articulation and increased ground clearance for demanding off-road performance. This system includes the rancho-only, double-cushion high-articulation bushings, front and rear track-bar relocation bracket, heavy-duty, quick-disconnect front sway-bar end links, and forged pitman arm. This rancho system is engineered for optimal steering geometry and to minimize bumpsteer. The system works with up to 37-inch tires.
Rancho Suspensions
734.384.7804
www.gorancho.com

The kit uses spacers to raise the front 3 inches and the rear 1 inch to produce a level ride. The rear suspension is virtually unaffected so no shocks are required, but the front gets new shocks and an adjustable front track bar to prevent bumpsteer. The kit also includes front sway-bar end links, a rear track-bar relocation bracket, a front brake-line drop-down bracket, and all hardware. Because the kit retains the factory coils, one part number fits all JK models. The installation of this kit should only take about two hours.
Revtek
877.543-8869
www.revtek.com

The Stage iii 6-inch JK long-arm system for the four-door JK maintains a lower roll-center for off-road stability. The longer lower control arms are built from laser-cut 3/16-inchthick steel plate and come equipped with aerospace-grade high-angle rod ends and polyurethane bushings. The lower control arms connect to the new high-clearance crossmember, which adds more turning radius and obstacle clearance. The relocated, longer, adjustable upper control arms increase travel and lower the roll center. The upper arms come with adjustable aerospace-grade high-angle rod ends and polyurethane bushings. The high-clearance bellypan integrates attachment points for the lower arms and adds chassis rigidity. Also included are\ hydraulic billet bumpstops, which use a camlock design to engage the factory bumpstop mount. The front track bar is equipped with adjustable rod ends and polyurethane bushings. The system includes MX2.0r reservoir front and rear shocks and allows the use of 37-inch tires.
Pro Comp Suspension
619.216.1444
www.explorerprocomp.com

The rock Krawler X Factor plus suspension system for the new Wrangler JK features adjustable high-clearance lower control arms front and rear. in the rear the system uses an independent three-link conversion with adjustable antisquat geometry. The kit features frontspring retainer clips and rear-shock relocation brackets for improved ground clearance. The system is available in two heights: the 3 1/2-inch kit for 35-inch-tall tires, and 5 1/2-inch for 37-inch-tall tires.
Rock Krawler
518.270.9822
www.rockkrawler.com

Designed with its new performance 2.2 series shocks, rough Country's 4-inch suspension kit provides near factory on-road ride quality and enhanced off-road performance. The 4-inch suspension also includes unique front and rear coils for two- and four-door models. An adjustable front track bar, front sway-bar links, a rear track-bar drop bracket, brake-line brackets, and cam bolts to adjust caster alignment finish out this complete lift kit. rough Country also carries a 1 3/4-inch and an economy 2 1/2-inch suspension.
Rough Country Suspensions Systems
800.222.7023
www.roughcountry.com

The rockfather 4-inch suspension system for JK Wranglers by rocky road Outfitters features numerous suspension rates to choose from. Three springs are available for both front and rear to allow for a custom suspension and optimal ride comfort for two- and four-door Jeeps. The system includes springs, shocks, brake lines, front and rear quick disconnects, front and rear track bars, front and rear extended bumpstops, and front and rear cam alignment bolts.
Rocky Road Outfitters
888.801.7271
www.rocky-road.com

Rubicon Express JK radius long-arm suspension system consists of upper and lower chromoly control arms, Gen ii disconnects, rear swaybar end links, front and rear coils, front and rear bumpstops, front and rear stainless steel brake lines, front and rear track-bar relocation brackets, a heavy-duty front adjustable track bar, a front crossmember assembly, a rear control-arm-mount assembly, and a chromoly drag link. Components and geometry have been engineered to keep pinion and driveshaft angles in phase while eliminating jacking and unwanted suspension squat. The company says that properly valved rubicon shocks provide sure-footed traction and good off-highway performance. The 3 1/2-inch system accommodates 35-inch tires, and 4 1/2-inch allows the use of 37-inch tires.
Rubicon Express
866.533.7706
www.rubiconexpress.com

Rusty's 3 1/4-inch suspension kit is performance at a reasonable cost, designed to add articulation to perform in the toughest conditions. Using 3-D computer modeling to design, this kit offers a factory style ride and handling. rusty's 3 1/4-inch suspension kit gives the clearance needed for 35-inch tires. The rusty's kit comes complete with front and rear coil springs, front and rear adjustable track bars, and four rusty's Hydro shocks.
Rusty's Off-Road
256.442.0607
www.rustysoffroad.com

The value Flex Kit is available in a 4-inch lift for the four-door Wrangler JK, and 5-inch lift for the two-door. Heavy-duty parts and Softride coil springs offer control on and off highway. The kit features front and rear Softride coil springs, lower links with polyurethane bushings at both the frame and axle ends, front double-disconnect sway-bar end links, rear extended-length sway-bar end links, front and rear track-bar relocation brackets, brake-line extension brackets, front bumpstop spacers, rear bumpstop relocation brackets, and a transfer-case lowering kit. The system will accommodate 35x12.50r16 tires.
Skyjacker Suspensions
318.388.0816
www.skyjacker.com

The 4-inch TeraFlex JK suspension system was designed and tested to offer performance on and off road, while retaining factory suspension mounting points. Several innovative features are found in the exclusive rear-spring retention spacer that is attached to the frame and will not drop out even during extreme articulation. The system includes: 4-inch lift springs, bumpstops, rear spring guide and retainer, front sway-bar disconnects, a front adjustable track bar, a rear track-bar bracket, rear sway-bar links, extended brake lines, Vss shock absorbers, upper and lower Modular FlexArms, and all necessary hardware. The system is designed to fit up to 37-inch-tall tires
Teraflex
801.288.2585
www.teraflex.biz

The Superlift 4-inch-lift system is basically a taller version of the 3-inch Black Diamond lift (see "leaves to Coilovers," nov. '07) and it features ideal coil-spring rates, an adjustable front track bar to ensure proper bar and steering linkage phasing, closed-cell foam compression travel dampers, and three performance shock options: hydraulic, monotube gas by Bilstein (SS series), or monotube gas with a remote reservoir (SSr series). popular options include the rockrunner swivel links that replace the factory axle-to-frame links, front sway-bar disconnects, and a high-clearance steering stabilizer.
Superlift Suspension Systems
318.397.3000
www.superlift.com

