OffroadNewsReporter

When the fall air rolls in and the leaves just start to fall it’s time for me to get excited. I get excited for a few reasons. First, let’s be honest, I am not built for summer. Second, fall is east coast event season. Adventure X Fest in West Virginia is the first event of […]View the full article

In the off-road community in recent years there has been a - pardon the pun - big shift toward full size trucks. Why is this? And how can a robust and well-designed off-road bumper turn your full size pickup into a tougher and more capable trail monster? The Full Size Revolution While there are some limitations to making your off-highway adventure vehicle a one-ton or ¾-ton pickup, such as difficulty navigating narrower trails, large turning circles, and challenging break-over angles, the advantages often outweigh these drawbacks. Bigger payloads means you can haul more stuff, including larger campers or other habitats, without shooting far past your GVW rating. Roomier cabs make for a more comfortable travel experience for both driver and passengers. More powerful engines mean less stress on drivetrains, and often better efficiency - especially with diesel motors. Manufacturers often build full size trucks with more robust driveline and suspension components compared to their mid-size cousins. In addition, many OEMs are now offering off-road or overland-oriented trims on their full-size models right from the factory, like Trailhunter on the Toyota Tundra, the AT4 option on the GMC Sierra, Prospector for the RAM 1500, the Bison AEV package on the Chevy Silverado, and Ford’s Tremor option for the F-150. These trims often include increased ride heights, uprated shocks and springs, under-body armor, larger wheels and tires, fully-rated tow points, and locking differentials. In short, everything you need to drive off the dealer lot and straight onto your local trails. Why push a mid-size truck up to or past its limits, when a big pickup just might do the job better and with less drama? Upgrading Your Full Size Pickup’s Bumpers Of course, even with all these factory off-road option packages, your full-size truck can always use some key upgrades to boost its capability factor. Among these, off-road bumpers are one of the most versatile and useful mods you can make. A carefully engineered all-steel bumper offers several advantages over the original equipment bumper: Better approach and departure angles: Factory bumpers often include fragile plastic lips or extensions that hang below the level of the structural components of the truck’s front end. These are included to boost fuel efficiency or blend body work, but they are vulnerable to damage in more extreme terrain and restrict approach and departure angles. A well-designed off-road bumper not only improves those angles, but can shrug off impacts as well. Resistance to damage: Speaking of impacts, an all-steel bumper with a tough outer coating will defend the front and rear of your truck from all kinds of hazards both on-road and off. OE plastic painted bumpers scratch and crack easily, leading to costly and inconvenient repairs that can take your truck offline for an extended period. Your off-road bumper should also be compatible with your truck’s airbag, cruise control, and parking sensors, as well as any cameras or other electronics it may have. Solid recovery options: A bumper engineered for off-road use will have multiple robust and highly-rated recovery points so when things go sideways you have an array of options for safe and effective vehicle rescue. Winch compatibility: Most stock bumpers won’t cut it for installing a winch, which requires extremely strong mounting points that tie in to the vehicle’s frame as well as openings designed for the fairlead and access to the winch’s controls. A solid off-road bumper should be compatible with many different winch brands. Accessories: Off-road bumpers also serve as a platform for other kinds of accessories, such as the stock fog lights, aftermarket driving or auxiliary lights, shackles, bull bars, hitch receivers, spare wheel carriers, and sand dune safety flags. Off-road bumpers look cool!: Hey, it’s not shameful to be a little bit vain. Beyond their functionality, an off-road bumper should blend seamlessly with the lines of your pickup and give it a unique look that stands out from the crowd. Bumper Crop With these benefits of off-road bumpers in mind, wading into the aftermarket to choose one for your full size truck can be daunting with the myriad of options out there. Bumpers are also a significant investment, and they should last the life of your truck. So it pays to do some research and choose wisely. Materials: Off-road bumpers generally come in two flavors: steel and aluminum. Aluminum bumpers are lighter weight, but are sometimes more vulnerable to damage, and often have lower winch ratings. Steel bumpers carry more mass, but resist impacts more easily and can carry big winches. Construction: Among aftermarket bumpers, there are three common types of construction - one-piece, modular, and weld-together. One-piece bumpers are easy to install (they usually bolt on), don’t have multiple components that can rattle loose over time, and tend to be ultra sturdy Modular bumpers give you a range of options for building a bumper that fits your particular needs - choose the modules that make sense for your application, and leave off the ones you don’t want. This keeps things as light as possible, but maybe won’t carry as much protection as a one-piece bumper. Weld-together bumpers are for the ambitious DIY truck owner, or someone looking to save on upfront expenses. The fabrication time and effort, however, can be significant (as well as the costs if you’re paying a welder), and weld-together bumpers can be more susceptible to corrosion if they aren’t coated carefully. Coatings: Powder coating and paint are the most widely used coatings on off-road bumpers. Powder coating is highly rust and corrosion resistant and generally pretty tough, but chips and damage can’t be repaired except with paint. Painted coatings are thinner and will show more scratches and trail damage (badges of honor?) but are easier to touch up. Installation and compatibility: A well-designed off-road bumper should not only bolt directly to your truck with no modifications or interference with the rest of the pickup’s body work, it should also be 100% compatible with all the vehicle’s electronics, especially airbag sensors. This goes for parking sensors and cameras as well, and it should have tabs or other mounting points for wire management, both for stock components as well as aftermarket add-ons. Fishbone Offroad Has You Covered Fishbone builds its lineup of off-road winch-compatible bumpers for full-size pickups from cold-rolled steel and are coated with a resilient rough-textured powder coat. Our bumpers are guaranteed to fit, and we provide easy to follow installation instructions with all the necessary stainless steel hardware. Most bumpers can be mounted with only basic tools and a helping hand from a friend. Whether you drive a Tundra, a Silverado, or a Ford F-series, Fishbone has a sharp-looking and rock solid bumper for your full size application, both front and rear, all backed by our top-notch customer service. Additional features on Fishbone Offroad bumpers include: Light mounting: Our bumpers are designed to accept factory fog lights, should you choose to keep them, along with provisions for auxiliary light mounting and convenient tabs for wire management Built-in winch plate: Integrated winch plates provide a sleek low mount for winches. By keeping the winch low inside the bumper, it will not affect air flow across the radiator. Available winch line Fishhooks: This unique accessory helps manage winch lines and winch hooks without damaging either your bumper or your line. View the full article

If you’re an avid night rider or just like lighting up your competition, then keep reading to hear about our latest lighting solution for your JL and Gladiator! We here at Fishbone HQ believe a light bar is an essential piece to any rig. But mounting it to the top leaves your hood empty and barren and also makes it harder to see during rain storms at night. Introducing our Cowl Light Bar brackets. These steel and foam padded mounts are perfect points for your favorite cube lights, or a 40 to 42 inch light bar. And if you have our light bar brackets, these install right on top, doubling your lighting potential. They’re black powder coated, and they install easily without drilling to your 18 Wrangler and the 2020 Gladiator. Pick yours up today, right here at Fishbone Offroad. Watch Now on YouTube View the full article

If your Jeep Wrangler JL is a trail blazer or your rig is lifted with new tires, then keep reading to hear about our latest JL upgrade to keep your Jeep Wrangler JL looking like new. Introducing the Fishbone Offroad Rocker Guards and Step Sliders for 2 Door and 4 Door Jeep Wrangler JL's. Hardcore trail riders understand that tall rocks are your body’s worst enemy. One wrong turn could send dents and scratches up your rocker panels and doors. These 2in steel tube guards mount easily to factory locations to provide extra protection against rough terrain. They’re black powder coated for extra protection and we have two door and four door version covered. Pick yours up today, right here and here at Fishbone Offroad. Watch Now on YouTube View the full article

Why do we buy trucks? There are many reasons, but the most common one is the need to haul things. From work to leisure, the more we can bring with us, the better. For midsize trucks such as Toyota Tacomas, the need to maximize the payload capacity is paramount. Fortunately, Fishbone Offroad has the solution with their Fishbone Tackle Rack for Tacoma long and short beds. Made from 1/8” Black Powder Coated Steel and Stainless Steel Hardware, this rack can hold up to an additional 500 pounds of cargo! As with all of Fishbone’s quality accessories, it’s simple to install. And with its adjustable rails, it provides endless mounting possibilities for work supplies and overlanding gear! You don’t need a bulky trailer or a bigger truck when you have a Fishbone Tackle Rack. You simply need more accessories for greater adventures! View the full article

While installing my front bumper I started to wonder where to put the license plate. I have a synthetic rope winch, so it uses the Hawse-style fairlead. I did a quick Google search for a bracket and low and behold Fishbone Offroad has the fix. Fishbone’s Hawse Fairlead License Plate Mount stows away the fairlead while giving you a safe place for your license plate. It bolts directly to your fairlead, and flips up with its integrated hinge to access your winch line. This is a black powder coated aluminum setup, and is just the part I needed. No rust, no drilling, and it hides my winch line. Nicely done, Fishbone Offroad! View the full article

