Moses Ludel
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We all need the right tools, supplies, food, water and safety equipment when traveling to remote country. Four-wheeling and motorcycle backcountry travel, in particular, require careful planning and appropriate travel gear. In all cases, safety equipment, medical emergencies, repair tools, tire repair kits, vital spare parts and other necessities can make or break a trip. Discuss and share topics at this forum!—Moses Ludel -
Each of us has places we would like to go 'wheeling or dirt motorcycling...Some plans are readily fulfilled, others get placed on your "bucket list". Regardless of the intensity and obstacles, this is the forum to share your most sought after trip ideas and get realistic feedback from others who have been there! Whether you travel by 4x4, OHV or a dual-sport motorcycle, use this forum to post inqueries about trails, routes, foreign travel and safety concerns surrounded trips you have planned!—Moses Ludel
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Each of us has places and tales to share! What's four-wheeling or dirt motorcycling if not travel to places that create memories? It's not always the grandiose trip that leaves a lasting impression, either. Sometimes it's the convergence of time and place—in a most unusual way! I have four-wheeled since the mid-'sixties, and my appreciation for Jeep vehicles began with my folks' 1964 CJ-5, purchased new in the fall of 1964. On a chilly Friday night in the early spring of '65, we headed for Tonopah, Nevada in that four-cylinder CJ. It had the 1/3-2/3 seat, which accommodated all three of us, and we hunched toward the wafting heat from the dealer-installed heater...I drove with a learner's permit, so I was still fifteen years old and not ready to get my driver's license. The F-head four-banger droned along U.S. 95, and with Nevada's basic speed law, cars and trucks sailed by us at twice our speed, headed to Las Vegas. The Mizpah Hotel, a welcome sight, is a Turn-of-the-Century artifact with a gold town history and the first elevator in the State of Nevada...From Tonopah, we headed to the ghost towns of Belmont and Manhattan, then up the long Smoky Valley to Austin—in those years a hundred miles of dirt road, likely with no other vehicle in sight. Next was the Rubicon Trail in 1967, an evening campfire at Rubicon Springs with the Diablo Four-Wheelers, the Sluice Boxes, parking at Buck Island Lake to put on swimsuits and dive into the icy water...This was the trip when my folks thought I'd borrowed their CJ-5 for a "camping trip" with some folks I met—and it was—after all, we did camp overnight at the Springs! I drove prudently and did not damage the stock step plates that hung below the door entries—despite the 30-inch diameter tires...Worth noting, the Rubicon Trail was much milder in 1967, although an I-H Scout that passed through our Springs camp at dawn was later found stalled on the Sluice Box rocks, the engine's starter ring gear had been knocked off the flywheel. We towed the Scout to the top of the Sluice Box and freed the trail for traffic. In the mid-'70s, it was camping with wild horses in the Pine Nut Range after a winter deep freeze furloughed our work crew till spring. We were constructing the I-80 bypass of Winnemucca where the wind blew 30 mph and the temp dropped to minus-8 degrees F on the 10-hour night shifts. Unlike the Alaska Pipeline job, our heavy Cat equipment did not have the benefit of reverse fans, engine cowling and enclosed cabs. A scheduled two hour maintenance break between shifts one Sunday allowed the freshly spread, wetted and uncompacted fill material to freeze 18-inches deep, and the Nevada Highway Department shut down the job. Back at Carson City, in early January, I found the horse band roaming at 6,500- 7,000 feet elevation. Temperatures dipped well below zero at night. My body was still acclimated to extreme cold from the Winnemucca job—where I had worked night shifts in the open air and slept days in an unheated camp trailer. The SWB 1970 Chevy K-10 4x4 pickup had a canopy, so wind chill was not a factor. That April, I drove to the Operating Engineers' school over Highway 88 in a blizzard, discovering at Jackson that the road had been officially closed. I had pushed snow with the front axle of the K-10 from Hope Valley to 4,000 feet elevation on the westside, wipers caking with icy snow that required opening the driver's window and slapping the moving blade away from the windshield to dislodge the snow, all the while continuing to forge ahead. Carson Pass summit is 8,600 feet, and late season storms can lay down volumes of snow quickly. In the late '80s, I once again drove the Rubicon Trail with eight-year-old son Jacob and the Washoe County Search and Rescue group. I wheeled the first FJ40 Land Cruiser project built for OFF-ROAD Magazine. Taking two Geo Trackers on the Rubicon during the mid-'nineties was a deja vu and a successful publicity stunt for Chevrolet...By then I was guiding press launches, working with G.M. 4x4 SUVs and trucks at Moab and going coast to coast with Mercedes Benz for the ML320 debut. I could go on—in far more detail...You have your stories, too! Plenty of exciting trips to share, sometimes ordeals with a positive ending. That's what four-wheeling and OHV travel is all about, and that's why we do it! Share your experiences, details and insights with a community that can appreciate adventure!—Moses Ludel
