Trail Report: Whipsaw

As much as I love 4x4ing, I just don’t get to go out and enjoy it enough. My biggest hurdle is not having a 4x4 to begin with, my second is finding the time to actually go out and buy something worth modifying for the trail, let alone being able to actually get out to play.

A good friend of mine, let’s call him Ingo, has been doing absolutely astonishing things with four wheel driven vehicles for the better part of two decades now, and despite maxing out the capabilities of his ridiculously agile Suzuki Samari, he still enjoys introducing new people to the sport. This past August long weekend, he and his girlfriend Cara put together a trip to open up the Whipsaw Trail, located near Princeton, BC.

Opening up a trail in August, you are likely asking yourself? Well yes, the BC interior received a heavy amount of snow this past winter, and up until two weeks before the trip, even the Rover Landers, a club who look after the trail, were unable to cross it. Regardless, it’s a rather easy trail with a few challenging sections that people in stock 4x4’s can tackle with minimal risk of damage. So, I figured it would be a great chance to take out a stock 4x4 and have some fun without the investment of a small fortune.

My choice in rig for this trip would be the 2011 Toyota 4Runner Trail Edition. The 4Runner has been a staple in the 4x4 world during its 27-years of existence. However, later version of the vehicle have looked a little more, “form before function,” so this trip would be a great way to see if the old 4Runner still has what it takes. Joining me in the stock truck camp would be three fellow ex. Military boys in a new Toyota Tacoma and another pair in a stock Jeep Wrangler YJ. Showing us the way would be a trio of highly modified Suzuki Samari’s and a well used Toyota Truck.

Out little expedition took off from the Whipsaw trailhead located on highway #3, just east of the Copper Mountain mine. Here we aired down, got to know each other then pushed up onto the well manicured logging road that makes up the first 18-kilometres. On our first stop, it was obvious that the mosquitoes would become an issue as the melting snow made for lots of stagnant ponds for them to breed, and lots of muddy washouts for us to get stuck in.

For the most part the road to the Wells Lake camp site was quite tame. The mud was kept to the flat area’s traversing the nearly Alpine like meadows that cover the highlands, while the steep narrow grades that climb up into the forests were left dry and rocky. So far no real challenge for any of us stock drivers other than requiring 4WD-low and some careful wheel placement for some slippery and narrow climbs. However I was beginning to notice a couple advantages between the different vehicles. The only modification to the Tacoma was some decent all terrain tires that were making a huge difference in the mud, where I was slipping off high points, bringing the bodywork close to unforgivable trees and rocks. However, the Wrangler and I had shorter wheelbases, which meant that we were not rubbing over obstacles as much. None of us had any kind of lift, but the added length of the Tacoma meant he was dragging his trailer hitch in the ground quite often. As for the Suzuki’s, they were bombing along without a care in the world. Well at least until one decided to break a weak transmission mount, that required a short pit stop in yet another beautiful meadow.

Our biggest challenge came on the dark side of the mountain, where deep snow stopped the Jeep in its tracks, requiring some creative driving by the Toyota Truck to get around and pull him out. Quite tame for the first day, but when you are driving your daily driver, or in my case, someone else’s vehicle, that works just fine.

After five hours on the trail, we came to Wells Lake, yet another spectacular location, and set up camp on the lake. With with some time before dinner we broke out the fishing poles and pulled out a trout for every cast, easily catching enough food to fill the whole group for the night. However, the attack of the mosquitoes was relentless until the night got cold enough to drive them away.

Up decently early, we packed up camp in eagerness for a more challenging day ahead. On this day, we would see rocky washed out terrain, mud soaked fields, deep water crossings and challenging slopes. Not crazy challenges in the 4x4 world but they would test the limits of our stock trucks tolerances.

Our day started with a muddy decent down through a forest with deep ruts. It made for a great testing ground to test the 4Runners Multi Terrain Control system, which eased my down through the obstacles with little to fear. However, I was finding that while the system is impressively competent in navigating adverse terrain, it kind of took the fun out of testing my own skills. I almost felt like I was cheating myself, like a fat man sneaking a chocolate bar, despite being on a diet. However it didn’t take long for things to get technical on the climb on the other side of the valley.

Here the road was washed out in a very narrow part of the terrain and any slip up would have the truck either high centered on jagged rocks, or flipped over on its side on equally unattractive rockery. With Cara calling my tracks, I slowly crawled the big 4Runner up through the kilometers of obstacles with no sickening sounds of metal on rock, however, just behind, the military boys were not as fortunate as the body length of the Tacoma bit back at them again, although only a slight impact on the bumper.