Trail Master's 5-inch suspension system comes complete with control arms utilizing exclusive chromoly-encased flex-joint technology for performance, as well as front and rear coil springs, front and rear track bars, front and rear drivelines, and Trail Master's exclusive SSv shock absorbers. This system also allows the use of up to 35-inch-tall tires for improved looks, handling, and ground clearance.
Trail Master Suspension
928.636.7080
www.trailmastersuspension.com

Tuff Country recently released its new Jeep Wrangler JK suspension lift kits. This high-performance suspension system uses adjustable components, which include upper and lower control arms, track bars, and sway-bar end links. The components utilize Heim joints to eliminate suspension binding. Tuff Country also offers a 2-inch spacer kit and a standard 4-inch performance kit.
Tuff Country
800.288.2190
www.tuffcountry.com

The Synergy Stage 3 Suspension System features front track-bar relocation bracket, draglink flip kit, rear track-bar relocation bracket, and adjustable upper and lower control arms. The lower control arms are manufactured from high-quality crush resistant 1 3/4 x 0.188-inchwall 1026 DOM tubing. The control arms use Currie Enterprises Johnny Joints for performance and durability. OEM style rubber bushings are also used in the control-arm assemblies to minimize road vibration. The control arms and drag link use double adjuster-sleeve and pinch-bolt assembly, which allow for easy adjustment without removal. Also included in the kit are a sway-bar disconnect system, progressive-wound coil springs, and front and rear track-bar relocation brackets. These move the track-bar mounting position thus increasing suspension roll-center height, which improves handling on and off road. Them system is completely bolt-on.
Poly Performance Inc.
805.783.2060
www.polyperformance.com

All Good Things, as they say, must come to an end, including our retrospective series about the 30-year history of this magazine. Over the past 12 issues we've shared lots of editorial highlights (and a few lowlights) produced by the men and women who have worked hard to bring you the best off-road magazine possible. To close our series, we thought we'd check out the other side of the house-the advertisers that paid the bills to make this whole magazine thing possible.

Like our writing and photography, 4x4-oriented advertising has changed a lot during the past three decades. As we went through our back issues, we felt the most interesting ads were from the earliest years. So what you see here is a trip back to the glory days of disco, bellbottoms, and gas crises: the late 1970s.

When you live in Southern California, there are just some things that are guaranteed. Our gas prices will always be the highest in the country. Traffic is always going to be an issue. Emissions laws will always be the most stringent in the country. And summer wild fires will always cause massive destruction.

Every summer here numerous wildfires jump up across the state. Naturally, they all have different causes; some are from careless campers leaving their fires unattended, some are set by arsonists, and others have unknown causes. These fires often destroy thousands of acres of land, homes, businesses, roads, and sometimes our OHV trails before they are brought under control and extinguished. This was the case with the recent Horse Fire outside of Alpine, California. The fire started July 23 in Horse Thief Canyon and destroyed 16,681 acres, injured 23 people, and burned for seven days straight until fire crews achieved full containment July 30.

Part of the acreage that was burned by the fire included approximately 85 percent of the Corral Canyon OHV area located in the Cleveland National Forest, effectively closing the area to OHV use. Over the next few months, plans were made to reopen the area to OHV recreation as quickly as possible while limiting access to sensitive areas damaged by the fire. Richard Tull, the new OHV Program Manager for Corral Canyon, decided to put out a call to the local off-road community for assistance. An e-mail regarding two volunteer days to help reopen the area was dispatched by Tull and quickly circulated around the local e-mail lists and forums.

On the first day, 42 volunteers gathered at the Four Corners staging area to work out the plans for the day and to load supplies. These volunteers represented several clubs and organizations including the Jeepaholics.com Web site, San Diego 4Wheelers, Just Runs 4WD Club, Tierra Del Sol Four Wheel Drive Club, San Diego Adventure Riders, San Diego Land Rovers, and the San Diego Off-road Coalition. The assignments were divided up, and teams set out to their appointed projects. These included trail marker replacement, trash collection, sign replacement, and of course fence installation. We tagged along with the fencing crew and installed fencing along Bronco Peak to keep people on the trail and off of the sensitive burned areas. Over the next eight hours, we drove about 2,000 fence posts and installed about a mile worth of fence before calling it a day. The second day saw 21 volunteers assembled at Four Corners on a cold, foggy, windy, and rainy morning. Despite the weather, the volunteers managed to install an additional half mile of fence and remove more debris from the trail.

Thanks to the hard work of the volunteers and members of the Forest Service, the first stage of the plan to reopen the Corral Canyon OHV area was a success. According to Tull, the first section of the OHV area was scheduled to reopen later in the year to recreational use. However a large portion of the area will remain closed due to major fire damage and erosion concerns. Once County crews finish shoring up areas of concern, the rest of the OHV area will be reopened as well. For more information on Corral Canyon, contact the Forest Service at Corral Canyon OHV (www.fs.fed.us/r5/cleveland/recreation/ohv/corral.shtml) or call 858.673.6180.

Racing Baja is neither for the faint of heart nor the novice full of more bravado than brains. But somewhere in between, the die-hard desert denizen will race the Baja again and again, regardless of money, time, or winning the race. It's like a bad habit, and unfortunately the fix only comes once a year. Here's a brief primer and some cool photos for you speed-junkies who live for Baja or dream of it.

The first race down Baja was in 1962. David Ekins and Bill Robertson Jr. managed to ride their 250cc Honda motorcycles from Tijuana to La Paz, keeping track of their time by checking in with telegraph offices along the way. It took both riders around 40 hours to complete their race, Ekins being the first to finish. A few years later racing enthusiast Ed Pearlman founded the National Off Road Racing Association (NORRA), and named the route the Mexican 1000. The first "official" race had 68 vehicles, and it grew over the years. The last NORRA race was in 1973, as a fuel crisis the following year canceled the annual Mexico 1000.

By 1974 the legendary Mickey Thompson founded SCORE and resurrected the event, but they were only allowed to run the northern section, with loop courses starting in Ensenada, Mexico. It wouldn't be until 1979 that the Baja 1000 as we know it would start to take shape, using Ensenada as the start and La Paz as the finish. The event has attracted racing legends Parneli Jones and Ivan "Iron Man" Stewart and has even been host to a British Prime Minister's son, Mark Thatcher, who ran it in 1982.