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The burgeoning interest in overland motorcycle travel and dual-sport conversions has many incentives. Aside from the relatively inexpensive nature of motorcycling when compared to four-wheeled travel, there is also the unique sensation of open-air, two-wheeled adventure, traveling overland to far away, dirt road places...Every dual-sport enthusiast has his or her idea of the ideal motorcycle adventure. Mine happens to be twofold: the Himalayas (specifically Bhutan, Nepal and Tibet) or Mongolia! Oh, then there's also the Silk Road... To even consider such a grand scale trip would require solid planning and the right equipment. Motorcycle stowage space is limited, and fuel is scarce at distant places. Fuel capacity is always a concern, often remedied with an aftermarket tank during a dual-sport conversion. Camping gear must be compact, light in weight and effective. Despite space limitations, your physical needs will be the same. Quality, life-preserving equipment is the order of the day. This forum community is for those of us earnestly outfitting for long distance travel to remote places. Even shorter jaunts across a remote mountain range, a desert like the Mojave or Black Rock, Death Valley, Central Nevada or whatever, requires provision for the temperature extremes in an arid climate. I've lived at high desert and higher altitudes the majority of my life, so temperature swings of 40-degrees F or more in a 24-hour cycle are not foreign. I've worked outdoors at -20-degrees F with wind chill added from there. I know what materials are life saving in extreme cold—whether running heavy equipment at Winnemucca in December or riding a motorcycle over the Sierra in the late fall or spring. Enjoy this Dual-Sport and Dirt Motorcycle Equipment Forum, it's a community where we can all share our enthusiasm and insight for safely and practically traveling to remote places!—Moses Ludel
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I've written six 4x4 Jeep® and truck books plus a Harley-Davidson book. Most know me as a 4WD Jeep, light 4x4 truck and automotive guy, some as a Harley-Davidson author, and few are aware that motorcycling has played a role in my life. My earliest on-highway vehicle operators license, at age 14, was a Nevada Scooter License. Unique to that era, without the sanctions of insurance and high registration fees, scooters were a recognized means for getting to high school. Nevada was the fifth largest state in the U.S.—with the smallest population at the time... I rode a Cushman on the highway and a friend's Honda Trail 55 on dirt. By sixteen, my attention turned to Jeep 4WDs and muscle cars, though I never turned my back on motorcycling. My first return to two wheels was a series of three pre-owned BSA motorcycles (each '69 model year by sheer coincidence). One was a Victor 441 B44, allegedly a scrambler but rather ill-equipped for the dirt by today's standards. Cycles with vertical rear shocks and short stroke, highway style front forks were hardly off-pavement material. (This was "On Any Sunday" stuff, and many of us, including J.N. Roberts, Steve McQueen and Malcolm Smith, rode near vertical rear shock machines.) If nothing else, at nearly 10:1 compression, the Victor was the quintessential "thumper" and a good way to learn about compression release starting! Several road bikes have been notable, my BSA 650 Lightning and 750 Rocket III, a BMW R80GS (that hardly met "off-road" standards despite the implications), a BMW K1100LT that was a highway delight and a Gold Wing GL1500 that I can only call "a beast"—ridiculously cumbersome and far beyond the realm of a flick-about motorcycle. My takeaway from the Gold Wing was that I'd never ride a cycle over 500 pounds again. So much for today's "cruiser", touring bikes and dressers! As long as I can swing a leg over the saddle, I'll take a sport bike under 500 pounds, hands down. We discovered serious dirt riding and cycles two decades ago when youngest son Jacob was 11-years-old. I wanted him to ride sensibly, and a vintage XR75 was the choice after a brief detour with a Kawasaki KX80. Honda's "red" assets caught our fancy, and I acquired a used XR200R to accompany Jacob. That quickly grew to an XR350R, passing the XR200R to Jacob (typical family maneuver with motorcycles). The XR350R had been prepped and "blueprinted" by the late Rick Sorensen for his daughter Natasha to race. Rick was a topnotch aircraft A&P mechanic and motorcycle tuner...In pristine condition, this cycle has remained in my stable since, impressive enough to warrant the acquisition of an XR500R counterpart. Both are '84 model Pro-Link chassis, the 500 boasts dry-sump engine oiling...hot for the era! Yes, I do ride dirt motorcycles—with passion and vigor, desert enduro type terrain my favorite, single track or destination "overlanding" well within bounds as well. Today's cycles draw me toward an XR650R Honda for my current kind of riding, fitted with a Dakar tank and dual-sport retrofit kit, ready for long distance travel. We live at Northern Nevada, a virtual Mecca for dirt riding and backcountry motorcycling access! A CRF450X might be a consideration, though "Dust to Glory" and the XR650R are forever etched in my mind—how can Johnny Campbell, Andy Grider, Steve Hengeveld and Mouse McCoy be wrong? The XR650R Honda is the ultimate icon, a virtual cult dirt bike for the desert. So, don't be surprised if I'm regularly peeking into this forum and even adding my two-cents worth. Dirt motorcycling is on my mind—a lot. It's an incentive to stay in top physical condition, to keep my reflexes primed and not to let chronological age blur my self-concept. I'm still healthy, quick reflexed, and more than ready to ride a converted dual-sport—anywhere, any time!—Moses Ludel At left is our third XR Honda, an XR350R. We have a fourth one, too, an XR500R, for possible restoration. Or maybe we'll add an XR650R built with Baja/Dakar trim with a dual-sport conversion!...Tying to the Karavan dual-motorcycle trailer, it's time to ride in the desert. The magazine's XJ Cherokee (right) provides a good tow platform for getting the dirt bike to a trailhead or desert dry lake. A dual-sport conversion would eliminate the tow need. This cycle has done a variety of chores for more than a dozen years, included getting me around with a video camcorder for covering the Stampede Race and King of the Hammers.
