News
SEMA HELPS FUEL SOUTHERN CALIFORNIA’S CAR CULTURE WITH ICON VEHICLE DYNAMICS
Southern California’s car culture is big business, and the Specialty Equipment Market Association in Diamond Bar helps drive that business both here in the U.S. and across the globe. Want to see ground zero for the aftermarket automotive products industry? Head out to Las Vegas next month and you’ll see more than you could ever imagine. SEMA is gearing up to host its annual trade show Nov. 5-8 at the Las Vegas Convention Center. The event will showcase the latest in aftermarket performance auto products, ranging from brake discs and catalytic converters to gearboxes and oxygen sensor components. The event isn’t open to the public but it’s still expected to draw 120,000 people, including buyers, distributors, media representatives and a host of other industry professionals. “It’s the largest annual gathering of small businesses in the United States,” said Peter MacGillivray, SEMA’s vice president of events and communications. “We’re running on adrenaline right now. We work throughout the year to put on this blockbuster event. We have a comprehensive international relations program to help U.S. manufacturers connect with buyers in the most relevant markets.” MacGillvray said SEMA serves as both an advocate and steward of the industry. “We share a lot with other trade associations and do research and education,” he said. “We also act as a liaison with state and federal officials on behalf of the equipment industry. That includes businesses that are involved in the manufacture, distribution and marketing of automotive products that enhance the styling and performance of cars, trucks and sport utility vehicles.” The aftermarket industry is divided into two categories: One segment involves repair and replacement and other is the specialty end that focuses on high-performance products. High-performance aftermarket product sales generate about $31 billion a year in revenue, according to MacGillvray. And that segment accounts for just 10 percent of overall automotive product sales. “The total sales get into hundreds of billions of dollars,” he said. Jeff Latimer, who manages JGM Performance Engineering in Valencia, attended last year’s SEMA show. JGM does everything from replacing stock parts like broken belts or dented bumpers to customizing auto and boat engines with high-performance upgrades. “Last year I was at the SEMA show for the entire week because the racing team I’m on had a car on display in the NASCAR booth,” he said. “The car wasn’t affiliated with our business, but we did do the engine work.” Latimer said the aftermarket industry has changed in the last 10 to 15 years as more and more consumers have turned to the Internet for automotive products. “Customers used to rely on your expertise, but now they tell you what they want and how they want it,” he said. “They are more opinionated.” For many consumers, the bottom line is money. But Latimer said there’s a big difference between buying a stock “crate engine” that literally comes in a crate and one his business has hand-assembled. “We look at the blueprints,” he said. “Everything is checked and all of the machining is done with a higher degree of accuracy. It will cost more money to do that, but most of my customers are willing to pay the extra money. I have 65 to 100 work orders open at any given time. We’re so busy I have turn work away.” Mike Hymes, who works at Rydell Chevrolet in Northridge, is also a member of the Vintage Corvettes of Southern California car club. The club meets the first Saturday of every month at the dealership. Needless to say, many of the club’s members have purchased aftermarket parts to customize their vehicles. “Damn right,” the 75-year-old Northridge resident said. “It’s really important. I bought 22 Corvettes over the past 30 years and I have a red 2003 Corvette now that’s been redone. I put new wheels on it and a new top. A lot of people are changing out the black wheels for chrome ones and they also change out the mufflers. The specialty market is really important.” SEMA, which is celebrating its 50th anniversary this year, began “when bunch of guys in the performance industry got together and started it back in 1963,” according to MacGillivray. “It was originally in Los Angeles, but we’ve been here in Diamond Bar for close to 20 years,” he said. “We’re active in business development events in emerging automotive markets like China and the Middle East. When we look at market potential we look for a strong or growing middle class. This is where our collaboration with lawmakers comes into play because they have ID’d this as an important employment source.” MacGillivray said SEMA sees growing opportunities in China, the Middle East and Brazil, among other locations. “We are putting together a business event for the first time in Russia that we’ll have in the spring,” he said. “Most of our activity is geared toward expanding U.S. markets.” The organization’s Diamond Bar headquarters also features a SEMA Garage that functions as a product development center. “Aftermarket companies can learn about new products and also get access to vehicles they otherwise wouldn’t have access to,” MacGillivray said. “If GM introduced a new pickup truck, for example, these companies would be excited about creating new products for those vehicles. We’ve learned that new car and truck buyers are most likely to outfit their vehicles with new products within 90 days of their purchase. We help connect the dots and expedite that process.”
