With the snow we’ve been getting in the mountains lately, a lot of four-wheelers are itching to fire up their vehicles and go plowing through the white stuff. Whether over Cajon Pass, through Big Bear area, or just to Grandma’s house, driving off road in snow is a lot of fun. Winter driving offers its own set of challenges; the following tips will help ensure your trip is a pleasant one.

As with all four-wheeling, remember the buddy system. That is, always go out with at least one other vehicle. It’s fairly easy to get stuck in snow, and (more…)

Another visit was payed to Toyota Masters today to get a quick update on the new rear suspension setup. The axle truss has tabs on it waiting for the links to be bolted into place and the new crossmember is going in. While looking at the new crossmember and ignoring my pink transfercase setup, you will notice that the old crossmember was completely removed so it doesn’t interfere (more…)

Now that the M226 (D44 Variant) diff found in the Titan, and 2nd Generation Xterras and Frontiers (manual trans and O/R ver. only) has a locker option from ARB, we are on to new projects and lockers for more Nissan differentials. Next up for the Nissan croud is the C200K rear-end (Xterra and Frontier non-OR w/ Autotrans) & the Titan Front (M205) and yours truely is staying ontop of whats going on at ARB. (more…)

After the Pathfinder got it’s solid axle last year i drove and wheeled it with the stock rear suspension setup but with longer shocks and springs. The links were simply too short for the amount of this that is on the truck and it was extremely unstable without a swaybar on the road. Eventually I gathered the funds to revamp the rear suspension.

We kept it a 4-link w/ panhard setup, moving the frame-side link mounts forward. and also pushing the rear axle back to stretch the wheelbase a little bit.This setup rode MUCH better than the stock links and stabilized the truck tremendously. (more…)

After just updating the Centerforce clutch listing in the online store, I thought a simple guide may help help to figure out which Centerforce Clutch is right for you so I’ve posted Centerforces guidelines here for you.

The Centerforce I is designed as a high-quality entry-level performance clutch for those in need of a superior stock replacement. Using the patented Centerforce centrifugal weights (where applicable) and premium friction materials, the Centerforce Stage 1 clutch system is perfect for applications with stock engines or mild power increases from minor bolt-on modifications.

The Centerforce II system utilizes a full facing-disc with premium friction materials and a pressure plate with patented centrifugal weights (where applicable). Furthermore, static clamp load is increased via their patented machining processes, This combination allows superb holding power and maximum clutch life, making this stage ideal for selected street/strip, off-road and towing applications.

The Centerforce Dual-Friction clutch set is a performance matched pressure plate & disc combination. Centerforce Dual-Friction pressure plates feature their patented centrifugal weight system (where applicable) and specialized machining processes to provide a performance clutch that offers exceptional street characteristics, while offering outstanding holding-capacity and durability. Furthermore, the Centerforce Dual-Friction disc has a full facing on the pressure plate side for drivability and longevity, while a carbon composite puc style (segmented) facing is used on the flywheel side for a positive engagement and increased holding-capacity. Dual Friction is engineered for those who are looking for the ultimate in street/strip holding power and performance without sacrificing pedal effort and driver control. While the Dual Friction has been engineered primarily as a street clutch it can be used in mild competition applications.