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I've been around long enough to remember the first ATVs and also the three-wheeler era...I had the prudence to keep our kids off three-wheelers—although many pro riders and racers got their first OHV exposure on three-wheelers! Quads and ATVs have morphed into Polaris Rangers and sophisticated UTVs that race during the King of the Hammers' week! These virtual four-wheelers are regularly on the Rubicon Trail with their extraordinary wheel travel, adequate ground clearance, skid protection and tractability. A Razor and other performance quads can turn heads at hill climbs or sand dunes as well! This forum is an opportunity for owners to share experiences, technology and enthusiasm. There is much family fun in OHVs, and the price of admission can put you in the backcountry or on the Rubicon Trail at a fraction of the cost for a full-size 4x4 Jeep or truck! Better yet, the more fuel-efficient of these rigs makes riding for hours far more affordable at today's fuel prices...Share your ATV, UTV, quad and Side-by-Side adventures here!—Moses Ludel
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The Sidekick and Geo Tracker were Suzuki's answer to the Samurai's safety concerns: a wider-track, lower center of gravity, with more steel and a larger engine—just what G.M. needed to satisfy a hungry sub-compact 4WD market, albeit, the origins of the Geo Tracker. In the mid-'nineties, I did a considerable amount of guiding and consulting work for Chevrolet and GMC truck, including media runs and instructing at Tread Lightly 4WD Driving Clinics sponsored by Chevrolet. As a result, I was in line for a very unusual request: Two Geo Tracker engineers (actually procurers) asked whether I thought it feasible to take a Tracker over the notorious Rubicon Trail. Confident that they meant a properly outfitted and modified Tracker 2-door 4x4 model, I answered, "Yes!" The consulting gig that resulted was the first-ever traversing of the Rubicon Trail with a Geo Tracker—actually a pair of Trackers! On a shoestring budget, I had Steve Kramer, co-owner of Calmini Products, lightly modify one of the Trackers, providing our "recovery" and winching source. Mods were limited to a pilot 2-inch lift kit, 29" tires on stock rims, a Lock-Right rear differential and a 5000-lb. capacity Warn winch fitted to a custom tubular front bumper. An aluminum belly pan skid plate was attached to each vehicle's vulnerable undercarriage...I raised the bar by toting a USA VenturCraft Sportsman trailer behind the support/lead rig. The two Trackers turned a typical 12-hour Jeep 4x4 trip into a 46-hour marathon, complete with high-lift jacking and repeated winching of the stone stock (as per a G.M. stipulation) second Geo Tracker. I served as camp cook for myself and three other men: Steve Kramer, the photographer sent by Chevolet and one of the two Geo engineers. I made and broke down camp on the nights we slept, and I drove both vehicles through the roughest stretches, all the while maintaining team moral over endless days and nights on the Rubicon. Much to his credit and our friendship, Steve Kramer came along and worked shoulder-to-shoulder with me on episodes like the blowing apart of a front half-shaft in the dark of night on the trail...We picked CV balls front the dirt and salvaged enough clean CV-grease to repack, reassemble and re-boot the hyper-extended shaft. Cautious articulation kept that joint together for the balance of the trip out. The venture and publicity stunt generated a national ad campaign for Chevrolet's Geo Tracker. I scooped the event for Geo News and Chevy Truck magazine. Chevrolet was pleased and displayed the lead/support vehicle at the SEMA Show that year. Ask me if I know much about the Geo Tracker and Sidekick, and I'll share that I likely know as much as any four-wheeler on Earth! I can tell you how many hours it takes to deplete a tank of gas, where best to place a Hi-Lift jack or Warn winch lead, how to angle up V-8-size boulders in a sub-compact 4x4—and why I value my XR350R Honda dirt bike so much...These days, unless you have a well-equipped, 33" to 37" diameter tire equipped 4x4, consider the Rubicon Trail off-limits unless you have a great deal of time and resources on your hands...A motorcycle like my Honda can cover the trail in four hours. This forum is for Sidekick and Tracker enthusiasts, those who value the many merits of these tough sub-compact 4x4s. Take my word, they'll readily do what the designers intended—and more if you have the right equipment and a sense of adventure!—Moses Ludel.
