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MOTOR TREND – JUSTIN REITER AND HIS ICON EQUIPPED TUNDRA
Quick Stats: Justin Reiter Occupation: Snowboarder, U.S. Snowboard Team Daily Driver: 2012 Toyota Tundra (Justin’s rating: 8.5 on a scale of 1 to 10) Favorite road trip: Stelvio Pass, Italy Car he learned to drive in: 1971 VW Beetle First car bought: 1982 Subaru Legacy wagon Justin Reiter, an Olympic snowboard hopeful in the U.S. parallel giant slalom and parallel slalom, loves his 2012 Toyota Tundra so much that he often sleeps in it. “As a professional snowboarder, I travel a lot and I travel with a lot of gear, so having a six-foot bed was mandatory, so over the course of the summer for the past five months I’ve lived in the back of it while training in Park City, Utah,” he says. Reiter says he put a top on it and it doesn’t take away from the look of the truck. “I think Snugtop does a phenomenal job of matching the line of the vehicle so that you don’t lose anything by putting one on your truck,” he says. “It still looks like a truck. It looks sick, and it’s got enough cargo (room) for me to carry all of my stuff in the summertime.” He can haul four mountain bikes, a KTM motorcycle, and his camp gear. He also built a shelf for his bed. The only negative aspect about the truck is having to fill up the gas tank. “Nobody likes filling up a 20-gallon tank for a truck,” he says. “Especially these days. That’s probably the biggest downfall.” Reiter was attracted to the Tundra by its aesthetics. “I love the look of the Tundra. I think it’s got a really powerful stance,” he says. “I love the snub nose. I think it looks pretty strong, a pretty confident look.” He got it customized a bit. “I upgraded the suspension, the wheels, and the tires to level out and give it better handling, especially off-road. So I put in Icon level 1 suspension kit on it, with 18-inch Method wheels and some BFGs on there,” he says. “I got the Rock Warrior package because it’s all blacked out. I’m not a huge fan of chrome, so I wanted it to look as tough as possible.” Reiter trains in the summers by hiking or mountain biking, and he sleeps in the Tundra when he goes to places such as Zion National Park or Fruita, Colorado. Training and Lifestyle “This summer I lived in Park City, Utah, and there we have the U.S. ski team and the U.S. snowboard team training facility, and I lived out of my truck for five months there. I would train about eight hours a day, 6 hours in the gym each morning, and in the afternoon I would go ride my bike, go for a run, or go backpacking or dirt biking as my cross-training to get cardiovascular, my aerobics.” Reiter technically has weekends off, which just means he doesn’t have to ride with heart monitors. “We don’t have to ride at set levels — we don’t have to make sure that we’re not exceeding our lactate threshold. We’re able to just go out and ride,” he says. “We’ll join up with a bunch of people and we’ll head out into the mountains and pick a different place and ride for the love of riding, hike for the love of hiking, backpacking and everything.” This is Reiter’s first new car and first pickup truck. “For me to have my own truck that I can call my own, it’s pretty fun. It’s badass,” he says. “I got a phenomenal deal from a dealership in Salt Lake called Mark Miller Toyota and they really helped me out, recognized that I was an athlete and gave me a great trade-in value on my 2006 GMC Yukon. I was able to afford this truck and it’s been awesome. I love having a truck. I love being able to put my dirt bike in the back, as well as have my dog ride in the back when I don’t have the topper on it. Early Cars and Driving Reiter grew up in Summit County, Colorado, and learned to drive in his mom’s manual 1971 Volkswagen Beetle. “It was my mom’s first car and we kept it for that long. The car’s name was Bertha because that was the name my mom gave it, and so you don’t change a car’s name,” he says. “I had studded snows on it, so I could pretty much go anywhere. But with all that weight in the back, I could do donuts like nobody’s business.” Of course he never told his mom how hard he drove the Volkswagen. “I’d go into empty