The next thing I knew, I was lying on the floor of the garage in a pool of blood. I couldn't hear anything, but that soon changed to ringing as hearing slowly returned. I tried croaking, "Help me," but the unintelligible mumble that came out didn't bring any. The pain in my left knee was unbelievable. Both hands were the size of softballs, and blood was pouring out of my torn right little finger. My wife and little girl heard the explosion but thought Dad had just dropped something big in the garage while working on the Jeep. When they didn't hear any more noise, my wife and daughter decided to take a look. Imagine their consternation as they opened the garage and saw what looked like a crime scene with me looking at them and saying, "I think we better get to the hospital." My wife immediately went into action while my little girl started crying and repeating, "Oh Daddy, oh Daddy!"

I was going to Moab to produce a couple of stories for this issue when I decided to torque the beadlock rings on my radials and install them on the Jeep for the trip. When driving locally, I like to use bias-ply tires for off-roading. When long highway drives are in the offing, radial mudterrain tires are my choice. I propped the wheel/tire combo against the wall and started checking the torque of the ring bolts when, on the third bolt, the explosion occurred. These were Jeep JK Sahara wheels that I had sent off to be beadlocked. The Sahara wheel's spokes are out at the front of the wheel, so when the factory bead was removed, and before the beadlock ring was welded on, the spoke area behind the ring had to be relieved for the ring bolts. you can usually tell if ring bolts are bottoming as after they're torqued, the washer will still be loose. The washers weren't loose, so the beadlock manufacturer and I didn't know that the bolts were bottoming out a bit and acting as jack screws against the weld. With the 30 psi of pressure in the tire and the mechanical leverage of the screws pushing on it, the weld gave way, allowing the welded ring, tire bead, and outer ring to fly out and hit me.

I've been using welded beadlock wheels for 20 years with no problems. I've now learned some things. First, I shouldn't be checking the torque of beadlock ring bolts with air in the tire. This gives a false torque reading, and if there's anything wrong with the wheel, it may come to light while I'm right down next to it. Second, there is tremendous force stored in an inflated tire. I shudder to think about my younger days when I used a nonbeadlock spare as an air tank, filling the tire to 100 psi. Luck kept me alive back then. This tire was only inflated to 28-30 psi and did tremendous damage (to me) when it exploded. Beadlock wheels perform a job and work very well. We all need to respect what can happen if something goes wrong by standing off to the side and not putting our face into the wheel when working on them.

So, how have I fared? The first thing the doctor said when he returned to the emergency room was, "Well, you don't really need a little finger." They wanted to ship me to Salt lake City, but the vascular surgeon said that I would lose the finger for sure if they waited that long to repair it. So they did what they could, said that if it didn't change color from black to pink, they'd have to remove it. It did change color, so I still have it with me, healing away. My right hand has the third metacarpal snapped, and the little finger is fractured. My middle finger is also fractured. My left hand has a broken trapezium, and the index finger is fractured. My left patella (kneecap) is fractured. Obviously I'm barely typing with two fingers, and I'm told it will be a number of weeks before I'm back on the trail.

Please respect the force that's stored in our tire/wheel combos and continue to be safe to hit the trails for years to come.

I'd like to say that I'm a fair and honest guy whose personal opinions and professional integrity are not swayed by money or politics. I have set my life's flight plan and am heading where I feel most comfortable: right under the radar. I try to live life as stress-free as possible, because in this profession there are hundreds of things that can cause problems. The issues I try to avoid at all cost are the repercussions brought on by the unethical review of products, a practice my staff and I refuse to take part in. We try and give you our fair and honest opinions not based on anything other than our experiences with the products.

You might be asking yourself why I'm bringing this up. Well, lately I have encountered people who are disenchanted with the magazine industry and magazines themselves. Much of their disenchantment seems to arise from a perception that an editor writing a product review is motivated solely by advertising revenue, and consequently the readers aren't being told the truth. I can honestly say the comments I've heard weren't directed at the editorial content of 4 WHEEL DRIVE & SPORT UTILITY MAGAZINE; however, I can see the unspoken questions in people's eyes.

Some may say that as editors we are all bought and paid for by advertising dollars. I can understand why some may say this, because I've witnessed forced editorial. This problem is nothing new: It's been around since publishing and advertising came together. So far, I've been able to avoid such undesirable arrangements, and hopefully I can do so for the rest of my journalistic career.

Here is my stance on the matter: There's nothing wrong with writing a review of a quality product, even if said product comes from an advertiser. I consider some of 4WD&SU's advertisers close, personal friends, and I have a good relationship with the majority of them. But as editors I feel we must maintain a tradition of journalistic integrity and not be swayed by these relationships. Will I write a rave review about a product just because the manufacturer is my friend or because they spend a boatload of money on advertising? Simply put: NO.

In all honesty I can tell you that not one advertiser has ever approached me and offered to advertise with us in exchange for favorable reviews - we just don't play that way. Now, I have had companies advertise after the fact as a result of having written a review. It's not because they have paid me or the company off - it's because they received a good response from a great magazine.

So in a nutshell, the staff and I will only write reviews of products that we feel are worth telling you about. There are no motivations behind our reviews other than that we like the products, think you would be interested in them, or that you could use them. Myself, Christian Lee, and Jordan May will always be up-front and honest with you. We might test the world's greatest product but if it has one small flaw - don't worry - we'll point it out. Just the same, if we find a problem down the road, we'll follow up and tell you about it.

Obviously, this magazine is a business, and we aren't here to go bankrupt: We all have to make a living. But we still take pride in truthful journalism and in making that living an honest one.

Thank you for reading.Happy Trails,

Kevin McNultykevin.mcnulty@primedia.com

Everyone deserves his big break, right? Lately I have been receiving quite a few inquiries about submitting articles to 4 Wheel Drive & Sport Utility MAGAZINE. A majority of them come from the average automotive-adventure enthusiast with little or no publishing experience. In some instances, I have actually received well-written articles from aspiring editors that included some great photography. A photo from one such article even wound up on the cover of the magazine last year. Not bad for a first-timer!

These submissions are very welcome since I have to generate quite a bit of editorial content for the magazine with an editorial staff consisting of a whopping two editors: Christian Lee and Jordan May. At the same time, I have to attempt to keep in step with a tight production schedule and the day-to-day administrative duties involved in running a magazine.

Now, I can't mention the staff of 4WD&SU and neglect to mention a few other behind-the-scenes people like my awesome art director, Tris Mast, without whom the magazine just wouldn't be the same. Then there's our copy editor and fact-checker, Kevin Hagan. I owe this dude a lot, including cases upon cases of beer. Also on board is Managing Editor Patrick Vuong and his protge, Advertising Operations Coordinator Virginia Wright, both of whom keep us in check and keep the magazine running as smoothly as a Swiss watch. Last but not least, I'd like to mention our super-cool new rockstar publisher, Jeff Dahlin, who is doing an unbelievable job as our editorial-advertising liaison

Recently, quite a few of 4WD&SU's freelance editors have moved on, married off, or are just too busy with their daily lives and regular jobs to keep submitting articles. It certainly isn't like it used to be when I got into the business, when it seemed like every five minutes a seasoned journalist was knocking on the door wanting to submit tech articles and features.

The reality of it is that I really enjoy reading each and every one of your article submissions. I like hearing about your vehicles, your adventures, and the technical challenges you've encountered. Now I try and respond to everyone's e-mails, article submissions, and letters, but sometimes I get overwhelmed and some of them slip through the cracks. However, don't be surprised if months down the road you finally get a response from me.

So my point in all this is: Please keep the tech, features, and adventure submissions coming - I thoroughly enjoy the grass-roots writing and photography. If your submissions aren't good enough for print the first time around, don't take it personally, just try again. If you lack confidence in your photography abilities, there are literally hundreds of useful informational photography websites, including Nikon's and Canon's. They can help you improve your photography tremendously. If you have any questions, don't hesitate to e-mail me. You never know what could happen - you just may turn out to be a star freelancer!Happy Trails,Kevin McNultykevin.mcnulty@primedia.com

Send questions, comments, and suggestions to: 4 Wheel Drive & Sport Utility MAGAZINE, Attn: Christian Lee, 2400 E. Katella Ave., Ste. 700, Anaheim, CA 92806, or christian.lee@primedia.com.

Good and Bad of Propane
Comment: I have used propane for close to 20 years on everything from Ford 4x4s to Chevy Suburbans. It has always proven to be a good, clean-burning, reliable fuel. In Canada, the government used to have a program to subsidize the conversion, which it unfortunately discontinued. In some parts of northern North America, such as where I live, propane has one distinct disadvantage: It is always a very cold liquid under pressure which, when released from the bottle, changes into a gas. As long as the outside air temperature is above -42 degrees C (-40 degrees F and -40 degrees C are the same), this change of state can happen. If it gets colder than that, the propane stays a liquid and will always flood the engine. Believe it or not, I have held a Styrofoam cup under the vapor hose and filled it full of liquid propane

The physics works the other way in hotter climates as well. If you run out of coolant in your radiator, the vaporizer will not warm the liquid enough to vaporize it and you'll get a giant ice ball under your hood even at 100 degrees F. You won't turn a wheel - it's just like running out of fuel.Deryle PennerGrande Prairie, Alberta, Canada

A: Deryle, thanks for your response to the propane conversion article ("Samurai Propane Coversion," Aug. '07). You bring up some good points, and our physics lessons from long ago aren't fresh enough to dispute any of them. However, we did speak with Cary Gleason of GotPropane.com in Phoenix who reports absolutely no hot-climate issues using the company's systems, provided the engine is well-maintained and in proper running condition (a loss of coolant in the radiator will have adverse effects on gasoline-powered engines as well).

In hotter climes, such as Arizona, Cary suggests filling tanks to 80 percent to allow for heat expansion, and also to have a relief valve rated at at least 170 psi in place so the tank won't become overpressurized. As for colder climes, such as in the Great White North, Cary recommends use of a bottle blanket to heat the propane bottle so that it will build the necessary pressure to convert the liquid propane to gas and power the system. Provided the propane bottle is warm enough to build ample pressure within the system, a propane conversion could feasibly operate in temperatures exceeding -100 degrees F. For more information about propane conversion systems, contact GotPropane.com at (480) 430-8033 or www.gotpropane.com.