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The Suzuki Samurai stormed the U.S. market with instant acceptance and brisk sales. A 4x4 with remarkably similar dimensions to the early Jeep MB and flatfender CJs, the Samurai boasted beam axles front and rear, a two-speed transfer case and a spunky four-cylinder, contemporary engine. Moreover, this was the modern trail equivalent of a vintage Jeep! With any narrow 4x4 designed for backcountry ground clearance and use, there's an issue with center-of-gravity. Most of us know this and drive accordingly. Wider aftermarket wheels with negative offset will alleviate much of the C.G. issue, but in stock form, a narrow track, taller 4WD does have issues. Such C.G. and roll center issues drove the Samurai from showrooms. Fortunately, owners and loyalists did not give up on the Suzuki Samurai 4x4, which became one of the hottest focus models in Calmini Products' history. These mighty little trucks ply the Rubicon Trail, save fuel and deliver a lot of fun. A mild lift, widened wheel stance and prudent, sensible driving technique are the best survival formulas for continued fun with a Samurai. Like a Jeep CJ, aftermarket modifications include steering system and traction upgrades, powerplant swaps, you name it! Some Samurai 4x4s get extreme modifications like a 9-inch Ford/Currie rear axle and a Dana 44 front axle. Through this all, the Samurai's tough ladder frame holds up! This forum is for Suzuki Samurai 4x4 enthusiasts, restorers and hard trail users!—Moses Ludel
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The Hummer was a huge departure from previous military "light" utility 4x4s like the Jeep M38A1 and M151! There is nothing "light" about a Humvee or Hummer H1. When AM General won the U.S. military bid for a "High Mobility Multi-Purpose Wheeled Vehicle" (HMMWV), a vehicle with 3/4-ton, full size truck chassis dimensions burst forth! In the field with armor and utility equipment, these trucks can reach eight tons of steel and equipment. Introduced in the early '80s, they performed in the Gulf War and Middle East military ventures since. When AM General went to the civilian market with the Hummer in the 'nineties, I had the opportunity to test one such beast for the Portland Oregonian newspaper. I picked the vehicle up at Sears Point (Infineon) and drove with wife Donna back to Yerington, Nevada. We spent most of that drive trying to hear each other across the doghouse with the Clarion sound system competing with the G.M. diesel engine! Hoisting the truck for photos, the massive machine, more than a 3/4-ton truck chassis' length and width, took my new 9000# capacity Forward lift to just short of its limits. After that period, the G.M. acquisition brought with it a more "civilized" line of Hummers, including the military-based H1, the H2 and H3. The H2 and H3 were full-size and compact Chevrolet truck chassis and powertrains, offering a decent ride quality, easier parts access to mass produced components, common axles and suspension, and more overall affordability to the product line. In recent years, the magazine's base at Fernley, Nevada has brought me in contact with Brad Falin's race vehicles. Brad has familiarized me with the details of Humvee racing and performance technology and components. Brad worked with the Rod Hall Hummer Racing program for seven years and advanced Hummer suspension/shock absorber systems, making the Hummer highly competitive at Baja and Dakar. Brad's own Duramax powered Ultra4 racing machine debuted at the 2012 King of the Hammers with many Humvee-derived chassis and drive components. I have access to new developments at the Brad Falin race shop, where Humvee aftermarket advancements and technology unfold! Rod Hall's shop is also accessible at nearby Reno... Whether you work, restore or compete with Humvees, own a stock or competition H1, H2 or H3, this forum provides a community for discussing technology, upgrades, restoration and how to keep a Hummer or Humvee alive!—Moses Ludel Any Humvee or civilian Hummer owner will recognize Brad Falin's race car platform. IFS/IRS was a Humvee hallmark. Brad debuted the first turbo diesel muscle in Ultra4 racing at the 2012 King of the Hammers. Rear axle and suspension are a custom beam (solid) axle design by Brad Falin. At right, Brad waits patiently in the contingency line at the 2012 KOH, ready for tech inspection!
