#Wrangler Towing Tips

[noohyah]

2019 Wrangler Towing Capacity: Know the Limits!

If you are looking for a rugged and versatile vehicle that can handle any terrain, you might be interested in the 2019 Wrangler.  But before you hit the road with your trailer or boat, you need to know the limits of your Wrangler’s towing capacity.  In this article, we will explain what factors affect the 2019 Wrangler towing capacity, how to calculate it, and what accessories you can use to…

[oh-no-my-hand-slipped]

A Sneezy Season at Santa’s

Chapter 4: Hay Away!

Info About This Choose Your Own Adventure

You decide to take the problem into your own hands — literally.

While Cam was busy trying to control their nose, you find a piece of discarded hay, rolling the end between your fingers.

Your heart jumping into your throat, you maneuver around Cam, trying to find this best angle to strike.

Finally, the elf left a gap in their hands during a particularly strong hitch, and you take your opportunity.

You jam the hay in between their open fingers, directly into their quivering nostril.

“What in - hiHIH-!”

Cam lifted their hands to push the allergen away, revealing their long-suffering nose.

It was just as you imagined.

The reindeer wrangler had a large, round nose, with flaring, red-rimmed nostrils and the rest tinged an irritated pink hue. Every movement of the hay inside it seemed to make it grow twice as large as it struggled against a mounting sneeze. Upon giving it a closer look, you could see a seam mark from Cam’s gloves encircling the top of their nose from pressing against it so hard.

As much as Cam tried to protest, they seemed almost immobilized by each gasp, which was growing stronger than the last. Their voice turned from angry confusion to pleading desperation.

“Huh…uh-! HAH-! Ah-! Snf…albost…please…a l-little-! Gah-!”

Suddenly, Cam grabbed your wrist, pushing the hay deeper into their nose. The force of the pull makes you stumble forward, pushing you both into a nearby wall. You could feel your face burning again, but you didn’t have time to be embarrassed.

With one final shuddering hitch, Cam’s nose couldn’t take it anymore.

“HYAAA’TSHIIIIIIIEW! HA’KSHIIIIIIIIIEW!”

Cam bent over your shoulder, but you could still feel the spray from their massive sneezes. Pieces of hay whirled in the air, blown up by Cam’s powerful nose. Each release whistled, and a cold wind blew through the stable.

You shivered — from the frigid wind or seeing Cam’s nose at work, you couldn’t tell.

Finally, with a congested groan, Cam stood straight again, taking a dirty rag from their pocket. They blew their nose at length, each with a loud honk.

“Huuuh…snf-! Dow I godda - snf-! - clean the stable agaid…snnnnf-!”

They gave you an amused look.

“You cad see why I usually keeb by nose to byself…”

You try to stammer out something between an apology and asking if they’re alright, but Cam interrupted.

“Thad’s a mighty fide trick, y’know,” they said, one side of their mouth raising into a smile . “I haven’d felt this cleared oud in a while.”

You rub the back of your neck, not able to look them in the eye.

You certainly don’t want to tell them where you learned that from.

Much to your relief, Cherry comes in with Aurora in tow, who seems much calmer. She even nosed under Cherry’s arm, asking for a scratch behind the ears.

“Well,” Cherry said, looking around at the flecks of frost and bits of hay floating in the air, “I bet you’re feeling better, huh, Cam?”

Cam gives you a quick glance, running their hands along the straps of their overalls.

“Snf…yup.”

You can feel yourself growing even more red. You wouldn’t be surprised if you were maroon.

Cherry looked between the both of you searchingly, but finally shrugged her shoulders.

“Well, at least everything’s taken care of here. Why don’t we move on to the next part of the tour, shall we? I bet Cam has a lot of catching up to do.”

Cam cleared their throat.

“Er…yup.”

Cherry hands Aurora’s reigns to Cam, who leads her into a nearby stall. Aurora begins to eat from the bucket attached to the door.

“Bye, Cam! See you later!” Cherry said.

Cam tipped their hat, looking you directly in the eye as Cherry turned to open the door to the rest of the workshop.

“Don’t be a stranger.”

You quickly turn away, following Cherry down a long hallway.