Countless small towns line the web of deserted roads, crisscrossing through deserts, mountains, and beaches. Each road has its own uniqueness about it, yet still ties you to the history that is Baja. On the race course, the long roads of Baja make up the most treacherous, tire-shredding and bone-jarring terra firma the world has to offer. A driver's endurance is tested by what could be the longest or fastest 40 hours of his life. Endless dust, rocks, and blood-boiling temperatures all tear away at the participants as they burn over the never-ending road. The GPS coordinates are all keyed in on the prerun made by the teams in preparation of maintaining course during zero visibility at speeds in excess of 100 mph. The course layout changes from year to year. The terrain includes pavement, flat desert, steep boulder fields, and bottomless sand pits, and not to be overlooked are the countless whoops, washouts, and the locals' favorite, booby traps.

A wide variety of competitors and vehicles creates the magic behind the Baja 1000. Rows of off-road enthusiasts line the start, awaiting their turn at glory. Motorcycles and ATV classes from 125cc to 650cc are the first to start the race, then four hours later comes the rumble of the 800-horsed Trophy Trucks as they plunge into the dusty abyss. Following suit is a field of buggies and trucks that make up the 22 different classes of the Baja 1000. Probably one of the more crowd-friendly competitors and definitely one of the most underpowered is the Class 11 stock VW Beetle. These guys really know the meaning of "getting it."

Looking to get a close-up view of the race? Come early-at least a day ahead! Most onlookers set up camp in advance. With a record-breaking 431 official starters in 2006 there was plenty of action to be seen. Don't be discouraged if you can't find your sweet spot to spectate right off the bat. There are plenty of good vantage points to be had; just move around a little and find the spot that's right for you.

Course maps are released in October on SCORE's Web site, and you don't have to be a desert racer to know that the race usually begins in Ensenada. If you are lucky enough to secure a place at the wash downtown, you will have the luxury of seeing the racers still sporting their panels and launching over some good-size jumps, but don't blink-these guys are fast.

If you have a taste for big air, take a drive about 30 miles east of Ensenada and you will land in Ojos, the place where year after year big air happens. For a look into what kind of crazy pit action takes place, swing into San Ignacio, known for being one of the bigger stops of the race. The north and south sides of town provide great views of the highway crossings.

Be in La Paz for the celebration as the first competitor arrives at the finish line. It will be early morning, but the emotion of the moment is sure to awaken the sleepiest of spectators.

Next year marks the 40th anniversary of the 1,200-mile race and will be run on a completely different pass from Tijuana to Cabo San Lucas. For more information contact SCORE at www.score-international.com

Four-wheeling is my life. I began exploring the great outdoors with a stock '87 diesel Trooper II that would teach me at an early age the importance of driver ability as opposed to relying onexpensive equipment. Fresh out of college with a degree in writing, it was my passion and knowledge with four-wheel-drives that secured me a position at one of the fastest growing 4x4 shops in Wilmington, North Carolina. An avid reader of 4-Wheel & Off-Road over the last 10 years I knew that the mag was looking for a new guy, so with fingers crossed I mailed off my application in hopes of becoming the next feature editor. A few weeks later I would get the phone call that turned my world upside down. After a phone interview with Editor Rick Pw, I was invited to fly out to Southern California, where I would participate in a tire test in mud, rock, sand, and snow.

So there I was sitting in an airport terminal anxiously awaiting the start of my five-day interview as a Feature Editor of Petersen's 4-Wheel & Off-Road. This was far beyond simply a job, but rather a dream that I never imagined could be realized. Who would have thought a simple Wilmington, North Carolina, boy would ever have the chance to write for the magazine that he has followed for so many years?

I hoped originally to use the seven-hour cross-country flight to figure out a few things about my new digital camera, but in my rush to gather the essentials, I mistakenly grabbed the other owner's manual that was written entirely in Spanish. Doh! Somewhere between the puzzled expression on my face and my failing attempt to put that damn camera neatly back into its holder, the passenger next to me sparked a conversation. He was a retired Los Angeles County defense attorney who schooled me on the gang problem, the horrendous traffic, and the fact that you can never trust anyone, although he did say the weather was nice. It was a long flight.

Armed with only a cell phone and two overstuffed bags, I muscled my way through the hoards of people that lined the drop-off area in front of Burbank Airport. After a few confusing minutes on the phone I spotted Rick Pw in a slightly abused green JK Wrangler. Originally the plan was for me to fly out and help with a tire test that was to consist of two test vehicles (Feature Editor Jerrod Jones' Blazer and Rick's M38 A1 Jeep), six sets of tires, and three days in the elements.

As fast as a phone call is made, the entire test was put into jeopardy. Jerrod's Blazer had lunched the flexplate and torque converter on the trans. With the test scheduled to start first thing in the morning, there was a bit of urgency to get the Blazer repaired. We headed over to South Bay 4x4 where Jerrod had towed his Blazer for emergency surgery. Luckily for us, the owner, Frank Gilliland, had located an upgraded flexplate and converter and would be able to install it that evening. The decision was made to leave Jerrod with his Blazer at the shop and for us to load the JK onto the trailer and head back to the office. Less than an hour after touching down in L.A., I was pulling ramps, loading vehicles, and absorbing information from three different directions. The interview process had begun.

Chaos is the only way I know how to describe what locals would have you refer to as traffic. There is a certain level of commitment and blind faith that you have to have to survive in L.A.'s road system. How Rick was able to squeeze the Hemi-powered Dodge 4x4 of the Year, with trailer in tow, seamlessly through that disaster called traffic still amazes me.

Eventually we made it to Primedia to unload the JK and take the grand tour of the office. I must admit the view from the 11th floor window is quite spectacular, if you enjoy smog-filled sunsets, hills lined with houses, and monstrous rectangular buildings. So, with my arms full of my first taste of 4-Wheel & Off-Road swag and time ticking by fast, we headed off to finish loading the truck and trailer with the last set of tires.

It was around 7 a.m. and Rick's Ram Jet 350-powered A1 sat idling in the driveway as we made our way over to double-check everything before loading the trailer. A brief inspection would introduce us to yet another uninvited surprise-the trailer shackles had ripped apart on the driver side of the trailer. We made a quick call to Brian Wallach at American Off-Road for a potential backup fix if we had to make our own set of shackles, but luckily, we were able to get it fixed at the local trailer shop.

After a few hours of driving we arrived at the local mud pit for a fun-filled day of changing muddy tires, taking lots of photos, and did I mention changing muddy tires? As we pulled into the park, we could only make out half of Jerrod's Blazer. The rest laid buried, stuck up to the doors in mud. You never really know the importance of a winch until you have to use three of them to pull out one stuck Blazer. Once safely extracted, I was introduced to the most mellow, down-to-earth group of guys I have ever met. If you ever thought that this job requires an ego, think again.