Inching out way to the top of peak after peak, we finally came to a rock face overlooking an alpine lake. Here, the Suzuki’s and Toyota got to finally test their limits. The last hour and a half was deeply challenging and stressful for us in the stock vehicles, but was child’s play for the modified trucks. So here they played testing the geometric limits of their highly tweaked suspension systems on a rock wall too steep to even climb.

As we moved on, we now were encountering heavy, deep mud and water crossings. The modified trucks were tossing themselves in like dogs at the lake, but it took those of us with stock tires a little more momentum and precisions to make it across some of the deep thick barriers. Fording some water crossings took a little bit of luck, as I needed to keep my momentum up to ride the wave across, hoping that there wasn’t a big bad rock lurking underneath ready to rip up a driveshaft or suspension arm.

It was one muddy obstacle after another rocky climb, which seemed to follow each other for hour on end. Medium challenges that made the day hugely rewarding for those of us playing in standard trucks. All three vehicles cleared the trail with no real issues, all proving their worth. With zero investment, we were having the time of our lives, however, with rather new vehicles; the costs were high if we screwed up. My tires let me down at the end of the day, dropping the 4Runner on a large rock, ripping off one of the rather irritating running boards. Likewise the skid plates were also starting to get a workout as well.

However, our biggest challenge would come at the end of the second day. The road leading down the last peak was ridiculously muddy and had pot holes larger than the little Suzuki’s. As Ingo proved, sometimes the more modifications you have to your truck only help you to get stuck deeper in the scenery. Somehow he managed to slip sideways into the hole, ending up on his tailgate trying to get out. After careful navigation through the worst of challenges we made our way to the Lodestone lake campsite, where a massive fire was built to ward off the mossies, followed by the  celebration of success and the telling of war stories from our epic trip across the fantastic Whipsaw Tral.

Trail Report: A Rubicon in the Moab

It’s Easter, and in the 4x4 world that means one thing, it’s Easter Jeep Safari week in Moab, Utah. If for some reason you are not aware of Moab, there is only one thing to know. For a week around Easter, this sleepy little town becomes the centre of the universe to the 4x4 community, much like Sturgis to the biker crowd, only with less leather and exposed mammaries, for the most part.

Anyone who has been to Moab, and the surrounding area will know why this event is as popular as it is. The beauty of the surrounding mountains and desertscapes is only surpassed by the spectacular challenges of anyone of the hundreds of trails that wind themselves through valleys, climb up rocky ridges and buttes and traverse great sandstone landscapes. Its canyon lands are the prelude the Grand Canyon, while rock towers and buttes litter the arid landscape, with regions of soft sand dunes thrown in for good measure. For those of us from the wet rain forests of the BC coast, Moab might as well be on another planet.

While the region is also a hot bed for mountain bikers, its popularity with four-wheelers began back in the days following World War II. You see, the entire region is riddled with fantastic 4x4 trails thanks to the uranium boom after the war. With the cold war ramping up, and the arms race right along side, uranium was needed in great quantities as the main ingredient in nuclear weapons. Well, Uranium was in great supply in the mountains around Moab, and as such, hundreds of mines were dug into these mountains. The rugged terrain meant that roads built to the mines were sketchy at best and required military surplus 4x4’s like the Jeep and Dodge Power Wagon.

Today however, the mines are all quiet, and the roads that lead to them now take four-wheelers on scenic and challenging tours of the beautiful landscape. I was in Moab with Jeep to test-drive Mopars project vehicles. As the Safari’s popularity has increased, Jeep uses the event to unveil project machinery as well as launch production vehicles. So with a Wrangler Rubicon in hand, I decided to do a little exploring with what little time off I had.

There are dozens of official trails used for the Safari, each with it’s own supervisor, as dictated by the local 4x4 club that holds the annual event. Groups need to register ahead of time for use of these trails do to the sheer number of vehicles in town, as well as the environmental sensitivity of the region. With the media, I had already explored two of these trails with Jeep and Dodge, the first day was spent in the dunes south of the town and the second on the Seven Mile Rim trail (Easy trails but we were in press vehicles). So while the groups stuck to the regular trails, I struck out on my own, finding a scenic 4x4 road leading up Onion Creek Rd.

That’s the beauty of Moab, the region is vast and the landscape provides a myriad of topographical features to explore. Turning off hwy 128, I had no idea where Onion Creek Rd. would take me, but one thing I was sure of, I would likely find new and interesting things along the way.