Have you scuffed the entry jam on your Jeep? Sick of seeing the paint slowly leave with every entrance? Fishbone Offroad has the dix for your paint loss with their JL/JT Entry Guards. Fishbone made their entry guards out of flexible TPU plastic. This plastic is design to resist oil, grime, debris, and added traction. These are a no drill design held on by a sticky 3M adhesive tape. Fishbone’s quality and unique tread grip design shows through on these beautiful Entry Guards. With all that said, what are you waiting for? Stop reading this and order yours today! – Jay Smalz, 2022 View the full article

Can’t decide if you like the JT Gladiator? Keep reading for our Pros and Cons review. Thanks for joining us here at Fishbone Offroad. We’ve had our JT since May 2019 and there are definitely some things that we are just crazy for, and others that really make us cringe. Hopefully we can help you figure out if this is the right Jeep for you, as we walk through and talk about what we love, is sort of so-so, and what was a total miss. A lot of us here talked a bit about this review and one thing that each of us shared was that we disliked the way it looks out-of-the-box stock, especially the wheels. It doesn’t really flow and the tire size and wheel design doesn’t characteristically fit. That being said, we LOVE it lifted and we would go so far as to say that it’s a must-have first purchase before any other aftermarket part. Our package cost us $46,000, and at that price, it was hard to justify purchasing it when there are ½ , ¾ , and 1 ton base model trucks on the lot, what with the tow rating of up to 4,500 pounds and payload, 1,600 pounds. Speaking of, the bed is 60” or so, which just briskly brushes the standard truck bed length of 68”. It’s a contender, for sure, but our previous points, again, made it hard to justify. So then what did we buy and why should you buy in? Firecracker Red Sport S, Automatic Transmission, Spray in bed liner, freedom top, trailer tow package, cold weather package, 7” touchscreen display w/ the alpine audio system, and the all-weather slush mats. The list and the prices will be in the comments below, but this ran us $46,025, starting from $36,745. Compare that to a 2020 RAM 1500 which starts at $31,895, and then build from there. And since I’ve mentioned the RAM, it can tow about 3,000 pounds more, load about 1,000 pounds more, and has the option for a V8 or diesel engine. The JT, however, as of now, runs a 3.6L V6. So then why take the dive: Ask yourself which do you want first, a Jeep or a Truck? Do you want a Jeep but need a truck? Or do you want a Truck but need a Jeep? It’s a strange crossbreed. The price doesn’t make it the ideal truck, and because of its length and departure angle, it’s really not the best Jeep either. The wheel base is great for off-road use, especially with a lift and larger tires, but the departure angles are just terrible. If you needed a truck, and for the price of the JT, there are amazing alternatives. That being said: It’s amazing how much attention this thing gets. People are drawn to it and it gets noticed everywhere it goes. You cannot fly under the radar with this Jeep. This is definitely the vehicle to go crazy with your color selection! At the end of the day, you’re buying something that’s universally cool. We love it, you’ll love it, your kids will love it, your neighbors will, their friends will, and everybody you pass on the road will love it and take second looks, especially if you dive in and load up on the massive and prominent aftermarket scene. So I mentioned kids loving it, so let’s talk about what we found in that regard. It’s actually pretty decent! Car seat installation was easier and quicker than some SUVs, as told by our resident Professional Car Seat Installer and Parent of Two: Jamey. Space was a little tight in the back but they didn’t seem to mind. But overall, his 2 and 5 year old LOVED it, and it’s the only vehicle they want to drive and be driven around in. They called it the “Jeep Truck” and the “Smiles per Mile” were amazing. It was perfect for the Saturday soccer game and the Sunday grocery shopping. Which is a perfect segue way to talk about the bed and the JTs length overall. It’s very convenient having the spray in-bed liner for small trips to the store, what with the additional friction holding everything in place. Its overall length is 218” and it fits in a standard garage without any problems. Ours has a 3.5” lift and 37” tires and as you can see here [pic] there was still no issue there either. It’s a very comfortable ride. All in all, forget the truck/jeep differences and all those numbered stats. The Gladiator is great and performs perfectly as an all-around Jeep-Truck vehicle, thing. The kids and everybody who sees it loves it and it’s a blast to drive. If you need a heavy duty workhorse for your lawn company, you’d be better off buying a proper truck. But if you need to be able to run to the store, do some mild towing like a trailer or boat, and want to have a Jeep to customize at the same time, this thing accomplishes it perfectly! Our vote: Utility: 6/10 Jeep: 10/10 Overlanding Jeep: 15/10 Amazing Head Turner: 50/10 View the full article

Exploring Colorado’s Breathtaking Fall: Your Guide to an Unforgettable Overlanding Adventure As the vibrant colors of summer fade and the kids settle back into their school routines, it’s the perfect time to start planning your next great adventure—an overlanding trip through the awe-inspiring landscapes of Colorado in the fall. With the summer vacation crowds retreating and the crisp, cool air settling in, overlanding in Colorado offers an unparalleled experience of solitude, beauty, and rugged exploration. Why Fall is the Best Time for Overlanding in Colorado The fall season in Colorado is nothing short of magical. The once lush green forests transform into a kaleidoscope of fiery reds, oranges, and yellows, providing a stunning backdrop for your overlanding journey. The cooler temperatures make for comfortable camping and driving conditions, while the thinning crowds allow for a more intimate connection with nature. Here’s why fall is the ideal time for your overlanding trip: Perfect Weather: Gone are the scorching summer days and afternoon thunderstorms. Fall brings cool mornings and mild afternoons, ideal for both hiking and driving. Spectacular Scenery: Witness the changing colors of aspen groves, the deep blue skies, and the first dusting of snow on the highest peaks. Less Traffic: With summer vacationers gone, trails and campsites are less crowded, offering a more peaceful experience. Wildlife Viewing: Fall is a prime time for spotting elk, deer, and other wildlife as they prepare for winter. Planning Your Fall Overlanding Trip: Where to Go Colorado offers a wealth of overlanding routes that cater to all levels of experience. Whether you’re a seasoned overlander or a novice, there’s a trail that’s perfect for your fall adventure. Talk to us about your interests and we can help plan a trip for you. Here are some top destinations to consider: San Juan Mountains Highlights: Towering peaks, historic mining towns, and the famous Alpine Loop. Difficulty: Moderate to challenging. Why Go: The San Juan Mountains are particularly stunning in the fall, with the alpine tundra and aspen groves providing a spectacular contrast to the rugged terrain. Gunnison National Forest Highlights: Scenic drives, remote campsites, and access to some of Colorado’s best off-road trails. Difficulty: Easy to moderate. Why Go: Ideal for those looking for a mix of adventure and relaxation. The area is rich in history, with plenty of opportunities to explore old ghost towns. Great Sand Dunes National Park and Preserve Highlights: Massive sand dunes, expansive views, and the opportunity to drive on sand. Difficulty: Easy to moderate. Why Go: The cooler fall temperatures make it more comfortable to explore the dunes, and the park’s remote location means fewer visitors. Flat Tops Wilderness Highlights: Wide-open spaces, dramatic cliffs, and serene lakes. Difficulty: Moderate. Why Go: For those seeking solitude, the Flat Tops offer a sense of remoteness that’s hard to find elsewhere in Colorado. Essential Tips for a Successful Fall Overlanding Trip As you gear up for your fall overlanding adventure, here are some tips to ensure a safe and enjoyable trip: Check the Weather: Colorado’s weather can be unpredictable in the fall. Be prepared for sudden changes and pack accordingly. Know Your Route: Research your chosen trail and be aware of any closures or restrictions that may be in place due to weather conditions. Pack for the Cold: Even though daytime temperatures may be mild, nights can get chilly. Bring warm clothing, extra blankets, and a sleeping bag rated for at least 40F. We offer sleeping bags and pads if you need them. Leave No Trace: Fall is a delicate time for the environment as wildlife prepares for winter. Be sure to follow Leave No Trace principles to protect these beautiful landscapes. Conclusion: Embrace the Adventure Now that the summer rush has thinned out, there’s no better time to hit the road and experience the incredible beauty of Colorado in the fall. Overlanding offers a unique way to immerse yourself in the natural wonders of this stunning state, from the vibrant aspen forests to the rugged mountain passes. We still have some open slots in our Wranglers and Bronco. Call us at 720-909-8338 or email [email protected] and let us help you plan the perfect fall getaway that you’ll be talking about for years to come. View the full article