Naturally, I was the new guy, so most of my time was spent with my arms wrapped around tires covered in the muddy black silt and shuffling jacks from one 4x4 to the other. Regardless of how hard the wind blew or how much dirt was in your face, you had a job to do. Simply put, there isn't much glamour in this part of the business. If you want to be famous, try out for American Idol, not 4WOR. Once finished with mud testing, we headed towards the mountains in hopes of locating enough snow to test the tires in the morning. But as fate would have it, our day of swapping tires was far from over.

Have you ever wondered what would happen if your wheel flew off while driving down a mountain road at 65 mph at night? Well, the crew here at 4-Wheel & Off-Road likes to conduct little tests of their own for the safety and benefit of their readership, and you will be glad to know that our test dummy (Jerrod) walked away without injury, but the same can't be said for his wheel, studs, and rotor. A fluke accident caused his front driver-side wheel to shoot off while rounding a bend coming down the mountain. Though the Blazer put out an impressive fireworks show from underneath, the only real damage came in the form of a flat spotted rotor and a few shaken nerves.

Flashlights ruled the dark as we worked through the night to fix the Blazer and switch out another set of tires. Finally we were able to get back on the road, but our mountain hopes were too far gone for the evening as we crashed at a local hotel.

Shortly after 8 a.m. we hit the road in search of a snow-filled path that would be thick enough for us to justify testing the tires. Without a cloud in the sky and the temperature rising, we headed up the steep winding road to the mountain resort of Big Bear. The view that's offered to you going up the mountain is simply incredible.

The problem with no clouds is usually no problem, but unfortunately it also meant no snow that day. Rick, knowing that it was my first time in snow, found just enough to chuck a snowball at me. Thanks, Rick. No white stuff meant back down the mountain and off to Johnson Valley for the rock portion of the test.

Stiff winds, loose sand, and three-story-tall rock formations set the stage for the day's test of tire bashing. The light-colored sticky granite was the perfect platform for testing the tires' grip, flex, and overall performance in a dry environment. Again I was stationed in the pits with a barrage of jacks, Power Tanks, and cordless impacts, and spent most of my time swapping tires and hustling over to the testing area to try and take photos. We worked until dark and as the winds began to blow more frigid and sharp, we headed back out onto the dusty Baja-type roads looking once more for food and comfort.

After spending two solid days of changing wheels, unloading tools, and airing tires up and down, we decided to head for Doran Canyon near Barstow for a half-day trail ride. Originally used as a mining road, the canyon trail is surrounded by hints of its historical roots. Chunks of old asphalt lined the trail floor, both faded and darkened by rippled canyon walls. Hidden in all directions were dozens of abandoned core burrows and mine shafts along the trail passage.

In true 4-Wheel & Off-Road style the day could not begin without some type of vehicular carnage. The first breakage occurred less than 15 minutes into the trail, and the victim this time would be the passenger-side CV axleshaft on the Red Sled. Good thing Tech Editor Fred Williams' truck doubles as a rolling repair shop, as with proper tools and extra parts on board, he swapped out the shaft in record time.

Jerrod Jones and Web Producer Jason Gonderman would both leave a few traces of their fiberglass fenders behind, as narrow passages and tight bends can make light work of those high-dollar aftermarket panels. This part of the interview was a great opportunity for me to walk the trail and get used to taking pictures of a trail ride. For those of you wondering, yes, you walk and work a lot more than you drive; that's part of the job.

The trail ride had reached its end. Fred needed to get back home so he could fly out for another event and as much fun as we were having, we regretfully headed back for the three-hour trip to the fog-filled basin of Los Angeles.

I had taken notes, changed tires, and snapped photos every time I could. I had asked questions and told my own stories. The stage was set and all my cards were on the table. Only one day left on the trip and still no job offer! Rick's A1 remained a muddy mess so we quickly hosed it off. Covered in mud and with the Jeep still dripping in the sunlight, we got in and took it for a little air-dry ride to grab some lunch.

Reeking of suburbia, the steady stream of SUVs and their pill-powered drivers stared in confusion as though Rick's A1 was some medieval time device that should not be allowed on the road. With my ears ringing from gear whine and exhaust noise, and still wet and muddy to boot, I looked at Rick and laughed. "I don't know about you, but I'd rather have a wet ass than an Escalade." Not long after sitting down at the table at In-N-Out Burger I was given the greatest job offer of my life. I had passed the interview that was more like boot camp, and I quickly accepted. By the time you read this I will have started my new job here at the magazine. I hope you'll like what I have to offer and look forward to seeing you on the trail.

Not far from Calgary, Alberta, Canada, there is a section of forest known as the Waiparous (why-prus), and it is one of those few amazing sections of wild that off-roaders are still allowed to explore. This section of forest is used by loggers, ranchers, and off-roaders on quads, bikes, and 4x4s. The trails are mostly steep climbs and descents along laser-straight "cutlines" which were cleared by logging companies for seismic purposes.

We spent two days on the trails of Waiparous-one on the Cow Lake and Owl Creek trails, which are rated for milder built rigs; and the next on Killer Cutline, where a steep rutted uphill climb sorted the big dogs from the puppies. We flew up for a three-day weekend and a welcome reprieve from the concrete jungles of Southern California, and were amazed at the awesome scenery of the surroundings, but also bummed-out to hear rumors of possible future closures of this area. Even with the enormous Banff wilderness area adjoining it, environmentalists believe only their select few should get access to all the land, and only by certain means. Hopefully all the parties will be able to discuss their respective uses of the land, and those in power will see that everyone is entitled to have a place to enjoy some wilderness whether by foot, hoof, handlebar, or steering wheel. We would hate to see it closed before we were able to return with our own 4x4 for another long weekend. Our friends at www.whiteknight.ca arranged this group run and they have online maps of the Waiparous area if you want to go.

We shoulda known it was too much to contain in one issue.... When we dreamed up our plan to cover the significant events in our 30-year history for this anniversary series, we thought one issue could encompass off-road racing. Boy, were we wrong. If you were with us last month, you saw that one article had barely enough space to rehash desert racing and its off-shoots-short-course racing and tough-truck competitions.