Read More
2013 FORD F-150 SVT RAPTOR – HEAD RUSH FEATURING ICON VEHICLE DYNAMICS IN TRUCKIN MAGAZINE
With an elevation of more than a mile high, the city of Golden, Colorado, takes a toll on a person’s breathing. Mother nature isn’t kind to newbies to the area, and more often than not, you’ll see people pausing to let their bodies catch up to the extreme conditions. For brothers Jake and TJ Hill, natives of Golden, dealing with the altitude is no big deal, however, once you throw in their 2013 Raptor into the mix with 590 angry horsepower, you have an off-road–ready rig that will make anyone woozy. The duo are accustomed to pulse-racing trucks as they’re part of the Five-R Trucks and customtruckhq.com family. When it came time to create a truck representative of their capabilities, interests, and the Colorado landscape, the SVT Raptor was a natural choice. Ford SVT engineers worked tirelessly to get the Raptor dialed in for most off-road terrain, but as any good gearhead will tell you, what left the plant can always be better. To help the Raptor soak up some serious Colorado landscape, Five-R Trucks added a complete Icon Vehicle Dynamics 3.0 Stage 2 suspension system. Keeping the SuperCrew planted to the rock/dirt/sand/snow of the Colorado seasons, a set of Toyo Open Country A/T-II all-terrain tires were mounted to 20-inch American Force forged wheels. Helping offset the Raptor’s looks from other F-150s, the crew had Lawson Paint & Body, also of Golden, paint the wheels black with blue lip rings and center cap accents. Thwarting any pesky rodents, an Addictive Desert Designs (A.D.D.) front Stealth bumper was bolted on with paint-matched aluminum inserts. Lighting up the night is a barrage of Rigid Industries LED lightbars mounted on and inside the front bumper, on top of the wiper cowl, and even on top of the A.D.D. bed rack, which houses a full-size spare wheel and tire combo. Five-R Trucks pulled the new-for-’13 HID headlight housings apart, had Lawson Paint & Body custom paint them, and then capped off the front end with an RBP grille. Out back, a paint-matched A.D.D. Venom bumper adds to the custom and rugged look, while a Monster Hook receiver hook makes vehicle recovery a snap. Capping off the good looks of the F-150, Lawson Paint & Body painted the fender flares, door handles, mirrors, and fender vents, and Colographics of Denver applied the bed graphics. Good looks and a capable suspension are all well and good, however, the hidden jewel of this Raptor makes itself known every time the ignition is fired. Roaring to life by way of a 3 1/2-inch MBRP exhaust, the Blue Oval now belts out 590 hp from a Roush supercharger forcing 7 psi of cool air into the combustion chambers. Whenever the Hill brothers want to get rowdy out on the trail, a simple depression of the go-pedal provides all the dizzying affects one could ask for. In just a few weeks time, Jake and TJ, along with the rest of the Five-R Trucks team, created a beast of a Raptor. Fast, agile, and eager to hit the dirt, this F-150 is sure to give you a head rush. Inside the Build Year Make Model: 2013 Ford F-150 SVT Raptor Owner and City/State: Jake and TJ Hill • Golden, Colorado Engine Type: 6.2L V-8 Induction: ROUSHcharger Stage 2 TVS2300 supercharger with cool-air intake Exhaust: MBRP 3½–inch with black coating Fuel System: Roush high-flow injectors Engine Management: Roush ECU calibration Output: 590 hp and 590 lb-ft (at the flywheel) Built by: Five-R Trucks Drivetrain Transmission: SelectShift six-speed auto Rearend: Electronic locking differential Chassis Front suspension: Icon Vehicle Dynamics billet upper A-arms, adjustable coilovers, lower control arm skidplates Rear suspension: Icon Vehicle Dynamics piggyback bypass shocks Wheels & Tires Wheels: 20×9 American Force Baus SS6 Tires: 35×12.50R20 Toyo Open Country A/T-II Read more: http://www.truckinweb.com/features/1310_2013_ford_f_150_svt_raptor_head_rush/#ixzz2iSvSaAgP
Read More
MANUFACTURERS AND STUDENTS CUSTOMIZE WD-40/SEMA CARES FOOSE F-150 AT SEMA GARAGE
Ten SEMA-member manufacturers and students from the Alex Xydias Center for Automotive Arts (AXC) gathered at the SEMA Garage-Industry Innovations Center in Diamond Bar, California, this week to customize the WD-40/SEMA Cares Foose Ford F-150 off-road truck, which will be raffled off at the 2013 SEMA Show to benefit three SEMA Cares charities. The Foose-inspired truck is the first vehicle to be built inside the new, state-of-the-art SEMA Garage—a facility that allows SEMA-member companies to test and prototype parts, try its 3D modeling and printing and use its full-scale photo studio. Through a partnership with AXC, leading SEMA manufacturers worked alongside underprivileged teens and young adults to install parts and equipment on the truck. The vehicle pays tribute to the off-roaders, truck enthusiasts and aftermarket companies that have used and trusted WD-40 Co. products over the last 60 years. Instead of being auctioned like previous WD-40/SEMA Cares vehicles, the enhanced ’13 Ford F-150 Lariat will be raffled off to one lucky winner in the spring of 2014. With raffle tickets costing just $50 starting November 1, 2013, owning a Foose-inspired truck is now more accessible than ever to all automotive enthusiasts. Chip Foose on the Raffle “Can you imagine winning a one-off vehicle like this for only $50?” asked Chip Foose, president and CEO of Foose Design. “Not everyone gets to make people’s dreams come true on a show like ‘Overhaulin,’ but you can help make kids’ dreams come true by purchasing your raffle tickets and supporting a great cause.” SEMA Cares Charities Benefiting Proceeds from the raffled vehicle will benefit three SEMA Cares charities—the SEMA Memorial Scholarship Fund, which is dedicated to fostering the next generation of automotive leaders and innovators; Childhelp, an