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The Land Rover has scoured the Earth, leaving its footprint on every continent and in the roughest of terrain. In the U.S. market, the Discovery and Defender 90 models have distinguished themselves as off-road, "overlanding" 4x4s. My familiarity with the Land Rover heightened in the mid-'ninties when I participated on 'Team U.S.A.' in the Land Rover Trek event, an intensive, one-day condensed version of the notorious Camel Trophy. Held at Georgia, our competition included a cross-country foot race before dawn, orienteering, a pulley descent on ropes, canoeing, slogging through deep, red clay mud on an all-terrain bicycle, driving Land Rover models in tight courses of mud, and changing tires in this muck. The final competitive segment was teeter-tottering vehicles and timed winching with the Land Rovers. Fortunately, I had the good sense to train vigorously for this event, and our team—Sue Mead, Nick Dimbleby and yours truly—earned a podium finish and trophies. We were pleased with our performance and the ability of the Land Rover, too! Land Rover also sponsored my Tread Lightly midnight presentation before the Eco Challenge participants at Whistler, B.C., an event that helped launch Mark Burnett's production career! This community forum is for Land Rover owners, whether postwar vehicle aficionados and restorers or contemporary owners. There are also many devoted Defender 90 owners, including my friend Bill Burke of 4-Wheeling America. Bill was a Camel Trophy participant, and we co-instructed Tread Lightly 4WD Driving Clinics together. Enjoy building this community of like-minded Land Rover enthusiasts and overlanders!—Moses Ludel
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Nissan first hit the U.S. truck market with its Datsun pickup. Popular, well-built and responsive to owner needs, the tough mini-pickup was an immediate success, especially in markets like the Pacific Northwest! This pickup became the "Nissan". The first 4WD Nissan pickup had a unique IFS front suspension and drive system that looked like a Datsun Z-car rear IRS unit flipped and fitted forward; at the rear was a conventional beam axle...Subsequently, mid-'eighties Nissan Hardbody compact trucks made an indelible mark in the American compact truck market. Sales were always steady for Datsun/Nissan and hit stride during the Nissan Pathfinder/Hardbody Pickup era. The modern Frontier is an evolved Hard Body, very well liked by owners. The long awaited rival for domestic full-size trucks—and the Toyota Tundra—is the rugged, powerful V-8 Nissan Titan! Nissan has a global presence and a reputation for extaordinary design advancements. Engines, in particular, are a Nissan forte, and staunch owner loyalty results from these many attributes! At this forum, owners of Nissan trucks of all sizes share information, 4x4 upgrades and modifications, repair and maintenance tips, trailering suggestions and lifestyle experiences!—Moses Ludel
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Everyone knows the Toyota FJ40 Land Cruiser. The 60-series Nissan Patrol was a 'sixties contender in the U.S. The Nissan 60-series has a similar profile and stance to the FJ40, with nearly the same dimensions. The Toyota FJ-series and Nissan Patrol each offered an OHV six-cylinder inline gasoline engine. The Nissan P engine enjoys a worldwide reputation, some say superior to the FJ40 2F engine. Both are "under-square" (smaller bore than stroke length), high torque designs. The vintage 60-series Patrol had features that deserved a reasonable market share in the U.S., and the Nissan Patrol was a global product that did well in other markets. Unfortunately, lack of sales, compared to the FJ40 in particular, discouraged Nissan from selling the Patrol in the U.S. after 1969. The name "Patrol" also applies to other Nissan products offered at Australia, Europe and outside the U.S. Notably, the 60-series has become an icon among restorers. The first real Nissan effort at a 4WD SUV was the Pathfinder, introduced in 1986. A V-6 3.0L option was common for the press corps test vehicles, and I tested the new model on behalf of OFF-ROAD Magazine. This was my first real exposure to a Japanese high-tech OHC V-6, and the vehicle's performance was quite impressive at the time. The VG30i engine made 138 horsepower in U.S. form, and this propelled the Pathfinder down I-5 readily, due largely to the engine's relatively quick torque rise. Nissan's Pathfinder had a terrific following that led to the modern Xterra. The Xterra takes the vehicle to another level for multipurpose SUV use: a companion for recreation, four-wheeling and an outdoor lifestyle! In this forum, owners share a variety of experiences and insights on modifications and upgrades that fit lifestyle niches for these Nissan 4x4s!—Moses Ludel