Leaving camp the next morning, we made our way to El Paso, TX where we had our first ever glimpse of the southern border and Mexico. We have never been anywhere even close to either and found it quite intriguing. It was definitely not what we were expecting and the mountains off in the distance around Ciudad Juárez seemed to call out to us with their beauty. Stopping at a shopping center to resupply and fuel up, we were enthralled by the atmosphere and the culture. With our quick resupply finished, Jennifer and I scoured the map trying to determine our next route. The interstate appeared to be backed with construction just outside of town and sitting in traffic just didn’t seem that exciting of a prospect to us. After a few minutes, we discovered state road NM-9 that ran along the border and it looked like it would be a little more of an interesting ride. Interesting was right. The views from this road were absolutely breathtaking. Open country for as far as the eye can see and absolutely no cell service, except for the two spots that our phones thought we were in Mexico. We truly felt alone and in the middle of nowhere and it was great! We continued along NM-9 until we came to the quaint little town of Columbus, NM. Revisiting the map and recognizing that it was getting late in the day and we had only covered 75 miles since leaving El Paso, TX, we decided to turn north on NM-11. This would bring us back to I-10 and allow us to make up some much needed time. That was, until we happened upon a border patrol station that was doing routine vehicle/passenger checks. After waiting in line for 10 minutes and not really knowing what to expect, it was our turn. The Border Patrol Agents approached and asked “Are you U.S. Citizens?” and “This thing is sweet, is it a 4x4 Van?” Which then led to a 15 minute conversation between the Border Patrol Agents, Hadley and I about the van and traveling. Pulling away, I felt sorry for the people waiting behind us but mostly Jennifer and Bailey because I knew they’d been wondering what was going wrong and were we going to have to stay here for a while. With the border patrol station behind us we continued north to I-10 and then west to the town of Lordsburg, NM where we stopped for fuel. While fueling up, Jennifer discovered that there was a public park south of town where free camping was allowed. With the sun completely set and the tanks topped off, we made our way to Veterans Park and chose our spot near some other travelers and turned in for the night. The next morning, we were quick to get back on the road and pick up where we had left off. We made our way to the town of Wilcox, AZ for a special stop. Our friends had recommended a stop at Dos Cabezas, a cute little coffee shop located in the heart of town. Keen to take their advice, as they’d never steered us wrong before, we popped in for a bit and were once again pleasantly surprised. The coffee and food were delicious and the atmosphere was down right delightful. We highly recommend a stop in if you’re ever in the area and in the mood. After coffee and breakfast, we were back on the road for our final push to Tucson, AZ. It was still early in the day and we were able to make it there just in time to get the van set up and join our friend for lunch. The next few days were spent catching up with old friends and exploring some of the things that the Tucson area had to offer. More on that next time….. View the full article

Embrace the Last Days of Summer: Overlanding in Colorado Before Fall Arrives As the sun starts to set earlier and the days grow a bit cooler, it’s a reminder that the end of summer is just around the corner. But don’t pack away your adventure gear just yet! Colorado, with its stunning landscapes and diverse terrains, still offers plenty of opportunities for an unforgettable overland trip before the fall season arrives. Whether you’re a seasoned adventure traveler or a weekend warrior, now is the perfect time to embark on a late-summer journey through Colorado’s beautiful wilderness. Why Late Summer is Ideal for Overlanding in Colorado Perfect Weather: Late summer in Colorado offers ideal weather for overlanding. With warm days and cool nights, you can enjoy your daytime adventures without the intense heat and sleep comfortably under the stars. The near daily afternoon thunderstorms in spring and summer start to become less frequent in late August and early September. Fewer Crowds: As the summer vacation season winds down, popular trails and campsites become less crowded. This means you can explore Colorado’s stunning landscapes in peace, enjoying a more tranquil and intimate experience with nature. Stunning Scenery: Colorado’s natural beauty is at its peak in late summer. The wildflowers are still in bloom, and the lush greenery provides a vibrant backdrop against the clear blue skies. It’s a perfect time for photography and soaking in the majestic views. More Trails: By August most of the higher elevation trails in Colorado are free of snow and offer smoother passage. Top Late-Summer Overlanding Destinations in Colorado The Alpine Loop: Trail Difficulty: Moderate to Difficult Description: This 63-mile loop through the San Juan Mountains is a must-do for any overlander. Starting in the historic town of Silverton, the trail takes you through high mountain passes, past ghost towns, and along some of the most scenic landscapes in Colorado. Highlights: Engineer Pass: Offers panoramic views at 12,800 feet. Cinnamon Pass: Another high-altitude pass with stunning vistas. Animas Forks: Explore the remains of this well-preserved ghost town. The Great Sand Dunes National Park: Trail Difficulty: Easy to Moderate Description: Experience the unique landscape of the Great Sand Dunes, where you can drive along Medano Pass Primitive Road. The road offers a mix of sand and river crossings, leading you to the base of North America’s tallest sand dunes. Highlights: Medano Creek: A seasonal stream perfect for splashing around. Star Dune: Hike to the top for an unparalleled view. Dark Sky Park: Ideal for stargazing with minimal light pollution. Kebler Pass: Trail Difficulty: Easy to Moderate Description: Located near Crested Butte, Kebler Pass is known for its extensive aspen groves. The pass is relatively easy, making it perfect for a relaxed overlanding experience while soaking in the natural beauty. Highlights: Aspen Groves: One of the largest aspen groves in North America. Ohio Pass: Provides beautiful views of the Ruby Range. Crested Butte: A charming town with plenty of amenities and local culture. Rocky Mountain National Park: Trail Difficulty: Varies Description: While Rocky Mountain National Park is known for its hiking, the Old Fall River Road provides a historic overlanding route with incredible views and wildlife sightings. Highlights: Old Fall River Road: A one-way, gravel road offering scenic views. Trail Ridge Road: The highest continuous paved road in North America. Wildlife: Elk, moose, and a variety of bird species can often be seen. Tips for a Successful Late-Summer Overland Trip Plan Your Route: Research your chosen destination and trail conditions. Ensure you have the right maps and GPS equipment to navigate effectively. We can help you plan a route that checks all the boxes. Pack Wisely: Prepare for variable weather conditions. Bring layers for warm days and cooler nights, as well as essentials like water, food, and a first aid kit. Respect Nature: Follow Leave No Trace principles. Pack out all your trash, stay on designated trails, and be mindful of wildlife. Conclusion The end of summer is approaching, but there’s still time to embark on a memorable overland adventure in Colorado. With its diverse trails, stunning scenery, and perfect late-summer weather, Colorado offers the ideal backdrop for one last summer journey. Whether you’re exploring the high mountain passes of the Alpine Loop, the unique landscape of the Great Sand Dunes, or the serene beauty of Kebler Pass, an overland trip in Colorado promises adventure and tranquility. So, gear up and hit the trails before fall arrives. The open road is calling – will you answer? View the full article