“This is going to be an interesting tour, I just know it,” Cherry said brightly. “Where to next? Remember, everything’s open, so it’s all fair game.”

You gather your bearings, thinking over each option.

[4x4tyresperth]

4x4 Tyres Perth: A Guide to Choosing the Right Tyres for Your Needs

Selecting the best 4x4 tyres in Perth requires careful consideration of your vehicle’s needs and the types of terrain you’ll be navigating. With tyres differing in traction, durability, and performance across surfaces like sand, mud, and rocky trails, understanding tyre features is essential. This guide covers key tyre specifications, durability aspects, and recommended brands, helping you find the ideal set for your off-road or mixed-terrain journeys.

Key Characteristics of 4x4 Tyres

Choosing 4x4 tyres involves more than selecting the correct size—specific tyre features impact stability, performance, and longevity across different terrains. Consider these factors when assessing tyre options:

Tread Patterns

The tread pattern is essential for traction and handling. Common types include:

All-Terrain (AT): Designed for balanced performance on-road and light off-road, these tyres are suitable for everyday use and occasional off-road excursions.

Mud-Terrain (MT): With a more aggressive tread pattern, MT tyres excel in muddy or loose surfaces, though they may wear faster on-road and can be noisier.

Highway Terrain (HT): Built for on-road driving, HT tyres provide a smooth, quiet ride but lack off-road traction.

Tyre Construction

The structure of a tyre affects its strength, flexibility, and puncture resistance, important for off-road performance.

Radial Construction: Common in 4x4 tyres, this construction offers comfort and stability, suitable for mixed driving on highways and moderate off-road conditions.

Bias Ply Construction: Designed for extreme off-road use, bias ply tyres deliver durability on rough terrains but wear quickly on paved surfaces.

Size & Load Capacity

Selecting the correct size and load capacity is crucial for safety and performance, especially for 4x4s carrying heavy loads or towing. Adequate load capacity ensures stability and reduces premature wear.

Durability Considerations

High-quality 4x4 tyres are built to endure rough terrains without sacrificing longevity. Look for features like puncture resistance, reinforced sidewalls, and heat-resistant materials. Harder rubber compounds are more durable, while softer compounds, offering better grip, may wear faster on rocky terrain.

Recommended 4x4 Tyres for Different Conditions

To aid in your selection, here are some top choices for various terrains, known for their balance of performance and durability.

Sand and Beach Driving

Top Choices: Goodyear Wrangler AT/S, BF Goodrich All-Terrain T/A KO2

Features: These tyres offer wider treads and flexible sidewalls for effective flotation on sand, reducing the risk of sinking.

Mud and Wet Terrain

Top Choices: Cooper Discoverer STT Pro, Mickey Thompson Baja MTZ P3

Features: Aggressive tread patterns with self-cleaning capability ensure traction in muddy areas, and reinforced sidewalls protect against punctures.

Rocky and Rough Trails

Top Choices: Toyo Open Country M/T, Falken Wildpeak AT3W

Features: These tyres feature deep treads for durability on rocky trails, providing protection and longevity in demanding off-road conditions.

Mixed Terrain & General Use

Top Choices: Pirelli Scorpion ATR, Yokohama Geolandar A/T G015

Features: Balanced tread design offers reliable grip on highways and traction on dirt or gravel, ideal for Perth’s varied landscapes.

Tips to Maximise Tyre Lifespan

Given the investment in quality 4x4 tyres, taking steps to prolong their life is essential.

Rotate Tyres Regularly: Rotate every 10,000 kilometres to ensure even wear, especially for vehicles under heavy load or towing.

Check Tyre Pressure: Proper inflation is crucial; under-inflated tyres wear on the edges, while over-inflated tyres wear in the centre. Adjust based on the terrain.

Maintain Alignment & Balance: Regular checks prevent uneven wear and improve handling, essential after off-road trips.

Inspect for Damage: After off-road driving, inspect tyres for cuts or punctures. Prompt repairs prevent further damage.

Selecting a Reputable Brand

In Perth, several brands are recognised for their quality 4x4 tyres suited to various terrains. Notable options include:

BF Goodrich: Known for resilience in challenging conditions, especially in mud and rocky terrain.

