In 2003 Toyota offered its 4Runner with a 4.7L V-8, and when we tested it in our 4x4 of the Year it was trumped by only one contestant, the Lexus with the same engine. Eventually Toyota dropped the V-8 from the 4Runner and returned to the potent 4.0L V-6, but there is something about having a V-8 in your small sport/ute that really gets us going. The Jeep Grand Cherokee is a great example, as is the Dodge Durango.

Modern 3⁄4- and 1-ton trucks are more deluxe than ever. It’s hard to even call many of the primo models with heated seats, wood trim, and satellite navigation “work beaters” when most are more decked out than so-called luxury sedans. Still, many Americans use their pickups for what they were intended for, and some even find time to enjoy the fullsize behemoths off-road.

Building your own trail rig is a fun and exciting endeavor that for many evolves into a valuable learning experience and a family pastime. We understand how easy it is for those new to the world of off-roading to get caught up and overwhelmed with all of the aftermarket parts, endless build paths, and Internet chatter. We’ve always stood by the notion that learning to drive your rig and knowing its basic limits is much more valuable than any upgrade component you can bolt on. As you spend more time in the seat you learn what your rig needs, lacks, and can live without.

If you’re like us you started reading 4x4 magazines before you ever owned a 4x4. We remember drooling over Armstrong tires, triple shocks, and winches ready to rescue us before our driving permits ever arrived in the mail. When we finally scraped together the nickels to buy our first 4x4 it was a project that barely ran—and when it did run it wouldn’t stop—yet we were blurry-eyed with dreams of vertical rockcrawls, mega-deep mud pits, and trophy truck–style high-speed insanity. We didn’t have that 4x4 very long when we realized we needed more than just dreams. We needed tools. But unlike that 4x4 that lived and died years ago, those tools have stayed with us.

For decades motorsport competitions have bled new technology into the factory and aftermarket sectors, and tires are no exception. A great example of this can be seen with the Baja Claw TTC Radial from Mickey Thompson. The Baja Claw has been in the MT stable for years, but the TTC version of the tire is fairly new. So what’s so special about the TTC Claw? And what is TTC anyhow?

An object in motion tends to stay in motion, and the more mass the object has the more it tends to stay in motion. This is why we upgraded the flywheel on a four-cylinder Jeep YJ Wrangler with a heavier one, to help keep it spinning.

There’s a certain school of thought that if something can be made, it can always be made better. The 4x4 hobby pretty much lives by that philosophy. From long-travel suspension systems to plug-and-play engine tuners, it’s our way of telling the OEMs thanks for the hard work, but we’ll take it from here. Understandably the factory has more restrictions than the aftermarket.

Brake Debate?
Q In some of the pictures of trucks, on the axle by the differentials is something that looks like a disc brake. What is that called, and what is the purpose of it?
Brian A.
Via nuts@4wheeloffroad.com

If you say “budget boost” to anyone outside of the wheeling community they’ll probably assume that you’re referring to a raise in pay. For those more familiar with 4x4 terminologies, a budget boost is a simple and often inexpensive way to lift your rig. These low-cost suspension kits generally net around 2 inches of lift. While there is a wide range of budget boost applications available from the aftermarket, the platform with the most offerings is the ’97-’06 Jeep Wrangler TJ.

A pickup truck is a great thing. It has a place for people (the cab) and a place for large amounts of stuff (the bed), but sometimes the abundance of space results in a giant pile of stuff slipping, sliding, and piling up on top of itself as you ramble down the trail. A dedicated trail vehicle has its spare parts and tools, but most of us need our 4x4 to earn its keep hauling stuff every day and only haul trail supplies on the weekends.

Over the past year we’ve enjoyed cruising the coastal beaches and local southeast trails with our mildly built ’04 Chevy Tahoe. Though we wouldn’t consider our Bow Tie wheeler a hardcore crawler, it does serve as an excellent backwoods explorer and daily commuter. Overall, the Chevy has been “like a rock” in many ways, but we’ve been a little concerned about the factory IFS steering tie rod links. In the stock configuration the links are fine. It’s when you add the leverage of a meaty, oversized tire and rugged terrain that the thin links become a potential point of failure.

If you live anywhere other than the dry and sunny Southwest then you know how much of a pain rust can be. Rust is that silent assassin that works night and day, chomping away at all of your exposed metal components. With nothing more than a little iron, oxygen, and water, rust can age even the most modern and well-built rigs in virtually no time at all. But there is a way to fight back and protect your 4x4.

FabWorx Offroad has a new solid-axle swap kit for ’01-’07 3⁄4- and 1-ton GM 4x4s that uses a four-link and track bar system to locate a solid Dana 60 where the torsion bars and A-arms used to live. This system incorporates coilover shocks for 10 to 12 inches of lift to clear massive tires (up to 40s, depending on wheel opening) . We recently upgraded our ’03 Avalanche to this setup and noticed improved ride right out of the shop. Using rebuildable 12-inch-travel, 21⁄2-inch-diameter Sway-A-Way shocks we can further fine-tune the suspension for greater high-speed control whether we’re heading to the desert for the weekend or across the barren wasteland should we encounter the zombie apocalypse in our flat-black monster truck.