From 128, Onion Creek Rd. runs straight and flat across the Colorado River canyons floor, however it didn’t take long for things to get interesting. While most of the canyon has massive 800 to 1000 foot shear walls down to the river below, here, the creek has washed out a valley of its own, making for a gradual ascent up into the hills and high plateau abote. As soon as the road began to wind around large rocky outcropping, the route took me over several creek fordings as the road and creek crisscrossed each other into the hills. The rocky hills were soon becoming spires, tall thin rock towers that held large boulders precariously on top. It was a surreal scene making me think I was in a Roadrunner and Coyote cartoon, and would soon have an Acme rocket shot at me, or large rock dropped from above.

As I pressed on into the wilderness that was rapidly becoming more extreme, the creeks canyon walls seem to close in while the road narrowed to the point that the Rubicon was just wide enough to fit between the rock wall on the right, and the a hundred foot drop to the creek bed below on the left. The road was deteriorating as well, but still easy enough to get a car down; just don’t put a foot wrong or it’s all over.

Moving past the spires, the road became even more raised over the creek bed, however I was now up into much more gentler terrain. Rounding a corner, I was met with the side of a mountain, bright with several unnatural colors. However, the whites, grays, blacks and reds were all quite nature, proof positive that these hills are home to all manner of minerals, both dangerous and benign.

I pushed on up the road, finally reaching the high plateau above. The rugged and deadly chasm of rock was now replaced with a flat prairie of rock, sand and petrified dunes sitting 5,500 feet above sea level, and a sigh of satisfaction came over me at the sight. By no means was the trail a challenge to either my driving abilities or that of the Rubicon. No, it was the experience of exploring, what seemed to me, to be an entirely different world. The foreign landscape and vegetation, odd rock formations and alien colors all made me feel like an explorer laying claim to a strange new land. For anyone who owns anything with 4WD, Moab is an experience that is sure to be treasured.

Mopar Nukizer

Back in April, I was sent on assignment to Moab, Utah, the site of the Easter Jeep Safari. Every year during the Safari, Mopar show up and put taste of their latest creations on display for the media. With such concepts, it usually a case of “you can look, but don't touch.” However, the good folks at Jeep and Mopar gave us a slightly more exciting order of, ”sure you can jump them, just don't roll it.”

With unprecedented amount of freedom to explore what the minds at Jeep and Mopar could create, we were able to put the impressive Nukizer 715 through its paces in the dunes of Moab.

Based on the diesel powered chassis of the J8 Military reconnaissance vehicle,  the Nukizer 715 is an all-purpose truck that pays homage to the the beloved military-only Kaiser M-715 truck. The initial design was put together by the Jeep design department while it was the Mopar team that got their hands dirty converting the vehicle into what you see before you. The front end of the Nukizer could easily be mistaken for replacement panels, however the entire front clip is a custom built carbon fibre work of art, built to perfectly cover the internal structure while keeping true to the original. They did such a good job that the headlights retain their standard mounting bezels. The J8 bumpers were kept along with the Helicopter lift rated tow hooks mounted either side of the Warn 9.5XP low-profile winch.

To keep a unique look, the windshield received a small chop, and Bestop provided a unique soft top which artfully captures the traditional downward slope of the original. Behind the cab the team added the familiar AEV Brute pickup box with the addition of a centrally sunken spare tire mount. The J8’s 116-inch wheelbase had to be stretched eight inches to 124-inches to make the bed fit.

Drivetrain upgrades include beefy Dynatrac Pro-Rock Dana 44 front and Dana 60 rear axles filled with 5:38 gears and ARB Airlocker differentials. Power is distributed by an Atlas II transfer case spinning custom driveshafts from Tom Woods. To put the power to the ground, tires are 38-inch BF Goodrich Mud Terrains mounted on Hutchinson beadlock wheels. The powerplant remains a J8-specific 2.8-liter turbo diesel I-4 that has been treated to a re-programmed computer for more boost. Fuel is supplied from a custom Gen-Right tank made specifically for this vehicle and mounts to the rear cross member.

To finish it off Mopar added rock rails and off-road bumpers, Warn air compressor, Terraflex dual-rate front sway bar and a Garmin GPS Map 640 navigation unit. Then there was the popular grey colour that was matched from the colour of a garbage can. Simple, yet cool.

Driving this beast was an impressive experience to say the least. I have been dreamed of a diesel powered Wrangler for some time, and the J8 performed just as I expected. The 4-cylinder turbo diesel works magnificently to power the Nukizer through the deep sand, and was even grabbing some air along side its counterpart, the Ram Runner. The trucks extra wheelbase also provided a sure stance in the sand, even when sliding around dunes at speed. The Nukizer was a masterful concept design built on the best Jeep chassis I've had the please to drive in anger. Despite the huge fan fare the truck has garnered since it's unveiling, it still remains only a concept, although, I'm not giving up on the possibility of diesel powered Wrangler making in to our shores.