Cooper: Offers durable all-terrain and mud tyres with strong puncture resistance.

Goodyear: Versatile for both highway and moderate off-road use.

Mickey Thompson: Highly regarded for extreme off-road applications, providing superior traction and toughness.

Conclusion

Choosing the right 4x4 tyres is key to ensuring your vehicle performs optimally, safely, and comfortably across a range of terrains. Understanding the specific demands of different surfaces and selecting tyres with the appropriate features will maximise your efficiency and safety. For drivers in Perth, selecting the best 4x4 tyres equips you to tackle diverse landscapes with confidence.

[tyresosborneparkfordranger]

Tyres Osborne Park: Selecting the Ideal Tyres for Your Ford Ranger

Driving a Ford Ranger in Osborne Park means encountering a mix of urban streets and rugged terrains. To ensure optimal performance and safety, choosing the right tyres is crucial. This guide focuses on helping you find the perfect tyres for your Ford Ranger, tailored to the unique driving conditions of Osborne Park.

Why the Right Tyres are Crucial

The Ford Ranger is a versatile vehicle, capable of handling daily commutes and off-road adventures. Equipping it with suitable tyres enhances its capabilities, influencing traction, fuel efficiency, and overall handling. In Osborne Park, where weather and road conditions can vary, selecting the right tyres is essential for a safe and enjoyable driving experience.

Types of Tyres Suitable for the Ford Ranger in Osborne Park

All-Terrain (A/T) Tyres

Ideal For: Drivers who split their time between city roads and off-road excursions.

Advantages:

Versatility: Offer a balance between on-road comfort and off-road durability.

Traction: Provide reliable grip on dirt, gravel, and muddy surfaces.

Durability: Built to withstand diverse driving conditions.

For Osborne Park drivers who enjoy weekend getaways into the wilderness, all-terrain tyres are a popular choice. Brands like BF Goodrich All-Terrain T/A KO2 are renowned for their toughness and adaptability.

Highway Terrain (H/T) Tyres

Ideal For: Those who primarily navigate paved city roads and highways.

Advantages:

Comfort: Designed for smooth on-road performance with reduced noise.

Fuel Efficiency: Lower rolling resistance improves fuel economy.

Handling: Offer excellent control and stability on highways.

If your Ford Ranger is mostly used around Osborne Park's urban areas, H/T tyres like the Michelin LTX Force or Bridgestone Dueler H/T provide a comfortable and efficient ride.

Mud Terrain (M/T) Tyres

Ideal For: Enthusiasts who frequently tackle challenging off-road conditions.

Advantages:

Traction: Exceptional grip in mud, sand, and rocky terrains.

Tread Design: Aggressive patterns for maximum off-road performance.

Durability: Built to withstand harsh environments.

For serious off-roaders in Osborne Park, M/T tyres such as the Goodyear Wrangler MT/R are an excellent choice to conquer tough trails.

All-Season Tyres

Ideal For: Drivers needing consistent performance in varying weather conditions.

Advantages:

Versatility: Suitable for both dry and wet conditions.

Balance: Offer a mix of grip, durability, and fuel efficiency.

Convenience: Eliminates the need for seasonal tyre changes.

If you face changing weather patterns in Osborne Park, especially during rainy seasons, all-season tyres like the Pirelli Scorpion ATR provide reliable year-round performance.

Key Considerations When Choosing Tyres in Osborne Park

Load Capacity and Durability

Importance: Essential for towing and hauling heavy loads.

Benefit: Higher load ratings ensure tyres can handle the weight without compromising safety.

Tip: Always check the load rating to match your vehicle's requirements.

Fuel Efficiency

Impact: Tyres affect your vehicle's fuel consumption.

Choice: Opt for tyres designed to reduce rolling resistance, like H/T tyres.

Result: Improved fuel economy can lead to significant long-term savings.

Tyre Size

Recommendation: Stick to the manufacturer's suggested tyre sizes.

Consideration: Larger tyres may enhance off-road capability but can affect handling and fuel efficiency.

Advice: Balance your specific needs with the potential trade-offs.

Terrain Usage

Assessment: Determine how often you drive off-road versus on paved roads.