parking lots that were covered in snow and go as fast as we could, pull the e-brake, turn it hard left and spin around as fast as we could. It was a blast. Despite the fact that it could have zero off-road capabilities, we would take it on every Jeep road that we could possibly find,” he says. “It had a hole in the floor and if you went through a puddle fast enough that was deep enough, it would literally gather water from outside the car and it would shoot it up straight next to the gear shifter and spray it off of the roof of the car and get everybody in the car wet. It was awesome. It was the most fun car I’ve ever had.” Reiter said his mom bought it when she turned 16 in Baltimore, and she kept it as her daily driver until he turned 16, when she gave it to him. “The odometer stopped working at a certain point so we have no idea how many miles were on it and by the time I got a new car that was a little bit safer, more reliable, and able for me to drive longer distances than 40 miles without risk of possibly something going wrong, Bertha never broke down. She was fantastic,” he says. Learning to drive was easy because the area he grew up in was sparsely populated. “Where we live there’s not a lot of people, so you get to have as much fun as you want — you don’t have to worry about hitting people. We don’t have traffic, we don’t really have to worry about that stuff, and we don’t have to worry about parallel parking,” he says. He got the car his sophomore year in high school and at junior prom, won a used 1992 Pontiac Grand Prix. “It was donated as an after-prom gift. They had a raffle for a car that would motivate kids to stick around at the afterparty where there was no drinking,” he says. “It was faster than a bat out of hell and then some lady hit me and totaled it because it bent the frame.” Subaru Legacy and Early Jobs Reiter graduated to a 1982 Subaru Legacy wagon, which he bought with money saved up from his jobs as a mountain bike mechanic, pizza cook, busboy, and golf pro. “We live at 9000 feet, so driving to Denver, which is only 60 miles away, in such an old car where the fenders are being held on by coat hangers, it wasn’t realistic. So after two years I got a Subaru. So that was nice,” he says. “It would actually go over 60 miles an hour, which was a huge thrill. But I’ll always have a special place in my heart for Bertha.” After the woman totaled the Pontiac Grand Prix he won at junior prom, he took the insurance money from that and his Subaru to buy a 1996 Subaru Legacy wagon. Favorite Roads Being a professional snowboarder, Reiter goes to many beautiful destinations around the world. “There’s this pass in Italy called Passo Stelvio, and it’s probably one of the most magnificent roads I’ve ever driven,” he says. “There’s a road bike race called the Giro d’Italia and it’s a section of that that’s infamous. I don’t know how they built this road. It’s absolutely gorgeous. It switches back on top of itself, and you go up to the Stelvio glacier. It’s a magnificent road.” He’s also trained there. “A lot of different teams train there because in the fall you go find the best snow that you can to train, with the best weather. Sometimes it’s best to go over to Europe because they have the high glaciers and you can be on snow earlier there than you can in the United States.” Snowboarding Career Reiter is part of the U.S. snowboarding team, and he’s hoping to go to his first Olympic games in February at Sochi in parallel giant slalom and parallel slalom. The team for his disciplines will be announced January 18. Four years ago Reiter was injured, but was still a first alternate to the games, and in 2006 he had an injury and was second alternate. From 2012-2013 season results, Reiter is ranked sixth overall in slalom and 11th overall in the world. “I’ve been snowboarding since I was 9 years old and it’s been the driving force behind my life,” he says. Reiter is active on social media for his fans and fans of the sport, including Twitter @Justin_Reiter. “I try and take as many photos as I can and the majority of them do involve my truck because that’s what I live out of, so sometimes it gets to be the star of the show,” he says.
