Australian Adventure: Log 2

My relaxed sleep at the truck pullout was sound, but short. Before the sun had even had a chance to send some rays over the hilltops, I could start to hear a slight hiss, and began rummaging around the camper looking for a gas or air leak. Now I was becoming frustrated, now fully awake, trying to find the noise that was get louder and louder. It wasn’t until I broke out through the rear doors that I realized it was emanating from the jungle wall that I was parked up against. As the sun rushed up into the sky, the buzzing sound coming from the forest had grew to the point that it was nearly deafening. Sleep was no longer an option, time to make my way north.

I’m to be in Brisbane by the 28^th to drop off the rental 4WD Camper at the airport, however, I’m told by the team leader, Mark, who is already there, that my chances are slim in arriving on time, as torrential summer rains have cut off the North from the South completely. I spark up the Landcruiser, and decide to take my chances anyways.

Slipping off the main highway, I make my way up the coastal road, and it’s not long before the clouds begin to darken, and the rain to begin. Winding my way through the coastal hills, I’m greeted with some spectacular ocean views, storm driven waves crashing on the rocky shores. The rains turn from steady, too hard, to driving, to “holly crap the roads going to wash away.” Windshield wipers at maximum, I only get split second glimpses of the road before another wave of water crashes against the windshield. My pace is slow, and good thing, as my first glimpse of a Kangaroo is short before it disappears out of vision under my hood. Not to worry, I only got his tail, and he didn’t look worse for wear as he bounded off into the forest, however, if my senses weren’t heightened enough before, they were maxed out now.

However, it didn’t seem to matter. With the rain letting up for a few short minutes, I was driving along an easy straight, when SMACK, something small and feathery bounced off my windshield right in front of my face. If the poor bird that darted into my path didn’t die on impact, it certainly did on the windshield of the poor sucker riding my ass behind, witnessing the kill shot in the rear view mirror. “Bloody hell where did that come from?” SMACK…. AGAIN! This time it was one shot one kill as yet another bird shot from the forest directly into the metal bumper. Ok, this is getting ridiculous now, just as I pass a “Caution, Koala’s crossing next 22km.” I’m thinking to myself, “my animal loving, soon to be sister in-law is going to kill me, as I slowly kill every cute little animal I come across. My first glimpse of a Koala better not be by pealing one off my front differential.”

Simply following road side signs north along the old Pacific highway, I’d stop in at information booths to for a quick map of the area, and word of the roads ahead. After yet one more bird killing, I stopped in Urunga, for some coffee and word of the road ahead. Other travelers coming from the north said that the road was flooded over in three different spots; however, the State Emergency Services were still going to allow single lane traffic for the next hour. If I wanted to get through I needed to be north of Coffs Harbour in the next hour. I jumped in the truck and shot north yet again, cursing the torrents of rain falling from the sky. I wanted to make sure I made it to Brisbane in time to drop of the camper, so not to incur any overdrawn fees or expenses.

Blasting through Coffs Harbour, my stomach aching from 12-hours without food, the rain was relentless. Pushing up the highway to the town of Woolgoolga, my fears came true. Traffic came to a stop, and no one was moving. One kind motorist was telling the rest of the line the issue. “The roads flooded over, they may have it open around 6pm.” For some reason, this wasn’t good enough for me. I swung around, pulled over and studied some maps for alternate routes. A couple side roads pushed through to Orah Way, another smaller highway that could detour me through to Grafton. Slipping up one of the connecting roads, I’m not alone in my quest for Grafton, however, to all our misery, the came to a quick end, with a mountain or water rolling over it. Quick detour, and a shot up the next road, this one is covered as well, but not as violent. There is already someone out in the middle wading up to his waist in the murky flood water. So another adventurous soul with a 4WD and I try our luck.

With the Nissan Patrol ahead of me making it through, I follow a short minute later. With the transfer case set in 4WD, I ease into the water and get a good wave going off the front bumper. As the depth increases, I hold a good steady speed behind my bow wave, following it up to the opposite shore. A short bit of uncovered roadway leads to another flooded out section, and in I go again. However, this time the current is much stronger, the depths much deeper, and the truck is starting to drift off to the right around three quarters of the way through. A little counter steering and a slight increase of throttle had me straighten out and climb out onto another shore. Back in 2WD, and I’m feeling pretty good about myself, that is until I see the Nissan Patrol that was in front of me, coming head on. Damn, yet another valley blocked.