organization that provides services to abused and neglected children; and Victory Junction, an organization that provides life-changing camping experiences to special needs and chronically ill children. WD-40/SEMA Cares Foose Ford F-150 Build Partners The WD-40/SEMA Cares Foose Ford F-150 build partners include: Foose Design, Source Interlink Media, LGE*CTS Motorsports, Whipple Superchargers, Icon Vehicle Dynamics, MHT Wheels, Boatec, Magnaflow, BASF, Katzkin, Audio Innovations, Amp Research, Fuel-Tool, Bulldog LED Lighting, Banks Power, HushMat, Mag-Hytec, Warn Industries, Optima Batteries, Falken Tire, PowerBass, Atlas Spring, Clarion, and Metra Electronics. About the Collaboration This is the sixth vehicle WD-40 Co. and SEMA Cares have teamed up to build, and the fourth vehicle Chip Foose has designed with them. To date, WD-40/SEMA Cares vehicles have raised more than $575,000 for SEMA Cares charities. For more information on the truck build, visit WD40.com/Foose.
Read More
THE TACOMA GS – A CAPABLE “ADVENTURE” BASED TOYOTA THAT GETS THE JOB DONE.
Two wheels or four, does it really matter when the road ahead says “ADVENTURE?” It does when the wife wants to come along, unless she’s the rare variety of the fairer sex who can tackle an off-road machine in the rough. My work as a moto-mounted adventure journalist has taken me to the nether regions of the world, often where the closest thing to pavement is the baked mud wall of a stick-framed hut. Last year as I sat in a Rocky Mountain coffee shop watching the aspen turn gold, describing the scene to my tolerant wife via telephone, she mentioned joining me. I was all for it. Although a good rider in her own right, she pointed out that she would not be riding her own bike on the gnarliest of trails, the places I most enjoyed exploring in the U.S. As I pondered how to tell her I was reluctant to take the road most traveled, she interjected, “Let’s build an overlanding vehicle.” That was music to my ears! My motorcycle of choice is a BMW R1200GS Adventure. The idea of building a truck with similar capabilities spawned the idea of The GS of Trucks…GS being an abbreviation for the German words Gelande Strasse, meaning land, or more specifically dirt, and street. Although not light by off-road motorcycle standards, a GS in the right hands is a capable off-pavement machine and is a proven platform for adventure travel worldwide. Duplicating this amazing machine in a truck would be an intriguing challenge. A notable characteristic usually separating motorcycles from their four-wheeled counterparts is the motorcycle’s ability to cover rough ground rapidly. In the overlanding realm the gap, in most cases, becomes a chasm. Loaded with fuel, living quarters, gear, food and all the necessities of life in the wilderness, patience usually replaces agility as a means of covering ground in a well equipped truck, and the travelers slog where motorcycles eat miles like a Japanese passenger train. We chose a Toyota Tacoma Double Cab 4×4 as the basis for our build. Although ours was a holdover 2011 TRD, suspension and other componentry fell far short of sufficient to run rally style over the rough. After researching several options, we chose ICON’s Stage 5 suspension to provide the three inches of lift with additional travel and damping we needed. Anything taller would upset the center of gravity beyond my comfort zone since we would also be sporting an Eezi-Awn tent atop the bed and Baja Rack luggage rack over the roof. ICON’s 2.5” remote reservoir coilovers, billet upper control arms, and remote reservoir rear shocks seemed beefy enough to take the hard hits when we got the urge to sprint down backroads. Installation was professionally handled by Fowler Toyota of Norman, Oklahoma, but I could see this being a reasonable weekend project for a capable home mechanic. Combined with BFG KM2 Mud Terrain tires from our local Hibdon Tires in a “Pizza Cutter” P255/85×16 profile and Teflon-coated American Racing Mojave wheels from Wheel Pro, we were well on our way to the fast traveling teepee we had hoped for. At half the weight of steel, the stunningly beautiful Aluminess Bumpers and a Warn 9.5 Cti winch with Spydura cable helped keep the weight down while protecting the truck from inattentive driving. A Pro Link winch cable thimble from Factor 55 complements the synthetic line. Toytec provided a top quality stainless steel extended rear brake line to ensure wheel travel without yanking out the stocker. Bushwacker fender flares round out the wheel wells and offer that extra bit of protection needed to keep flying mud and rocks at bay. We chose Ram mounts to secure our GPS and iPhone, and Rigid was the logical choice for all forward lighting. Small in stature, tough, and miserly in their use of electrical power, they simply turn the world white on the darkest night. One pair of D2s was fabricated into the bumper. A second pair was mounted outboard on our Baja luggage rack and a 30-inch dual spread light bar stretches in between. Additional shade is provided by Ironman’s model 1400 awning, mounted to the luggage rack. As any GS owner will tell you, farkling, the fitment of cool accessories, is half the fun of owning and operating an overlanding machine. By taking our time and choosing wisely, our GS of Trucks is shaping up to become a nimble and versatile, fast overlander, equipped to take us on many an adventure out west and beyond. Initial test runs have proven the trucks ability to tackle the back country at motorcycle speeds without feeling as if we’re in a failed Ford commercial. Thanks to Icon, the ride is nothing short of incredible. Handling is spot on, whether drifting a turn or crawling over rocks on our way to a remote campsite. Many adventures await the GS of Trucks and we are eager to share our stories as they happen.