Cooling Questions
Q: Great article on upgrading the cooling system on the 4.0L XJ ("Keep Your Cool," Aug. '07). I'm in the process of flushing my cooling system and have purchased the FlowKooler water pump (I already have one on my CJ) to replace the leaking stock unit. I will also be purchasing the high-flow parts from Turbo City just as you did. I have a couple of questions though.

It says that you had a 180-degree-F thermostat installed, which will give you better gas mileage. I didn't understand this. I thought this would cause the vehicle to run cooler than it was designed to, which in turn would use more fuel as the computer would think that the engine was not fully up to operating temperature.

Also, did the lower radiator hose contain a spring? This is recommended by FlowKooler, and I am having trouble finding this part. If you didn't have a spring installed, have you had any problems with the hose collapsing?

Thank you for your time and keep up the great work on your magazine!William Bakervia e-mail

A: William, I'm glad you liked the cooling system article. My Cherokee really came back to life with a properly functioning cooling system in place, and everything seems to be running smoothly. You are correct that the 180-degree-F thermostat will use a bit more fuel than the stock thermostat. The article should have stated that the 180 would offer better fuel economy than the 160-degree-F thermostat, which is also offered by Turbo City. That is where I was drawing the comparison. Sorry for any confusion.

As for the lower hose, I used a Goodyear hose from Summit racing and haven't had any collapse issues. According to FlowKooler, most modern high-pressure radiator hoses use an internal coil and are sufficient for use when installing one of its high-flow water pumps. The company also manufacturers a variety of high-flow water pumps for street-rod vehicles that may use older-style or custom hoses that may not withstand the higher flow, and this is why FlowKooler recommends use of high-pressure hoses with internal coils. If you're having trouble finding the appropriate radiator hose, you may have to buy a universal-style hose and modify it to fit, or maybe bring the old hose with you to the parts store and find one that matches the closest. Thanks for reading.

We Have Attitude
Comment: I enjoyed the pictures in the Moab Easter Jeep Safari article (Aug. '07), but then I read the article and found an enormous display of attitude. Let's see... official run is paying, nonofficial is nonpaying - either way you get the ATTITUDE. The last time I looked, anyone can four-wheel on public land and not pay some 4WD organization. I used to belong to a large club (Ocala Jeep Club) and found some of the most unfriendly people I've ever met. Based on the article, if I had an inclination to join a club I would not join. I guess the faster you go on the trail, the more money you will make by selling trinkets from your organization.

I have been on Jeep Jamborees and had a lot of fun even though we met people (nonofficial/nonpaying) on the trails. I also have been all over Upper Tellico with friends and had even more fun. Sure, things can sometimes get bottled up, but I tend to simply enjoy the time on the trails and chat with the people I meet - and they don't have to pay for the privilege.

It doesn't matter where you go or what you do, there will always be some inconsiderate boob not using common sense. I will continue to ride trails without the benefit of some half-baked organization. I will do this when and where I choose, as I have earned that right unlike most peopleTom Mintz, USMC Retiredvia e-mail

A: Tom, while I can appreciate your desire to go wheeling on your own or with pals rather than joining a club, I think you've taken amiss the purpose of 4WD clubs as a whole as well as the message that I was attempting to convey in the article. You certainly do not have to pay to go wheeling if you choose not to, but remember that the Moab Easter Jeep Safari event is hosted by the Red Rock 4-Wheelers 4WD club and has been scheduled for the same time each year since its inception. If you do not want to be part of this official event, simply visit Moab at a different time of year when the event is not taking place. That way, everyone will benefit: The paying participants will get to enjoy a guided trail ride hosted by the Red Rock 4-Wheelers during the event, and you're free to explore whatever trails you desire (without running into any of the many guided trail rides) the other 350 or so days of the year.

Concerning your assertions about 4WD clubs (particularly that of the Ocala Jeep Club), I must say that you are way, way off base. The purpose of most 4WD clubs is more than just banding together as a group of friends, it's a banding together of our coculture as a whole. Ever heard the phrase Strength in numbers? That's what's effected when we join clubs. Most clubs give back to the trails and land they use by establishing volunteer work days and completing trail repairs so everyone (not just their club) can continue wheeling that particular area. Many not-for-profit clubs also hold events to raise money for land-use rights and defense against unfair land closures. The hosting not-for-profit club usually barely covers its costs at these events.

A number of 4WD clubs also volunteer their vehicles and time to local search-and-rescue operations, greatly aiding local law enforcement and fire personnel. Also, just so you know who IS paying for the privilege to wheel areas such as Upper Tellico, where you and your friends have had fun without having to pay, members of the Southern 4WD Association performed extensive trail maintenance in that area in 2006, providing in excess of $45,000 worth of volunteer labor, equipment, and materials. Even more volunteer trail work has been underway throughout 2007.

You may have earned the right to do what you want, Tom, and I thank you for your service to our country, but hopefully you'll also continue to do your part as a 4WD enthusiast to help ensure that future generations have the same opportunities and access to the great outdoors that we enjoy today. That's what most 4WD clubs I know of are attempting to do - even when they're trying to sell you trinkets from their organizations. Thanks for writing.

Note to readers
In the article titled "Grande Axle Upgrades" on page 54 of the July '07 issue of 4WD&SU, we detailed the installation of an ARB Air Locker and 4.56-ratio ring-and-pinion gears in a Chrysler 8.25 rear axle. It was stated in the article that we modified the ARB cross-shaft and ring-gear teeth so that the cross-shaft would clear the thicker aftermarket ring gear and allow the axle C-clips to be installed. Upon further research and in speaking with ARB representatives, we have discovered that this is not an ARB-authorized modification and should never be completed. Modifications to the cross-shaft or any other parts of the Air Locker may result in failure and will void the warranty.

The proper solution is to grind a small relief section from the ring-gear teeth so that the cross-shaft may be installed/removed without obstruction. More information on this procedure can be found in section 5.6 of the ARB Service Manual and is also available on ARB's website at http://arbusa.com/alac/alsp/5-06.pdf.

Send questions, comments, and suggestions to: 4 Wheel Drive & Sport Utility Magazine, Attn: Christian Lee, 2400 E. Katella Ave., Ste. 700, Anaheim, CA 92806, or christian.lee@primedia.com.

Onboard Air Plumbing
Q: I've seen and read about various ways to plumb an onboard air system. Basically, you have a pump and various valves and safety switches that fill a tank. However, if you want to direct the air for more than just filling up tires or running air tools, how do you "switch" the air to other sources? For example, let's say you have shocks that you can change the damping on, air lift bags for towing, ARB Air Lockers, and air for the tank. It seems silly to install multiple dedicated air pumps for each item, but what type of "air switch" exists to direct the air to an accessory?
Bob Moritz
via e-mail

A: Bob, depending on the size of the air compressor and air tank, you can run all of the accessories you mentioned and more from a single unit. A smaller compressor and air tank will do the trick for most air-driven accessories; however, it will be significantly slower in completing jobs that require constant flow for an extended period of time, such as airing four tires from 10 psi to 35 psi. According to Kilby Enterprises, a manufacturer of engine-driven onboard air systems, your accessories should be built around the compressor, not the other way around. This means that you should first establish a well-functioning onboard air system and then add the extras. Part of the "various valves and safety switches" involved in the plumbing of an onboard air system are air manifolds, which are available with varying amounts of ports to meet the needs of any air system. Typically, a manifold will host the air inlet from the compressor and the outlet to a tank, a pressure safety switch, a pressure gauge, a check valve, and an adjustable relief valve. Air manifolds can also be purchased with multiple outlets to accommodate accessories (if you plan to install more air-driven accessories, you can install a manifold with multiple outlets and unused outlets can be plugged until needed).

Most accessories, such as air lockers and air horns can be connected to the air manifold or directly to an outlet on the air tank. Air suspension or adjustable-ride shocks should typically pull air straight from the air tank. If an air tank has only one outlet, a T-connector can be used to create additional ports. Each accessory will require separate on/off switches for individual operation, and the compressor must also be switched on so it will continue filling the tank as its content is exhausted. Provided the other accessories are not switched on at the same time, only the desired accessory will function, though the others will still be ready to receive air at the flick of a switch.

For more information about onboard air system plumbing, contact Kilby Enterprises . Power Tank can also offer a variety of onboard air plumbing ideas.

Morse Code Not Required
Comment: First, the individuals who assemble 4 Wheel Drive & Sport Utility do a great job. I enjoy every issue. Second, it is good to see articles such as "Remote Contact" (June '07). I'm a ham radio operator and have at least one ham radio in each vehicle. There has been a change in policy regarding licensing that you may not be aware of. Morse code is no longer required for any license level. This change went into effect in February 2007 (I realize you have a publishing schedule that forces you to assemble the magazine well in advance of the actual issue date). Ham radio is a great way to communicate across the trail or across the globe. I appreciated your article.
James Reeves
KF4AQO

A: James, I'm glad you enjoyed the "Remote Contact" article. I'm still playing with the Icom IC-208H VHF/UHF FM transceiver a good bit trying to familiarize myself with all of its functions, but it has already come in handy at a couple off-road races and trail runs. Thank you for the heads-up about Morse code no longer being required for any of the ham radio operator licenses. This may open the door to new users who may have been apprehensive about owning and using a ham radio as a licensed operator. Thanks for writing. Ham on.