Back across the two crossing I had just forded, I pushed back to Woolgoolga for some much needed food. After some map studying, and listening to the weather reports, it seems as though all attempts would be fruitless tonight, there is just no getting north. So I head back to the traffic stop, were the services crew told me maybe around 2AM they might allow 4WD’s to ford up the highway. So, I head back, found a lovely beech to pull over at, and fell sound to sleep, finally getting the hypnotic sound of crashing waves that I had wanted the night before. My alarm was set for 2 AM, to attempt another strike northward.

Review: 2011 Toyota 4Runner

There is a distinct trend happening today when it comes to full-size SUV’s. They’re all turning into CUV’s. The once proud Jeep Grand Cherokee, Ford Explorer and Dodge Durango have all joined the Honda Pilot and Chevy Traverse in deleting their frame on body construction in an effort to increase fuel economy and on-road handling. However, there is still one player sticking to its guns, choosing to keep its girder underpinnings – the Toyota 4Runner.

While all the 4Runners competitors, minus the Nissan Pathfinder, have reaped the rewards of an all-new platform underneath them, the 4Runner has failed to compete in terms of on road handling and performance. However, in the fuel efficiency department, the 4Runner is only at a disadvantage on the highway, matching its rivals in town. The bold new look that was ushered in last year along with a lower ride height, has made improvements however the old 4Runner still feels like a truck and not a sedan when running errands around town.

However, one of the very real benefits of keeping with a body on frame construction is its off-road durability and capabilities. The 4Runner has long been regarded as a stout overlander, so the question is, how capable is the current generation in getting itself dirty?

I took the 4Runner Trail Edition to the Whipsaw Trail to find out just how good the 4Runner could handle the great outdoors. It didn’t take long to find just about every condition one could hope to find off-road. Dusty gravel, rutted dirt, rock crawling, deep mud and even snow covered the first 20 km of the trail. For the majority of the trail, 2WD would suffice; however, once the road began to climb into the back country, 4WD-high would need to be called upon. Thankfully the Trail Edition came with a manual transfercase shifter instead of the rather irritating dash mounted electric dial.

When the terrain got steep and muddy, the Trail Edition offered me several different options to tackle the situation. I could just throw it in 4WD-low and control my accent with the throttle and brake. Then there is the Multi-Terrain Select System that allows me to control wheel slip in four different surfaces with settings for “Mud and Sand”, “Loose Rock”, “Mogul”, and “Rock”. On top of that, if things get a little beyond the your skill level, the Trail Edition is even equipped with Crawl Control. This system is like a cruise control for off-road conditions, you just select either low, medium or high, and the traction control will keep the vehicle moving between 1.5 and 5 kmh over the terrain. Both dials are found on the ceiling with sunroof controls, and actually work quite well in their selective operations, although it kind of took all the fun out of controlling the vehicle myself. Off-roading after, is all about testing your driving skill, getting a computer to do all the work just seems like cheating. However, for the beginner, its ideal for perfecting how you approach each obstacle.

Despite all the cool features that make you look like a star negotiating slippery situations, a couple weaknesses showed themselves when the going got rough. To help give the 4Runner competitive fuel efficiency numbers, the ride height is a little low for an off-roader, a situation made even worse by the standard running boards which are nothing more than food to decent sized rock, as I found out. Then when we reached some rutted out mud, the tires showed their worth, and I’m guessing they don’t cost Toyota much. On dry surfaces, the 4WD makes up for the tires weak grip levels, however, in the mud, the treads clogged easily and lateral traction meant I had several close calls when the truck slipped off the high ground into the ruts.