SPECS:

Engine: 2.8-liter turbo diesel I-4

Transmission:  four-speed automatic

Overall height:  75.2 inches

Overall width:  78.6 inches

Wheelbase:  124 inches

Weight:  4,500 pounds

Tires:  38 x 14.50-R17 BF Goodrich KM2

History: The Original

In 1940 the world was erupting into war. At this time America was still sitting on the sidelines, however, Germany was about to start sinking American merchant vessels moving resources to Britain. Also, the Japanese were about to overrun American held Philippines, while pressure from allied countries urging the Americans to get in the game made it clear that the US couldn't stave off conflict much longer. The US Army at this time was still using the aged Ford Model-T as their General Purpose (GP) vehicles. It was clear that a new vehicle would be needed for the coming war that would require a highly mechanized force.

In June 1940, the U.S. military informed automakers that it was looking for a “light reconnaissance vehicle.” The Army invited 135 manufacturers to bid on production and developed a lengthy specification list. They wanted a vehicle with a 600-lb load capacity with a wheelbase less than 75-inches, a height less than 36-inches, a gross weight below 1,300-lb, a fold down windshield, three bucket seats and blackout driving lights. But most importantly, this vehicle needed to have a two-speed transfer case and four-wheel-drive. Only three manufacturers answered the call, Bantam, Ford and a newly reorganized company called Willys-Overland.

Willys-Overland was founded by John North Willys who bought Overland Automotive from the Standard Wheel Company back in 1908, then renamed the company Willys-Overland. During this time Willys began buying up several automotive companies to the point that they had become the second largest automaker in the US by 1918, behind Ford. However, with the great depression the company fell into bankruptcy. By 1936, they had sold off all their acquisitions to become a viable automaker once again when the Army came calling.

In the summer of 1940, Willy's along with Ford and Bantam got approval to build 7 test examples of their respective designs. The Willys prototype, named the Quad, was initially thought to be too heavy. For a second round of field testing, the Government released Bantams blueprints to both Willys and Ford sighting that Bantam did not have the resources for war-time mass production. As a result Willys incorporated several of the Bantams designs in the new Quad and the engineers stripped out all the weight they could find. Bolts were cut, sheet metal thinned and ten pounds of paint was taken off. When weighed, they had seven ounces to spare, and renamed it the “MA” for “Military" model "A." Fords prototype, the Pygmy, also benefited from the release of Bantams designs. As a result, 1,500 examples of each were built for field testing purposes.

However, by this time, the threat of war was very real, and the Army still didn't have a standardized vehicle. At the time the MA was considered more attractive mostly due to its more powerful engine. And so the War Department hastily made the decision to go with the Willys bid, but wanted all the best bits of the Ford and Bantam incorporated into the MA. With the winning bid in hand, Willys complied, modified the MA with the desirable parts from Ford and Bantam and re-designated it the MB.

While the 4,500 field test prototypes where shipped to Russia and Britain as part of the lend-lease program, Willys began production of the MB late in 1941 at the companies Toledo Factory in Ohio. After the attack on Pearl Harbor, America entered the war and production of the MB was increased to the point one vehicle was leaving the factory every minute and a half. Soon the US would find itself fighting in two theaters of war, so additional MB were built by Ford, under license to meet the demand, while Bantam was relegated to building trailers for the vehicles they had a major hand in designing. By the end of the war, Willys would produce more than 368,000 vehicles, and Ford an additional 277,000, for the Allied forces.

During the war, the MB was the lifeblood of the military, and its durability and performance proved without a doubt to be one of the major factors for winning the war. It could operate without strain from three to 60 miles per hour. It could handle a forty-degree slope, turn in a thirty foot circle, and tilt on a fifty-degree angle without tipping over. One soldier commented, “It does everything. It goes everywhere. It's as faithful as a dog, strong as a mule, and as agile as a goat. It constantly carries twice what it was designed for, and keeps on going.”

During its service in the war, the MB picked up a nick name given to it by the soldiers that drover it. Troops began calling the MB the Jeep. There is no definitive evidence as to how the name came about, but the more popular story is that when “GP” was slurred by soldiers, it sounded like they were saying jeep. Another story, says the name came from a character in the Popeye cartoon.