Will Wheels Swap?
Q: Perhaps you can advise me or offer some suggestions. I currently have a '99 Jeep Wrangler Sahara that I bought new in the fall of 1998. It has 23,000 miles, and everything on it is original. I really like the wheels and tires on the current Rubicon (16-inch versus 15-inch current wheel). My plan was to buy some refurbished wheels and new tires similar to the factory Rubicon. If I do this, I suspect I will need some minor suspension modifications. Best I can tell, the Rubicon tires stand 2 to 2-1/2 inches taller than my stock tires. As you know, there are a gazillion lift kits available for Wranglers. Due to the age of the vehicle, I was thinking of a lift kit that includes shocks and probably springs. My guess is that I should be looking at a kit that lifts the vehicle 2-1/2 to 3 inches. Any suggestions pro, con, or otherwise?
Scott Goth
via e-mail

A: Scott, provided you are interested in Rubicon wheels and tires from a pre-'07 Wrangler, you should not have any trouble with fitment. The '07-model Wrangler uses a 5-on-5 bolt pattern and will not fit earlier models with the 5-on-4-1/2 pattern. As far as suspension improvements to fit the 31-inch tire, the easiest and most inexpensive route would be to install a coil-spring spacer kit along with new shocks. This will give you the needed space (usually about 2 inches) to fit the slightly taller-than-stock tires under the fenders and still have some space for suspension articulation (you'll also gain use of longer-than-stock shocks). If you feel that the stock coil springs have seen better days, you can also opt to install slightly taller new coil springs in the 2- to 3-inch lift range. Either method will create ample space for 31-inch tires on 16-inch wheels. Thanks for reading.

Grand Suggestions?
Q: I have an '03 Jeep Grand Cherokee WJ with a 2-inch budget boost. I have found myself down trails without enough ground clearance and am looking to go higher. My question is: bolt-on or weld-on? From what I can tell, there are just a few lifts. A couple are bolted to the unibody, and some are welded. I hear welding can crack or tear the unibody if not done right and that bolting just isn't as good. I would like to run 32s (possibly 33s) and from what I can tell I would need about 6 inches of lift, and I would like a long-arm system (at least up front). I am also concerned about death wobble and have read that shorter springs are better to combat that and that some people run 4-inch springs and the 2-inch BB spacers. Did I mention I was on a budget?
Bryan Barry
via e-mail

A: Bryan, bolt or weld, bolt or weld? Both are solid methods of attaching lift-component brackets on a WJ, but welding is decidedly more permanent. If it were my vehicle, I'd stick with a bolt-on kit until I was absolutely positive that it's the lift system I want for my 4x4. After that, I'd prefer a mix of both methods, retaining use of bolts and adding welds to areas that show signs of weakness. However, if you are on a budget, you might steer away from the weld-on kits since they may require additional labor costs, whereas most bolt-on kits can be installed in your driveway using basic handtools (pneumatic tools make it even easier) and a jack and jackstands. Either way you do it, there is a chance that the unibody will crack, but that's also true if left in stock form and subjected to heavy trail use.

Regarding lift size, you should be able to fit your desired tire size using a 4- to 6-inch lift, depending on the manufacturer. When you lift a vehicle, you will run into issues that must be addressed, and bumpsteer and death wobble are some of these issues. Most lift manufacturers have already invested a good deal of time to ensure that these negative driving effects are eliminated through the design of their systems, but you should still talk to the company to find out what changes in driving characteristics you can expect from installation of its lift system.

For more information about Jeep Grand Cherokee WJ lift kits, check out Kevin's Off-Road in Phoenix, Arizona (www.kevinsoffroad.com). Kevin's offers a 4-inch Ultimate kit to fit 33x12.50 tires and can also provide its Anti-Death Wobble dual steering-stabilizer kit. Wheel on.

This month I would like to unofficially quiz you to find out more about you, the readers, and what you think of 4 Wheel Drive & Sport Utility Magazine. It's been a few years since my last reader survey, so I think it's time to update my files. This is not a marketing scam - I am not looking for your contact information so I can nail you with junk mail. However, if you do decide to include your contact information, the first 150 respondents will receive a handsome 4 Wheel Drive & Sport Utility Magazine license-plate frame. All other respondents will receive 4WD&SU stickers.

Answers the questions below via e-mail (you may e-mail me for a Word document to fill out - your e-mail address will not go beyond my desktop or assistant's desk), or you can write your answers on the lines provided and snail-mail them to: 4 Wheel Drive & Sport Utility Magazine Survey, 2400 E. Katella Ave., Ste. 700, Anaheim, CA 92806.

Male or female? Single or married?

How old are you? Do you have children?

What is your occupation?

What is your education level?

What is your household's approximate income?

What kind of vehicles, 4x4 or otherwise, do you own?

Do you own a home computer?

In what city and state/province do you live?

Do you own or rent your home?

Do you make Internet purchases?

What is your automotive mechanical experience?

Do you bolt on, weld, fabricate, or pay someone to complete your repairs and buildups?

What modifications have you made to your vehicle(s) in the last 12 months?

Approximately how much money have you spent on vehicle modifications in the last 12 months?

Approximately how much do you plan to spend on vehicle modifications in the next 12 months?

Are you interested in step-by-step technical articles?

What types of maintenance do you perform on your vehicle?

What types of maintenance do you pay for?

What kind of automotive parts have you purchased in the last 12 months?

How often do you get out on the trail?

Do you go off-road solely for wheeling, or does your vehicle take you off-road to undertake another sport/activity?

How challenging do you like your trails?

What other outdoor activities do you participate in?

Where do you stand on land rights and land-use issues?

Do you help clean up or maintain trails?

What do you like and dislike about 4 Wheel Drive & Sport Utility Magazine?

What would you like to see more of in the magazine?

Are we covering all aspects of the sport?

Besides automotive and four-wheel-drive magazines, what other types of magazines and books do you enjoy reading?

Is there anything at all you would like to tell me other than what I have asked?Happy Trails,kevin.mcnulty@primedia.com

Send questions, comments, and suggestions to: 4 Wheel Drive & Sport Utility MAGAZINE, Attn: Christian Lee, 2400 E. Katella Ave., Ste. 700, Anaheim, CA 92806, or christian.lee@primedia.com.

Us And Wrangler Jk Making Friends
Q: I'm writing this e-mail in an attempt to get some information about a vehicle that was featured on the cover of your May '07 issue. The vehicle was a green '07 Jeep Rubicon four-door. There were two articles featuring the vehicle in the tech section of that issue ("PowerPlant Dual Force HP" and "Easy Power for the JK"). I'd like to know what are the specific modifications on that Jeep.

I'm currently deployed to Afghanistan, and my wife just ordered me a four-door Rubicon. I've asked her to get a 4-inch lift, tires, and wheels on the Jeep prior to my redeployment in November. I want to give her the necessary information to get my Jeep set up the way I want, but it's a bit difficult trying to communicate via e-mail and limited phone calls. I really like the way the Jeep was set up and would like as much information about it as you can give me. I'm specifically looking for the type and height of the lift, type and size of the tires, and the manufacturer and model of wheels. I would greatly appreciate any help you can give me.

Brian Rarey
via e-mail

A: Brian, the Jeep Wrangler Rubicon featured on the May '07 issue's cover is a permanent fixture of the magazine. You can plan on seeing articles about its use and construction for many years to come. To date, modifications and upgrades applied to our '07 Jeep Wrangler Rubicon include front and rear bumpers from PureJeep, the 3-inch Ultimate suspension system from Full-Traction, Off Road Evolution air bumpstops, 4.88 gears from Superior Axle & Gear, 17x8.5 beadlock wheels from American Expedition Vehicles (AEV), 35x12.50R17 Pro Comp Xterrain tires, and an AEM high-flow intake system. Future upgrades will include AEV rear body corners, Superior Axle & Gear alloy axleshafts, a roof rack, an onboard welder, and plenty more. Thanks for writing, Brian. We can't wait to see how yours turns out.

Different Like The Liberty
Comment: I just received my copy of the June '07 issue of 4 Wheel Drive & Sport Utility, and on page 59 I see the ad again for back issues of your mag and the entire background is a giant, awesome photo of a group of KJs exploring the western wilderness. I have to say that is probably one of my favorite photos ever in a magazine. It reminds me of the respect you guys have for the KJ (and the IFS Grand Cherokees for that matter). I can think of another Jeep magazine right offhand that will not hesitate to completely discredit the KJ. You guys are different. You respect and understand the KJ and KJ owners.

I had an '05 KJ CRD with a 2.5-inch lift and 255/70-16 tires that I wheeled pretty often last year. I now have a '92 YJ with quite a few suspension mods and 265/75-16 tires. I can honestly say that my KJ would take me almost anywhere my YJ will - and in much greater comfort. Sometimes I really miss the KJ.

Anyway, the KJ is an excellent vehicle and even with IFS it is still rugged and it is still a Jeep. I wanted to say thank you so much for respecting the KJ and the people who wheel them in your magazine. You can expect a subscription renewal from me when the time comes. As for the other mag: It's great for getting the campfire started.

Shawn Crowe
Lawrenceburg, KY

Jeep will offer a redesigned Liberty in 2008. It will maintain use of its independent front suspension but feature a larger, boxier appearance like the Jeep Cherokee XJ and increased cargo capacity with more passenger comfort.

A: Shawn, we're happy to be different and will continue to do so for your pleasure as much as for our own. The Jeep Liberty KJ has gotten a bad rap from the start due to its independent front suspension as well as its reputation as the replacement for the much-beloved Cherokee XJ. Production of the Cherokee ended in 2001; the Liberty launched in 2002. I spent a lot of years in an '89 Cherokee and more recently acquired a '97, so I can attest to the durability and capability of these vehicles. However, the Liberty KJ has also proven to be a solid rig for many users as well. I've traveled to San Felipe, Baja California, Mexico, in a stock '02 Liberty on multiple occasions, as well as into the Sierra Nevada mountain range, each time without incident. I wasn't tackling anything impossible to most production 4x4s, but the Liberty continues to impress me nonetheless - even in stock form. Bolt on some suspension items and you're looking at a pretty good trail rig. It'll never be a hardcore rockcrawler, but it will rarely hold you back from enjoying the trails you want to explore.

Jeep Liberty fans can expect to see a more upsized Liberty in 2008, as a redesign of this model is being released. It will offer the 3.7L V-6 engine paired with a six-speed manual or four-speed auto trans. Other alterations include a larger, boxier appearance and a unique, fully opening, Sky Slider canvas roof. Cargo capacity also increases, and passengers can expect more seat comfort and added space. Thanks for reading, Shawn. We'll see you on the trail.