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Toyota entered the U.S. truck market with the Stout pickup in the mid-'sixties, a truck with an identity crisis...U.S. trucks were large and mostly V-8 powered, and the Stout limped into the picture with a scaled down chassis and four-cylinder engine. Great for a 2nd or 3rd World hauler, ill-suited for the recently completed, high speed interstate highway system in America. The Stout was remarkably well-built, truly a benchmark for Toyota. In the U.S.A., the Stout's largest success is its current collectibility as an iconic, cult classic—like many of the Japanese motorcycles from that era. Then the first Energy Crisis hit, and fuel efficient trucks were in short supply. Ford rapidly turned to Mazda's Courier, G.M. partnered with Isuzu's Chevrolet LUV and Chrysler turned to Mitsubishi. Toyota simply pressed sales of its rugged Hi-Lux pickup. That lightweight, 4-cylinder Hi-Lux model became legendary in short order. Toyota mini-trucks, especially after the 1979 introduction of the 4WD models with beam front and rear axles, established themselves as the most reliable, durable, longest lasting and certainly fuel efficient trucks in the industry. Earning a cult following, modified 1979-85 Toyota 20R and 22R/RE powered 4x4 trucks still ply the Rubicon Trail, demonstrating the worth of these scale versions of the FJ Land Cruisers! It was quite natural to include these Toyota trucks in my Toyota Truck & Land Cruiser Owner's Bible (Bentley Publshers)! The 4Runner launched on the mini-truck platform. I was working for Rose Toyota at San Diego when it did. By the mid-'eighties, the heftier 4Runner and consumer demand for performance encouraged Toyota's first V-6 offering. The mini-truck and 4Runner put on weight and size, now possible with the added power. Note: A tribute to the indestructible nature of the inline four-cylinder 22R engine design: its ability to lug around a mid-'eighties phenomenon, the aftermarket Toyota camper/motorhome that required dual rear wheels! The remaining camper/motorhomes are still seen crawling up grades in the U.S.A. This is a remarkable testament, tribute to one of the best engine designs, especially for its size, in automotive history. Toyota has never rushed to market with a model, especially within its truck lines. The Tacoma eventually replaced the mini-pickup, offering modern powertrains, body styling, improved ergonomics and chassis/handling. However, a full-size V-8 contender remained a consumer wish-thought in the U.S. and other Toyota markets. Finally, the Tundra came to life as Toyota would have it: a solid, reliable and rugged pickup—just what buyers expect from Toyota! This forum is a celebration of all things "Toyota truck". From technology and projects to sharing experiences and restoration tips, Toyota owners have one distinct thing in common—valuing Toyota trucks!—Moses Ludel
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My first exposure to the Toyota Land Cruiser came about when I innocently accepted an invitation to run the Rubicon Trail (back route, Lake Tahoe to Ice House) in the summer of 1967. 18 years old, I borrowed my folks 3-year-old CJ-5 and joined the Diablo Four-Wheelers from Concord/Pleasanton...On that trip, our group included a stalwart Toyota "Land Cruiser" FJ40. Duly impressed with its unique ability and ruggedness, I considered purchasing a new FJ40 in 1970, a bargain at that time! As an automotive journalist and tech editor, I built two FJ40 Land Cruiser projects for OFF-ROAD Magazine, one in the late 'eighties, the other in the mid-'90s. The latter appeared at the SEMA Show, both were featured in my Toyota Truck & Land Cruiser Owner's Bible (Bentley Publishers). If you were at a Toyota dealership when the Sequoia went to market, a sales floor point-of-sale DVD brought my impressions home about later Toyota trucks. John Davis (PBS Motorweek) and I presented the new models, and I talked about the I-Force V-8 and other features. I believed in our support for Toyota then, and I'm confident that owners have been equally pleased and impressed with these products! The FJ and DJ models shared in this forum remain popular and reflect Toyota's lasting legacy of rugged and durable four-wheel drive trucks. Owners and restorers have good reason to share information and experiences, technical details and lifestyle enhancements—provided by the FJ and DJ Land Cruiser and, more recently, the formidable FJ Cruiser and Sequoia!—Moses Ludel
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My first exposure to I-H trucks was at Carson Valley, Nevada in the early 'sixties. The slant four-cylinder 152 (later the 196) models were all over Carson Valley, an adjunct to the popular I-H light 4x4 trucks and cultivating equipment. Ranchers valued the reliability and ease of service on these light-duty trucks and other I-H equipment. The local I-H dealer did a brisk business... By the late 'sixties, as a truck fleet mechanic, I had charge of several I-H trucks and did minor and major repairs and maintenance on them, including a vintage dump truck with an RD406 gas inline engine and several IHC Metro Vans of early 'sixties vintage—each equipped with a BD240 inline OHV six and B-W 3-speed automatic transmission. I rebuilt components and discovered quality powertrains, axles and chassis up close. Subtle advancements and utility features like chamfered cylinder bores impressed me...I acquired firsthand respect for "Cornbinder" stamina and IHC's hallmark ability to out-source the best components and parts in the automotive industry. In 1969, a parts run to the local I-H truck dealership, Alessio Motors at San Diego, nearly resulted in the purchase of an "immaculate" 1956 I-H R120 3/4-ton short box 4x4 pickup parked on the used truck lot! The iron transfer case shift levers remain fixed in my memory! What a find, and what a legacy if I had purchased the R120...At the time, I was busy with the restoration of a Jeep CJ-3A and could not make room for the I-H truck... The original I-H Scout evolved from a staid knock-off of a vintage Jeep CJ-5/CJ-6 into the 196 slant four and 266 V-8 option models. Finally, facing competition from the Ford Bronco, G.M. Blazer and Jimmy, the Scout II emerged with a 258 AMC inline six and optional 345 V-8. By then, the bulletproof