When we made it to camp the 4Runner had a few more surprises in store. For one, the two 110v outlets meant that I could keep cell phones and laptops up and running even deep in the wilds. The rear cargo area had a handy sliding floor that made loading and unloading much easier. If the six best years of your life were spent in grade seven, then you’ll be happy to know that the 4Runners interior is as simplistic and organized as any manufacturer could make. A sharp design that is the envy of most Toyota interiors also has buttons and dials large enough that even an arthritic would love.

Mechanically, the 4Runner proved itself extremely competent off-road. While all the new terrain management gizmos helped make it easier to drive off-road, the drivetrain was more than capable of handling everything I threw at it. It’s only weaknesses turned out to be its ride height and tires, two of the first things that off-roaders will modify after their purchase. However, as a trail edition, you really shouldn’t have to invest large sums of money to bring the 4Runner up to its true potential. Like the Wrangler Rubicon, it would be nice to see Toyota offer the Trail Edition with a little extra clearance and a proper set of All-Terrain tires.

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.

History: Farewell B

Back in the 90’s when I got my drivers license, it seemed that everyone, at one time or another, were once the proud owners of a venerable little Mazda B-2200. As a teenager, the B-series was ideal, with a good sized bed to haul around mountain bikes, snowboards, hockey gear, camping gear, car parts and in some cases, stockpiles of beer or people. It was cheap to buy, was as reliable as the day was long, and with the perfectly suitable 2.2L four-cylinder pumping away under the hood, the B-2200 was ideally fuel-efficient for someone working for minimum wage to operate. As a freshly graduated 18 year-old, the Mazda B-series was the perfect fit.

The story of the B-series goes back a long way from the land of the rising sun. Believe it or not, the Japanese built rather large pickup trucks back in the 50’s and 60’s, as these kind of vehicles were mostly snapped up by workers in the farming and industry sectors, for use as work vehicles. Mazda, however, saw that there was a market that wasn’t being taken advantage of, a market for a small, light duty personal pickup. In the cramped environment of narrow roadways and short distance driving in Japan, as well as all of Asia, Australia and New Zealand for that mater, a compact pickup made a lot of sense. And so, the first B-series pickup was introduced in August of 1961, branded as the B-1500, referring to the trucks engine displacement. The little 1,484 cc four-cylinder pumped out 59 hp and had a one-ton payload rating. The B-1500 soon made a name for itself as being a hard worker and extremely reliable little truck. With the suspension set up with a torsion bar front end and leaf sprung solid rear, the B-1500 also became well known for its comfort. And with that, Mazda created the compact truck market.

Soon, the other Japanese domestic brands began to see that Mazda were making great use of a rather large hole in the truck market. In 1965, Datsun jumped into the game with a slightly smaller 520, which used a 1.3L engine. In 1968, Toyota countered Mazda with the now famous Hilux, which matched the Mazda in size, engine displacement and power. Isuzu, along with GM allegiances, created the Faster, in 1972, which would also see limited importation into North America.

By this time, these small pickups hadn’t properly penetrated the North American market with any great success, and Mazda kept the B-Series out of the market here until Toyota and Isuzu had properly tested the waters. However, in Asia and Australasia, the small trucks were a hit, and the Mazda B-1500 was leading the way in these compact pickup friendly lands.

In 1965, only four short years since its introduction, Mazda gave the B-1500 a slight refresh, adding a four-headlight front fascia, improving the cylinder head and adding down draft carburetor rather than a side unit that upped power from 59 to 73 hp. 1971 would see the B-series finally make it to North America in the form of its third generation. This new truck would see very little in the way of cosmetic changes, however, power was increased yet again with a displacement change from 1.5L to 1.6L, thus changing the vehicles name to the B-1600.

At this time, Mazda were also heavily invested in the Wankel engine technology, now popularized with the Mazda brand and dubbed the rotary. Mazda would use the 13B rotary engine in the B-series from 1974 to 1977, creating the world’s first rotary powered pickup. The rotary powered B-series featured flared fenders, a battery mounted under the rear bed and special edition designed dash, grille and headlights. However, while the twin rotor, 1.3L, 13B was ideal in Mazda’s sports car, the Cosmo, and the RX-4 and RX-5 coupes, the engines low torque rating did not make a good match with the pickup trucks needs and was soon cancelled. Like most rotary powered Mazda’s, it didn’t go out without a fight, as Mazda raced one of these special editions at the 1975 SCCA Mojave 24 Hour Rally.