Range Rover Air-Suspension Woes
Q: I recently purchased a '98 Range Rover with 72,000 miles on it. Since then, I have had it into the dealership four times to have the air-suspension system repaired. Three times it was still covered under the extended warranty; the fourth time it cost me about $300. It recently went out again and I'm sure it will cost me $200 to $500 (or maybe more) to fix again, and I have no idea how long that repair will last. One of the mechanics at the dealership said that the vehicle could be retrofitted with leaf springs and shocks for $1,500. I think I will go ahead and have it converted, but I wanted to check with you and your readers first. If I am going to do this retrofit on the suspension, I want the best and strongest system I can get - I don't want to have to do this again. I will eventually use this Range Rover as a serious hunting and four-wheeling vehicle, so ground clearance is also important. What parts do you suggest I have them use to get this job done correctly?

Jay Johnson
Centerville, UT

A: Jay, unfortunately your Range Rover is experiencing a common problem among these models, and having the dealership complete repairs each time is sure to add up. Air suspensions can be finicky and problematic even when simply used on the street, so you can likely expect to continue your trips to the dealership as long as yours is still in place. However, completing a "retrofit" to use leaf springs instead is not the best solution. A handful of companies have already addressed this issue with the creation of a coil-spring conversion kit to replace the troublesome air suspension. Arnott Industries in Cape Canaveral, Florida, offers a kit for '95-'02 Range Rovers that includes CNC-machined, 6061-T6 aluminum spring seats that bolt directly to the factory suspension brackets, powdercoated variable-rate coil springs, and step-by-step installation instructions with information about how to disarm the EAS alert. Similar kits for the Range Rover and other Land Rover/Range Rover vehicles are also offered by Suncore Industries and Strutmasters . Good luck.

Where To Get Maxxis Tires?
Q: I read the write-up on the Maxxis Creepy Crawlers and watched them perform in Moab this year. I am interested in buying a set, but I have not been able to locate any dealers or prices for them. Could you direct me to some known dealers? It would be much appreciated. Thanks.

Amy
via e-mail

A: Amy, Maxxis tires can be ordered online at the Maxxis International website, www.maxxis.com. You can also contact the company at (800) 4-MAXXIS to find a local dealer. Another good source for Maxxis tires and other tire brands, as well as a huge variety of Jeep parts, is Quadratec . Thanks for reading.

What Happened To...?Q: What happened to Project All-American? I recently reread the June '06 issue and it seemed to me it was not finished by a long shot. Thanks for a great magazine.

Robert
via e-mail

A: Robert, the Project All-American '42 Willys MB is more finished than it isn't, and I hope to have enough time to get it to the trail in the next few months. It has since moved from my parents' driveway into my one-car garage, and then again to the shop floor at Off Road Evolution in Fullerton, California. As soon as the dust settles from our Yellow TJ Brute conversion, I'll continue cracking away at old Project All-American until it's finally complete. Thanks for the kick in the pants. Wheel on.

There are certain nostalgic, automotive-related images that stick with a guy and never fail to bring out strong feelings and emotions. For me, it's the noxious smell of a slightly mistuned carbureted engine (I love it), the interior stink of an old car, the sticky feeling of Gasgacinch on the fingers, the sound of scraping auto metal and trim plastic against a wet and muddy gravel bank, and the thought of the first cheap set of tools I ever bought.

Old SUVs, trucks, and Jeeps - there is no question we have to own them. If we didn't, we wouldn't have a hood to hide our heads under at night. Without them, things could be far worse as we could find ourselves on the couch each night watching girlie drivel like Grey's Anatomy or Survivor.

In some sense, we use these heaps as a refuge and shelter far removed from the daily grind. They also keep some of us out from under foot of those around us, and who couldn't appreciate that? Maybe your better half! Most of you probably hear complaints like "You never spend time with me because of that stupid Jeep!" Of course we never hear the things we want to hear: "Get the heck out of my kitchen and go work on that Jeep of yours!"

Sometimes these hunks of metal and rubber miraculously come to life with a clatter, a bang, a few puffs of smoke, and some fire. When the engine's dramatic jump-start to life ends a few revolutions later, the elation you just felt sticks with you because you know you can get it running again. Sometimes, though, it sinks to a cold feeling of despair - you may have just wrecked a few hundred bucks worth of precious engine parts. What's your better half going to say now? Well, don't despair for long. We recommend you don't tell her and then buy replacements with the little pieces of paycheck you've been squirreling away. What she won't know won't hurt her, right?

There's nothing like settling in at night to read a best-selling shop manual or the latest issue of your favorite magazine. I used to purchase magazines just to find out what new parts were out there. Back then, the ads were like one-page minicatalogs. I would spend hours looking at all the shiny new components in the odd black-and-white ads. My favorite magazines were a couple of the leading Volkswagen titles (and let's not forget Surfer and Surfing). I know what you're thinking so go ahead and laugh, but wrenching on a Bug is a great way to learn as a young kid. I taught myself basic auto mechanics simply by reading magazines and manuals and trying out what I'd read on the VW. As a teenager, I built my first engine on my bedroom floor. I hope some of you are learning from this magazine the way I learned from other titles all those years ago.

Often, we get settled in our ways and it's hard to appreciate new things after having lived with the old things for so long. This is especially true if it's something we're paying for. I know many of you have nostalgic and familiar feelings for 4WD&SU, but it's had the same look and feel for perhaps the last 7 or 8 years. In the coming months, I will be implementing some design and layout changes in the magazine. I'm throwing around ideas to clean up the magazine to make more room for adventure and technical stories as well as larger photos. I think I've come up with some great concepts that I think you'll enjoy. If you have any thoughts, concerns, or suggestions please e-mail me.

And if you're wondering about the old '61 Bug, it ran perfect for years without a single oil leak but was totaled by a drunk driver while parked on the side of the road. And yes, I still have a fondness for VWs.

Happy Trails,
Kevin McNulty
kevin.mcnulty@primedia.com

Inflating Tires in 2.37 Seconds?
Correction: I was just reading an article in the May '07 issue of 4WD&SU about the new Warn winch with the built-in air compressor ("PowerPlant Dual Force HP"). The article states, in a photo caption, that the air compressor will inflate a 35-inch tire from 5 to 32 psi in 2.37 seconds. Wow! Sign me up for one of those, please! I've been airing up tires on the trail for quite a few years with every type of air compressor you could imagine, and 2.37 seconds not only sets a record for trail inflating, but possibly a Guinness record too. Perhaps the article meant to state 2 minutes and 37 seconds (just a guess on my part). As always though, you guys put together a great magazine, and I look forward to each issue. Locating typos is more fun than finding the GeoStash coordinates. Keep up the good work.

Tom Gaydos
Thompson Falls, MT

A: Tom, we're glad you're enjoying the 4WD&SU typo game. Though we do our best to offer the most complete and accurate information, sometimes a mistake or two gets by us. You are correct that the text displaying the 5-to-32-psi inflation time for a 35-inch tire should have read 2 minutes, 37 seconds, not 2.37 seconds. Even still, we were quite impressed with the abilities of the Warn PowerPlant Dual Force winch system. Thanks for keeping us on our toes. Wheel on.

Pro Comp Steel Wheels
Q: After reading the article "Grand Plan" in the Apr. '07 issue of 4 Wheel Drive & Sport Utility Magazine, I looked up Pro Comp's website and found no way to contact the company. I also tried to find Pro Comp at www.yellowpages.com without success. I'd like more info on the company's line of steel wheels mentioned in the article. Can you provide me with a phone number or e-mail address?

John McConnehey
via e-mail

A: John, a new website for the Pro Comp Rock Crawler Xtreme steel wheels is under way, and you should be able to access it through the Pro Comp Tire & Wheel Co. (www.procomptires.com) website by the time you're reading this. Pro Comp does not sell directly to the public; rather, its tires and wheels are available through such parts houses as 4 Wheel Parts Wholesalers and 4 Wheel Drive Hardware, to name a few. Either of these companies can offer more detailed information about the Pro Comp wheels you're interested in. Thanks for reading.

Toyota FJ40 Body Parts
Q: I saw in one of your recent issues that there is a company which makes replicas of old FJ40 Land Cruisers. I was wondering if you could give me the name of the company that makes them and also tell me if there are any companies that make fiberglass or aluminum replacement panels for FJs.

Nathan Anderegg
via e-mail

A: Nathan, the vehicle you speak of is the Icon, which is manufactured by TLC of Van Nuys, California . The Icon is a beautiful recreation of the classic FJ40 Land Cruiser and is constructed with great attention to detail with only the finest in OE and aftermarket parts. For replacement body parts, you can look to Aqualu Ind. , which produces durable, 5052 aluminum, replacement FJ40 rear-tub and front-cowl sections, along with windshield frames. The company also offers a variety of miscellaneous aluminum body pieces, including tailgates and front fenders. Aqualu also produces tubs and body parts for many Jeep vehicles. If fiberglass is more your speed, you can look to Malotte Mfg. , which offers fiberglass tubs and one-piece front-end assemblies, as well as hardtops, fenders, hoods, and grilles. Man-A-Fre in Simi Valley, California, is also another good source for Toyota FJ40 body parts. Good luck.

Send questions, comments, and suggestions to:

4 Wheel Drive & Sport Utility MAGAZINE,
Attn: Christian Lee,
2400 E. Katella Ave.,
Ste. 700, Anaheim, CA 92806,
or christian.lee@primedia.com.

Four-wheeling adventure to me is in some respects very personal. It's a way to escape the realities and hassles of daily life. It's a way to refresh and rejuvenate the soul and spirit and to collect my thoughts. And there are no better places to escape to than some of this country's most spectacular and remote lands.

Some of the places I travel to are still accessible by four-wheel drive; some of them are not. In fact, my favorite escape from reality has turned into a much longer hike than it used to be. The canyon that used to lead me to this location was recently closed to vehicular traffic. This is unfortunate and wrong in so many ways. For one, it used to be a very challenging canyon to wheel.