Chrysler A727 transmission option or a rugged manual gearbox filled the "Line Ticket"! Beyond doubt, the 266, 304, 345 and 392 V-8s were among the most rugged domestic gasoline engines ever built. Based on the light truck chassis, Travelall wagons were well ahead of their time. In 1975, I went to Alaska with Bob "Bearclaws" Stutsman in a used '66 I-H 4x4 Travelall with well over 100K miles on the odometer. We pulled a travel trailer from Carson City, Nevada to Kenai, Alaska. The rugged, 304 V-8 powered truck performed flawlessly, using less than one quart of oil on the trip...As for "rugged", an early '70s Travelall could be optioned with a 5-speed Clark medium-duty manual transmission! All Scout II, I-H light trucks and Travelalls were built to the highest standards and from a remarkable list of available options. The last 4x4 I-H light trucks were among the best-built American trucks and utility models in history. Restorers and loyal owners appreciate these models to this day. This forum is about building community. Enthusiastic and informed I-H, Scout and Scout II owners and restorers can share unique experiences, restoration projects, technical questions and parts needs with other I-H buffs...My interest is ongoing, as is my praise for International-Harvester trucks!—Moses Ludel
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After years of private labeling the Japanese Mazda/Courier compact pickup, Ford introduced the Ranger pickup and Bronco II. Detroit's own design, scaled down versions of proven Ford truck technology from the era, these compact models earned a following. We purchased our '85 Bronco II new, our first new vehicle, and drove the San Diego County backcountry with a unique and rare option package: factory limited slip differentials both front and rear! The Bronco II originally boasted a 2.8L Capri (Ford Europe) V-6 with carburetor that would be replaced by the significantly more powerful 2.9L EFI/MPI engine in 1986. Later 4.0L V-6 and V-8 SUV models benefited from the Bronco II and Ranger technology, and evolved components suited Ford and Mercury SUVs with intermediate wheelbases...The Ford compact 4x4 community meets here and shares technology, projects and experiences!—Moses Ludel
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I was a a high school junior when the Ford Bronco came into the market. Our local (Minden, Nevada) dealership, Neddenriep Ford, sent its very first Bronco floor model to El Dorado Canyon, where a Jeep hill climb was taking place. With great anticipation, the crowd watched the 170 cubic inch, inline Falcon/Mustang six-powered utility vehicle take on the new Jeep CJ 225 Dauntless (Buick) V-6 models. The Ford cloth-top looked quite sturdy with its 92-inch wheelbase. As the '66 Bronco leaped from the start line toward the steep hill, the load and sandy soil made the coil-sprung front axle hop violently! The Bronco lost traction near the base of the hill, backed up slowly and pointed toward the highway...Ford would remedy the wheel hop and coil spring oscillation issue, and by the Spring of '66, a potent small-block 289 V-8 option had the classic Broncos eating up the asphalt and backcountry! A beloved icon had been born, and the steed grew into a full-size model in 1978, based upon the F100/150 chassis with a shorter wheelbase. This set the stage for later full-size models like the Explorer and Expedition, and even the Excursion received benefit. Later model IFS 4WD on the lighter chassis and a beam axle on the Excursion 4WD kept Ford's noted reliability, ride and handling intact...At this forum, share your Ford Bronco and Ford SUV 4x4 experiences and projects, Ford technology and four-wheeling with the Bronco!—Moses Ludel
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When I wrote the Ford F-Series Pickup Owner's Bible (Bentley Publishers) in the early 1990s, I included years of personal involvement with Ford truck products. From the flathead V-8 and Y-block eras, FE and small-block eras, to the modern diesels and gasoline Triton engines, Ford F-trucks have made an indelible mark. I know these engines and powertrains intimately and look forward to the growth of this Ford F-truck community forum. Loyal owners, enthusiasts and restorers, from the earliest F-1, -2 and -3 models to the contemporary F-trucks, can share their pride and insights around these trucks...I began my Ford truck work with a 1938 flathead pickup, owned a '51 F-3 pickup, restored a '55 F100 with a Y-block, rebuilt and blueprinted muscle car era FE V-8s, and worked with later model Ford trucks, including Navistar diesel power and Triton engines. As a Ford technology guy, I will drop into the discussion from time to time!—Moses Ludel
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The emergence of late model 4x4s with IFS began with the S/T trucks and culminated in the introduction of 1987 Silverado and Sierra trucks with IFS. I worked closely with Chevrolet and GMC trucks during the 1987 to late '90s era, ultimately having great respect for these S/T and K-model trucks. The popularity of modern G.M. truck technology is indisputable: If you add GMC to Chevrolet figures, G.M. truck sales have often outweighed Ford F-series and others. This forum is a community of enthusiasts who value G.M. technology, design and ruggedness, including the 6.5L and Duramax diesels, the small- and big-block pushrod V-8s, Vortec V-6s and contemporary LS engine platforms. Join others here!—Moses Ludel