Read More
2009 FORD F-450 SUPER DUTY – SEAL TEAM SIX
In 2001, an unthinkable act of terrorism was carried out against the United States. From that day, a manhunt was underway to capture and/or kill the man behind this attack. Almost ten years later, a few dozen men from the elite SEAL Team 6 infiltrated a compound and killed Osama Bin Laden, bringing closure to the lives lost on 9/11. Armen Adjarian, owner of True Bliss Customs in Canoga Park, California, wanted to build a truck dedicated to these men. He went out and picked up a 2009 Ford F-450 Super Duty. He then set it upon himself to build a truck suitable for the men of SEAL Team 6. The SEALs are a versatile group of men who are trained to fight in the sea, air, and land. If this truck was going to be dedicated to them, it had to be able to go anywhere. To accomplish this, Armen installed a Rize 8-inch lift kit after painting the frame flat black. Icon coilovers complement this and offer bump relief. The rear suspension consists of Atlas leaf springs and a pair of Icon piggyback shocks. Twenty-two-inch American Force wheels wrapped in 37-inch Interco rubber converted the F-450 into a rolling battleship and SSBC rotors help bring the whole rig to a quick halt if the mission changes suddenly. Being able to quickly get into and out from behind enemy lines is a must for the SEALs. Knowing this, Armen added a Snow Performance water-methanol injection system to the 6.4L turbodiesel engine. He then added an S&B intake to get more air into the engine and a 5-inch straight-pipe exhaust to get air out. A diesel making almost 600 hp creates a lot of heat and gives away your position on infrared video cameras, so a Spearco intercooler helps keep the engine temperatures in check. Now the Ford had the power and clearance to go just about anywhere, but it was still too flashy and could be spotted from miles away. Normally, the Navy is out at sea and uses flat gray on their ships to help camouflage them. With this in mind, Armen used mattegray vinyl to wrap the truck in hopes of making it a little subtler. The wrap allows him to be adaptable like the SEALs and he can change it depending on his operating environment. The next goal was making the truck more utilitarian. This came by way of Ranch Hand bumpers front and rear that were sprayed with flat black bedliner. Up front, a Mile Marker winch was mounted and allows Armen to pull friendlies out of sticky situations. On top of the crew cab, an SMPFabrication rack was installed to hold a spare tire. This rack also houses three Baja Designs LED lightbars and four BullDog Lighting round lights. A set of custom aluminum badges were made for the truck by Billet Badges, Inc. Finally, to protect cargo, captured combatants, or wounded soldiers, a Retrax tonneau cover was installed over the bed. Armen’s Super Duty was built to be driven into battle and come out the other side victorious, but after the SEALs bust their humps for days on end, they need a comfortable place to rest and relax until the next mission comes across their desk. To make the interior a welcoming environment, Armen wrapped the heated and cooled seats in black Katzkin leather. He then wrapped the headliner in matching leather. A Cobra CB radio provides a source of communication when out of cell range, and the factory navigation head unit pumps out the tunes. All in all, the interior provides a location suitable for even the most tired SEAL to ready himself for the next challenge. When the truck was complete, Armen knew it was for a good cause. He wanted to send a big thanks to the men and women of the United States military for everything they do to ensure we have the freedom that America is known for. He also wanted to thank all of his sponsors on the truck, all the guys at his True Bliss Customs shop, and his wife Nelly for all of her love and support throughout the whole build. Inside the Build Year Make Model:2009 Ford F-450 Owner and City/State:Armen Adjarian • Canoga Park, California Engine Type: 6.4L PowerStroke turbodiesel Induction: S&B Intake, water-meth injection Exhaust: 5-inch straight-pipe with MagnaFlow muffler Cooling: Spearco intercooler Engine Management: H&S Tuner Output: 580 hp and 800 lb-ft of torque Built by: True Bliss Customs, Canoga Park, California Drivetrain Transmission: 5R110W five-speed automatic Rearend: Factory with 4.88 gears Chassis Front suspension: Rize 8-inch lift, Icon coilovers Rear suspension: Atlas leaf springs, Icon shocks Brakes: SSBC slotted and drilled rotors Wheels & Tires Wheels: 22×8½-inch American Force Star Tires: 37×13.50R22 Interco SSM16
Read More
REVIVING A TIRED 4RUNNER FROM THE GROUND UP – ICON SUSPENSION INSTALL
Great write up from the crew at Expedition Portal about them adding new ICON suspension components to their 3rd gen Toyota 4Runner including our CDC compression adjustable rear 2.5 shocks. New Falken Tires and an ICON Suspension create a solid foundation to keep this truck out exploring! The third generation 4Runner is a proven and respected solution for exploration. Variations of the model are used internationally under names like Surf, Hilux SW4 and Prado. In late 2012, our team purchased a stock and well cared for unit with just over 150,000 miles. Our first goal was to address any outstanding service needs, but as expected with a Toyota, there were few. However, the tires were done and the suspension was sagging and tired. Displaying both a lean and a rake, the rear springs were shot from years of use in Northern Arizona. The shocks were also toast providing no damping effect causing the truck to sway and pitch