Not many people know about this place because it is well off the beaten path. It is one of those secret, magical places where a person can pass a week and still be disappointed about leaving - here, you don't get homesick. The spot is at the end of a nonexistent trailhead and a climb up a few thousand feet of narrow rock gorge. Some sections are really precarious and quite dangerous. At the end of the trail, tucked miles back in the canyon, are a small valley, a narrow river, great fly fishing, and a cabin predating 1900 (at least that's what I gather from the crude knife carving on the inside log wall).

I found this place quite by accident in a flyover by plane. Don't even bother asking me where it is because even some of my best friends don't know about it. There are signs others know about it, but they must have just as much respect for the place as I do as there is still glass in the windows and no bullet holes in any part of the structure. In fact, there are still some old cans lying around, a couple of pieces of furniture, and a small cast-iron stove. I dread the day when someone takes the antique remnants and destroys the cabin. But what scares me even more is when the left-wing, anti-access, opportunist crowd finds what's here; they will fight to close the last 15 or so miles of trail so nobody can ever visit this place again.

This is the sort of place a father could bring his children and teach them about nature and the simple pleasures to be enjoyed within it. If not for the fact that 15 or 20 miles can be made by four-wheel, probably no one, including myself, will ever see this place again. Unfortunately, I have a feeling that this is inevitable.

The forces of closure are everywhere. I recently read in a liberal rag how the Jeeps visiting Moab, Utah, are turning the sandstone into dust. We all know that there are people out there who will read this blatant lie and take it to heart. It took decades for wooden and steel wagon wheels to carve a notch an inch or two deep in the sandstone. Rubber tires will not tear ruts into sandstone. The craziest claim I've read to date is how airing up and down Jeep tires pollutes the atmosphere. So much for coal-burning industry! Can they back up those exaggerated claims with some factual scientific evidence? Highly unlikely, but such outlandish assertions sure make for great sensationalistic news!

The anti-access lobby will tell its uninformed supporters that driving over rock destroys the environment and that today's engines spew coolant, fuel, and oil into the creeks and riverbeds. Misleading drivel like this is as silly as the environmentalists here in California who say tortoises hibernate in dry creekbeds, and therefore nobody should drive in them. What they neglect to say is that through evolution the tortoises have learned not to hibernate in the creekbeds because the first rain of the season tends to all but decimate the population.

What's my point in all this rambling? Well, since the environmentalists are trying to convince the uninformed general public that they are preserving the environment for future generations, I'd like to know how future generations are going to enjoy these lands if they can't get to them. Not many people (short of an Olympic athlete) would be able to hike the miles it takes to get to some of these closed areas. The anti-access folks will never visit the areas once they are closed, but I guess they feel better sleeping at night knowing they just denied families their right to explore the lands so many have fought and died for. It is our job to correct the misinformation that is being spread.

As citizens of this country, we should be able to show the youth of America firsthand the reasons why this country is so great and why these beautiful and spectacular state and national lands are worth fighting for. The country's children should have the right to learn about nature and continue to be able to explore it by four-wheel drive. Please get involved and help fight against unjust land closures and the anti-access groups' misleading claims. Let's truly preserve these lands for the children so they can someday enjoy them from something other than the couch or movie theater seat.

www.sharetrails.org
www.corva.org
www.ufwda.org
www.cohvco.org
www.orba.biz
www.treadlightly.org
www.sema.org

Happy Trails,
Kevin McNulty
kevin.mcnulty@primedia.com

J-Series Jeeps
Q: I am 18 years old and just joined the Navy. I was looking for a cheap 4x4, and I found a '72 Jeep J Series for $500 and I fell in love with it. I've always liked the look of those trucks, but the problem is I've been looking online for parts for them but I can't seem to find anything. The only thing I can find is a 3-inch body lift. I was wondering if you could point me in the right direction and if you guys could show some J-Series vehicles in your future issues. Thanks.
Jimmy Lawley
via e-mail

A: Jimmy, J-Series Jeeps are definitely very cool, but we don't have any immediate plans to include them in any upcoming tech articles. Your best bet in finding info on these vehicles is to check out the International Full Size Jeep Association website (www.ifsja.org) where you'll find loads of info on fullsize Jeeps and a forum where you can interact with other fullsize Jeep owners. For parts, you can check out BJ's Off-Road in Gig Harbor, Washington . You also might check out our little sister mag, JP, which often has fullsize Jeep features and also offers fullsize tech advice.

Flat-Towing With Locking Hubs
Q: My question is regarding flat-towing my Jeep behind my RV. I recently had new Dynatrac Pro 60 front and Trail 60 rear axles installed in my '00 TJ. The new front axle has Warn locking hubs, unlike the original Dana 30. The owner's manual states when towing (with original axles) I must put the transfer case in Neutral and the manual gearbox in gear (I use Fifth). Now that I have lockers, I would prefer to not lock in the front hubs. I figure the less moving parts, the less to go wrong. However, I have not been able to get a straight answer from anyone - dealerships, off-road stores, and so on. Their "opinions" range from "you shouldn't have changed axles" to "Dynatrac axles are tough: Just put everthing in Neutral and don't worry about it." However, they cannot explain the logic behind their assertions. Would you please clarify this issue? I'm sure I'm not the only one out there who is confused.
Gary Hoxie
via e-mail

A: Gary, you can flat-tow the TJ with the hubs unlocked. If they are locked, the axleshafts will be spun by the wheels, which will spin the front driveshaft, which will spin the transfer case. When I flat-tow, I leave the hubs unlocked (if the vehicle is so equipped), put the transfer case in Neutral, leave the transmission in Neutral, and leave the key in the ignition to unlock the steering wheel. If I don't have front locking hubs I will often remove the front driveshaft of the vehicle being towed. It's also not a bad idea to tie off the shifters with a bungee or rope to ensure that they don't pop into gear accidentally. Of course, this risk is nonexistent if the driveshafts are removed for towing. Hope this helps. Thanks for reading.

Needs Extension Straps
Q: In the Mar. '07 article, "Tied Down," there's a photo I'm very intrigued by. In the upper lefthand corner of page 88, the tie-down straps are attached to the forward rail of the trailer via some short lengths of strap. What are these little straps? They almost look like miniature tree-savers. I really could use some of these for the exact same purpose. My trailer doesn't have friendly tie-down points, and I've tried to achieve the same thing as depicted in the photo in many jury-rigged ways.
Joseph
via e-mail

A: Joesph, the straps you saw in the photo are 3-inch by 3-foot extension straps with sewn-in loops that I picked up at a local trailer/agriculture supply store. They do indeed look exactly like tree-saver straps and are usually available in a variety of lengths. Make sure you get straps that are designed for heavy loads and are rated to support the weight of your vehicle. While the straps do work as a remedy, a better solution would be to weld the necessary hooks to the trailer in the appropriate locations. Good luck.

A: Jack, thanks for the props. We like our magazine too. Concerning your Ford Ranger, more than a few aftermarket lift manufacturers cater to this model, so finding a lift kit that meets your criteria should not be a problem. Camburg Engineering ) is also a good source for Ford Ranger suspension. The company's Stage 3 Ranger kit includes new coil-spring towers and progressive-rate coil springs, dual shock mounts and shocks, long-link radius arms, and new leaf springs to create up to 3 inches of lift.

Lastly, if you still want one of those lifts that only includes lift blocks for the rear, there's nothing stopping you from contacting a company such as Deaver Spring, which can easily build a set of custom leaf packs to measure up to your desired lift height. Thanks for reading.

Correction
In the May '07 issue of 4 Wheel Drive & Sport UtilitY magazine, we mentioned in the June '07 issue preview that we would be installing and reviewing a Dana 30 high-steer kit. Unfortunately, due to logistical problems, we weren't able to complete the installation on time. Instead, we will be running the high-steer review in the Aug. '07 issue of 4WD&SU. The staff thanks you for your patience.

Send questions, comments, and suggestions to: 4 Wheel Drive & Sport Utility MAGAZINE, Attn: Christian Lee, 2400 E. Katella Ave., Ste. 700, Anaheim, CA 92806, or christian.lee@primedia.com.

Don't Cut It!
Q: I recently purchased a '65 Jeep CJ-5A Tuxedo Park Mark IV edition. I want to do some mods such as a different clutch/brake assembly, a mild lift kit, etc. Who makes hydraulic, swinging-type units, and what can I do to upgrade my steering? My buddies say not to touch it because it's a rare model. How's about your take?
Bill Reed
via e-mail

A: Bill, while I'm fond of making improvements to not-so-rare, older vehicles to make them better drivers and more comfortable for my needs, altering some vehicles from stock sometimes just seems wrong. And at least for me, your Tuxedo Park Mark IV would fall into that category. If the rig was in pieces and you were starting on a rebuild, I might have a different opinion, but as it is, you might want to save the classic for a restoration and buy a cheap, not-so-rare CJ-5 to meet your trail needs. That said, you paid for the rig - it's yours. So feel free to do what you want. Just be prepared to take heat from the purists you may run across in the process. Mind you, less than 2,000 of these vehicles were produced in 1965. If by chance it's a CJ-6A rather than the 5A, just 115 were produced. Should you still elect to modify it, hydraulic clutch conversion components as well as mechanical upgrade components are available from such companies as Advance Adapters and Novak Conversions. Lift kits for early Jeep vehicles are available from Superlift and others. For more information about Tuxedo Park Jeeps, check out www.earlycj5.com.

RocZuk Engine
Q: I just read the article on the RocZuk and I was wondering what engine was being run in it? Is it the stock 1.3L or a Toyota engine?
Cody
via e-mail

A: Cody, the engine in the RocZuk Samurai is the stock Suzuki 1.3L four-cylinder. You'll see more of the RocZuk in an upcoming issue as we install a propane conversion on the 1.3L engine. Thanks for reading.