With those out of the way, it's time to turn our attention to the rest of the world of off-road racing. On the next few pages you'll see highlights of how we've covered trucks, Jeeps, and other rigs going fast (or trying to, anyway) in conditions ranging from sucking mud to freezing water. We start this month's segment with a look at competitive rockcrawling, which has not only become the most popular off-road sport of the past few years but also revolutionized the 4WD industry as a whole.

April 1999: Only a Matter of Time" recounted the inaugural BFGoodrich Rock Crawling Championships in Las Cruces, New Mexico, an event (and a sport) that has had a tremendous impact on just about every facet of the off-road industry. Wrote Trent McGee: "It was bound to happen sooner or later. With the explosion in popularity of rockcrawling and its increasingly hard-core nature, we're surprised somebody didn't dream up a rockcrawling competition a long time ago. But Bob Hazel, a guy with a keen sense for creating cool off-road events and knowing what the off-road world will watch, finally made it happen...."

June 2001: In "Circus Maximus," Editor Rick Pw and staffer Christian Hazel described the action at the Goodyear Skyjacker Extreme Rock Crawling Nationals in California's Johnson Valley this way: "It's all about pleasing the crowd. At least that's what it seemed like. They come for the action, they stay for the carnage. Or maybe it's the beer and hot dogs."

July 2002: New as it was, rockcrawling soon began to evolve. As Pw noted, "It's not just rock racing anymore. To offset some of the nutso bash-and-crash events and bring back the technical crawling aspect to the sport, Rich Klein has developed the California Rockcrawling and Off-road Championship (CalROCS)."

March 2005: Rockcrawling took an evolutionary step when trucks first tackled man-made obstacles at UROC's SuperCrawl.

November 1996: Desert racing and rockcrawling are, for the most part, limited to the western states. For the rest of the country, the track surface of choice isn't a surface at all. It's mud-the gooier the better. We've found over the years that mud racing takes many forms. The traditional form of mud-bogging, as seen here at the Anoka, Minnesota, 4xFun Fest, is like a drag race through a straight, mud-filled pit.

December 1996: Not all mud racing is done in a straight-line bog. In this case, at the Muddy-Run Raceway in Pennsylvania, trucks had to negotiate a course that included hillclimbs, water holes, jumps, and lots and lots of muck "in what can only be described as a mud derby," wrote Stuart Bourdon.

November 2005: At this Missouri mud bog, Jerrod Jones noted, "Some of these guys have too much power to even stay on the ground. Sounds fun, doesn't it?"

December 2002: Gravelrama is the only event that rates its own section in this story, and for good reason. It's been around longer than the magazine (the first one was held in 1971); and its unique combination of flat drags, obstacle course races, and the massive Big Eliminator hillclimb has kept us (and thousands of fans) coming back to Cleves, Ohio, for decades. Many of our staffers consider this their favorite event. Even Editor Pw made his mark at Gravelrama, earning himself a place in the Over the Hill Gang by successfully making it to the top of Big Elim in a borrowed Wrangler, powered by a Mopar slant-six.

September 1986: Because we featured monster trucks in the Aug. and Sept. '07 retrospectives, we'll keep their mention here brief. They deserve a place in this installment, since monster truck competition has been-and continues to be-a mainstay of 4x4 entertainment. Usually our monster race coverage was from the various Jamborees and Fun/Truck Fests, but sometimes we attended-and even put on-special monster-only competitions. One of those was a monster truck hillclimb on Gravelrama's Big Eliminator hill.

September 1993: We rarely covered racing outside of the U.S., primarily because we felt our readers would be more interested in events they could actually participate in and relate to. Occasionally, though, we'd dust off our passports and travel to exotic lands to capture competitions like the Camel Trophy and Warn's Transylvania Trophy. In 1993, staffer Bourdon was in the Malaysian jungles when Americans Tim Hensley and Michael Hussey won the Camel Trophy.

July 1978: In theory, it's the most elemental of truck competitions: Hitch something heavy to your rig and see how far you can pull it. But over the years, the truck and tractor pull has, like all motorsports, evolved into contests with very specialized machinery pulling high-tech, weight-transfer sleds. Back in 1978, when we compared East Coast and West Coast pulling styles ("Latest Rage!" screamed the cover), the trucks were more like what we drove every day.

January 1991: Though it was a fairly regular part of the magazine early on, our pulling coverage got pretty spotty until the late '80s/early '90s, when staffer Brent Ross made regular treks to the pulling championships in Bowling Green, Ohio.

4-Wheel & Off-Road welcomes letters to the editor. Letters must include an address or a telephone number so the sender can be verified. Once verified, your name may be withheld at your request. Letters published in this magazine reflect the opinions of the writers, and we reserve the right to edit letters for clarity, brevity, or other purposes. Due to the large volume of mail we receive, we regret that we cannot reply to unpublished letters or return photos. Digital photos must measure no less than 1600 x 1200 pixels (or two megapixels) and be saved as a TIFF, an EPS, or a maximum-quality JPEG file.

Write to:
Editor
4-Wheel & Off-Road
6420 Wilshire Blvd.
Los Angeles, CA 90048-5515
fax 323.782.2704

E-mail to:
4wheeloffroad@primedia.com

Reader: I was wondering about the 4-Wheel & Off-Road tag giveaway that you had a while back. I sent the stamped envelope, just never received the tag. What's up?
Darrell Teal
via 4wheeloffroad.com

Editor: The truth of the matter is that the license-plate giveaway was limited to "while supplies last," even though we ordered 10 times as many as we thought we needed. We sent out every envelope we received with proper postage and the right size package. However, we did receive envelopes without postage, postage without envelopes, wrong size envelopes, and even envelopes with postage and no address. So, we'll probably have another giveaway in a year or so, but in the meantime, catch us at events!

Reader: First I would like to thank you and your entire staff, past through present, for the mag. I have been a loyal reader for 14 years. I don't know how y'all cover all these events, buildups, and tech articles and still deliver such a great mag. Sure there have been mistakes, but without your guidance I wouldn't know where to begin. My '62 M38A1 has been completely built from the knowledge obtained from your pages. I have never had a complaint until now. I open to Letters (Aug. '07) and find another bunch of readers whining over the smallest stuff. "My Avalanche had a step bumper before the Super Duty did." "You said here is a picture of my American truck but I didn't say that." These are the same people riding in the left lane doing 60 in a 65. So my complaint is that you waste your valuable knowledge on responding to these letters, instead of letters that are asking for further info on past articles, upcoming events, or giving y'all some much needed praise. I'm mad at myself for wasting wrenching time to write this, but after years of reading these letters (and don't get me started on the backlash every year from 4x4 of the Year), I had to do a little whining for myself. Keep it up. My son is 3 and he needs you too.
Alan Mosher
via 4wheeloffroad.com

Editor: Thanks. We needed that. We'll try to keep to the real problems of our world, not the whiners.