with every road input. It was time to put this classic overland choice on solid footing and include some new shoes in the process. In our opinion this is where aftermarket suspensions really shine, breathing new life into older vehicles that are still full of potential. Although many have done it, it seems ironic to take a brand new vehicle and replace the suspension. While the OEM engineers spend thousands of hours designing the stock suspension, they are faced with far too many compromises. The suspension must be cost effective, carry a moderate load and provide a comfortable ride. These attributes are almost always at odds, resulting in dull performance, limited payload and a short service life. With our project 4Runner, the team wanted to remove all of these limitations and breath new life into this iconic vehicle. There are several aftermarket suspension options available for the 4Runner, but that list was shortened quickly once we outlined the planned use of the vehicle and the intended load requirements. Although there are several high-quality choices, only ICON Vehicle Dynamics has specialized in optimizing the performance of late model Toyota’s. Although not a particularly big company, they take a different approach and focus on rapid development on the desert race circuit, then model those results for the end consumer. The outcome is nothing less than astounding. Having used ICON suspension for decades, both in long-distance overland trips (one suspension traveled from the Arctic Ocean to the Darien Gap) and racing applications, we knew that Icon was the logical choice. The ICON suspension provides both lift for additional ground clearance, and improved performance with a load at both high speeds on pavement and varying dirt conditions. A lot is being asked of the suspension, including the requirement of full articulation, while also being comfortable and secure on the road. We would also demand this performance with wide variabilities in load, from unloaded daily-driver duties, to fully loaded adventures down the length of Baja. For the front of the 4Runner we went with the ICON Extended Travel Front Coil-over Shock Kit paired with their Tubular Uniball Upper Control Arm System. The Coil-overs are adjustable from 0”- 3” with a 2.5” nitrogen shock charged to 250psi and flutter stack compression valving. The upper control arms allow for improved wheel travel and help to prevent premature ball joint wear.For the rear we used the ICON 2.5” Remote Reservoir Shocks with Old Man Emu medium springs, #2906. Note that the OME were recommended by ICON as they don’t make a rear spring for the 3rd Gen 4Runner. (The comparison in size is almost comical!) The installation started with the rear axle, which we expected it to be easier, and a chance to ease into the project. The rust-welded shock mounting bolts quickly proved that assumption wrong. In order to get each shock out we had to use an air powered sawsall and a cutting wheel to cut off the top mounting bolt from the shocks. Once shocks and springs were removed the installation was straightforward. The most difficult part with the rear shock installation is finding a place to mount the remote reservoirs. ICON makes a piggyback reservoir shock for the 3rd Generation 4Runner with a 5” reservoir mounded directly to the side of the main shock body. The shocks we are using however include the CDI system incorporated into the shocks remote reservoirs which requires an additional two inches to accommodate the internal valving system so the reservoir is 7” rather than 5”. This additional 2” and the surprising lack of space under the back of a 3rd Gen made finding a suitable mounting location one of the most difficult parts of the install. After a few test locations we decided on placing the reservoirs on the outside of the frame rail to the rear of the tire on each side.Installing the front coil-overs require the sway bar to be disconnected and the lower control arm assembly to be pushed down as far as possible. This is easy for the standard coil overs but for the extended travel model we found it necessary to disconnect the upper control arm, and drop the hub assembly down completely. As we were also installing the ICON upper control arms this was all part of the process. After removing the stock upper control arm the ball joint will need to be pressed out of the spindle. We used a ball joint separator for a large Dodge truck, with a few modifications to the tool and an impact gun, the old ball joints easily popped out. This was a huge learning process. When removing the first stock ball joint we spent an hour beating on it with a small sledgehammer and using every other implement of destruction we had at our disposal. It was incredibly frustrating and we were amazed that nothing broke unintentionally. After a break and some research to find the right tool for the job, the second ball joint was removed in less than ten minutes! Note, when using the ball joint separator you will need to grind off the tapered spindle sticking out of the ball joint. This will provide a flat surface for your separator to push on, and it’s always fun to make sparks! Installing the front coil-overs is as easy as three bolts at the top and one at the bottom. Be sure to follow the included instructions and locate the bottom spacers properly. For the upper control arms, you will need to remove the battery and battery tray on the driver’s side and gently move one of the AC lines on the passenger side about an inch to allow for removal of the one long bolt holding the arm on. The new arms come with impressive