About ten years ago I was in the market for a reliable, foolproof anti-theft system for the Porsche 911SC Roseann and I owned at the time. I didn’t want the usual complex electronic type, with the siren everyone ignores. After quite a lot of research I landed on a device called the Ravelco. The Ravelco, visually, comprises a plug installed in the dash or elsewhere, incorporating a cluster of 16 female pin receptacles. A male plug, which rides on one’s keychain, fits into it, completing a cryptic connection through an armored cable leading to the engine compartment. The system can be wired to interrupt the starter, fuel, or ignition, usually a combination. A would-be thief who tries to bypass the system by randomly jumping the pins with a wire faces odds of thousands to one just to successfully regain one function, much less two or three. Since there are no moving parts it was advertised as supremely reliable, and the company claimed no vehicle had ever been stolen by bypassing the system. So, on a visit to friends in L.A. we had one installed in the Porsche (with the plug positioned under the carpet on the transmission tunnel behind the seats, adjacent to the engine compartment). It gave us great peace of mind while we owned the car. There was nothing to prevent a thief breaking into the car and stealing the stereo, but wherever we parked the car, we knew it would be there when we came back unless said thief had a tow truck. It was natural to also have a Ravelco also installed in the FJ40, as its value was skyrocketing. So in 2018 an installer came down from Phoenix and put one in, which interrupted the starter and ignition. I wasn’t happy with the metal drill shavings the installer left on the floor, but the unit worked perfectly. I was so impressed with the concept and its simplicity that I included an endorsement of the Ravelco in the Vehicle-dependent Expedition Guide I co-authored with Tom Sheppard. A security device that used no moving parts seemed ideal for a vehicle that might travel to remote parts of the world. By this time the Porsche was gone and we owned a lovely 1976 Triumph TR6, so I contacted the new Ravelco representative for Arizona—the same who’d done the fine job on the Porsche—and enquired about a unit for the new car, which he said they could do. However, an issue arose that made me decide to call off that appointment. I began to have an intermittent issue with the starter on the FJ40. I’d turn the key but get nothing. Turn it again, and it would work. Sometimes the starter would operate correctly for weeks, then suffer a spate of failures. I immediately, precipitously presumed the original, 45-year-old factory starter had finally met its end, and ordered a new one—which functioned perfectly. For about a week. Then the same issue arose. Belatedly it occurred to me to wonder if it was possible the Ravelco was failing to make the connection to the solenoid. I first cleaned all the contacts in the dash plug. No difference. Then I disconnected the unit’s wiring at the starter and restored the original factory connection. Problem solved. To say this was troubling would be putting it lightly. This was a device I’d recommended to several thousand people in print. However, at the time there were many other things on my mind, and the ignition interrupt was still functioning, so I didn’t pursue the issue—until this May, when Roseann and I drove our 70-series Troop Carrier and the 40 to Flagstaff for the Overland Expo. Driving up Highway 188 alongside Roosevelt Lake at 65 mph the engine abruptly died completely for about a second, then cut in again, to run fine the rest of the way to Flag. This was more than troubling; this was shocking. I was driving a vehicle that in my entire ownership had never once failed to start and get me where I needed to go, except when a battery died. Next day, driving in town, it happened again. And again. I checked every connection I could, and found nothing obviously amiss. The float level in the carburetor was fine; it clearly wasn’t a fuel issue. We made it through the weekend and headed home. Driving south on 77 the ignition cut out again, this time for several seconds before I had power. And again. Rather unbelievably, I again did not immediately suspect the Ravelco, but tried several other fixes. It was difficult to diagnose because the issue was so frustratingly intermittent. Finally, pulling out of a gas station on Ajo one morning, the engine quit and wouldn’t start despite repeated attempts. It turned over healthily but would not fire. Miraculously there was no one behind me, so I put the vehicle in reverse, turned the key with the clutch engaged, and let the battery back me around and out of the way. This time I knew what to do. I got out the electrical kit, disconnected the Ravelco at the coil, and re-connected the factory wiring. You guessed it: problem solved. I now faced another problem. I had an expensive anti-theft device—along with a hole in my FJ40’s dash—that did nothing. Zero theft protection for a vehicle that was insured for over ten times what it cost new—not to mention the value of 40 years of memories. How could a product with no moving parts fail—twice? I decided to email the new Arizona Ravelco representative. I did not ask directly for help, since it was clear this wasn’t a warranty issue—the unit was five years old—and had been installed by a different representative. I simply explained the situation completely and asked for his thoughts, hoping that as the current public face of the company he might volunteer to take care of it as a courtesy. The response contained no such offer, and mostly disavowed any responsibility for another installer’s work. Perfectly justified, but disappointing. I emailed back and told him that in light of the situation I couldn’t very well justify recommending the Ravelco any longer. At which point, suffice to say, the conversation went downhill quickly. Ravelco featured in the Vehicle-dependent Expedition Guide Let me be clear: my experience is essentially an N=1 experiment, 1 being the sample size. Statistically a conclusion from such an experiment is worthless, pure anecdote. There are undoubtedly thousands of Ravelco owners who have had no issues with their units—in fact several people who installed them after reading my endorsements have written to tell me how pleased they were. Nevertheless, the fact remains that I’ve owned two Ravelcos, and one of them failed, not just in one circuit but both. Was the double circuit failure in mine due to poor workmanship on the part of the installer, the same one who was careless enough to leave metal shavings on the floor after he finished? Or was it a degenerative failure in the plug itself? I’ll never know—I cut off the Ravelco’s cable at the firewall and engineered my own double-backup security device. I certainly wasn’t going to spend money on a new Ravelco unit. I’ve not yet decided what to do with the one-inch hole in the middle of the FJ40’s dash; for the moment the Ravelco plug is still there—and possibly acting as at least a visual deterrent. My conclusion is this: if you own a Ravelco or have one installed in the future, I strongly urge you to have the installer instruct you on where and how to bypass it. Do not take no for an answer. Write down where the device interrupts the functions of the vehicle, and carry sufficient tools and materials in the vehicle to return the wiring to its stock configuration. View the full article

After renewing our spirits and getting some much needed rest in San Antonio, we were ready to load up our vehicles and begin our journey west toward El Paso. Up to this point of our trip we really hadn't had to worry about anything other than fuel and a final destination for the day, since everyone had been sick. Each evening Jennifer and I would plan out a route that allowed for four to six hours of driving that would ultimately end at a hotel in which we would make reservations in advance for. This guaranteed a warm and safe place to rest and gave us the best chances to recover quickly from whatever it was that we all had. Leaving San Antonio, now feeling renewed and rejuvenated, we were ready to become a little more cavalier in our travels again. We knew that we wanted to visit our friends in Tucson and that we had to be in NV in thirteen days, so we were pretty fluid from here on out. Trying to keep with the four to six hours of driving that we had been doing, we figured that would place us somewhere near Fort Stockton, Tx for the evening. I have to say, I very much preferred traveling the western half of Texas, compared to the Easter half. I’m sure they both have their good and bad but it seemed like west of San Antonio the landscape started to dramatically change and we could tell by the terrain that we were finally entering into the southwestern region of the U.S. The humid marshlands and green landscapes of the east were beginning to give way to the arid and rugged brown terrain of the west. A change we welcomed. Just before arriving in Fort Stockton, we scoured our maps looking for public land or national Forrest in which to stay on. Unfortunately, like most of our trip through Texas, there was nothing close by. Switching over to iOverlander, the only options we were presented with were hotels, street camping, a Walmart parking lot or the Hilltop RV Park. Not wanting to stay in a hotel again and definitely not wanting to deal with the Walmart parking lot, we chose to check out the RV Park. Pulling in and surveying the grounds, we instantly realized that this was not the place for us. The RV park being almost completely full, more than $40 a night with massive fifth wheel campers, golf carts and people all over the place, this was definitely not the environment we were looking for. Retreating back toward interstate I-10 in defeat, Jennifer had noticed an old metal shop like building down the road that had a few sporadic campers throughout its lot. Pulling in to check it out, we noticed that there was a faded sign above on the front fascia that said Hillside RV. This looked more like an abandoned commercial lot than a campground. Could it really be? Confirming on Google maps, yep it was an actual RV park. As we were attempting to find any information what so ever about check in and fees another couple had approached us from their camper further down in the lot. This was their third or fourth time staying here and they said they much preferred the privacy and the quiet over the resort like atmosphere up the road from which we left. They said “Pay box is on the side of the decrepit building and the owner used to show up in the morning with donuts. He’s an older gentleman and we’re not sure if he makes it around too much anymore. There’s bathrooms, showers and laundry in the building, but we’re not sure if they still work… We usually just park our rig, place some money in the pay box and enjoy the evening.” With the surrounding views of the area, almost no one there and the only noise being that of the passing traffic on I-10 in the distance, this sounded like music to our ears. “So how much is it to camp?” I asked. “We don’t really know.. It’s not posted anymore so we usually drop a $20 in the envelope and place it in the pay box.” They chuckled as they replied. As they turned to head back to their RV we thanked them for the information and we started to scan the lot for which site we wanted to occupy. Dropping our fee in the pay box I contacted the phone number that was listed on Google and left a brief voicemail stating who I was, which site we were staying at and for how long, just for good measure. With the van all set up we took a walk down the road to stretch out our legs from the long day of driving. The sun began to hang low in the big Texas sky and the colors were absolutely mesmirizing. Off to the south we could see storm clouds and small flashes of lightening. The wind was starting to pick up, the air was starting to cool and all of it was headed in our general direction. Out of nowhere, we started getting hit with patches of heavy rain and wind gusts over 40mph. We quickly dropped the top, secured anything outside that could be turned into a projectile and took shelter inside of the van. Twenty minutes worth of excitement later we were able to crawl out of our hiding place and resume the evening. Jennifer whipped up a delicious dinner inside, we enjoyed the finally bits of that big Texas sunset and finally succumbing to the exhaustion we all felt, turned in for the evening to get some much needed rest. View the full article