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MOTOIQ PROJECT 5TH GEN TOYOTA 4RUNNER: PART 1 – SUSPENSION, TIRES AND WHEELS
This 4Runner is a long time dream made true. It all started in 2007 when we sold my beloved ’99 SR5 4Runner to get two new cars – with the best of intentions. While Brandon has always had a love for all things automotive, he began with building off road trucks, then on to drifting. However, my passions were different, but crossed in some paths. I enjoy being in beautiful places, travelling and appreciate a powerful looking SUV. We discovered a place where our interests intersect – building an off road vehicle together and going on adventures to those said beautiful places. Early Off-Road Experiences Our first off roading experiences together were in a 2000 Ford Excursion Diesel with an ICON 3’ Shackle Kit. These took us to places nearby like the George Washington National Forest and the Outer Banks. While the Excursion was capable off road, it was meant to just be our towing vehicle. Well…we solved that in March, when we traded in the Excursion and came home with a 2013 SR5 White 4Runner 4WD. While this truck looks sharp and is quite capable stock, there was already a vision for it: to build a technically proficient off road truck while maintaining on road performance. We opted for the SR5 for the 3rd row seat as well as the lower cost. Follow us now as we embark on Part 1 of this journey. We started with the suspension, tires and wheels. We reached out to ICON Vehicle Dynamics, Toyota Racing Development (TRD) and Nitto Tires. ICON Suspension Straight from the mouth of ICON – The ICON Vehicle Dynamics Stage 4 suspension system for the 2010+ Toyota 4Runner is the best overall handling bolt-on suspension system you can install. This system can handle any terrain you throw at it and gives you unsurpassed ride quality on the street and the performance offroad is incredible. The rear springs in this system give the 4Runner 2" of lift, and the rear billet lower links help manage the rear axle so that it can cycle smoothly without bind. ICON’s V.S. Series 2.5" Diameter Rear Piggyback Shocks make vast improvements compared to other systems for the people that use their vehicles in various on and offroad situations. These shocks are tuned specifically to give your Toyota 4Runner a balanced and smooth ride quality, along with extended length shock cooling from the increased oil volume and piggyback reservoir. 57710 4Runner 2.5" rear shocks have a built in bump zone to increase your compression valving in the final two inches of compression travel, which prevents a harsh bottoming out sensation, and gives the vehicle a much more controlled ride quality. Installation Experience The installation was simple and straightforward iff (if and only if for the non-nerds out there) you followed the instructions. I, being a bit over confident, created quite a bit of extra work for myself by assuming that I, of course, knew all. All of us here know how to remove a bolt, take out the old and replace with the new. ICON, in their wisdom, took the typical “old parts out, new parts in” and used a bit of engineering to construct a process that works rather smoothly – when followed. We commend them for this effort because it is time consuming and does not directly generate revenue. It is, however, indicative of ICON’s commitment to excellence and thus creates extremely loyal and grateful consumers. Furthermore, I’m not exaggerating when I claim that every bit of this kit is built as a complement to the whole. It is clean, simple and wildly impressive. We cannot wait to introduce some abuse. Wheels Look at these beauties. TRD manufactures these 17×8 forged wheels that will bear the impact of Project T4R’s chosen path. Forged wheels are lighter and stronger than cast components as they are subjected to intense heat and pressure that transforms a solid chunk of aluminum material into what you see here. The disadvantage is they are typically more expensive. In the world of performance wheels, we believe that TRD has effectively blended monetary expense with ultimate strength to weight ratio. Reduced unsprung weight improves performance in both handling and steering response. For the potential or current owners of 5th Generation 4Runners, know that these wheels are made to work with the stock wheel studs as well as OE hub bosses without the need for a centering ring. Tires The Nitto Trail Grappler 295/70 R17 is Nitto’s newest blend of Terra Grappler on-road comfort with the off-road performance characteristics of the Mud-Grappler. The 3-ply sidewall Trail Grappler has two different sidewall designs that can be selected when mounting the wheels. The 295 size tire is quite beastly situated under the 5th generation 4Runner. We initially opted for the 285/75 R17 but were met with an unavailability issue and thus chose the larger 295. This tire does scrub both on the fender plastic (front) and the rear body mount. We will be following Part 1 with an article illustrating the well-known body mount chop. That aside, we have found the initial on-road performance to be quite good and the sound levels are dramatically lower than many of the other tires of similar tread style. In fact, the combination of the ICON suspension and Nitto Tire is thrilling; it has me pushing the truck as if it were one of our performance cars. Front Coilovers The first thing that catches your eye on ICON’s front