bushings and large washers that need to be stacked in order and aligned with the bolt. A note of caution: As with any DIY installation, be certain to go back and re-torque any bolts and nuts after an initial test drive. This is a common oversight reminded by ”what’s that funny sound?” So far, we have driven 2,500 miles on the ICON suspension, including everything from high speed on the interstate to both maintained and unmaintained dirt roads, washboard, woops, and moderately technical rock crawling. We have pushed the limits in packed dirt, gravel, sand, mud, and rock. At this point the only change we plan to make is to increase the load capacity of the OME rear springs. With the addition of a drawer system, refrigerator and full gear we have exceeded the load capacity of the #2906 springs. We will also continue to fine-tune the ICON CDI adjustments, a surprisingly useful and effective feature. We have found the adjustment particularly beneficial as we fill the rear cargo area, the rear suspension of the 4Runner seeing the greatest load variation. We are pleased with this new combination of Falken Wildpeak tires and the ICON suspension system. The increased articulation and rock-solid damping has greatly improved traction and stability. An added bonus the 4Runner responds much better in the twisties and during “spirited” driving. As a testament to how the new tire and suspension combination has increased the capabilities of the 4Runner; on a recent trip to a moderately technical trail we found ourselves airing down at the trail-head among some seriously modified Jeeps on 37” tires. As we finished airing down and rolled onto the trail ahead of them we witnessed sighs of frustration anticipating a day of being stuck behind the little Toyota! After a few miles of obstacles and challenging terrain we had to stop and wait for a few vehicles going slow ahead. As we waited, the Jeep group from the trail-head pulled up along side, asked us what we were doing and invited us to go and run one of the more challenging branches of the trail system with them!
Read More
ALEXANDER MOTORSPORTS WINS AT THE 2013 GENERAL TIRE VEGAS TO RENO
The General Tire “Vegas to Reno” race is “The Longest Off-Road Race in the United States!”. This would be Alexander Motorsports second attempt to complete this legendary race. As the bright yellow car #5001 approached the starting line at 10:50am on Friday morning temperatures were already into the 100’s with absolutely no wind; but why should this year be any different. Steve Alexander would drive the first leg of the race with Mark Pettit navigating. They were the second Class 5000 to leave the line and within 10 minutes they had taken the lead like they had done at so many other races. But this wasn’t just another race. By mile 25 Steve noticed something on the rear suspension that didn’t feel right and with Pit 1 at mile 32 Steve was on the radio getting the crew ready. Unfortunately it wasn’t going to be an easy fix. All chase crews rallied back to Pit 1 to do whatever had to be done to get the car back into the race. 40 minutes later and with all repairs completed Steve now found himself in unfamiliar territory, he was at the back of the pack with over 500 miles to go. He had to keep his concentration up high as the course was already scattered with remnants of what used to be race cars that fell victim to lack of visibility as a result of the relentless dust. One by one Steve was catching the slower race cars and carefully passing them not to fall victim to hundreds of the hidden boulders. Just as they were making ground everything came to a stop along a section with hundred foot drop offs; another vehicle had broken down and there was no way to pass. Several of the navigators from the patiently waiting race vehicles jumped out of their cars to assist the stranded vehicle by pushing him to the side. After what felt like an eternity (actually 7 minutes) the path was clear and 5001 was moving again. 2 hours and 45 minutes after they had left the start, #5001 came into their first fuel stop at Pit 3. Both chase teams went over the car with a fine tooth comb. The repairs that were made to the rear suspension looked excellent and they were back on the course. 125 miles after the car had to make the unscheduled stop, Steve would put car #5001 back into the lead. His plan now was to get as much distance between him and his competitor before he reached Pit 6 which was the 220 mile marker. At this point Doug Roorda was taking over the driving duties and Mark Pettit would stay in the car as navigator. At Pit 10, mile 354, Chase 1 and 2 would go over the car one more time and re-fuelled it before sending Doug into some of the biggest silt beds and mountain terrains up to 8,000 foot high. not to mention, Doug would have to do this in the dark. Thanks to the KC HiLiTES HID PODs and LED CUBEs they would tame the night making Doug’s job easier. Doug made the scheduled stop 432 miles in at Pit 12 where Baja Pits would splash 5 gallon of fuel to get them to the next fueling pit. Steve sat patiently at Pit 13, 468 miles into the course, waiting for Doug to bring in the car. Team manager Claudia Alexander was following the IRC tracker and could see that the competition was starting to close in on car #5001 so the last pit stop, driver and co-driver change had to be a fast one. Due to the logistics of the race they were short handed and had only one chase team at that Pit. Checkers pit support who was pitting next to Alexander Motorsports offered their assistance to help with the fueling. Steve was back in the car, now with Sean Babb as navigator taking over for Mark Pettit who had now completed 468 miles of brutal desert. With roughly 75 miles to go Steve was loaded up on Livewire Energy chews and disappeared into the night with one thing on his mind: the finish line. 15 hours and 12 minutes after car 5001 left the start they crossed the finish line to be crowned the 2013 General Tire Vegas to Reno Class 5000 Champion. 