The Art of Airing Down: Unlocking the Benefits for Your Overland Adventure Embarking on an overlanding journey promises the thrill of exploration and the serenity of nature. However, navigating off-road terrain requires more than just a capable vehicle; it demands an understanding of how to optimize your ride for comfort, safety, and performance. One of the most effective techniques in the off-road arsenal is airing down your tires. In this blog, we’ll delve into the benefits of reducing tire pressure for your overland adventures and why it should be an integral part of your off-road preparations. What Does “Airing Down” Mean? Airing down involves reducing the air pressure in your tires to levels lower than the standard highway pressure. For most vehicles, this means dropping from around 30-35 psi to 15-20 psi, though the exact numbers can vary based on vehicle weight, tire size, and terrain. The Benefits of Airing Down Tires Enhanced Traction Off-road terrains such as sand, mud, rocks, and snow require a different approach than paved roads. Lowering your tire pressure increases the tire’s contact patch with the ground, providing better grip and reducing the likelihood of getting stuck. This enhanced traction can make a significant difference when climbing steep inclines, traversing slippery surfaces, or navigating loose gravel. Improved Ride Comfort Off-roading can be a bumpy experience. By airing down, your tires become more pliable, effectively absorbing shocks and vibrations from rough terrain. This not only enhances the comfort for you and your passengers but also reduces the strain on your vehicle’s suspension system, leading to a smoother and more enjoyable ride. Reduced Risk of Tire Damage When driving over sharp rocks or uneven surfaces, fully inflated tires are more susceptible to punctures and cuts. A lower tire pressure allows the tire to flex and mold around obstacles rather than being forced against them. This flexibility can significantly decrease the chances of damaging your tires, keeping you moving forward without interruption. Better Vehicle Control Airing down your tires can improve your vehicle’s stability and handling on uneven surfaces. The increased footprint of the tire provides a more stable base, reducing the risk of slipping or sliding. This enhanced control is particularly crucial when maneuvering through technical trails or when precise driving is required. Less Strain on the Environment Overlanding is about enjoying and preserving the natural world. Lower tire pressures reduce the impact on the terrain by distributing the vehicle’s weight more evenly. This minimizes trail erosion and damage to the environment, helping to maintain the beauty and accessibility of off-road paths for future adventurers. How to Air Down Safely While the benefits of airing down are clear, it’s essential to do it correctly to avoid any negative consequences: Use a Tire Deflator Using a tire deflator allows you to reduce pressure accurately and efficiently. These tools can help you achieve consistent pressure across all tires much faster than using a tire gauge. Ask us if you would like to take a set of auto-deflators with you. Monitor Tire Pressure Carry a reliable tire pressure gauge to monitor your tire pressure. It’s crucial to ensure that all tires are evenly deflated to maintain balance and control. We have digital tire gauges available. **Reinflate Before Returning to The Road** The importance of airing back up before getting on the highway can’t be emphasized enough! Driving on highways with low tire pressure can be dangerous and cause excessive tire wear. Always reinflate your tires to the recommended pressure before returning to paved roads. For all of our vehicles that means at least 35psi. Portable air compressors are handy tools to carry on your overlanding trips for this purpose, and if you need it we can add a portable CO2 tank with hose and fittings. Just be sure to ask us before your pickup date. Know Your Limits Each vehicle and tire combination has its limits. If you plan to air down please consult with us prior to leaving so we can go over recommended pressures for your specific vehicle. Conclusion Airing down your tires is a simple yet powerful technique to enhance your overlanding experience. The improved traction, comfort, control, and reduced risk of damage make it an essential practice for any off-road enthusiast. As you prepare for your next adventure, take the time to properly manage your tire pressure, and you’ll find yourself navigating the wild with greater ease and confidence. Happy trails and safe travels! View the full article

Overlanding in the San Juan Mountains of Colorado: An Adventure Awaits Introduction Nestled in the southwestern corner of Colorado, the San Juan Mountains are a paradise for overlanding enthusiasts and our favorite summer destination. This rugged and remote region offers breathtaking landscapes, rich history, and a network of trails that cater to adventurers of all skill levels. From towering peaks to lush valleys, the San Juan Mountains promise an unforgettable experience for those seeking to explore the wild beauty of Colorado. Join me as we dive into the highlights of an overlanding journey through this stunning mountain range. The Allure of the San Juans The San Juan Mountains are part of the larger Rocky Mountain range and are renowned for their dramatic scenery. Characterized by steep, jagged peaks, deep river gorges, and abundant wildlife, the area is a magnet for outdoor enthusiasts. The region’s mining history adds another layer of intrigue, with ghost towns and relics of a bygone era dotting the landscape. Overlanding here is not just a drive; it’s a journey through time and nature. Preparing for the Journey Before setting out, preparation is key. We have spent decades exploring the area and can help you plan a route based on your experience level and interests. Our vehicles are well-equipped for most of the Alpine Loop, but some nearby areas such as Black Bear Road should be avoided. As always make sure you have ample supplies, including food, water, bear spray, and emergency gear. Although the area is generally well-traveled it’s not a bad idea to carry an emergency satellite communicator. Given the high elevation and unpredictable weather, it’s wise to bring layered clothing, rain gear, and a reliable navigation system. The Route Our recommended route begins in the charming town of Ouray (pronounced you-ray) known as the “Switzerland of America” and “The Jeep Capital of The World.” From here, we embark on the famous Alpine Loop, a 65-mile route that weaves through some of the most scenic parts of the San Juans. Ouray to Engineer Pass Starting in Ouray, we head south on Highway 550 before turning onto County Road 18 towards Engineer Pass. This trail is challenging, with steep, rocky sections and tight switchbacks. However, the effort is rewarded with stunning vistas and a sense of accomplishment as we reach the summit at over 12,800 feet. Engineer Pass to Lake City Descending from Engineer Pass, we continue to the quaint town of Lake City. This stretch of the trail offers a mix of forested areas and open meadows, with plenty of opportunities to spot wildlife. Lake City, with its historic buildings and welcoming atmosphere, is a great place to rest and refuel. Lake City to Cinnamon Pass The next leg of our journey takes us to Cinnamon Pass. The ascent is less technical than Engineer Pass but equally scenic. The trail climbs through alpine tundra and past remnants of old mining operations. The summit provides panoramic views of the surrounding peaks, a perfect spot for a photo break. Cinnamon Pass to Silverton From Cinnamon Pass, we descend into the historic town of Silverton. This former mining town is a treasure trove of history, with well-preserved Victorian buildings and museums that offer a glimpse into the past. Silverton is also a great base for exploring nearby trails and attractions. Camping and Exploration Throughout the San Juan Mountains, dispersed camping is allowed, offering the chance to immerse yourself in the wilderness. Popular spots include the areas around Animas Forks, a well-preserved ghost town, and the base of Engineer Pass. Remember to follow Leave No Trace principles, respecting the pristine environment and minimizing your impact. Fire bans are not uncommon during dryer spells so please make sure you check current conditions and always put your campfire out completely even if you’re only leaving for a short period of time. For those seeking additional adventures, the San Juans offer hiking, fishing, and even hot springs. Trails like Ice Lakes and Highland Mary Lakes provide excellent hiking opportunities, while the Animas River is perfect for fishing and relaxing by the water. Conclusion Overlanding in the San Juan Mountains is an experience like no other. The combination of challenging trails, stunning scenery, and rich history makes for an unforgettable adventure. Whether you’re a seasoned overlander or a novice looking for a new challenge, the San Juans offer something for everyone. So, pack your gear, prepare your vehicle, and set out on an adventure that you’ll remember for a lifetime. The San Juan Mountains are waiting to be explored. View the full article

Our trip west to Nevada didn’t start exactly as we’d hoped. Before we could leave Virginia, we needed to wrap things up on our rental home and do our final walk throughs with the property management. This meant we needed a place to stay, since we couldn’t be in the house and all of our things were in a container. So we rented a cute little cottage on the York River. However, cute doesn’t always mean a good idea. Well that’s not fair, it was a great place to stay, just not at the time we did it. You see, the cottage was built in the 1920’s and it wasn’t what I’d call thermally efficient. If you don’t know what I’m getting at, it’s a really nice way of saying it didn’t hold heat very well and it was frickin’ cold in Virginia that week! We did our best to stay warm, but ultimately Jennifer and the girls came down with some nasty head colds between the cold nights and all of the running around we were doing trying to get things done. This ultimately affected the first 3 days of the trip. North Carolina, South Carolina, Alabama and Louisiana were just flashes in the pan as we blazed southwest chasing warmer weather. We had every intention of stopping in New Orleans along the way, but with highs in the low 30’s and 20mph sustained winds meant it was a no go with sick kids. The first few days were literally spent driving and our nights were spent resting and recovering in hotel rooms. Not a very glamorous start, I know. Things started to change when we hit Texas though. Temps started to warm up as we breezed through eastern Texas, ultimately stopping in the center of the state at San Antonio. Here we rented a VRBO for a few days. This allowed the kids to recover and all of us to do a reset, knock out some laundry and do a little exploring. We’d heard a lot of good things about San Antonio from almost everyone we knew, so we were keen to get out and explore the city. The first day consisted mostly of taking care of life maintenance things like laundry and checking out Jennifer’s car that had developed a hard crank/start issue somewhere along the way from Virginia. With laundry done and a loose camshaft position sensor connector locked back into place, we were ready to see what San Antonio was about. We started off by visiting the old Pearl brewery as the city had revitalized this district and turned the grounds into an outdoor entertainment/shopping venue filled with little boutiques and eateries. Most of this was closed early in the morning when we visited, but we hear it’s a popular place to chill at in the evenings. Next we made our way to the Alamo district. Starting at the famous River Walk, we made our way along the shops and restaurants until we reached Casa Rio, which was the first restaurant to open its doors on the River Walk back in 1946. The food was amazing and well worth the visit. After lunch, we finished walking the loop and made our way to a place I’ve wanted to visit since I was a kid. The Alamo is an interesting place to experience. This small mission, in the heart of the bustling city, embodies everything Texas. Defiance to the end and bravery beyond comprehension. The shear scale of the Santa Anna’s forces outside of the mission walls is hard to judge with the surrounding buildings and cityscape, but the historical placards and dioramas placed around the site do an excellent job of helping you see past that. What it must’ve been like to be inside of those walls with the constant bombardment and impending doom….. Finishing up at the Alamo, we made a quick trip back to our VRBO to let Zephyr out and take a break before heading back to the River Walk for dinner and a cruise. Yes, we did the touristy thing and took the river cruise at night. It was actually pretty amazing and we learned all sorts of interesting facts about how the river walk was conceived and constructed as well as the history of the buildings and the area. Well worth it in our minds and we highly recommend that if you’re ever in San Antonio, you do the same…. View the full article