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Advance Design and Task Master series G.M. trucks did not offer 4WD—but NAPCO conversions did! The NAPCO 4x4s were rugged work trucks, popular throughout the 1950s. G.M. created its own 4x4 light truck models from 1960-up, and some of the best K-models were the 1960-86 pickups, Suburban, Jimmy and Blazer through 1991, each boasting a beam front axle. Our family owned four of these G.M. models: a 1970 K10 SWB 4WD, a 1973 K-10 SWB 4x4, a 1986 K2500 Chevrolet Suburban and a 1987 K2500 GMC Suburban. Each one of these trucks delivered exceptional performance and a very long service life, the haulmark of the beam front and rear axle K-models! My Chevrolet & GMC Light Truck Owner's Bible (Bentley Publishers) was a tribute to models like these...In the late 1960s, I maintained and refurbished a fleet of G.M. Advance Design, Task Master and 'sixties era trucks. As a classic G.M.C. "Jimmy" six and Chevrolet "Stovebolt" buff, Chevrolet as well as Pontiac V-8 engine enthusiast and K-model supporter, I encourage restorers, owners and others to share your exceptional trucks, their technology and ownership experiences—right here at the vintage G.M. truck forum!—Moses Ludel
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In the late 1980s, Dodge Truck sales made a dramatic comeback when Chrysler partnered with Cummins, offering a 5.9L inline six-cylinder, 12-valve Cummins engine option. I test drove one of the earliest models with a three-speed A727 Torqueflite transmission. What a difference that powertrain made in contrast to gasoline engines of the era! Since that time, the 12- and 24-valve Cummins ISB and 6.7L options have made Dodge and Ram trucks a major contender at hauling and performance. The 4WD Mechanix Magazine fleet vehicles include a 2005 Ram 3500 4WD with 5.9L Cummins 24-valve engine, featured in projects and for towing chores. Dodge-Ram Cummins owners will find an enthusiastic community at this forum!—Moses Ludel At left, the magazine's 2005 Ram 4WD Cummins model gets showtime at the BFG booth, Off-Road Expo, Pomona! Upgrades like the Mopar running boards or re-valving the 48RE automatic transmission for longevity are some of the details available at the magazine site. Routine maintenance and recommended lubricants, coolant, fluids and filters for the Cummins can be found at the magazine's Dodge-Ram Truck Workshop!
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The Dodge Power Wagon established itself in wartime—like the original Willys-Jeep Model MB. The civilian 4x4 models further distinguished these rugged trucks, and Dodge and Ram 4WD has become legendary. In this forum, meet other Dodge and Ram truck owners, and share experiences and how-to. Special emphasis on 4x4s and Cummins power make these forums popular!—Moses Ludel The Dodge Ram Power Wagon (left) carries forth a tradition of rugged 4x4 utility! Our 4WD Mechanix Magazine 2005 Dodge Ram 3500 4x4 underwent a complete makeover (center). At right, Ram distinguishes itself is a "Ram Runner" run-off against the Ford Raptor!
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Welcome to the Jeep Liberty, Commander, Patriot and Compass forum! The Liberty served as the sequel to the XJ Cherokee, followed by the Commander, Patriot and Compass Jeep® models. Liberty went on to distinguish itself as a 4x4 off-road contender, and the Commander met the same aims as the 2005-up Jeep® Grand Cherokee. Join other owners at this community and share your experiences!—Moses Ludel The 2002 Jeep® KJ Liberty automatic transmission is just one more example of the stamina built into these 4WD SUV models. Liberty, in particular, has become another Jeep 4x4 icon!
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In 1984, AMC/Jeep® took its unitized body and 4x4 technology into the XJ Cherokee platform. This breakthrough compact SUV became the best selling model of its era and made the AMC sale to Chrysler profitable. These models and the subsequent Jeep ZJ and WJ Grand Cherokees feature beam axles front and rear, two-speed transfer cases and rugged engine packages, making them candidates for off-road upgrades and 4x4 trail use...Welcome to the XJ Cherokee and ZJ/WJ Grand Cherokee community at 4WD Mechanix Magazine!—Moses Ludel At left is a ZJ Grand Cherokee equipped to tackle the Moab Area BFE course! Reno Off-Road Motorsports Expo (center) is one more place to see the owner enthusiasm for the XJ Cherokee! At right, the magazine's 1999 XJ Cherokee multi-tasks, pulling the Caravan trailer and our XR350R Honda dirt motorcycle!
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The Jeep® JK Wrangler took the link-and-coil suspension utility 4x4 to the next level. These 2007-up models are longer, wider replacements for the TJ and LJ Wrangler. They offer better highway ride, safer cornering and braking, more cargo area and an SUV stance. A true Jeep 4x4, the JK Wrangler has earned the largest sales and following of any Jeep utility model to date...Share Jeep JK Wrangler outdoor and travel experiences, how-to, accessorization, upgrades and performance enhancements. V-8 conversions and the Pentastar 3.6L V-6 edge out the stock '07-'11 models' 3.8L V-6 performance—but there's always turbocharging for the 3.8L...Join the JK Wrangler community here!—Moses Ludel At left, Moses Ludel tests the 2012 Jeep JK Wrangler with Pentastar engine (see full report in HD video) and names it '2012 Best 4WD SUV'. Center, the Bestop Run at Moab 2012 features a number of JKs! At right, Advance Adapters targets the popular Jeep JK Wrangler for gearing upgrades and V-8 conversions—see in-depth coverage from the Advance Adapters' plant and test facility!