Decision: Choose A/T or M/T tyres for frequent off-roading; H/T tyres for city driving.

Goal: Select tyres that match your typical driving environments for optimal performance.

Top Tyre Brands for Ford Rangers in Osborne Park

BF Goodrich: Known for durable and high-performing all-terrain and mud-terrain tyres.

Michelin: Offers dependable highway tyres with excellent handling and fuel efficiency.

Bridgestone: Provides a blend of on-road comfort and off-road toughness.

Goodyear: Renowned for superior mud-terrain tyres suitable for off-road enthusiasts.

Pirelli: A top choice for all-season performance with reliable traction in various weather conditions.

Where to Purchase Tyres in Osborne Park

Osborne Park boasts several reputable tyre retailers and service centres catering to Ford Ranger owners. These establishments offer a wide selection of brands and professional fitting services to help you find the perfect tyres for your needs. Consulting with a local tyre specialist can provide personalized recommendations based on your driving habits.

Notable Locations:

Tyres Osborne Park: Offers an extensive range of tyre options and expert advice.

Osborne Park Tyre Service: Provides quality service and a variety of brands suitable for Ford Rangers.

Conclusion

Selecting the right tyres for your Ford Ranger in Osborne Park is essential for maximizing performance and ensuring safety. Whether you need durable all-terrain tyres for off-roading or efficient highway tyres for city driving, understanding the different types and their benefits will guide you in making an informed decision. Always consider factors like load rating, terrain usage, and tyre size to get the most out of your vehicle.

[jeepcarupdates]

Exploring Off-Road Trails with Your Jeep Compass

The Jeep Compass, with its distinctive blend of rugged capability and urban versatility, is not just a compact SUV; it's a ticket to adventure. While the Compass may not have the same reputation for off-roading as its larger siblings like the Wrangler, it's more capable than you might think. Visit PPS Jeep Near Me to explore all the details related to Jeep Compass.

In this article, we'll explore the exciting world of off-road exploration with your Jeep Compass.

Know Your Jeep Compass

Before you embark on any off-road adventure, it's crucial to understand your vehicle. The Jeep Compass comes with two available all-wheel drive (AWD) systems: Jeep Active Drive and Jeep Active Drive Low.

Both systems provide you with the traction and stability required for off-roading, but Jeep Active Drive Low offers a 20:1 crawl ratio for enhanced capability in extreme conditions.PPS Jeep Dealer Near Me gives you a detailed idea of Jeep Compass and its features.

Additionally, your Compass comes with the Jeep Compass Trailhawk trim. This is specifically designed for off-road adventures. It features increased ground clearance, skid plates, tow hooks, and specialized off-road tires, making it the ultimate choice for those seeking rugged terrain.

Tire Selection

Your tires are the only point of contact between your vehicle and the trail. Off-road tires with aggressive tread patterns providesuperior grip on rough terrain. If you own a Compass Trailhawk, you're already equipped with all-terrain tires designed for off-road use.

Basic Off-Roading Techniques

Approach and Departure Angles: When you're tackling steep inclines or declines, understanding your vehicle's approach and departure angles is crucial. The Compass Trailhawk's unique front and rear fascias offer better clearance for navigating such obstacles.

4x4 System: Depending on the terrain, you might need to engage the 4x4 system forJeep compass off-road build. The Jeep Compass allows you to switch between modes, like Snow, Sand, Mud, and Rock, to optimize traction based on the conditions.

Traction Control: Keep an eye on your vehicle's traction control system. Sometimes, it's beneficial to disengage it to allow your wheels to spin more freely, especially when you're stuck in deep mud or snow.

Low Range: If you have the Compass with Jeep Active Drive Low, engage the low range when you encounter extremely challenging terrain. This feature provides enhanced torque and control at low speeds.

Steer Smoothly: When navigating through rocky or uneven terrain, it's essential to steer smoothly to maintain control and prevent damage to your tires and suspension.

Safety First

Off-roading can be exhilarating, but safety should always be your top priority. The expert staff can help you run through the safety features in detail, as you visit PPS Jeep Showroom Near Me. Here are some safety tips for your off-road adventure:

Travel with a Buddy: It's safer to explore off-road trails with a friend or a group of fellow enthusiasts.