There’s been a lot going on in our personal lives lately, and that unfortunately has led to a lapse in sharing what we’ve been up to. As some of you may already know, we made a huge decision in late 2023 to move across the country, quite literally leaving everything we knew and loved behind. It wasn’t an easy decision, but then again, when are they ever? The way we looked at it was that the opportunities that awaited us far outnumbered the risks involved. This move would ultimately allow us to grow in both the personal and professional aspects of our lives. So, in January 2024, we packed up our things, said our goodbyes, and headed west to the “Battle Born” State of Nevada. Of course we made an adventure out of it, and check off a couple of states we hadn’t been to yet along the way. So be on the look out for those in upcoming blog posts. View the full article

When you think of camping essentials, what comes to mind? A sturdy tent, a reliable sleeping bag, and perhaps a trusty multi-tool? But...View the full article

Can we see a preview? Yes! We’ve posted a few pages below, and more on the website here. The standard subscription includes two beautiful printed issues per year, and two online issues featuring long-form articles and reviews, plus video content. All-digital subscriptions available as well. Come explore with us.I can confidently say you've never seen a magazine quite like this before. Exploration Quarterly will bring to life the passion for all types of exploration and the huge range of interests shared by Roseann and me and several close friends such as Graham Jackson—passions I know are also shared by many reading this because we’ve heard from you over the years. Our explorations might be conducted from the cab of a Land Rover, or they might be purely cerebral as we investigate a 200-year-old chart or a vacuum-tube shortwave radio or a method for making ink from oak galls. We’ll have in-depth equipment reviews not dictated by ad revenue, and long-form white papers investigating dozens of topics from optics to knives to vehicle preparation. Please join us! When does the first issue drop? The first print issue (also available digitally) will print and mail in July. We are taking Subscriptions now. We’re excited to launch this beautiful new magazine, and thank you again for your support. Enjoy the preview and we hope you will join us. View the full article

Winch owners who actually put their winches to use—or who at least learn how to do so—are familiar with some form of the winch pulley or pulley block (also called a snatch block even though it has nothing to do with snatching as we know it). In its most well-known application, a winch line run out through a pulley attached to a stationary anchor, then back to the vehicle, essentially doubles the power of the winch, while reducing line speed by half. If you attach another pulley to the vehicle’s bumper and run the line through that and back to the anchor where the first pulley is attached, you again multiply the power of the winch while again reducing the line speed. It’s a matter of simple physics, but seems like magic. I often use a pulley when winching even when the extra power is not needed, for the sole purpose of slowing down what can be a fraught procedure. A pulley can also be used to re-direct a pull, for example if you need to winch another vehicle but cannot place your own directly in line with it. A pulley attached to an anchor will allow you to winch around a corner, as it were. In this case the power of the winch and line speed are not affected. The easiest way to determine if the system is multiplying power is to count the number of line sections that are shortening when the winch is working. If you run a line from your winch through a pulley to a stuck vehicle, only the section between the pulley and the stuck vehicle will shorten, thus the system is operating at a 1:1 ratio. When the line is run from the winch through a pulley and back to the vehicle, both lines will shorten as the winch pulls the vehicle, thus the ratio is 1:2 (minus inevitable minor friction in the system). Brief aside: There is a myth floating around that the diameter of the pulley, and its actual rotation, has an effect on the multiplication of force. This is easy to disprove. Imagine you insert a pulley in your system four inches in diameter, then for comparison another ten times that, or 40 inches. If you pull in one foot of line using the four-inch pulley, the line on the other side will also move one foot. Do the same with the 40 inch pulley and the same thing will happen—one foot of movement for one foot of pull. The only difference is that the four-inch pulley will make a complete revolution while the 40-inch pulley will only make about one-tenth of a revolution. Thus one could argue that the four-inch pulley will experience slightly more load/friction on its bearing surface, but in the context of overall load on a winch system this is insignificant. Likewise, you can drag a winch line around a completely frozen pulley incapable of rotation and it will still multiply the pull of the winch; you’ll simply lose significantly more through friction—obviously not a great idea (see Yankum below). The point is, as long as you’ve changed from having one length of line shortening to having two shortening, you’ll be multiplying the force of the winch. Winch pulleys have evolved several times over the past few decades. Originally they were heavy—six or seven pounds—with steel side plates and sheave (the rotating bit), intended for steel winch cable. They had to be secured to the anchor with a steel shackle due to the sharp edges. With the advent of synthetic winch line several companies introduced modified versions of the standard block. ARB’s 9000, for example, incorporates a polymer sheave specifically designed for synthetic line, while otherwise retaining the standard configuration, including the requirement for a steel connecting shackle. Another company, Research in Recovery, experimented with a pulley incorporating aluminum side plates to save weight (lowering the mass in a winch system is always a good idea in case a component failure turns everything in it into projectiles). This pulley (or its twin) is now sold by Safe-Xtract. It’s half the weight of most steel pulleys. About eight years ago a truly revolutionary winch pulley made quite a splash in the 4x4 community. As conceived by ex-Camel Trophy team member, forester, and military trainer Andy Dacey, the recovery ring was a shockingly simple, one-piece, donut-shaped pulley with a deeply scalloped hole through the center. It was a quarter the weight of any previous pulley and had zero moving parts—perfect as a foolproof, low-mass recovery device for military patrols in hostile regions. It was designed to use a synthetic shackle as both the attachment and the bearing—the pulley rotated inside the loop of the shackle. It was one of those why-didn’t-anyone-think-of-this-before? innovations, and soon approximately a zillion copies flooded the market. (These included the Yankum offset design which, inexplicably, is designed not to rotate. This is supposedly to save wear and heat build-up on the shackle, instead, um, transferring wear and heat build-up to the winch rope.) That anomaly aside, the recovery ring was not immune to criticism, both legitimate and otherwise. Some worried about that friction between the Dyneema shackle/bearing and the aluminum, since the pulley slides over the shackle, sometimes under tremendous pressure. One tester (in Australia if I recall) claimed his testing showed the friction inherent in the recovery ring parasitized a shocking amount of the winch’s output, although I never saw this result replicated—in my own tests I comfortably rested my hand on the aluminum even after a strong pull. Nevertheless it’s logical that the ring sliding around on a Dyneema shackle must introduce more friction than a sheave riding on a bushing or bearing. Also of (occasional) concern was the recovery ring’s tendency to catch the winch line between the pulley and the shackle when tension (and the attention of the operator) was lost. Factor 55 added rubber spikes to their ring to alleviate this—a band-aid approach that helped somewhat. It is certainly fair to say that every type of pulley available until now could be criticized on one or more counts. Most are heavy. Most need a steel shackle as a connector to the anchor or vehicle. Some (not just the ring) can lose the winch line between the pulley and side plate, potentially causing a jam or damage to the winch line. The side plates on most pulleys do not extend far enough to adequately shield the winch line if they come in contact vertically with the ground. Field servicing on many requires snap-ring pliers. All this was on Richard Sheridan’s mind when he introduced the Thompson Pulley Block. Sheridan runs Freedom Recovery Gear in Pritchart, B.C., Canada, where the “Tommy Block,” as it’s also known, is manufactured. The side plates of the Thompson Pulley Block (I’ll call it the TPB or just Thompson ) are made from an injection-molded, fiber-reinforced composite. They incorporate extended lips that shield the winch line even if the pulley winds up lying vertically on the ground under tension. They also include molded-in angle guides indicating the mechanical advantage (or lack thereof) of various pulls from zero degrees to 120 degrees—a handy and useful reference. Finally, two loops positively anchor the included soft shackle that comprises the pulley’s anchor. This, combined with the close tolerances between the sheave and side plates, means it is virtually impossible to catch the winch line between the moving parts—I tried with the worst technique I could and failed to do so. The sheave and axle of the TPB are hard-anodized 6061 aluminum (designed for synthetic line only), and the bushing is something called aluma-bronze, with self-lubricating graphite inserts. The matched synthetic shackle (WLL 13,100 pounds, MBS 65,500 pounds) allows direct connection to a tree-saver strap or a bumper shackle mount with a synthetic-appropriate radius in the opening. With the shackle the Thompson is a commendably light 3.2 pounds. The working load limit is 13,100 pounds, and the minimum breaking strength is 52,500 pounds, a 4:1 safety factor. Both ratings are properly molded into the side plate (the shackle has its own tag). If you need to disassemble the pulley in the field, you’ll find the side plates secured with stainless spiral locking rings. They’re safely recessed, yet all you need is a small screwdriver or knife tip to remove them. Every once in a while when I receive a new product to review I can recognize as soon as I take it out of the packaging that it’s going to perform exactly as advertised. The Thompson Pulley Block was one such product. (Full disclosure: It had been enthusiastically recommended to me by friend and ex-Camel-Trophy team manager Duncan Barbour, and I also trust Duncan for his critical eye.) Indeed: the design, the workmanship and tolerances, the incorporated shackle, the weight, all had me nodding with the assurance the TPB would meet expectations. And field trials proved just that. The all-in-one design made rigging fast and secure. I didn’t have to keep checking to make sure the line didn’t foul when the rig went slack. I could concentrate on the rest of the operation, confident the pulley was doing its job. The configuration of the Thompson Pulley Block, with the synthetic shackle running through the axis of the sheave, allows the construction of a three-to-one rigging system employing a synthetic becket. A becket, in pulley (rather than archbishop) terms, refers to a secondary eyelet like the one here, used to reeve multiple-pulley systems with one end of the line attached to one of the pulleys. Courtesy Balance Community With Richard’s becket kit—comprising an eight-foot length of Dyneema with a loop on each end and guard sleeves at the right points, plus a short soft shackle—it’s easy to rig a becket on a TPB: From a shackle on the end of the winch line, the becket goes up through the pulley’s shackle on one side, loops back through the shackle on the winch rope, up through the other side of the pulley block’s shackle, and back to the winch line. With the becket pulley attached to an anchor and another pulley on the vehicle, the winch line runs through the anchor pulley, back through the pulley on the vehicle, and to the becket, giving a three-to-one mechanical advantage. It’s more compact, and easier than using standard pulleys in a three-to-one system, where the winch line has to be secured to a second anchor adjacent the primary pulley. The Thompson Pulley Block lists for $295 Canadian, which at current exchange rates is about $215 U.S. Considering the added value of the included soft shackle I find that very affordable—and until August 31 Richard has a substantial 25-percent discount in place. I’m still a fan of the recovery ring and its ultimate simplicity. But give me the choice of just one winch pulley and hands down it’s now the TPB. It’s going in the recovery kit of my main training vehicle, the FJ40, as well as our Troop Carrier. Highly recommended. Freedom Recovery Gear is here. The 3:1 becket kit (for which you’ll of course need a second pulley) is here. View the full article