Blazer Rollcage
Q: I was checking out your website and saw a tech article on a Smittybilt rollcage that had been put in a K5 Blazer. I have a fullsize Blazer that I love to take on local trails and power-line roads. I would really like to put the rollcage in my truck but have been unable to find it available anywhere. Where can I find this? I can't afford to have someone bend one up, but I want the safety of a rollcage - plus, it looks wicked cool. Any help would be appreciated. Thanks.
Peter
via e-mail

A: Peter, rollcages do look wicked cool, and they can also save your noodle from some pretty gnarly carnage. From what I could find, however, Smittybilt no longer manufactures weld-in rollcage kits for any vehicles. But I did come across a couple of different Blazer rollcage kits from S&W Race Cars ). The kits are offered in eight-point and ten-point configurations, and an eight-point conversion kit is also available. All of the kits require welding for installation. You'll still have to shell out some bucks for installation, but it will certainly take less labor hours than creating a one-off rollcage for your Blazer.

Ford Ranger Lifts
Q: First off, I just want to say that you have a sweet magazine. I have an '86 Ford Ranger and it runs pretty good. I've been trying to find a lift kit for it that does not use lift blocks. I'd also like to know if there are any companies out there that offer off-road bumpers that will support a winch for my Ranger. Do you have any idea where I could get a lift kit or off-road bumper for it? Thanks very much for the help.
Jack
via e-mail

Late last year, I had the opportunity to attend the 50th anniversary reunion for the Chuckwalla Jeep Club in California. The event not only moved me professionally, but it stirred my senses personally and slightly emotionally. In attendance at the reunion were first-, second-, third-, and fourth-generation club members. It would actually be more fitting to say this was a family reunion rather than a club reunion. These folks are tight and are bound by their love of adventure and four-wheeling in Jeeps as well as an amazing 50 years of great times out on the trail.

While at the event, I realized that these people had a bond that went beyond what you might find in the average club. I listened with envy to the great times these people had on the trail. The stories of adventure were fantastic, lighthearted, and fun.During the event, it struck me that the vast majority of four-wheel-drive family-oriented fun like this could someday soon come to an end. This is something to think about, especially since it's fashionable and trendy for the rich and politically connected to jump on the save-the-environment-from-rogue-four-wheelers bandwagon. But sorry, I'll save my land-rights and land-use rant for another time.One of the more intriguing and enjoyable highlights of the gathering for me was looking at the photos displayed around the club's headquarters and watching the slide show the last night of the event. The images were truly magical and certainly stirred my imagination. I was so moved by them that I just had to share them with you. After all these years, some of the photos aren't in the greatest shape but they are certainly enjoyable to look at. On page 32, you'll find the article titled "50 Years: A Historical Pictorial of the Chuckwalla Jeep Club." I hope you enjoy it as much as I did.Happy Trails,

Kevin McNulty
kevin.mcnulty@primedia.com

As Jack Frost has most of the country in his frigid winter clutches, the rest of the U.S. that is too hot for summer travel is open for exploration. The migration to this country's arid desert lands usually starts in mid-October and runs through May. Call me crazy, but I used to think some parts of the desert weren't exactly worth driving through. I guess heat was the factor that annoyed me. When I drove by Death Valley National Park, I thought people were crazy for spending any amount of time there. I never really thought about visiting during its cool season. After my first few trail runs through the park, I was hooked. Now, I find a particular sense of curiosity within myself and want to explore each and every acre.

America's deserts attract millions of visitors each year. From Wyoming to Texas and then west to California and up to Oregon's arid lands, there are hundreds of thousands of square miles to explore. Some desert regions are larger in area than two or three states combined! My attraction to the lands is the history, the desolate, challenging trails, and the open country. I am also intrigued by the strange and colorful characters who have inhabited the desert and the monuments and structures they've left behind (Google the Mojave phone booth if you're not convinced).

My point behind all this rambling is that the destructive forces of extreme environmentalism are hard at work trying to keep us off our desert lands. It's very unnerving to me that people who may never even visit these areas want to have the right to tell us to stay out. Rather than go into a long, drawn-out tirade about their actions, I would like to leave you with some advice to take with you when visiting the deserts and other wilderness areas.

Now, I'm willing to bet that the readers of this magazine are more than responsible out on the trail, so maybe you can help spread the word. First, don't litter. This includes tossing lit cigarettes out the window - an unforgiveable act. I carry a trash bag when I can to pick up the litter that jugheads have left behind.

Second, if the area you are in has a designated trail system, then follow it. Avoid unnecessary trampling or driving over any plant life if you can help it. This isn't always easy to do, but remember that what one person may call a weed, another may be planting it in a garden. I was recently given the hairy eyeball because I ran over a dead plant laying on a trail. The roots weren't even attached! I guess I won't be doing that again.

Third, keep your speed down and act respectfully when sharing the trail with hikers, bicyclists, and tourists. Our actions on the trail affect the voting habits of those we share the trails with. My points of advice might seem very basic and even second nature, but it seems that sometimes some of us forget where we are and who is watching.Happy Trails,

Kevin McNultykevin.mcnulty@primedia.com

In our June 2000 issue, I took U-Haul to task for some trouble I'd had with one of its rental trucks. Now, you may remember this incident where I rented a U-Haul truck to carry the parts I had received from J&W Jeep Salvage in Antelope, California (located near Sacramento (916) 723-3950), back home to Los Angeles. My problems began when the small truck I had reserved was rented out and a larger truck was substituted. I finally got the smaller truck from another U-Haul dealer. If you remember, when I stopped to fill the truck with fuel for the first time, it just wouldn't start again - dead as a door nail, no ignition. In that 4Word, I explained just how inconvenient it was to find myself sitting around for more than three hours at night in the rain, during a power failure, waiting for U-Haul's roadside service to get to me. Later, I stated that I had to stay overnight and transfer my parts to another truck in the morning. While this was not the best time I've ever had with a rental, I've come to learn that it could have been much worse.

You see, Mark Nobles and I had to do our annual tow test this year and decided to use a tow dolly and a trailer for a different editorial twist. We selected a local rental center and Mark picked up the tow dolly. I borrowed a two-axle trailer from one of our contributors and we were set to begin. The first thing that happened was that I noticed the tires on the tow dolly were very low on air. Tires rated at 65 psi cold were at 12-18 psi. We filled the tires to spec and were off. We hadn't gone more than 35 miles when the entire tread section on one of the tow dolly tires separated and flew off, taking one of the taillights with it. It was a credit to the tire maker that the carcass still held air so the tow dolly didn't swerve or otherwise jump around. After inspecting the tire, it was obvious that the tire was damaged because of excessive over-loading and poor air pressure.

Mark and I called the rental yard and were shocked to find out that they not only didn't offer any roadside assistance, but that they didn't even have a policy for us to make the repair and later take the cost of the replacement tire off our bill. In fact, they stated that "all tire-related issues were our responsibility." Our only choice was to unload the Xterra we were towing and slowly drive back to the rental yard.

Upon arriving at the rental yard, we began the talks about who was responsible for the cost of a new tire and the broken taillight. Finally the rental people conceded the point and we didn't have to pay. Next they informed us that their rental equipment was only allowed within a 50-mile radius of the shop. This meant we couldn't even drive across town with the thing. Furthermore, after inspecting all the tow dollies, we found that every piece of equipment had balding, under-inflated, soon-to-go-bad tires on them. If this wasn't the topper, there were bad wheel bearings on all the units as well. We kindly turned in our tow dolly and escaped out the back door.

What could we do now? I called the local U-Haul yard in Placentia, California, and asked if they had a tow dolly for rent. Unlike the local yard, they asked what we were towing. When we told them an Xterra they told us to come on down. After getting to U-Haul, they checked again and informed us that the Xterra was too heavy for a tow dolly and that they would have to rent us a car trailer. Not to worry, since they had told us on the phone that a dolly would work, they rented us the trailer at the dolly price.

Out of curiosity, I checked the tires and wheel bearings on the U-Haul tow dollies. Every one was almost brand-new. The trailer they rented us had to be brand-new too. Further inspection of the other trailers on the lot showed that they too were recently serviced and well maintained. We loaded the Xterra and were off to do our tow test. Nothing unpleasant happened along the way with our rental trailer.

So what's my point? I learned that even with all the trouble I had with U-Haul on my trip from Sacramento, it could have been worse. Another rental agency might not have even had roadside service. While that one experience with U-haul was not the best, I've changed my mind about the company overall. The value of any type of road service, outlets around the country to repair or replace broken equipment, and the ability to rent one way are all things that have made U-Haul a household name when it comes to moving things. The company has redeemed itself in my eyes, and I wanted to pass this on to all of our readers. Sure, I still like renting new equipment, but when trouble starts, even old stuff with the right customer service is better than new stuff with no service at all.

A few days before writing this editorial, I had just returned from a very nice anniversary event with a time-honored four-wheel-drive club. The event was held inside a state park, and to my amazement there were still four-wheel-drive trails left open in this park. How long they will remain open is, of course, a mystery. The name of the park isn't important, but I will tell you more about this spectacular place in next month's issue.

While sitting in the hotel bar after a fun day on the trail, I ran face-to-face into my first anti-four-wheeling environmentalist. Her immediate goal, other then saving the world, was to keep crazed four-wheel adventurers off any existing trail inside her park. Her comment went something like "it's just too hard to police the area. The only solution is to shut down the trails to all vehicular traffic."

This chance meeting would more than likely have been a dream come true for quite a few enthusiasts (especially after downing a couple of beers), but being the reserved individual that I am (ahem), I did my best to maintain a dignified professional composure. I had to. After all, how would it look in the next day's liberal daily news headlines if I let my emotions get the best of me? "Out-of-control national editor goes crazy on poor, defenseless environmentalist just trying to save the world."

The fact is, she didn't have a clue about any of the things four-wheel organizations, manufacturers, and individuals do to promote responsible land use. She didn't even know about natural environmental changes and weather conditions that affect landscape and terrain. She was completely close-minded and didn't want to know anything other than what she was led to believe. There is not a single thing I could have said that would have swayed her views.