It was in this era that also saw Mazda’s first truck cooperation agreement with Ford, which would see the new B-1800 be rebadged as a Ford Courier. Ford was in need of small truck to combat the influx of small Japanese pickups like the Toyota, Isuzu and Datsun. The Courier was produced by Mazda in Japan and imported into the US minus the rear bed to combat tariffs.  With the new 1.8L engine increasing torque to 92 lb-ft, the Courier/B-1800 had an impressive 1,400 lb load capability combined with a cheaper price tag than the F-100. The only real difference between the Mazda and Ford variants were the badging on the tailgate and hood, while the Courier had a unique grille to mimic that of the F-100.

1978 would see another generation of the B-series created, this time the truck got the full treatment with an all-new 80’s body design and the usual increase in displacement to 2.0L, however this time with the introduction of fuel injection. Soon after, one of the most popular versions, the aforementioned B-2200 and B-2600 would be introduced in 1985. This marked the height of small truck production, and the B-series saw a whole host of both body and drivetrain upgrades. The B-2000, became the B-2200, then B-2600 with the later producing 121 hp. The body was modernized with plastic bumpers; upgraded grille and headlight assemblies while part time 4WD could now be had for the first time. Customers now also had the choice of a long box or a king cab option on their vehicles. The B-series was sold in North America in this guise for well over a decade, from 1985 to 1998, and while the Courier was still based off the B-series platform, it was not offered in North America, as Ford had now created the Ranger for itself.

However, this would change in the later half of 1998, when Ford changed the B-series forever. They flipped the table on Mazda, effectively killing off the Japanese built truck in North America, and now chose to use the Ranger as the base platform, pumping out Mazda equivalents as thinly rebadged Rangers.

In its new North American cloths, the B-series not only received much larger engine packages, but its size grew exponentially to meet the North American needs. The choice of a 2.3L (B-2300) or 4.0L (B-4000) engines were now mated to either rear-wheel-drive, or optional 4WD with a dash mounted switch. Several of these new 4WD’s were now on par with the more popular Toyota and Nissan trucks in terms of off-road modifications and capabilities. However, with Ford now calling the shots, the only improvements made to the vehicles over their 12-year lifespan was little more than the addition of trim options. As a result, both the Ranger and B-series began to loose favour in a market that saw an every increasing move towards larger full-size trucks, as those trucks reaped the rewards of increased attention, allowing automakers to sell them for nearly as cheaply.

Unfortunately, the writing was on the wall as early as 2009, when word of the B-series demise began to leak. True to their word, with sales dwindling, the B-series was finally executed in 2010, with only a few unsold units still sitting on dealer’s lots. It’s an unfortunate end to what was a great vehicle, and so we pay tribute and homage to the first popular mass-produced compact pickup. RIP B-series.

Review: 2011 Ford Explorer

Great explorers must overcome great hurdles in order to not only to achieve their goals, but in many cases, just to stay alive. Sir Ranulph Fiennes was the first man to reach both North and South Poles, but he lost several fingers and toes in the experience. Likewise, Robert Falcon Scott, who raced Roald Amundsen across the Antarctic to realize the dream of being the first man to the South Pole, only to loose the race by 35-days and later his life on the return journey due to improper preparations. In the cutthroat world of the SUV, the waters are not as warm and comfortable as the Caribbean; rather icy and treacherous like the Arctic. The once powerful SUV has had to give way to the surge in popularity of the Crossover, as the public demands a high cargo and passenger volume vehicle that handles like a car.

Enter the Explorer, the pioneer of the modern SUV, however, as of late, with all the Japanese competition as well as Dodge, Jeep and Chevy producing significantly upgraded unibodied utes, the Explorer had become a relic of out of date body on frame technology. Like most of Fords range of new vehicles, 2011 sees all change for the Explorer, with an all-new unibody stuffed with as much technology Ford could squeeze into it.