Communicate: Ensure you have a reliable means of communication, such as a satellite phone or a two-way radio, as cell phone reception can be unreliable in remote areas.

Pack Essentials: Carry essential supplies like water, food, a first-aid kit, recovery gear (such as tow straps and a winch), and navigation tools.

Know Your Limits: Don't push your Compass beyond its capabilities or your own. If you're unsure about a particular trail or obstacle, it's okay to turn back.

Respect the Environment: Stay on designated trails, avoid damaging vegetation, and dispose of waste properly. Leave no trace of your adventure.

Can you offroad with a Jeep Compass?

For lovers of off-roading, the Jeep Compass Model S 4X4 Diesel AT stands out as the ideal model.Jeep Compass ground clearanceis 178mm which is the best in its segment. Its 4WD drive type, strong engine, high ground clearance, and ample bootcapacity make it ideal for off-road conditions.

Is Jeep Compass good for long trips?

The Compass is, nonetheless, a really capable SUV all around. It feels strong and comfortable, is capable of travelling great distances, and can travel off-road. The higher Compass models are now fairly pricey, which is the one kink in the works. Before you plan for a long trip, get your vehicle ready with PPS Jeep Schedule Service Near Me for auninterrupted journey.

Is the Jeep Compass all terrain?

A 2.0-liter turbocharged four-cylinder engine and 4x4 drivetrains are standard on all Compass models. The Trailhawk, equipped with all-terrain tyres, can perform reasonably well on desert dirt, while the crossover seems like it would be at home in ordinary suburbia driving.

Is Jeep Compass a good 4X4?

Yes, the Jeep Compass is designed for light off-roading, making it the ideal vehicle for short hikes and camping excursions. Even if it's not everyone's first choice for a serious off-road vehicle, the Jeep Compass has the capability and features to handle any conceivable challenges for novice off-roaders.

Conclusion

In conclusion, the Jeep Compass, especially in its Trailhawk trim, is a capable off-road vehicle that can take you to places beyond the beaten path. Just remember to prepare adequately, understand your vehicle's capabilities, and prioritize safety. With the right mindset and some basic off-roading skills, you'll be ready to explore the great outdoors in your Jeep Compass. So, get out there and start your off-road adventure today! PPS Jeep Price Near Me can be the way you can find affordability-related details, by visiting the nearest PPS Jeep Showroom.

[doubleleoenergy]

My Oh My

A little bit older, a black leather jacket. A bad reputation, insatiable habits.

Pairing: Alpha!Bucky x Reader

Warnings: 18+ ONLY, oral (female receiving), HEAVY breeding kink, dirty talk, knotting, mating, beta in heat, blood

Word Count: 2132

Author’s Notes: I am sorry that I am such a whore. This is disgustingly filthy.

“Y/N?” Bucky has one hand on the steering wheel of the Jeep Wrangler, the other gripping his cellphone against his ear. He was headed back towards the ‘Pack Dwelling’, as some would call it, representing the large house in the middle of the woods that his pack all lived in. Bucky had been out meeting with the Stark Pack, a pack of ten located about two hours away from their property.

It was mating season, and having been more ESTABLISHED than the Stark Pack when it came to that time of the year, their alpha Tony had asked to meet up and give advice to his group of betas. Tony himself had been through MANY mating seasons with his mate Pepper, but his pack of betas were fairly young and hadn’t experienced anything related to the first heat. Tony and Bucky explained the process to the males, bringing in the females after with Pepper in tow to help explain to them how their heat would affect them. After staying for a late lunch Bucky finally said his goodbyes, thirty minutes from home when y/n called.

“Buck…” She whined on the other end, the alpha sitting up straighter in his seat. He KNEW what was going on from the sound of her voice, a deep growl leaving his chest. This was it, this was HER first heat. His foot instinctively pressed harder on the gas, a wild look of excitement spreading across his face.