Are you gearing up for your next camping adventure? Why not bring the great outdoors to your doorstep for a trial run? Testing your...View the full article

Until recently, vehicle manufacturers didn’t supply off-the-lot options for overlanders, so we’ve adapted by modifying vehicles to suit our needs. Little did we know Toyota secretly developed the solution many have been waiting for—the Tacoma Trailhunter, a rugged new platform designed for overlanders to “go far.” Expedition Overland has filmed and produced global travel documentary series for over 14 years, and since our inception, Toyota vehicles—and more specifically, the Tacoma platform—have been a part of these expeditions. Because we’ve put together so many purpose-built Tacomas over the years, Toyota granted us exclusive access to the Trailhunter. Excited to put the 2024 platform to the test, we dreamed up some tests and challenges to prove whether this new platform is ready for our next set of expeditions! Why put the Trailhunter to work at all? With any new platform, we must understand its capabilities to determine its expedition-readiness. Is the Trailhunter equipped to take on the rigors of local and international expeditions with XOVERLAND? Get ready to find out. We’re launching an all-new 6-part series exploring the potential of the 2024 Toyota Tacoma Trailhunter, XOVERLAND-style! Throughout the episodes, which launch weekly starting on February 19, 2024, at 1 pm MST, we’ll put ourselves and the vehicle through a series of specifically designed challenges that go above and beyond the typical walkaround video or trail ride. Ride with us—we’ll share the full details of the XOVERLAND Trailhunter Special below. But first, let’s look at what makes the Trailhunter platform so unique. This series is proudly presented by Toyota, in partnership with onX Offroad, and in connection with Wilson Electronics (click the links for exclusive discounts)! The 2024 Toyota Tacoma Trailhunter “Be dareful out there.” – Toyota The beauty of the Trailhunter is it comes adventure-ready with standard integrated overlanding equipment and technology. Renowned Australian overland brand ARB worked with Toyota’s project development team to co-develop the Trailhunter, including Old Man Emu (OME) position-sensitive 2.5-inch forged monotube shocks with rear external piggyback style remote reservoirs, a steel rear bumper, robust rear recovery points, and a bed utility bar with removable MOLLE panels. XOVERLAND has had the honor of working with Toyota and its various teams within. Our biggest effort was to introduce the company to the many great overlanders out there, who they are, and what’s important to them. Bottom line: There needs to be a grade that allows an adventurous spirit to go further with their vehicles and stay out longer. The 2024 Tacoma Trailhunter grade includes the following: i-FORCE MAX Hybrid Powertrain (producing 326 horsepower and 465 pound-feet of torque) 33-inch Rugged-Terrain tires and 18-inch bronze wheels ARB steel rear bumper with red rear recovery hooks Old Man Emu 2.5-inch forged monotube shocks with coil-sprung multi-link rear suspension High mount air intake Off-road features: Stabilizer Disconnect Mechanism (SDM) Multi-Terrain Select Crawl Control Steel underbody protection Frame-mounted rock rails Electronically locking rear differential High-clearance trail exhaust On-board air compressor High-clearance front bumper 5- or 6-foot bed options RIGID Industries white and amber color-switching LED fog lights Integrated bed scene lighting LED bed lighting In Episode 1 of XOVERLAND’s Trailhunter Special, we invite Toyota Lead Engineer Sheldon Brown out to Montana where we have built a test course at the XOVERLAND Ranch, specifically designed to see how the new platform performs under expedition-style circumstances. But what about additional adventure and comfort accessories? Toyota’s new Accessories Portfolio allows customers to customize their Trailhunter straight from participating dealerships with the option of rolling them into monthly truck payments. This program currently includes over 100 accessories, including recovery gear, rack attachment brackets, and outdoor sporting equipment carriers. Specific products include an ARB bed rack, Esperance rooftop tent, awning, and recovery kit, the Dometic Go Water Hydration Jug and Faucet, and more. Tune in to Episode 2 of the Trailhunter Series as we build the Trailhunter with Toyota accessories and head out on our first adventure test, floating it on a truck raft across a body of water! “Being a long time Tacoma owner, and builder I am absolutely thrilled with the new platform. The Tacomaness was not lost, only enhanced. The Toyota engineers heard the feedback of many of the main improvements enthusiasts would like and in many cases went beyond. The powertrain is what we all wanted from a HILUX diesel and now that type of performance is securely planted in the Tacoma through the more powerful gasoline fueled iForce MAX powertrain with a future forward twist. All while satisfying the current regulations set forth on all US auto manufacturers today. Not an easy feat.” – Clay Croft XOVERLAND’s Trailhunter Special The latest XOVERLAND series puts Clay’s big ideas together for an exclusive behind-the-scenes look at the Trailhunter right here in Montana. Join us for six weekly episodes on XOVERLAND Network and YouTube. Ep. 1 | Series Intro | Monday, February 19 Clay invites Toyota Lead Engineer Sheldon Brown to the all-new XOVERLAND Ranch in Montana, where we build a test course to see what the from-factory Trailhunter can do. Watch NowEp. 2 | Build It | Monday, February 26 In this episode, we build the Trailhunter with Toyota Accessories to determine whether the Trailhunter is expedition-ready. We also throw our first test at the Trailhunter, involving a long-time dream of Clay’s to float a vehicle across a body of water. Watch NowEp. 3 | Crawl It | Monday, March 4 We head to the dunes to see how the new power plant and drive train perform in one of the toughest terrains, using onX Offroad Maps to perform a staged rally-style event through the dunes. Watch NowEp. 4 | Tow It | Monday, March 11 In this episode, we attach a Patriot Campers X3 trailer behind the Trailhunter to see how it performs towing an overland trailer on highways and in rocky mountain terrain. Watch NowEp. 5 | Eagles Nest | Monday, March 18 Now that we have a handful of tests behind us, we plan a longer, more remote overnight adventure into the vastness of central Montana, where we meet a bush pilot to enjoy a night with good friends. Watch NowEp. 6 | Send It | Monday, March 25 In the last episode, we reflect on the series and throw a few more tests at the Trailhunter. Will the Trailhunter truly be ready for our future expeditions? Watch NowWhere and How to Watch XOVERLAND’s Trailhunter Special XOVERLAND Network, a place for premium adventure travel and overlanding content. XOVERLAND YouTube Channel, click on the notification bell so you don’t miss an episode! Sign up for The Insider, our weekly email, for behind-the-scenes content and our Overlander Adventure Checklist. Follow XOVERLAND on our social channels for more updates. This series is proudly presented by Toyota, in partnership with onX Offroad, and in connection with Wilson Electronics (click the links for exclusive discounts)! The post XOVERLAND Exclusive: We Put the 2024 Toyota Tacoma Trailhunter to the Test appeared first on Expedition Overland. View the full article