Other than body construction, the biggest step forward is how much greener the Explorer has become with the new 3.5L V-6 producing 22% better fuel efficiency, with at city rating of 11.9/100km and 8.0L on the highway. All this comes with an improvement in power as well, upping to 290 hp and 255 lb-ft. The upcoming 2.0L Ecoboost that is due later this summer is even more impressive offering up 237 horsepower and 250 lb.-ft. of torque. However, despite its name, fuel efficiency is actually worse than the V-6, with a 13.1L/100km city and 8.7L on the highway.

The new design is quite an eye catcher if I do say so myself, and sports some distinctly Land Roverish touches that really add to the refinement of the vehicle. Inside the same can be said as a stylish interior design is matched with high quality soft touch materials, while what few buttons there are, give off a very luxurious feel and actuation. However, the coolness factor gets cranked to 11 with both the gauge cluster and center stack satnav, entertainment and HVAC centre.

Like the Fusion, the Explorer utilizes an adaptable digital gauge cluster giving the driver just about any onboard information one could ask for. The Sony controls are all touch sensitive

Along with the cool displays the Explorer has a mass of new drive technology. The list of control system acronyms for the Explorer is large enough to make an Infiniti blush. The Explorer has benefited with a heavy influx of shared technology that has been developed with the specialists expertise of out-going partners Volvo and Land Rover, with excellent safety and off-road abilities.

Lets start with the safety side of the equation. The new Explorer stepped up to bat big time in the safety department with the usual suspects; traction control, ABS and stability control, while adding the BLIS blind spot warning system, cross traffic-alert, adaptive cruise control and collision warning with brake support.  However, if you don’t think that’s enough, Ford have developed an industry first with the introduction of inflatable rear seat belts found in the 2^nd row outboard seats. As a $250 option on XLT and Limited models, this system uses a compressed air container under each seat which fires air into an airbag folded into the seatbelt. The airbag tears through a seam in the belt, tripling its contact area in the event of a collision. Also debuting is Fords curve control system, which will detect if the vehicle has entered a corner too fast, and keeps it on the road by working with all the systems mentioned above, as well as roll over control, effectively controlling speed and skidding.

Land Rover faithful will know the multi-surface interface now found in the Explorer, allowing the driver to choose either snow, sand, rutted or normal driving conditions. Well, that system, known as the Terrain Management System, now makes the Explorer a formidable soft-roader. And just for good measure, Ford has added a hill decent function as well. With the Terrain Management controls in communication with the driving aids, it all combines to create a vehicle with incredible traction in any environment. Despite the Explorers independent suspension and relatively low ride height for an SUV, it performs beyond its mechanical disadvantages. However, that being said, the Explorer is missing one vital part of the Terrain Management System lacks the air springs found in the LR4 and Range Rover models, a feature that massively increases the off-road character of those vehicles. If Ford are smart, they will offer adjustable lift suspension in an off-road special edition, much like but not as extreme as the Raptor.

So, how does it all work in the real world, on roads slick with packed ice? With our tester wrapped with Continental ice tires driving in the standard surface setting already gives the driver a confident feeling on snow and ice as the Explorer is well planted and turns in well. With the multi-surface control set to “Sand” the explorer starts to get frisky as the computers start to allow the wheels to spin up, and the vehicle is allowed to slid around a little bit before traction and stability programs step in. In “Snow” mode, throttle response is cut and the traction and stability programs are working at the hardest to keep the vehicle on the straight and narrow. The result is a phenomenal amount of grip on even the slipperiest of surfaces.

Overall, Ford have done a wonderfull job bringing the aging old Explorer up to date, and none too soon as both Jeep and Dodge have also made eaqually impressive leaps with the Grand Cherokee and Durango. Until driving the Explorer, I was most impressed with the Grand Cherokee’s excellent new unibody. However, with Fords new design, and one of the most impressive interiors in the business, the Explorer just takes over as my pick for the segment. However, like I said above, if you are looking to do some off-roading, something old Explorer owner are quite fond of, I would suggest the Jeep, as they have the advantage of height adjustable air springs, the Explorers one let down.