Y/N and Bucky had been together for about three months now, and the moment his cerulean hues locked on her he KNEW she was his. She had been a member of the Romanoff Pack originally, but had lost their alpha in battle. The new alpha that had taken over was cold-blooded, had a thirst for human hunting, something SHE and half of her pack did not agree with. One night, while everyone was asleep, they made their escape, becoming omegas for a few months before stumbling upon Bucky and his pack in town. The rest was HISTORY.

“I know, doll. I promise I’m hurrying.” He was going at least twenty ABOVE the speed limit at this point, not giving a fuck as he traveled on the backroads of town. No cops ever traveled this far back, and there hadn’t been another vehicle on the road for at least ten minutes. “Are you alone?” He questioned, his cock stirring in his dark denim jeans.

“Yes, Peggy also went into heat about the same time as I did today, Steve has been taking care of her in their room. But the new betas, the ones without MATES, they can smell me. They’ve been trying to get in the room but I threatened to rip off their heads if they did.” She KNEW Bucky was pissed, a darker growl wafting through the phone speaker, hearing the sound of the Jeep speeding up.

“They KNOW better.” He snapped, hearing her hold the phone away from her ear as she screamed at the betas who continued to claw at the door. “They should know you belong to ME, you have the mark to prove it, don’t know why they think they can touch their ALPHA’S property.”

Bucky’s words make the wetness between her legs worse, her panties already soaked in her denim shorts. “You can deal with them when you get here. But I really need you to hurry, Buck. I’m SO hot right now.” It felt like her body was on fire, her hips bucking against the pillow on the bed to create stimulation to her clit.

“I’ll be there in FIVE. Then I’ll show those dogs who you BELONG to.”

Bucky barely gets the Jeep in park out in front of their rustic estate, ripping his seatbelt off and slamming the door, the muscles in his arms bulging TAUT against his favorite black leather jacket. The door smacks against the wall as he enters, making the female betas watching a movie on the couch jump.

“Where are they?” He questioned through gritted teeth, pulling his leather jacket off and dropping it to the floor carelessly. One of the betas points in the direction of y/n and Bucky’s master bedroom, his footsteps getting louder as he strides against the hardwood floor.

“BOYS!” His voice is booming, the low growl settling in his chest. The three young betas clawing at the bedroom door stop, turning to look at Bucky with fear in their eyes. “What the FUCK do you think you’re doing?”

One of the boys looks back at the others, visibly shaking. “W-We’re sorry, alpha. Y/N just smells so GOOD. We can’t help it, we don’t have anyone.” Bucky moves to stand directly in front of them, gesturing to the door which displayed THICK scratch marks now.

“You want her that bad, huh?” He snaps his teeth at them, making them flinch. “Get out of my FACE before I rip your throats out with my TEETH.” The boys scramble, knocking into each other as they sprint down the hall and into the kitchen.

Bucky turns his attention back to the door, jiggling the locked handle a few times before he hears it unlock, pushing it open. Of course the SCENT of her arousal wafted a mile down the road, the stench only getting stronger as he walked closer and closer to the bedroom. His eyes take in the site of his mate, his cock hard as a rock now in his jeans.

She had discarded her shorts and tank top by now, the heat overtaking her, NEEDING to be free. Her drenched panties still clung to her hips, her breasts completely exposed. She looked DAZED, like she was trying to see through a fog, her mouth open and panting for cool air.

Bucky kicks the door shut behind him, walking up to y/n and kissing her deeply, his hands running through her hair. She melts against his lips and his body, feeling him press his tightened jeans against her, a moan leaving her lips when she could FEEL how hard he was already for her. She’s panting again loudly when he breaks the kiss, his hands roaming over the beads of sweat along her back, caressing her body and placing kisses down her jawline. He gently walks them backwards until they fall onto the bed, all of Bucky’s weight pinning her down.

“Buck! I need you, I’m literally on FIRE.” She croaked out, her hands going up into his long locks and tugging. A deep growl emits from his throat again, his teeth scraping against the darkened mating mark on her skin, drawing a few droplets of blood. He’s licking and sniffing all over her neck and collarbones, snaking his body down hers as he scents her, marking him as HIS. This would keep the betas away for sure, her scent covered with HIM.