Willys trademarked the “Jeep” name after the war and planned to turn the vehicle into an off-road utility vehicle for the farm. As soldiers returned home from overseas, finding customers who respected the abilities of the Jeep would not be a problem. The first civilian Jeep vehicle, the CJ-2A, was produced in 1945. Willys advertisements marketed the Jeep as a work vehicle for farmers and construction workers. It came with a tailgate, side-mounted spare tire, larger headlights, an external fuel cap and many more items that its military predecessors did not include.

The CJ would continue to evolve over the years while Willys added several other versions based on the same platform. Willys came out with a delivery panel van in 1946, a one-ton pick-up version was conceived in 1947 along with a woody wagon. In 1956, a cab-over commercial truck was designed on a CJ-5 platform. Designated the FC-170, standing for “Forward Control,” due to its seating position over the front wheels for added cargo space.

Jeeps line of 4WD vehicles would become ever more popular over the years. The original little army jeep would transform into the CJ then the Wrangler. It has survived five corporate ownership changes to become the most recognizable 4WD brand. Today, the Wrangler Rubicon represents the best out-of-the-box all-terrain vehicle available on the market in North America. In it's military life, the MB would evolve into the M-38, then in 1981, the US military decided that after serving in three major wars, the little Jeep was obsolete. AM General won the contract to replace the jeep with their High Mobility Multipurpose Wheeled Vehicle, HMMWV for short. Ironically, like the Jeep back in the forties, HMMWV when slurred by an American soldier sounds like “Humvee,” and thus torch was passed to start a new era in all terrain mobility.

Review: Jeep Grand Cherokee Diesel

With the introduction of the updated 2011 Jeep Grand Cherokee signaling in a new era for the Cherokee, I thought I’d take one last look Jeeps flagship for its last year of production. And while the new vehicle offers a fresh new look, it’s easy to say that the current Cherokee has withstood the test of time gracefully. It’s still a good, modern looking vehicle that will certainly appease the eye of customers well into its final stretch.

 

The vehicle I had in my possession was the CRD diesel powered Cherokee. And while the North American public comes to grips with the new influx of alternatively powered SUV’s currently flooding the market, the Cherokee CRD has been proving itself for some time now. A product of the short-lived Daimler-Chrysler project, the 3.0L Mercedes built diesel V-6 was one of the best outcomes of the doomed merger. Built in Berlin and benefiting from Mercedes’ Bluetec development, this common rail turbo diesel that is shared with Mercedes and Dodge Sprinter vans, represents the jewel of the Cherokee. Like most modern diesel powered SUV’s, you are treated to V-8 power and performance with the added bonus of V-6 Sedan fuel efficiency. Meantime, as part of the Bluetec R&D project, this engine purrs along quietly, emits no smoke under load and no sulfurous smell.

 

While Hybrids are making an impressive mark on the industry, these are the days of the diesel. The diesel advantage of power, handling, fuel efficiency and versatility so far out weigh the ever-advancing Hybrids. But who wants to take a hybrid off-road? Thus we have the Cherokee CRD, a vehicles who’s sole marketing is based around being a great kid and grocery hauler, while also being Trail Rated, and ready for anything the environment can throw at it.

 

While its on-road manners are a little on the soft and squishy side for me they are decent nonetheless. However it’s off-road where the Cherokee seems most at home, trudging up a mountainous trail. With a solid rear-end, Quadra-drive II 4WD system with electronic two-speed transfer gearbox and optional Limited Slip Diff in the rear, the Cherokee really does love to play in the dirt.

 

While the drivetrain, looks and abilities of the Cherokee CRD motivate to get out and have fun, the interior still leaves something to be desired. The over use of cheap plastics as well as the material used in the seats will have the driver constantly trying to not to slip out of place give the interior a low quality feel. As my vehicle came with a $53,000 price tag, I would have a hard time party with such expense. However, don’t let the price get you down. With Chrysler going into bankruptcy, and with only a year left until the new design starts showing up in showrooms, there are huge savings being passed on to the customers during these hard times. Pricing out this same vehicle can yield a $10,000 savings already. So that cheap looking interior isn’t looking so bad anymore is it?

 

Specs:

MSRP: $32,140

Price as tested: $52,195

Layout: Front Engine – 4WD

Engine: 3.0L V-6 Common Rail Turbo Diesel

Transmission: 5-Speed Automatic with 2-Speed Transfer case

HP: 215

Torque: 376

Brakes: 328 mm-front Disc – 320 mm rear Disc

Curb Weight: 4,724 kg

Towing Capacity: 3,500 kg

0-100 km/h: 7.5 sec

Fuel Economy (city/hwy): 12.0l/9.0L