coilover shock is the relative thickness of the lower portion of the housing as well as the billet aluminum upper mount. Additional strength is accompanied by increased suspension travel, adjustable ride height (0-3"), a chrome silicon spring, and a no-rust nitro-steel shaft. Shall we run the list further? This coilover features flutter stack compression valving, ?” PTFE-lined spherical bearing, 250 psi nitrogen-charged internal reservoir, and once you get a few more miles down the road it is fully rebuildable. CDC Valve In the background and embroidered with the name it represents is the 2.5" CDC Valve. An externally adjustable valve through 1 click increments, it restricts oil flow into the reservoir creating 10 levels of compression damping. This feature provides for adaptation ranging from soft to firm to properly match the terrain of choice. We are here to prove that offroading “ain’t just ‘bout big ‘ol tires.” Ironically, we currently have a “big tire” scrubbing problem. Upper Control Arms & Pinch Housings What would this factory upper control arm look like after going on an ICON Vehicle Dynamics diet of billet aluminum and 17-4 heat treated stainless (uniball and taper components)? Let’s move on and find out. Beefed up, right? Here are the ICON pinch housings that are also found on the aforementioned ICON billet aluminum trailing arms. They allow for correction and modification of both caster and camber. The 1" PTFE lined uniball builds in further strength, durability and, best-of-all, articulation. The ICON upper control arms are an easy fit into the factory pivot mounts with or without a suspension lift. We adjusted the arms in to get the camber within the factory specs and caster maximized within factory specs (more clearance). We set the rear lower control arm eccentric all the way out and the front eccentric half-way to optimize the wheel position. Rear Suspension For the rear, we elected to use the ICON 2.5" diameter shocks with 5" piggyback reservoir for added heat dissipation. They are very similar in construction to the front coilover. The lower mounting point of the shock contains a COM12 spherical bearing to minimize deflection. Again, even the smallest component is built to enhance the entire system. Also seen here is the mount point of the billet lateral arm as well as ICON’s 2" lift coil-springs. This is the factory lower link / lateral arm. Honestly, this OEM piece seems tough and rugged; that is, until contrasted with that of the ICON prescription. This is not the relatively flimsy factory lower link. This is ICON’s Billet Aluminum Rear Trailing Arm. It is surprisingly light. It is tough, with a load rating of over 40,000lbs of pressure and recoverable JM16T rod ends and Johnny Joint pivots. It is also easily adjustable with ICON’s pinch housing (just above the logo and to the left) that are also found on their Upper Control Arms. It is armored. Wait, armored? Yes, ICON ingeniously placed a nylon rock slider along the leading edge of the arm. If you look closely, you can see along the bottom of the arm. It is important. Pinion angle and minimal deflection are imperative when it comes to maintaining proper suspension geometry while traversing your chosen path. Conclusion Here she is now. Part one of this adventure is in the books! What do you want to see out of this build? We are quite new to our 5th Generation 4Runner and want your feedback! Of course, we aren’t stopping here with the modifications. The next steps will be some shaping up of the current issues (tires scrubbing) and then deciding on the armor – new bumper, sliders and skid plates.
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TOYOTA DREAM BUILD CHALLENGE – OAKLEY ULTIMATE SKI RUNNER
The 2013 Toyota Dream Build Challenge features four teams, comprised of Team Toyota athletes and world-class brand partners, face off to create their most extreme dream Toyota. Can the teams build their dream vehicles within the seven week deadline? Or will the tests of time, logistics, and engineering become their worst nightmare? Your votes will determine the winner of the Toyota Dream Build Challenge Cup. The victor will be revealed at the Specialty Equipment Market Association (SEMA) Show in Las Vegas on November 5th, and you’ll be able to watch it all live!ICON Vehicle Dynamics was afforded the opportunity to team up with Oakley, Herbst Smith Fabrication, and KC HiLiTES to build the ultimate Toyota 4Runner for Pro Skier Simon Dumont.This vehicle along with the other 3 competing will be located in the Toyota Motor Corporation booth at the 2013 SEMA show. This Toyota 4Runner is equipped with items like: iPad media stations in the front and rear seats controls, roof ski rack, doors, windows and mechanized steps
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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.”
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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
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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.
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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.
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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
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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!
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