Luddites were English textile workers who opposed technology because it reduced labor. As a form of protest they burnt down factories. Often the term Luddite is applied to anyone standing in the way of the progress and evolution of technology. We may be Luddites, but we’re here to say we still like solid axles, and don’t think we will stop burning some metal as we cut out IFS and weld in a solid front axle. Even though we are now down to just three new vehicle models available with a solid front axle in the U.S.—Jeep Wrangler, Ford Super Duty, and Ram heavy-duty trucks (four if you count the über-expensive Mercedes G-class)—we’re still huge proponents of the driven beam axle construction for off-road use.

For years we’ve told you how the ’84-’01 Jeep Cherokee XJs are some of the cheapest and most budget-friendly wheeling platforms you’ll find. While some model years are notably better than others, the overall suspension and chassis layout went relatively unchanged over the XJ’s 17-year run. Our friend recently picked up a well-used and lightly modified ’97 Cherokee for a great deal. Though the overall rig was mechanically sound, the suspension system was pretty cobbled together and extremely worn out.

Welcome to part 3 of our Ranger Rehash project. Over the past couple of months we’ve torn down the well-used ’97 Ford Ranger (Mar. ’12) and hung the new rear axle and suspension in place (Apr. ’12). This month we’re turning our attention to the front of the truck. This means getting our new front axle prepped and starting in on the solid-axle conversion.

The New Process 231 transfer case is one of the most common and durable transfer cases ever produced. Found under Jeep Wranglers, Jeep Cherokees, Dodge Rams, and Chevy S-10 Blazers and pickups, the NP231 has proved itself reliable under some of the most hardcore rigs.

Jealousy Wagon
Q I have a ’63 Dodge W200. I’m 16 and it’s my first vehicle. Unfortunately I have a long way to go before it’s drivable. I already rebuilt the carburetor, replaced the fuel pump, and did a small upgrade to the ignition. However, there are a lot of safety issues that need to be addressed before I can drive it. I have learned that most of the parts I need are extremely hard to come by and I was wondering if you could give me some sources to get parts from.
Clint M.
Birmingham, AL

Last year we proved with our Ultimate F-150 that a well-built IFS (independent front suspension) rig can perform great in even the most extreme off-road conditions. We also discovered that building an IFS frontend to survive extreme wheeling isn’t cheap. The fact is that most modern 4x4 trucks are equipped with IFS. And while we’re always up for pushing the limit with cutting edge independent equipment, sometimes reverting back to the tried-and-true formula of a solid front axle is simply the way to go.

Our 2010 Ram 3500 has earned its stripes in the past year and a half by dragging trailers of projects, bed loads of parts, and cab loads of stinky magazine guys. It has been across America multiple times, tested various tires, and explored backroads in search of relaxation and a place to sleep in the wild. As such, we’ve grown to appreciate its dirt-simple reliability and made some changes over time that make it better. We’ve also realized certain parts are not our favorite.

Winter is here! Hopefully your firewood is stacked, your long johns don’t have too many holes, and your hot chocolate supplies are stacked high and dry, but what about your 4x4? Whether you are putting it up for winter to reduce rust or digging it out for winter to go snow bashing, you’ll want it properly prepped.

Scout Out a Transfer Case
Q: I picked up a ’73 Jeep Commando a few months back, and the guy I bought it from knew very little about it. He said that the transfer case was a Dana 20 out of a Scout. I want to swap in a Dana 300 so I can do 4:1 low range gears. Is there a difference between the Dana 20s/Dana 300s from Scouts and the ones that came in Jeeps?
Jay
Via nuts@4wheeloffroad.com

People go off-road for a number of reasons. While most do it for pure wheeling enjoyment, some do it so they can access other outdoor sports, hobbies, and pastimes. Over the years our friend’s ’98 Toyota Tacoma 4x4 has served as a hunting rig, backwoods explorer, surfboard hauler, and all-around trusty pickup. With 160K on the clock and well over a decade of good use, he has finally decided to give the truck a little more off-road prowess.

There’s no question that taking your 4x4 off-road increases the likelihood of a rollover. While careful wheeling and terrain inspection will keep you off of your lid for years, chances are that your 4x4 will take a dirt nap sooner or later. Don’t worry though because if you and your rig are prepared, you’ll likely be just fine.

Last summer I got the opportunity to participate in the Ultimate Adventure wheeling trip with the crew of 4-Wheel & Off-Road. It was a great time. On one of the days I hopped in with Editor Rick Péwé and let my copilot, Alex, drive my big ’75 Ford F-250, affectionately referred to as the Juggernaut.