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!
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AMC/Jeep® always leaned forward in both car and utility vehicle designs. By the mid-'80s, the CJ needed a contemporary replacement, a vehicle with wider track for handling and a better highway ride package. The Wrangler emerged just as AMC sold to Chrysler, and the Wrangler and XJ Cherokee were the profit items Mopar wanted! The Wrangler four- and inline six era represents huge growth in the 4WD/SUV market overall, and there are huge numbers of enthusiasts, owners and buyers who can build a "community" at this forum!
—Moses Ludel
At left is an '87 YJ Wrangler, leaf springs articulating on the rocks! Middle is the Quadra-Coil™-suspension TJ Wrangler Rubicion edition, the engineering and off-road pinnacle of the Wrangler inline four- and six-cylinder era! At right, Moses Ludel's Jeep Owner's Bible, 3rd Edition, covers models through the Wrangler YJ and TJ...
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The modern 4WD era, and the dawn of luxury SUV 4x4s, began with Kaiser's introduction of J-trucks and Wagoneers. Beginning in the early 'sixties, consumers and commercial users discovered that driving a "truck" was no longer a hardship. The Wagoneer eventually evolved into the luxurious Grand Wagoneer, V-8 powered with every power and accessory option known to town cars of the era. The Gladiator pickup became the AMC/Jeep Pickup, a J-series chassis that used the best powertrain and geartrain products available in the industry...This forum is for Gladiator/J-truck, full-size Cherokee and Wagoneer/Grand Wagoneer owners and enthusiasts. Share your interests, technical insights, troubleshooting and more at this forum!—Moses Ludel
The FSJs are often restored or modified—they also serve as an inspiration for a "Mopar concept vehicle"—with a contemporary chassis and powertrain upgrades!
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By 1972, AMC/Jeep Corporation was in full swing, producing the new generation Jeep 4x4s! This era represents the legendary CJ models that grew the brand to new heights and set benchmarks for engineering, design and sales. Join others who own and appreciate this unique group of vehicles, the 1972-86 CJ-5, CJ-6, CJ-7, Scrambler/CJ-8 and third generation AMC/Jeep Jeepster/Commando models!—Moses Ludel
Moses Ludel's second Jeep® CJ Rebuilder's Manual, covering 1972-86 AMC/Jeep® models. These years brought the Jeep CJ to the forefront, and consumers flocked to outdoor lifestyles and the popular sport of four-wheeling! An AMC/Jeep CJ does well both on- and off-highway, often with plenty of power, driving ease and comfort to spare!
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In the postwar era, Willys pioneered the development and production of 4WD light trucks and the World's first "sport utility vehicles". If you like the WWII and postwar Willys and Kaiser era Jeep models, this forum provides a community of enthusiasts and restorers. Whether your interest is history, restoration, rebuilding, how-to, troubleshooting or sharing vintage Jeep 4WD experiences, you'll find support and build friendships here!—Moses Ludel
At left is a Mopar flyer for Camp Jeep workshops by Moses Ludel. The red '55 CJ-5 was the project built and depicted within the book at right!
Welcome to the ATV, UTV and Side-by-Side 4x4 Forum!
in 'Quad' ATV, UTV and Side-by-Side 4x4s!
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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