A couple of points she touted may have constituted a slight environmental concern but nothing that warranted land closures. We all know that there are a select few out on the trail who are only concerned for themselves, but the vast majority of us are more than responsible. If she didn't have an answer for one of my legitimate questions, she would side-step it and launch into another supposed environmental catastrophe caused by off-road enthusiasts - the perfect politician! The most disconcerting part of this encounter was that she wholeheartedly believed every inaccurate statement she was making, right down to the last drop of fabricated misinformation. I can only imagine what goes on at environmental extremist rallies. I visualize a group of crazies chanting anti-land-access slogans to the hypnotic tick of a metronome. Good little soldiers keeping in step with one another. In my opinion, the vast majority of propaganda that spewed from her piehole was scripted drivel.

In the past, I have written how we as enthusiasts are perceived by environmentalists. Some of what I had written was personal opinion, but in this case she proved that my opinion was fact. She lumped every single four-wheel-drive enthusiast into one category: irresponsible. If there were one beer can left on a trail or evidence that someone had driven off a trail, we were ALL responsible. She didn't care about the hard-working, responsible people who use the trails with care. She couldn't concern herself with the families that build a lifetime of memories on the trail with their children. She was only driven by one thing: preserving a land that very few people would ever be able to visit or explore if she had her way.

This is why each and every time we roll off the pavement we need to be responsible. What we consider a little fun can be construed by these environmentalist groups as malicious and wanton destruction of public property by roving hooligans. If you live in the West, feel very fortunate that you have off-highway trails to drive your four-wheel-drive vehicles. In some of the East Coast states, off-highway recreation is virtually nonexistent. Just think for a moment of the economic impact to the industry as a whole if we are denied access to public lands.

Maybe I shouldn't be so harsh, she has every right to protect public lands. So do we, but unlike her we like to use these lands for recreation other than walking on foot. I can understand wanting to protect the environment - I am not here to destroy it, nor am I here to abuse it. You and I have an inherent, legal right to access and enjoy our public lands. So get involved with an organization that is fighting for your rights to enjoy the natural wonders this great country has to offer.

Happy Trails,Kevin McNultykevin.mcnulty@primedia.com

Along the trail I have gathered quite a collection of good friends. And why not? I am a respectful, likable, goofy guy. There really isn't much that offends me. My theory is that a thick hide helps you make it through life with a lot less stress. I may be a little quiet, but that's only because I am usually stressed and tired due to burning the midnight oil trying to meet a crazy production deadline.

Being the editor here at 4 Wheel Drive & Sport Utility MAGAZINE I have met some phenomenal people, many of whom I consider good friends. The people I've met come from all walks of life and every part of the country. Quite a few of them are owners of and workers at aftermarket manufacturers, people I have met on the trail, average working Joes, and editors of other magazines. Throw them in with the mix of longtime friends outside the business, and I feel like a really lucky guy.

It is human nature that people are drawn together by common interests, but each and every event or shop I visit I see a unique and phenomenal bond among four-wheelers. I think it has something to do with the wholesomeness of Jeeps and other 4x4s combined with adventure. You always hear the stories about people needing help and being completely ignored in big-city life. It leaves a guy like me with a good feeling to see people stop in the middle of their adventure to help another enthusiast on the trail.

Each month when I write my editorial, I contemplate the idea that I should be writing about the latest technological advancements in automotive technology, where our sport is headed, or an in-depth review of the financial status of the largest auto manufacturer. Some months I may skim the surface of those topics, but I really prefer to keep the thoughts I share with you, my friends, lighthearted and casual (with the exception of my occasional rant about respect and proper land usage). For most of us, four-wheeling and automotive tech is an escape from all the day-to-day crap and drudgery - why fill it with stress and drama? If you want that type of entertainment you can always find it on mainstream news outlets and the Internet. Let's keep four-wheeling a fun and friendly sport.Happy Trails,Kevin McNultykevin.mcnulty@primedia.com

As far back as I can remember I had an urge to explore strange new places and wander off into the unknown. My grandfather had homesteaded 5 acres of desert land back in the 1950s (this doesn't make me old), way back when it was considered the middle of nowhere. Travel to this same area today takes about an hour and a half, but back then it was about a three- to four-hour journey, considering the 55-mph speed limit and conservative elderly gentleman taking his time. The long drive was well worth it to a young kid who just couldn't get enough; the memories and experiences I had out there are numerous and priceless.

I don't think as many kids these days experience the great outdoors as the kids of 30 or 40 years ago. All children should have the opportunity to experience some form of outdoor adventure at least a few times a year. The same goes for adults: Leaving the daily grind behind can be quite refreshing and relieve a hell of a lot of stress. My personal observations tell me I don't see as many people camping as much as I used to see. I think there are many reasons for this, not the least of which are a tough economy and high fuel prices.

I have received numerous e-mails from potential outdoor enthusiasts wanting to know which vehicle would best suit theirs and their family's travel needs. To complicate this question, those who write me often throw in the mix that they are a one- or two-car family. Until recently, it was difficult to advise these families on a vehicle that would best fit their needs.

Today, there are a few sport utility vehicles out there, such as the '07 Jeep Wrangler JK, that are perfect for family adventure. The new four-door Jeep JK has only been out for a few months now and we are finding that it is a great vehicle for a small one- or two-car family or a guy in need of a very capable vehicle (Rubicon) with a lot of interior space. Personally, I like the new Jeep. It's roomy, the back seats are easily accessible (great for families with young children), and it has a removable three-piece top. Every vehicle has its pros and cons, but in most cases it comes down to personal preference and/or brand loyalty.

We are excited to introduce to you 4 Wheel Drive & Sport Utility magazine's new '07 Jeep JK. Just to make our acquisition of the Jeep even more exciting, we flew to Detroit, picked up the Wrangler from Chrysler, and then drove it 2,482 miles back home. You can read about the trip on page 32.

Without a doubt, this vehicle opens the door to families who have always wanted a Jeep. It is not only functional as an everyday driver; the Rubicon version of the JK is extremely capable off-highway.

We are hoping this vehicle and others like it bring more families to the trail and get them more in tune with the Great Outdoors. This in turn (it's a long shot, but we hope) may get more people involved in land rights issues and help us fight against the closure of our public lands. If you think about it, trails not only lead from point A to point B, they provide meaningful, long-lasting, and exciting experiences for us all.Happy Trails.

For some people, including myself, the anticipation of a road trip is almost too much to endure. Our day-to-day sanity hinges on thoughts of a looming escape from the daily grind of life. It doesn't matter if the trip is a weekend getaway or a month-long hiatus, it helps us get through the year.

For some of you, this journey comes along once every year or so. Preparing logistically can span months for some people - it just depends on how fastidious a person might be. The trick to a successful adventure is knowing just what to take without loading yourself down. More than once I've stood on the trail scratching my head wondering why I hadn't brought a particular item. Then again, I am also guilty of bringing that same damn thing along on the next trip and not using it. Just remember that in these days of overpriced gasoline and the nation's dependence on foreign oil, the lighter the load, the better the fuel efficiency.

Prepping the vehicle is one of the most important aspects of any road trip. At the very least, hit the basics before you go - an oil change, cooling system check and/or flush, hoses, belts, spark plugs, transmission fluid levels, brakes, and steering. Depending on the adventure, there might possibly be some modifications needed. Just go prepared.

A good example of a much needed but much neglected modification surfaced on my recent journey to Montana for the Eaton/Detroit Locker Trail Tour. Before I left, Scott Frary from Eaton told me that on the first day there would be numerous river crossings. The first thing that went through my mind was "snorkel." Some people like them and some people don't, but they serve their purpose.

As it turns out, I didn't have time to contact ARB, nor did I have the time to install the snorkel even if I managed to get one before the trip. Well now I have the distinguished honor of being a member of the hydrolocked engine club. Project Grand Caddy rolled out of the river with a bent number-eight rod. I was very lucky that I was able to drive the Jeep out of the canyon - we would have played hell towing it out.

I knew in the back of my mind that I should have been floating the Jeep through the river, especially since I was running just under a 32-inch tire. Everyone else at the event was running 37 to 40-inch tires. Water levels peaked at about mid-door level on the Grand most of the time and crested the hood more than once. I had made it to the final river crossing when I took the fatal turn for the worse toward the bank of the river. I can read a river pretty darn well, so I should have known better.

A word to the wise: In most cases, a river with a heavy current after runoff will undercut at the bank. Always double-check your route across. My other river crossing tip is that if you plan on doing this type of wheeling, get yourself a good pair of polarized glasses. They will take the glare off the surface of the water and allow more depth of vision into the water.

So what do you and I get out of all this? Well, I get to clear quite a few hundred bucks out of my bank account buying a core and parts for a new engine. You, however, will get a complete performance build of Project Grand Caddy's new 5.2L engine in the Jan. '07 issue of 4WD&SU. I have recruited the talents of Tim Jenkins from DOA Racing to build the engine. Tim is world-renowned for his exceptional work on Toyota engines, but he initially honed his skills on small-blocks. The 5.2L engine is somewhat underpowered and not very efficient for a V-8. Tim will increase the engine's power range of horsepower and torque, as well as its efficiency. Hopefully, this won't result in me having to take out a second mortgage to pay exorbitant fuel prices!

If you are serious about building any type of Jeep engine, you can find Tim at www.doaracingengines.com. Also, check out our awesome Trail Tour coverage beginning on page 46. Additional photos of the event can be viewed at www.4wdandsportutility.com.Happy Trails.Kevin McNultykevin.mcnulty@primedia.com

Recently, I ran into a couple of situations that left me scratching my head. While standing around passing the time with some enthusiasts, we started talking about the qualities of a good vehicle. We all agreed that a person should have their four-wheel-drive vehicle in the best operating condition it can be in before it hits the trail. Not only is this a major safety concern, but it's also being considerate. Considerate in the respect that unless you and your buddies love wrenching on your vehicle under really crummy conditions and tying up the trail, it shouldn't be out there unless it is capable of moving itself on and off the trail. I know some guys live for this type of trail repair fun, but I bet the majority of enthusiasts just enjoy rolling down the trail.

Obviously, things break, but hitting the trail knowing your rig isn't up to snuff just isn't right. Think of the guys who are going to have to help you off the trail and the wheeling that they are going to miss all because basic maintenance was neglected. A little regular maintenance goes a long way. Like most people, I too am guilty of occasionally neglecting some vehicle maintenance tasks, and I've been called on it; luckily however, I haven't broken down out on the trail yet. Knock on wood.