SPECIFICATIONS:

MSRP: $29,999

Price as tested: $44,199 (LTD AWD)

Type: 4-door, full-size SUV

Engine: 3.5L V-6, 2.0L I-4

Horsepower: V-6 290, I-4 290

Torque: V-6 255, I-4

Transmission: 6-speed automatic

Layout: Front engine, front wheel drive, optional AWD

Brakes: Four-wheel discs

Fuel Economy (L/100km): 11.9L city, 8.0L highway

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.

History: Military Ruggedness for the Average Man

Last year, when Dodge invited me to Moab, Utah, for the Jeep Safari, they also let have a go in the current iteration of the Power Wagon. The Ram based 2500 was a particularly stout off-roader despite it’s size, featuring solid lockable axles at both ends, disconnecting sway-bars, full underbody protection and a winch as standard. The good folks at Dodge took us on a run up into the mountains surrounding Moab, on washed out old mining roads that were most likely built, maintained and used by Power Wagons back in the 40’s, 50’s and 60’s when Moab was a uranium boom town.

Many a Power Wagon there were up in those mountains, when the apatite for weapons grade uranium was at its peak. In fact, the two began life around the same time. Around the time the American’s were testing their newfound mass-destructive powers, Dodge were working on the latest version of their quarter, half and three quarter ton military 4x4. Dodge had been building 4x4’s for the military since 1934, so they had a pretty good sense of what worked and what didn’t. In 1945, initial photo’s of a prototype vehicle based on the extremely effective military platform with a civilian cab were first released. Initially called the Battle Wagon, the Power Wagon’s basic goal was to fulfill the military needs for a small, fast, powerful, and rugged vehicle, capable of traveling well on road, and equally as well off road, and supply a vehicle of equal quality to the civilian population.

Like the venerable Jeep, veterans who were now returning home to their farms, or construction and mining jobs began to swamp Dodge with requests for the extremely capable machinery they were privy too while in the service. With the market crying out, Dodge would have been foolish not to make use of designs, tooling and a massive collection of spares, and build a civilian version of their military vehicles. Especially when the government financed all those resources.

In 1946, Dodge introduced the Power Wagon to showrooms for the first time, giving the public access to rugged wartime machinery. Based on the 126-inch wheelbase, three-quarter ton military chassis, the civilian Power Wagon featured a purpose built 8-foot all-steel welded box with high 20-inch tall sides for maximum cargo carrying ability. It featured a 230 cubic-inch flat head six cylinder engine rated at a massive 78 hp, however, for those who owned them, the flathead was tough, cheap to fix and lasted forever. Mated to the 230 was a 4-speed gearbox and 2-speed transfer case with an interior shift lever. The military driveline was carried over to the Power Wagon, using the transfer case from the WC 63 6x6, however the low range gearing was changed from 1.5 to 1.96. Like many military based vehicles, the Power Wagon had a Power Take Off (PTO) feature that directed engine power to the front and rear bumpers, capable of powering auxiliary equipment. A big plus with farmers, miners and forestry men. The one-ton rated Power Wagon's maximum GVW rating was 8,700 pounds. Its maximum payload was 3,000-pounds, but more important to owners was its 2,000-pound limit for off-road conditions. The truck also featured military non-directional tires, as there were no other high traction tires available at that time.

The fenders were flat one-piece military style fenders, instead of the usual teardrop styled fenders used on most trucks of that time. The teardrops would get clogged up with mud in the field, so most military trucks used flat fenders that would not catch mud as easily. As Dodge new the majority of Power Wagon owners would be buying the vehicle for its off-road prowess, they kept the military style fenders.

Most manufacturers would do a complete redesign once the current model was starting to get old in the tooth. The Power Wagon was so good at what it did, that Dodge engineers merely evolved the vehicle through the application of bigger and more robust parts, raiding the Chrysler parts bin to see what could be made to work better. Changes would be as small as replacing a 4-blade radiator fan with 6-blade unites. However, in ’49, the transmission was changed to a heavy-duty spur gear four speed. Then in ’51, 1,600-pound capacity front springs and 3,000-pound rear springs were available as an option increasing rear axle capacity from 5,500-pounds to 6,500-pounds and the front axle from 3,500 to 3,750. Then in 1961 the 230 was replaced with the 251 cubic-inch flat head six, which was joined with the optional 383 big block V-8 in ’67.