Reader: In "Outback Dirt Nap" (Sept. '07) on page 110 there is a Jeep pickup pictured. Can you forward me any information available on the pictured Jeep and/or the party who customized this Jeep?
Ben Luzar
via 4wheeloffroad.com

Editor: The vehicle is a Brute, which is produced by American Expedition Vehicles (406.251.2100, www.aev-conversions.com) from the TJ Wrangler. They can do it for you and they also offer a complete kit for you to do it at home. AEV is also the company that swapped the 5.9L Cummins diesel in our new JK Wrangler for the Ultimate Adventure seen in this issue.

Reader: Sweet picture of that Scout in Readers' Rides (Oct. '07). Too bad the passenger is too stupid to wear a seatbelt! The first two questions that are asked when an off-roader gets hurt or killed are, "Was he drunk?" and, "Was he wearing a seatbelt?" I know of a guy that rolled his junk getting it off the trailer-throttle stuck, end of story. If I'm moving my junk anywhere, the seatbelt goes on.
Bob Greene
via 4wheeloffroad.com

Editor: A very good point, as seatbelt use is the single most important thing to do in an off-road vehicle. But look closely at the photo and you'll see the passenger does have the belt on; it's just a lap belt down low.

Reader: I was considering changing to a different magazine recently when Rick Pw finalized my decision. His 4xForward (Sept. '07) was the deciding factor. It is a shame that in these days an editor to an off-road recreational magazine feels the need to give an elementary lesson on personal responsibility to grown adults, but it was beautiful. Every time I make it out to the trails, I see the remains of some dumbass who left their crap for me to clean up. I am tired of the campers and wheelers who ruin it for all of us.

I am currently a student in the Arizona State University Environmental Biology program. Yes, I am green. I hope to become an environmental planner. I also am an avid 4x4 enthusiast. My friends and family get sick of how important four-wheeling is to me. So here I am, like Rick, an environmentalist and a wheeler, because I too would rather wheel through the trees in the mountains than through a wasteland of other's garbage. I will try to keep our trails open by wheeling responsibly and advocating for our rights. So to Rick and everyone else at the magazine, thank you! I will continue to enjoy your articles for years to come.
Daniel Bieber
Tempe, AZ

Editor: Thanks. Now let's go clean up a trail and show the idiots that we really care about our world!

Reader: Mr. Rubin was correct in using the word "idiotic" and "Carbon Foot Print" in the same sentence (In Box, Sept. '07). I do, however, take offense at him including Rick Pw in that sentence.

Having read your article it is clear to me that he did not make the connection between paying for carbon offsets and hypocrisy. It seems to me that we all need to be conservationists like you and less about looking for novel ways to "buy" our way out of looking after our planet.

In my experience with you, Rick, I have never gotten the impression that you are either an eco-nut or about trashing the planet. It seems to me that you have a balanced approach to enjoying our planet and taking care of it.

In the end it's about the small things we do. For instance, treating cigarette butts as litter and not landscaping. Turning off lights, maintaining our vehicles for maximum efficiency, continuing to look for ways to be more efficient in all things we do, reducing our trash output.... I could go on and on.

Hypocrisy is when we kid ourselves into thinking we can pay someone to plant a tree so that we can simply go on without changing our ways. Keep in mind that paper companies plant trees as a crop to be harvested to make paper-maybe I'll just buy more paper and claim it as a Carbon Offset.

In the end I'm a conservationist like you and attempt to do some small part to improve things around me. All people should keep in mind that my '06 Ford SD gets better mileage and produces fewer "bad" gases than most cars built in the '70s. This doesn't mean we should stop working to be better, it just means that we are improving and shouldn't be bullied into thinking we're doomed unless we stop all things that eco-nuts claim are "killing" the planet.

Mr. Rubin needs to refrain from name calling in his correspondence and stay focused on making his point.
Donnie Roebuck
via 4wheeloffroad.com

Editor: Gee, thanks. Maybe that will be the last of that.

Reader: First off, I very much enjoy your magazine. I own an '85 Ford F-150 and a '78 Chevy Suburban K10. In your "Diesel Extravaganza" article (Sept. '07) there are some problems. I'm a Chrysler certified master technician that works on a lot of diesel trucks-regardless of what the manufacturers say-and everything that you did to the 2006 Dodge Ram (except the chrome exhaust tip) voided the Cummins warranty on the truck. Any time parts are replaced we have to call into our hotline to get authorization, and the first thing they ask is, "Have there been any performance modifications done?" followed by 5 million questions about test results from flow checks, engine controller data, trouble codes, and so on. I have personally run into this with a customer that had a Banks box on his truck and had to buy an $1,800 fuel-injection pump. Chrysler doesn't like cold-air intakes or anything being added on to enhance the performance in any way, shape, or form. People need to be aware of this, because at $3,000 for a set of injectors, it would be a costly experience if they were to bring a truck into a dealership and had anything done to their truck. Keep up the good work.
Kevin Smallwood
Lawrenceville, IL

Editor: Good point. The truth of the matter is that people will hop up their 4x4s regardless of the warranty implications, and they should know what they are dealing with. Thanks for the reminder.

Reader: Is there any way to purchase Toyota Hilux surfs or four-door Jeep Wranglers with diesels here in America? They are all over Japan, Australia, and the UK. Everywhere but here. I'm in the market for '96 or '97 diff-locked 450s or Land Cruisers, but a manual and a diesel would be awesome. Surely somebody imports and sells them. I have seen righthand-drive Supras running around, so why not 4x4s? Thanks for the great mag.
George Turner
Wichita, KS

Editor: Gray market and single import 4x4s are indeed out and about, but it takes a bit of cash to legally import said vehicles due to our stringent EPA emissions restrictions and DOT and FMVSS safety requirements. Like anything else, you can either build it yourself or pay for it, as anything is possible.