543 miles of rock, silt and everything else the desert had to offer Alexander Motorsports finished on the same set of red lettered Grabbers that they started on. K&N Filters kept the Wiks Type 4 running clean while Torco Lubricants kept the motor and RC Trans prepped Mendeola running smooth. This huge undertaking would not have been possible were it not for the tireless effort of the Alexander Motorsports chase crews. Here is the link to a YouTube video that will take you for a 10 minute ride: http://www.youtube.com/watch?v=JE2BODDzDCU This would not have been possible without the expert support of General Tire, KC HiLiTES, ICON Vehicle Dynamics, Torco Racing Oils and Fuels, Wiks Racing Engines, RC Trans, FK Rod Ends, K&N Filters, MSD Ignition, Livewire Energy, BTR Wheels, Butch’s Speed Shop and Patrick Sign’s and the professionalism of the whole Alexander Motorsports crew. The next race will be the Best in the Desert “Bluewater Desert Challenge” in Parker, AZ on October 12th and 13th, 2013.
Read More
3 PEAT BY ICON SPONSORED MONGO RACING AT VEGAS TO RENO
Randy Merritt and Tracy Rubio won the 2013 Best In The Desert Racing Association’s Vegas to Reno billed as the “Longest Off-Road Race in the United States.” What makes this even more remarkable is this is their 3rd consecutive class win at this event in 2 different classes. Randy and Tracy teamed up in 2011 for this event in Randy’s 2011 Class 8100 ECO Boost powered F-150 built by Tracy Rubio at TNC Fab in Kingman, Arizona and then they returned in 2012 in Randy’s new Class 7200 Unlimited also built by Tracy Rubio at TNC Machine and they drove it to their 1st Class win. Randy was looking forward to the 2013 Vegas to Reno with anticipation, knowing that most of his team was unchanged and the truck was ready. Since the 2012 BITD Vegas to Reno, Randy has only missed finishing in the top 2 in class twice. The 2013 BITD Vegas to Reno was 545 miles of the fastest and roughest terrain in the south west; pitting man and machine against Mother Nature. The Class 7200 unlimited trucks started the day fourth class off the starting line near Beatty Nevada. Tracy Rubio started the race at 10:29 am on Friday August 16, 2013 for Mongo Racing with Chris Golding sitting in the Navigator’s seat of the number 7281 KC HiLiTes General Tire truck. Tracy and Chris were the 6th truck in class to leave the start line. After changing a tire at Race Mile 17, Tracy and Chris had fallen from 6th in class to last and was now in the dust of the Class 1000 cars as they charged to make up for lost time. Tracy stopped the KC HiLiTes General Tire truck at pit one for a replacement tire and a splash of fuel before returning to the track now 14 minutes behind the leader. Tracy began picking off cars and trucks and by Race Mile 176 had raced up to 4th position in Class 7200. By Race Mile 281 Tracy was in second place and only 10 minutes behind the Class 7200 leader when he turned the truck over to Randy, with RD Miner in the Navigator’s seat. Once in the truck the goal was to cross the finish line first as Randy left pit 8 on a mission. Randy made a stop for Fuel in Gabbs Nevada and advised the crew he was experiencing power steering problems. Randy told the crew he had power steering assist to the right, but had no assist when turning left. After assessing the situation the crew told Randy he would have to race without power steering and Randy left the pit charging hard to catch the leader. At Race Mile 443 Randy took the Class 7200 lead as he passed the leader on the side of the course; another truck that had fallen victim to this long race course. The Crew advised Randy he had a 15 mile lead on second and encouraged Randy to keep up the pace. Randy responded by keeping the gap going into last 20 miles of the 545 mile race.” The last 20 miles are mountain roads and hard to navigate with power steering, so we had to slow down and race smart. We also knew the truck in second place had to pass us and put minutes on us for the win, which is hard to do on these narrow roads at night,” said Randy. At the finish line the Mongo Racing Crew sat excitingly, anticipating Randy and R.D. to cross the finish line in first place now with a 9 mile lead on the second place Class 7200 truck. At 8:58 pm Randy won the 2013 Las Vegas to Reno for the 3rd straight year and his 4th BITD class wins since turning professional. On the podium Randy Thanked his crew and sponsors and said he believed this race was won in the shop as they only stopped for fuel and one tire. After the race Tracy said the flat tire was his fault as he got a little impatient trying to make a pass and hit one of the biggest rocks in the desert. Tracy added the truck ran great the rest of the day. The Mongo Racing Class 7200 Unlimited Ford number 7281 is sponsored by KC HiLiTes, General Tires, TNC Machine, ICON Vehicle Dynamics, Trail Ready Bead Lock Wheels, Kincaid Racing Engines, Yukon, Wilwood, Currie Enterprises, Pro AM, EBC Brakes, Master Craft Safety Innovations, F&L Fuel, Lucas Oil, K&N Filters, McQueen’s Prototype Designs, Borla Exhaust, MSD Ignition, and FK Rod Ends. Visit www.mongoracing.com for additional information about the team and sponsorship opportunity.