Safety and emissions rules finally killed the Power Wagon in the States in 1968 as it was deemed too expensive to reverse-engineer the Slant 6 into the engine bay. A total of 95,145 WDX-WM300 Power Wagons were sold between 1945-1968. Domestic production would shut down, although exports continued to roll out until 1978. However, that would not be the end of the Power Wagon story. The truck was so popular and such a success that the name would live on in several versions of Dodges 4x4 pickups.

The first of which came in 1957, and really didn’t share much in common with the original military styled vehicle. They were merely 4x4 versions of the W100 and W200 pickups. These trucks featured conventional cabs, front sheet metal and the cargo boxes used on the 2WD models. The next year, a one-ton W300 would also join the lineup. Later in 1966, a W200 Crew Cab was added, followed by the two-ton W500 Power Wagon in ’77. However, these were merely glorified 4WD versions of regular Dodge pickups, and lacked the charisma of the old school, take no prisoners, military based originals.

However, in 1981, the Power Wagon name came to an end all together, when Dodge redesigned the entire pickup fleet. Although, they did use the “Power Ram” name on 4WD models, the name would not resurface until 2005, when a special off-road version of the Ram received the historic designation. Today the Power Wagon lives on in the current generation Ram, which as I described above, is a very resourceful vehicle. However, as good of a truck the modern Power Wagon is, there is no replacing the kick ass cool factor of the original old warhorse.

Review: Return of the Chief

There are big movements afoot at Chrysler these days. The company that filed for bankruptcy protection just last year, held a sense of uncertainty and gloom over the pentastar brands. However, they are about to break that trend with a plethora of exciting new vehicles.

The first vehicle to receive the increased attention is the 2011 Jeep Grand Cherokee. Billed as a luxury off-roader, the Cherokee is another SUV that tries to mix top levels of luxury into a vehicle capable of getting itself dirty where ever the driver may care to take it. Many have failed in this attempt, and indeed, the last generation Grand Cherokee lacked a quality interior, while the drive was still very much soft-road oriented to to do battle with other high-end SUV's.

That changes for the 2011 model year, however. The new Grand Cherokee gets a bold new look, vastly improved interior design, and with help from an old elegance with Daimler, it now has a body stiff enough to take on even the most expensive in the business.

While exterior received a fair amount of attention, it was not the weak point of the outgoing model. The interior of the 2010 lacked any real luxury appointments and was of a design that seamed to age in front of your eye's. Jeep put a full court press into updating the interior to a higher standard. A sharp new design is complemented by premium soft-touch materials. However, it's the little details that make the Cherokee's interior truly great. Door storage bins are tapered, chrome vent handles have a soft rubber grip, while aluminum scuff slats line the rear cargo area add an extra touch of class. Drivers are also offered several feature upgrades including real wood and leather, heated steering wheel, heated and ventilated front seats, heated rear seats, four-way power lumbar controls, rain-sensitive wipers, Keyless Enter-N-Go, ParkView rear back-up camera and power tilt/telescoping steering column with memory. It's a coming together of hundreds of little insignificant details that make the interior of the Grand Cherokee a such a great place to spend your time.

Many will fondly remember the diesel version of the Cherokee that proved to be quite popular that offered increased off-road, towing and fuel efficiency abilities over the gasoline counterparts. As of yet there is no diesel version coming to Canada, however,  Jeep are quick to point out that the all-new flexible-fuel, 3.6L Pentastar V-6  gets better fuel efficiency than the outgoing diesel. The Pentastar engine features an 11 percent improvement in fuel economy, delivering up to 10.2 L/100km, Variable-valve Timing, 290 hp and 260 lb.-ft. Of course those that want a little more rumble under the right foot can opt for the 5.7L HEMI V-8 in the top three trim levels.