Reader: I love your mag, but I had a question about your supposed ranking of the 2007 4x4 of the Year (Feb. '07). Where the heck is the Nissan Xterra? I looked at all the available 4x4s, and from what I saw, the Jeep (as always) should be ranked very high, especially in Rubicon format. However, the Nissan Xterra Offroad is easily as good, or better, for much less money. How come this rig never shows up in tests? Are you afraid it will knock off the venerable magazine favorite...the Jeep? Thanks for a fabulous magazine.
Sgt. Steven I. Szabo
WAARNG B Co. 1/161 Infantry (Mech)

Editor: Well, Sarge, the reason the Xterra wasn't tested was because it didn't meet the requirements of being all new or substantially revised for that model year. The Jeep Wrangler was completely new, as were some of the other 4x4s. When the Xterra has a redesign next year, we'll be sure to include it in our lineup.

Reader: I recently purchased a used '95 Land Rover Discovery. It has a 3.9L V-8 with high mileage, but the price was good and the reputation of Land Rovers being very capable 4x4s is good. My problem is finding any aftermarket performance goodies. I would like to get more power and fuel economy. I was thinking headers, a lift kit, an open-element air filter, and any other general upgrades. Any help finding distributors of these would be appreciated. Also, how come we don't see any Land Rovers in this mag unless it is in context of the Camel Trophy?
Jason Aldrich
via 4wheeloffroad.com

Editor: You don't find a lot of Rover hop-up parts because there aren't that many. One place to try is British Pacific here in California (661.257.8634, www.britishpacific.com), who specialize in these great rides. If there were any more Camel Trophy events, we'd cover them, but they were discontinued years ago.

AM General is not among the companies bidding for the U.S. military's Future Tactical Truck System, but it looks like the manufacturer is still developing new products, possibly to win a contract to replace aging Humvees currently seeing active duty. This spy photo shows a prototype pickup with some interesting new features. Our sources indicate there may be a more powerful version of the 6.5L diesel V-8, made by General Engine Products, an AM General subsidiary, under the new, bulbous hood. (Look close under the door and you'll see the letters "GEP No. 7," indicating this is a GEP prototype.) If those tires and wheels look big, they are; they're Goodyear 335/65R22.5 tires on 22.5-inch wheels held together with 18 bolts and attached to the vehicle with eight more lugs. Ground clearance on this proto is also around 22 inches, a significant jump over the current model's 16 inches.

Those of you who live in Orlando, Florida, are probably already aware that the famous Race Rock restaurant has closed, and its performance-themed memorabilia was auctioned off. Among the items sold was a replica of Bigfoot 5 (seen here), the truck Bob Chandler built to run Firestone's enormous Tundra tires.

As quoted in AutoWeek, the owner of the Race Rock said he's "probably gotten $20 million worth of publicity out of Bigfoot. That truck is worth a million dollars to somebody." Apparently that somebody wasn't in the house when the gavel fell on this big 'Foot. The monster sold for just $50,000.

After a "hiatus" of nine years-the period of partnership with Daimler-Chrysler's familiar Pentastar logo is back as the symbol of the "new" Chrysler. Or, we should say, The New Chrysler, as the company writes it (note the capital letters). Purists will probably notice the symbol looks different. The original Pentastar, designed in 1962, had five triangles that floated independently in a pentagon shape, broken by a five-pointed star in the middle. The new Pentastar, which was massaged by Trevor Creed, Senior Vice President-Design, "conveys strength and precision by fusing the ends of the five triangles to enclose the star and complete the pentagon," said the company.

Will the symbolic new logo appear on Dodges and Jeeps now, as it has on Chrysler products years ago? No, says Creed. "I do not envision us using this mark on our products, only on buildings, signage, corporate stationery, and business cards. It's about who we are, not what we build."

Um, they're not the same?

Honda has broken new ground in the ATV segment by being the first to market with electric power steering (EPS). Fitted to the Foreman 500 4x4 ATV, the EPS system is more than just power steering; it's a variable unit that monitors steering torque and vehicle speed to adjust the levels of steering assist. When stopped or at low speeds, more assistance is provided for a lighter steering feel. As speeds increase, the amount of assistance is reduced. There are even different maps in the EPS's control unit for 2WD and 4WD operation, so that steering feel is consistent in either mode. Yes, the EPS equipment does add 15 pounds to the Foreman's 500-plus-pound dry weight. But according to Honda, an EPS-equipped Foreman "responds to rider input as if it were 75 pounds lighter." Anyone who's muscled one of these big utility ATVs over rough or rocky terrain knows what a workout it can be. We can't wait to get our hands on one of these cush machines.

Hey, Pw told me to jazz up the news column a bit, and what better way than by running a picture of the popular celebutante? We didn't even have to stretch far to do it, either. Notice that the vehicle she's fondling is an '08 Ford Escape hybrid, which was on display at a green-themed party she recently attended. We mean environmentally friendly green, not the night-vision glasses green. If you've seen her video, you'll get the joke.

Several months ago we showed you a lightly disguised version of Volkswagen's mini-ute as it appeared at the Los Angeles Auto Show. Now the German automaker has released photos of the production Tiguan, which makes its public debut at the Frankfurt International Motor Show. In Europe, buyers will be able to choose from a number of gas and diesel engine options; our guess is we'll get gas-only here in the States. But the most powerful of those puts out 200 hp, which should be fun.

We got all excited when we read that headline on Ford's media Web site. It got even better when we read about the new truck's 3.0L, 156hp diesel V-6. A sneak peek at an upcoming clean-diesel compact truck? Not for us, anyway. Turns out the new truck is for the United Kingdom; we're still motoring ahead with the same ol' compact Ford.

Below is a sketch of the Kuga (we're guessing you pronounce it like "Cougar" with an East Coast accent), a compact 4x4 crossover Ford will unveil at the Frankfurt International Motor Show. It will be manufactured in Germany and sold in Europe starting next spring. There were no mechanical details offered in the press materials, just a tease from Ford's European design director about how its "impressive on-road capability blends seamlessly with substantial off-road ability." This isn't the first time Ford of Europe has produced something way cooler than what we get Stateside, darn it.

Suzuki and Volkswagen came away from the 85th Pikes Peak International Hill Climb big winners this year. Nobuhiro "Monster" Tajima, driving a 1,000hp Suzuki Sport XL7, broke Rod Millen's long-standing overall time record by completing the 12.5-mile course (which includes some 156 corners and climbs nearly 4,600 feet) in 10 minutes, 1.408 seconds, breaking Millen's record by nearly three seconds. Tajima, who first tackled the Peak nine years ago, said he already has "many ideas" about how to break the near-mythic 10-minute barrier next year.