What started out as a lighthearted conversation on vehicle maintenance and trail etiquette quickly turned into a bashing session of poorly designed rigs these guys had seen on the trail. Some of these clowns proudly confessed that they had openly made snide comments about the vehicles in front of their owners. What great stories - for them at least.

For a moment there, I thought I was participating in and witnessing firsthand some very real and childish web forum bashing.

I can clearly remember the day I brought home my very first car and my friends asked me, "What in the hell are you going to do with that? Your parents are going to get a ticket from the city."

To me it didn't matter what kind of condition it was in. It was mine, and it was the coolest thing I owned at the time. I couldn't help but feel a twinge of anger and disappointment at their comments about my new best friend. All along I knew someday that they would all stand around in amazement at my handiwork and say, "Dude, that's a bitchin car!"

In everyone's mind their first car may not have always been their best car or 4x4, but there is always some sort of sentimental attachment for most of us. Keeping this in mind, I chuckle to myself when I see a young kid at the local auto parts store ogling the new part he's obviously purchasing for his first vehicle. I am tempted to offer advice, but I figure the best way to learn about a vehicle is to break it then fix it. I really want to step in when some smartass parts counter person feels it's necessary to exert his vastly superior automotive knowledge over this young enthusiast.

What I am getting at is that no matter how difficult it may be to overcome taking a guy down a notch or two because their rig may not be the best-engineered vehicle, put yourself in his position and think back to your first car or 4x4. We all know there is a sentimental attachment between man and steel, so give the guy a break, take a pill, and let him enjoy his rig. We all started somewhere.

I mention all this because I've heard some real horror stories about people verbally assaulting others on the trail, even physically assaulting them to the point of throwing rocks and bottles. I have to think these incidents are extremely few and far between, but I've spoken with people who have witnessed them.So keep it cool and leave your issues at home or on the chat boards, because we are all in this together and it's supposed to be fun.

Kevin McNulty
kevin.mcnulty@primedia.com

I was sitting at my desk the other day thinking of ways to give my readership everything they could possibly want out of this magazine when one very important question popped into my head: Who am I trying to please? Not knowing that much about you folks makes it a little difficult. I have a pretty darn good idea what you are all about, since 4 Wheel Drive & Sport Utility has been on the newsstand for more than 20 years and is one of the most popular off-road titles. Since we're still around and you're still buying the magazine, we must be doing something right.

I would, however, like to know more about you. If you send me an e-mail with the answers to the following questions listed below, I will send you some genuine - and very valuable - 4 Wheel Drive & Sport Utility magazine stickers. I promise this isn't a marketing ploy to get your e-mail address.

1. What kind of vehicles and 4x4s do you own?

2. What is your automotive mechanical experience?

3. Do you bolt-on, weld, fabricate, or pay someone to complete your repairs and buildups?

4. What modifications have you made to your vehicle?

5. How often do you get out on the trail?

6. Do you go off-road just for 'wheeling, or does your vehicle transport you to a location to undertake another sport?

7. How challenging do you like your trails?

8. What other outdoor activities do you participate in?

9. How old are you?

10. Where do you live?

11. Educational level?

12. What do you do for a living?

13. What do you think of the four-wheel-drive industry?

14. Where do you stand on land rights and land-use issues?

15. Do you help clean up or maintain trails?

16. What do you like about 4WD & SU magazine?

17. What don't you like about 4WD & SU magazine?

18. What would you like to see more of in the magazine?

19. Are we covering all aspects of the sport?

20. Besides automotive and four-wheel-drive magazines, what other types of magazines do you enjoy reading?

21. Is there anything at all you would like to tell me other than what I have asked?

If you don't have e-mail, you can snail-mail your answers to: 4 Wheel Drive & Sport Utility Magazine, Survey, 2400 E. Katella Ave., 7th Floor, Anaheim, CA 92806.

Happy 'wheeling..

kevin.mcnulty.mcnulty@primedia.com

Before taking the position as the new editor of 4Wheel Drive & Sport Utility, my predecessor warned me that my editorial would be the toughest part of the magazine I would have to write. The more I thought about it, the more it started to unnerve me. After all, I now stand in the footsteps of some pretty cool cats. My column, views, and opinions are supposed to make profound statements about the state of four-wheeling and vehicle technology - where it's headed, what we've learned, what mistakes have been made, and how we're going to correct them.

This column is supposed to be creative and intriguing; I'm supposed to wow you with my empirical wisdom, knowledge, and technical skills. Day in and day out for the past couple of weeks, I have been racking my brain against the inside of my thick skull, wondering how to get this particular job done. I had some grand ideas, but they faded in and out as quickly as I found them. Sitting down at my desk to write the 4Word was like trying to get Tammy Faye Baker to wipe her mascara off.

Some call it writer's block, and we all get it. Though some of the supposed tough guys in publishing will never admit to it, it's a fact of journalism. I was mentally pacing back and forth in my chair. I had visions of running out the door to escape my newfound column and hitting the trails behind my remote sanctuary of a home, minus one important responsibility. But then, how would I explain the missing column to the suit-like-characters walking the halls of my office building? Then I caught myself. "Wait a minute. I have the answer to this dilemma. Its sitting here right in front of me."

How do I give you what you're looking for? It's easy. Turn the pages of 4Wheel Drive & Sport Utility and you will find some of the things I was so unsettled about writing. To some of us, magazines are a release from the grind of day-to-day life. We thumb through the publications to get new ideas, to travel places we might never get the chance to visit, to expand our knowledge, and to keep ourselves abreast of the latest gizmos, widgets, and technology.

Where will you be traveling this month? To distant and remote trails. What will you learn? Some cool and custom automotive tech. Where are you headed? On expedition, in this issue and every one to follow. What mistakes are we going to make? Hopefully, none.

Now that I'm relaxed and have done my duty, it's time to hit the trails. If you are stuck behind a desk, stomping the floors of a shop, or passing the time doing much of nothing, this issue should help get you through whatever pain you are suffering.

So, what have I told you here today? Pretty much nothing, but don't worry. It will get better. As always, it's been a pleasure. The staff here at 4WD sincerely appreciates your support of the magazine.

If you would like to give me a piece of your mind, have a suggestion, or would just like to say hello, kevin.mcnulty@ primedia.com.

Happy 'wheeling...

The Quiet Months
The juxtaposition of the publishing world and the real world creates a skewed view of time. As I sit here writing, it is only three days before Christmas; yet I am already beginning to work on the May '03 issue of 4 Wheel Drive & Sport Utility. In the real world, I've scarcely begun winter, while in the publishing world, I'm already halfway through a year that technically has not even begun. Einstein was right: time is relative.

So, while my profession dictates that I begin looking at stories on such things as mid-summer trail rides and how best to protect your rig from soaring temperatures, reality demands that I look at how best to protect my rig from what promises to be a very cold winter. Like thousands of other four-wheelers around the country who live in cold climates, I've pretty well packed up my rig for the year. Yes, I know, as our annual winter special attests to, there are those who revel in snow-wheeling, but I will be using the coming months to tinker with my Jeep in the warm confines of my garage rather than crawl through hip-deep snow drifts in below-freezing temperatures.

Before I pull it into the garage, though, one of the first things I'll be doing is crawling beneath the Jeep with a scraper to get off all the muck that I should have sprayed off months ago. Now it has hardened to a rock-like consistency, and if I don't get it all cleaned up, it will eventually start rusting out the floor pan and various parts. Unfortunately, the average temperature has been running in the 40s lately, which is going to make for a long couple of hours.

Once I'm safely tucked away in the garage, I plan to put the XJ up on stands, pull off the thrashed Baja Claws, and begin methodically going through the rig from top to bottom. Something I've been meaning to do for a while is cut out the front and rear fenders to create enough room for the 35-inch BFGs I'll soon be mounting up. One of the reasons I've put it off so long is that I don't like doing things half-ass, and if it's not done correctly, it will drive me out of my mind. Now that I have some leisure time, that won't be a problem.

I've also noticed some tranny problems over the past few months that are going to require some attention. It feels like the torque converter is cutting in and out, but I suspect the computer is at least partially at fault because when I turn the engine off, let it sit for a minute, then crank it back up and take off, everything is fine. Now, I've spoken to dozens of Cherokee owners, and not a single one of them seems to have ever had any problems of this sort. In fact, they usually delight in regaling me with stories of how their XJs have run reliably for well over 200,000 miles with nary a glitch. Aren't I the lucky one?

Beyond that, it sounds like I have some bearings going in the front driver-side axle, which isn't surprising considering the kind of miles I put on my Jeep and the kind of terrain I pound it through. So that will be next on the list. And the other day I noticed some coolant beginning to puddle on the ground and eventually discovered the piece-of-junk plastic OE radiator finally cracked. So I guess I'll be replacing that, too. The list grows long.

If you have similar plans for your rig this winter, know that you're not alone. Thousands of us across the country will be turning up the heat, grabbing our tools, and settling in for a long winter's night.

Well, after vacillating for the last year or two and making a series of assurances and denials, it is finally official. Later this year, DaimlerChrysler will cease production of the XJ Cherokee. Many ardent four-wheelers will mourn the loss of the XJ not only because it was a such good, solid vehicle, but also because it hearkened back to a period when SUVs were built with exploration in mind. They were the product of a philosophy that had little to do with strip malls and everything to do with the great wide open.

But really, what did you expect? The Cherokee has been in continuous production for 17 years and has gone virtually unchanged during that time. In an industry famous for changing course in midstream to accommodate the whims of a very fickle American market, it's been a hell of a run. Better than most.

And though the production line may shut down, there are still millions of Cherokees on the road. Like the CJs and YJs, it will be decades before the Cherokee fully fades from memory. And even then, I suspect four-wheelers will keep many of them alive and well.

What I do find ironic, though, is that the Cherokee is being pulled from the line-up at a time when it seems to be experiencing renewed popularity. Four-wheelers are undertaking Cherokee projects in record