Moving our way down the driveline, Jeep has offered up three different 4x4 options to choose from. The Quadra-Trac I, Quadra-Trac II and the Quadra-Drive II. Quadra-Trac I is a full-time AWD single speed transfer case with a 50/50 torque split offered on the base V-6. Quadra-Trac II is an electronically controlled two-speed unit that is available with a 2.72 low range ratio and Selec-Terrain, which allows the driver to choose from five different surface conditions. Auto is designated for everyday driving. Snow, is tuned to minimize oversteer and maximizes traction. Sport reduces traction control and gives a RWD feel. Sand/Mud maximizes traction and allows for additional wheel slip. Finally Rock is available in 4-Low and activates hill descent.

Along with the drivetrain layouts, Jeep is now offering Quadra-Lift, which implements air springs in place of the regular coil springs found on the base V-6. Controlled with the Selec-Terrain or manually, Quadra-Lift allows the Cherokee to be lowered nearly 4 cm for entry and exit, will lower 1.3 cm for performance driving or can raise the Cherokee 3.3 cm in off-road I, or 6.6 cm in off-road II. In off-road II, the Cherokee reaches a top ground clearance of 21.8 cm, for off-road duties.

So now that we have the technicals out of the way, lets get into the drive. I chose the base Laredo as my first vehicle as this comes standard with the all-new Pentastar V-6. Smooth is the optimum word here, as both the engine and the ride were revelation of quality. The V-6 pulled strong throughout the power-band and really was as efficient as Jeep promised. Having to settle for the base engine never seemed so good, in fact I actually preferred it over the rather brutish and guzzling HEMI counterpart. My only complaint was with the aging 5-speed automatic transmission, which lost a lot of rpm on upshifts and struggled to find the right gear going up hills. This should be rectified with Chrysler just signing a deal to build the ZF 8-speed automatic, that will likely make its way into the Cherokee in a few years time.

However, one of the most enduring factors that was left with me in driving the Cherokee was the increase in quality handling. The base Cherokee drove as smooth as a Lexus, and could likely give a BMW a run in the handling department. The strength of the new chassis is blatant, and really takes this vehicle into another level. The base V-6 was a joy to drive in the twisties, however, I found that the big V-8 with the Quadra-Lift suspension was much softer and moved around more than I would have liked. Were the base Cherokee made huge new strides in on-road abilities, the Quadra-Lift equipped V-8 reminded me of the older, softer Cherokee, one more suitable for those who intend to use it off-road

It is a Jeep after all, and Jeeps go anywhere. Don't let the flashy new disguise fool you, as this is one of the most capable luxury off-roaders going and is Trail Rated. Set loose in the Hollister Hills Recreational Area, we dragged the Cherokee up some impressive washouts and down steep sandy drops. Despite being equipped with all-season tires, the Cherokee upheld the brands recognitions for off-road excellence. For the four-wheeling gear-heads out there frothing at the mouth to know what type of numbers equate to in the off-road department, ground clearance is listed at 218 mm, with at 26.3-degree approach 26.5 departure angles and and a break-over of 18.8-degree with standard suspension. Opt for the air springs and those numbers change to 270 mm, 34.3-degrees, 29.3-degrees and 23.1-degrees.

The 2011 Grand Cherokee is currently being shipped to dealerships and will be available in four different trim levels. The base Laredo E which only comes with the Pentastar V-6 and starts at $37,995. The Laredo X upgrades interior features and offers the HEMI and Off-Road Group II as an option with Selec-Terrain and Quadra-Lift. The Limited comes standard with Quadra-Trac II, Selec-Terrain and HID headlamps and starts at $46,998 while the Overland tops the line with standard GPS, Quadra-Lift and 20-inch wheels. For a vehicle who's next closest rival is represented by the Land Rover Range Rover, the Cherokee represents a massive bang for buck in the luxury 4x4 segment.

Specifications:

MSRP: $37,995 - $49,995

Type: 5-door, 5-seat SUV

Layout: Front engine/4x4

Engine: 3.8L V-6/5.7L V-8

Power: 290/360

Torque: 260/390

Transmission: 5-speed automatic

Brakes: Ventilated discs (front and rear)

Fuel economy: 13.0 L/100km City; 8.9 L/100km Hwy/15.7 L/100km City; 10.6 L/100km Hwy

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.