Last summer, the XOVERLAND team embarked on an expedition to Africa for the first time. A stark difference from the Nordic countries of Season 5, Southern Africa brought the team into vast landscapes, extremely remote locations, and days in between supplies, which was a major juxtaposition from our previous expedition in the Nordics. This expedition also marked the first time the Croft family embarked on an international overland adventure together—the realization of a dream 10 years in the making! Cyrus, our oldest son (18), joined us twice before, but for Ryder (15) and Eli (13), this was their first expedition abroad. For us, Africa has always been “the great teacher.” Between fuel logistics, demanding off-road tracks, and the unknown, traveling throughout the African continent revealed our weaknesses, whether in our vehicles, mindset, or logistics. We like to view these challenges as opportunities for growth and believe the stoic principle “the obstacle is the way” truly applies to any overland adventure. No matter what adventure lies ahead, whether work, home, or travel-related, it always takes a bit of bravery to step into the unknown. Reflecting on our last decade of experience, we’ve pulled together some of the greatest lessons we’ve learned about navigating uncertainty while overlanding, particularly with family. Catch the Africa Series premiere on February 29, 2024, and binge the first *FOUR* episodes on XOVERLAND Network. Make the Unknown Fun By Trying New Things We face plenty of unanswered questions going into any trip, from what the weather will be like to whether our overland rig will perform under pressure. While the big questions may remain unanswered well into the journey, we can dip our toes in by trying new things on a smaller scale. When Eli realized a restaurant in Botswana didn’t have his favorite Coca-Cola available, he dove right in, ordering the local Sparletta cream soda without hesitation. What could be more fun than a bright green bubbly drink? Accept That You Can’t Control Everything From illness to unexpected issues with paperwork, you can’t prepare for or anticipate every potential roadblock that comes your way. Our Africa expedition required tight timelines, which were often strained due to things we couldn’t control or didn’t foresee. Shipping three trucks from the US to Durban, South Africa, proved a challenge for the team when the vehicles were delayed by 10 days, requiring an overhaul of our filming schedule. Being okay with changing plans, adapting, and being solution-driven are all part of the overlander mindset. Assign Clear Roles Working as an efficient team means more time spent around the campfire, on the trail, or having fun as a family. During the Africa expedition, Cyrus put his experience from previous trips to Alaska and the Nordic series to work, taking on the responsibility of managing the electronics. Ryder was our galley assistant and provided electronics tech support, while Eli, our youngest, also helped with galley duties and stepped in with any tasks when needed. When each team member understands their role and how it fits in with the rest of the team, this eliminates any confusion about responsibilities and allows everyone to enjoy the trip to the fullest. Plan Ahead The ability to research, route, and execute a trip on the fly is critical to a dynamic overland adventure, and we’ve found onX Offroad (North America only) provides peace of mind in ever-changing destinations and schedules. Pre-planning tracks, destinations, and camp spots in one place are our favorite ways to organize information, and onX is our go-to planning and navigation app in North America. Rachelle Croft on Navigating the Unknown While Overlanding as a Family “This was a dream come true for the Croft family. Since before the boys were born, we dreamed of traveling the globe, introducing them to different cultures. Knowing that Africa would be a bit more of a culture shock than Europe, we began prepping them ahead of time. We explained that they may be more tired than usual, apart from jetlag, due to their brain having to work harder to comprehend all of the changes coming at them quickly. Even simple tasks such as reading street signs and looking out the window put it into overdrive as you are figuring out a different country. Grocery stores, gas stations, people walking along the road, and new sounds and smells are all a shock to the system as you take it all in. We give a lot of extra grace and understanding for everyone the first few days to allow your body and mind the time it needs. We raised the boys from a young age to be independent, communicating on their own to anyone, no matter their age. Africa was no different. We sent them in to figure out how to buy their own snacks at the store, order their own food, help the team by asking where the campsites or water was, and encouraged them to meet new people and ask questions when possible. As with any trip or day in the life of parenting and kids, we all had good days and bad days. Being on the road for two months, working and interacting with others besides family, definitely took its toll at times. I kept a close eye on each of them, as much as possible, to get a read on them. Did they need more sleep, more food, or alone time? Or did I need a nap, more food, or alone time?” Clay Croft on Navigating the Unknown While Overlanding as Family “Overlanding as a family is a worthy challenge. There is not another thing we have done as a family that has shaped us more in our relationships than our overland adventures. The learning curve of travel is steep, and that’s exactly what makes it amazing. Kids are very resilient and adaptable, so don’t be afraid to throw them in the deep end. If your kids are disciplined and have a grasp on family teamwork, an overland trip will level up every member of the family. For example, when you don’t know where to camp for the night due to unforeseen circumstances, let them in on the problem-solving. If a vehicle breaks down, let them in on the possible solutions to the situation. If they are in charge of dishes and the pot is burned, solve it with them to find a way to clean it out. The unknown is everyday, and travel puts that front and center. Working through the unknown is part of mastering life. However, as a leader and parent, you need to be able to show them the way, so having a strong problem-solving mindset is critical to the mentorship of your family.” For more, join us for Episode 77 of the XOVERLAND Podcast as Clay and Rachelle Croft chat Africa: XOVERLAND Season 6 and what it looks like to travel through some of the most rugged terrain in the world as a family. Where and How to Watch XOVERLAND’s Africa Series Episodes 1 through 4 will be released first on the XOVERLAND Network, a premium, ad-free streaming platform dedicated to adventure travel and overlanding content, on February 29, 2024, followed by four episodes on March 17, and two on March 31, 2024. The series release begins on YouTube starting Wednesday, March 6, 2024, and continues weekly. Sign up for The Insider, our weekly email, for behind-the-scenes content and our Overlander Adventure Checklist. The post Africa: A Look Back at How to Navigate the Unknown While Overlanding (as a Family) appeared first on Expedition Overland. View the full article

The ONE wildlife species I really wanted to see in Costa Rica was a sloth. I thought, how hard can it be? They literally move slower than molasses so it seemed as though they’d be easy to spot. I was wrong. Beginning on our first night walking tour outside Tortuguero Village with a guide I had my camera at the ready to capture one of these furry slow-moving mammals. Sloths are the sluggish tree-dwelling mammals found in the rainforests of Central and South America. An extremely low metabolic rate causes them to sleep nearly 20 hours per day and the balance of their time is spent ever so slowly munching tender buds and leaves of the tree canopy. An interesting fact is that they spend the vast majority of their time hanging upside down. I was also surprised to find they have extremely long claws, perfect for hanging out in treetop canopies but not so easy on the ground. Night one our guide did spot a sloth. Do you know what a sloth looks like when sleeping in a tree? It looks like a large hairball or bird’s nest….absolutely unexciting. The next day, eager to improve my sloth sighting quest, we headed on another guided walk into the Tortuguero National Park. Sloth facts were quoted as we walked, including their surprising ability to swim, but I wanted to actually get my eyes on one of those hairy slow-movers. Another sloth was sighted. Another round hairy bundle high in a tree. Disappointed again! How could it be so very challenging to get a decent glimpse of the slowest moving land mammal on earth?! After a delightful walk spotting other wildlife including several species of monkeys, lots of butterflies, and a few varieties of birds and lizards we began working our way back to the village where I detoured back to the site of the “spotting” and VOILA. A mommy sloth and her baby were awake and on full display high in the treetop. They were positively as fascinating as I had hoped. At the end I got my sloth sighting and all I have to say is thank goodness for a good telephoto lens! Sloth quest complete. The post Sloth Sighting! appeared first on The Next Big Adventure. View the full article

The ONE wildlife species I really wanted to see in Costa Rica was a sloth. I thought, how hard can it be? They literally move slower than molasses so it seemed as though they’d be easy to spot. I was wrong. Beginning on our first night walking tour outside Tortuguero Village with a guide I had my camera at the ready to capture one of these furry slow-moving mammals. Sloths are the sluggish tree-dwelling mammals found in the rainforests of Central and South America. An extremely low metabolic rate causes them to sleep nearly 20 hours per day and the balance of their time is spent ever so slowly munching tender buds and leaves of the tree canopy. An interesting fact is that they spend the vast majority of their time hanging upside down. I was also surprised to find they have extremely long claws, perfect for hanging out in treetop canopies but not so easy on the ground. Night one our guide did spot a sloth. Do you know what a sloth looks like when sleeping in a tree? It looks like a large hairball or bird’s nest….absolutely unexciting. The next day, eager to improve my sloth sighting quest, we headed on another guided walk into the Tortuguero National Park. Sloth facts were quoted as we walked, including their surprising ability to swim, but I wanted to actually get my eyes on one of those hairy slow-movers. Another sloth was sighted. Another round hairy bundle high in a tree. Disappointed again! How could it be so very challenging to get a decent glimpse of the slowest moving land mammal on earth?! After a delightful walk spotting other wildlife including several species of monkeys, lots of butterflies, and a few varieties of birds and lizards we began working our way back to the village where I detoured back to the site of the “spotting” and VOILA. A mommy sloth and her baby were awake and on full display high in the treetop. They were positively as fascinating as I had hoped. At the end I got my sloth sighting and all I have to say is thank goodness for a good telephoto lens! Sloth quest complete. The post Sloth Sighting! appeared first on The Next Big Adventure. View the full article