Read More
ICON FORD RAPTOR REAR BOLT-ON HYDRAULIC BUMPSTOP SYSTEM
ICON Vehicle Dynamics’ Ford Raptor Rear Hydraulic Bumpstop System has been through extensive R&D, testing, and tuning before ICON could introduce a product we were confident in labeling the most comprehensive Raptor bumpstop solution on the market. What does the bumpstop do? In short, a bumpstop’s job is to control the final up travel of the suspension. Many Raptor owners are using their vehicles beyond their intended design and are often loaded with additional weight, which when combined results in VERY high suspension impact speeds. The factory rear bumpstop is made of foam rubber and is limited on how much energy it can absorb. Ford Raptors have a couple of unique issues that are problematic for proper control of bumpstop forces. The factory rear bumpstops are mounted in a manner that allows for the rubber to squish out to the side of its mount, allowing metal to metal contact. The frame surrounding the OEM bumpstop mount is not capable of these kinds of forces and with repeated abuse can lead to frame damage not covered by warranty. The ICON Solution The more robust solution is a hydro-pneumatic bump shock or “air bump”. ICON’s hydraulic bumpstop uses oil and nitrogen to do two tasks: function as a spring and a shock. An internal nitrogen charge is compressed when the air bump is compressed to act as a spring, similar to the OEM bumpstop. The difference is hydraulic air bumps are adjustable and can be tuned to have low impact forces at the beginning of the travel, and ramp theoretically to infinity at the end. Unlike the factory bumpstop, ICON’s hydraulic bumpstop incorporates oil along with a damping piston internally to control the amount of energy that is returned to the suspension, reducing the vehicle’s tendency to kick. The oil and damping piston also control the compression of the air bump relative to speed which is important for Raptors hitting obstacles at extreme speeds. Our resulting dynamic system is one that is soft and compliant allowing full suspension travel at slow speeds, yet at high speeds will create very high forces to resist bottoming out. ICON’s Ford Raptor hydraulic bumpstop system uses a 2.5″ travel air bump allowing the shock additional distance to control energy, and does not interfere with suspension travel under normal driving conditions. The clamshell bracket design with triangulated cross braces not only gives a rigid mounting point for the air bump, it helps support a known weak part of the frame prone to failure. Key Features Designed for increased leaf spring clearance so there is no loss in up travel with stock or aftermarket springs Easy bolt on installation without having to remove the truck bed Bumpstop striker pad does not require leaf spring disassembly Comfortable on road manners with sufficient damping capability under extreme load Hydro-pneumatic bumpstop increases bump energy capacity Velocity sensitive Hydraulic bumpstop increases the amount of energy absorbed the faster it is hit Reduces rear end kick and improves overall performance Clamshell brackets strengthen frame in critical areas preventing frame damage from extreme off road use Cross member and tension rods stabilize frame rails and prevent twisting under hard impacts Increases frame rigidity and improves overall vehicle dynamics Industry first billet cross beam Pre-tuned and Nitrogen charged for most Ford Raptors Integrated adjustability for future ICON Raptor specific products Bumpstop Features Linear-digressive piston which compliments a bumpstop over the industry standard linear-linear piston. Infinite tuning options with valve stack, oil volume, and nitrogen pressure adjustments CAD Plated body for corrosion free service Urethane rod seal and wiper for long service life User serviceable and tunable Tech Info Install time 2-3 hours Bed removal not required Leaf pack disassembly not required System Components Include (Qty – 2) 2.5″ Travel hydraulic bumpstops (Qty – 2) Raptor specific mounting system (Qty – 2) Bumpstop striker pads Necessary hardware Installation instructions
Read More