Meanwhile, a Volkswagen Touareg V-10 TDI diesel driven by Ryan Arciero set a new record for the (OK, take a deep breath before reading this) Alternative Fuel Diesel Truck High-Performance Showroom Stock Division. Arciero's 13:17:70 time beat the old class record by about 17 seconds.

* GM has confirmed it will build a "state-of-the-art" 4.5L V-8 Duramax turbodiesel for light-duty trucks and the Hummer H2 built after '09. The dual-overhead-cam, four-valve V-8 engine will take up about as much space as a small-block V-8 gas engine thanks to integral cylinder-head exhaust manifolds, integral cam-cover intake manifolds, and a narrow block. No output numbers have been released; GM says only that the engine "is expected to deliver class-leading torque, power, and refinement while maintaining a significant fuel efficiency advantage over comparable-output gasoline engines." The General is trumpeting the engine's clean-diesel cred, reporting it will improve engine fuel efficiency by 25 percent, reduce carbon dioxide emissions by 13 percent, and cut particulates and NOx emissions by at least 90 percent.
* In other GM-related news, it has sold its Allison Transmission commercial and military business to private equity firms The Carlyle Group and Onex Corporation for approximately $5.6 billion. GM will retain Allison's Baltimore production facility, which produces transmissions (including the upcoming two-mode hybrid transmission) for GM's retail pickup trucks and SUVs.
* Rumors are popping up again about a Wrangler-sized Hummer H4, to be built for the '09 model year.
* AutoPacific Inc. has released the results of a vehicle satisfaction study, a measure of how satisfied an owner is with his or her new vehicle. In the light-truck area, the Chevy Silverado and Silverado HD, Ford Explorer Sport Trac, GMC Yukon XL, and Toyota 4Runner and FJ Cruiser topped the pickup and SUV classes.

* SEMA reports that the U.S. Senate approved energy legislation in early summer that included a provision to dramatically increase Corporate Average Fuel Economy (CAFE) standards. Passenger cars and light trucks would be required to meet a combined fuel economy average of 35 mpg by 2020. That represents an increase of about 40 percent over the current standard of 27.5 mpg for passenger cars and 21.6 mpg for light trucks and SUVs. Now it's the House of Representatives' turn to produce its version of an energy bill. Stay tuned.
* The BlueRibbon Coalition reports that a "record crowd" of more than 350 off-road recreationists and public land users objected to a federal trail plan that threatens to close 75 percent of OHV routes on forest lands in California's Sierra Nevada mountains. Members of the OHV community spoke up in strong protest to the Forest Service's Draft Environmental Impact Statement (DEIS) for motorized travel management in the Eldorado National Forest, which would close more than 1,000 miles of popular 4x4 roads and dirt-bike trails. Trail enthusiasts stated that many of their favorite routes in the remote backcountry would be closed if the Forest Service follows through with this draft plan. The BlueRibbon Coalition has submitted a formal request for the agency to issue a supplemental EIS to address certain errors in the plan.

The term "off-road racing" seems like a contradiction. A lot of folks still believe driving off road is about "going as slow as you can and only as fast as you need to." Yet there's something almost hard-wired in the human psyche that pushes us to go fast, especially if there's a guy nearby who thinks he can walk/run/bicycle/ride a horse/drive/fly/you-name-it faster than we can.

Off-road racing is no different. This magazine has been around to document various forms of motorsports for 30 years, but off-pavement racing has been around far longer than that. November, in fact, will mark the running of the 40th Baja 1000 desert race. But really, motor racing predated what we now know as roads, so go back far enough in the history of the motor vehicle and all racing was "off-road."

Don't worry; this retrospective won't go back that far. But we'll start with the very first monthly issue and our never-ending fascination with hauling ass in the desert.

March 1978: In our very first monthly issue, staffer Jim Brightly rode along with Walker Evans as he raced the Baja 1000, setting a precedent that just about every staffer on this magazine has followed in one way or another. The technology aboard Evans' F-100 impressed Brightly: "With $25,000 invested in the race truck, Walker Evans owns one of the most expensive '72 F-100s in existence."

May 1979: Performance pioneer Mickey Thompson was an avid off-road racer. He formed SCORE in 1973, the sanctioning body that started short-course off-road racing in stadiums and eventually took over the Baja 1000, and he appeared many times in our racing coverage. This sad scene took place during the '79 Parker 400: "When his motor went sour, Mickey Thompson lost his spot in the victory circle. All he could do was stare in disbelief and hope that his crew could solve the problem."

March 1980: The most extensive desert race coverage in our history filled some 12 pages when just about the entire staff covered the '79 Baja 1000. Editor Craig Caldwell's infamous ride-along, in which he barfed (among other things) in his helmet, is probably the best race story this magazine has produced, but a close second is Technical Editor Jay Sadler's tale of building a Baja racer out of-get this-his "grocery getter" Dodge Challenger. Sadler made it 7 miles before a broken wheel put him out of the race.

March 1987: Despite the awesomeness of this cover image, martial artist/action star Chuck Norris didn't drive in the '86 Baja race. Still, Steve Campbell and I had a blast chasing Jim Connor, Norris's brother Aaron, and the rest of Connor's Nissan race team down the peninsula.

August 1989: Ivan Stewart earned his "Ironman" nickname by tackling endless desert races driving solo. He became somewhat controversial when his Toyota racing "truck" evolved into a Class 1 single-seat buggy with trucklike body panels, but it proved to be a potent competitor. Here he's on his way to an overall win at the '89 Mint 400.

March 1994: Veteran racer Rod Hall (the only person to have raced every Baja 1000 since its inception in 1967) brought "a couple of surprises to Baja" for the '93 race: Hummers. He and his son, Chad, ran H1s in the Stock Full class and finished First and Second. To this day, the Halls are still racing-and winning-in Hummers.

May 1994: Desert race technology took a big leap with the introduction of the Trophy Trucks at the '94 Parker 400. With their long-travel (20-some inches) suspensions and gobs of power, the high-tech/big-buck Trophy Trucks took off-road racing to a new level-one that couldn't be any further away from the short-travel, stiffly suspended, nearly stock vehicles that started desert racing decades earlier.

February 1980: "You desert rats won't like hearing this, but closed-course off-road racing is growing fast." With those words, Randy Black summed up the popularity of desert racing's kissing cousin, the short-course race. Held in venues as diverse as the Los Angeles Coliseum, the Pontiac Silverdome, and a brushy track in Wisconsin's farm