Bucky watches as y/n arches her back into him as his lips latch onto her breast, sucking for a moment before moving to the other. His lips trailed down her abdomen, stopping to place wet kisses just above her pantyline. “Gotta taste you first, you smell so DELICIOUS.” He teased, a sharp fingernail slicing easily through the thin fabric of her panties. He pulls the shredded bits away, admiring her folds as they glistened with her honey.

Bucky wastes no time, lapping against the juices on the outer folds before diving inward, his beard scratching PERFECTLY against her skin. Soft moans are falling from her lips, her fingers still toying in his hair, hips bucking into his face to take MORE. It isn’t long before she cums, sending sweet liquid to his tongue.

“H-holy shit.” Her eyes close in pleasure, Bucky slurping up all of the liquid she gave him before he pulls back with a smile. “Doll, you taste even SWEETER than usual.” He gets off of her to remove each article of clothing he still had on, kicking his shoes in with the pile, his cock slapping against his stomach as it became free from the fabric binding him in.

He steps forward towards the bed again, tugging on one of her ankles to pull her so her ass is RIGHT up against the edge of the bed, her legs instinctively flexing open at her sides. “Want to take you like this first, fuck you slow on my cock, see your face when I first press into that needy cunt of yours.”

Y/N whimpers on the bed, her flingers moving to tug at her pink nipples. “Please, Buck, NEED to feel you now. I promise I’ll be GOOD.” Bucky settles against her slit, the tip of his cock red and angry, a light sheen of pre-cum leaking out. He lines himself up, one of his hands gripping her hip as he pushes in. His eyes focus on her face, watching it contort with pleasure at being filled finally. His cock was long and girthy, y/n’s cunt swallowing him in until he couldn’t push in any further. 

He barely moves backward before she cums again, tears falling to her cheeks from how incredible it felt. “Baby please move, need MORE of you.” Her nipples are hard from the way she pinched at them, one of her hands moving down so her fingers can press against her clit. Bucky’s hips move back so he’s halfway out of her before plunging back in again, bottoming out. He can HEAR how wet she is as he picks up his pace, a rumble stirring in his chest.

“Doll, you feel so good, so wet for me. Look at you, milking my cock for more.” He fucks her like that for a few minutes before pulling out, y/n whimpering at how EMPTY she felt. “Get on your hands and knees, ass up.” She does as she’s told, rolling over onto her knees and sticking her ass up high. Bucky SHOVES his cock back in, going deeper in this position than he had been before. His rough hands grab onto her hips, his nails digging into her skin as he fucks into her animalistically.

“So fucking good, look so BEAUTIFUL on your alpha’s cock.” Her walls tighten as she cums a third time, mumbling nonsense, a lazy smile spreading on her face. Bucky chuckles, one of his hands moving into her hair, tugging her flush up against him. He tilts her face so he can see her, her eyes fighting the urge to close. “Look at you, going fucking STUPID on your alpha’s cock. Can’t even stop yourself from coming, like the whore in heat that you are.”

She’s drooling a bit, letting him fuck her senseless. “Yes alpha. I’m a whore in heat, only for YOU.” He can feel his orgasm building, a guttural groan escaping his throat.

“Gonna cum in that sweet cunt, fuck you down onto my KNOT to fill you full.” The hand on her hip snakes around to rub over her stomach, his hips snapping against her harder. “You’ll look so good all SWOLLEN with my pups, gonna keep you full of my cum always, make you my breeding whore.” Y/N loses it again, submitting as she cums one last time, the hand Bucky had in her hair moving forward to grip her throat, touching along their mate mark.

“You like the thought of that, huh? You came just from THINKING about me using you as my breeding whore. Maybe when you’re heavy with my pups I’ll bring you out into the living room and make the beta boys WATCH as I fuck you, let them watch what a whore you are for me. Let them know who you belong to as I fuck you stupid.” She’s whimpering at how good all of it sounds, swallowing as best she could with his hand around her throat.

“Y-yes alpha, PLEASE, want you to do all of that. Want you to breed me, tie us together with your KNOT, want to be your breeding whore.” Her words are all it takes before his knot builds inside of her, tying them together as she wanted, ropes of cum spurting deep inside of her, breeding her full. Her stomach BULGES from all of the cum that’s pumped inside her, wincing at the sting of the knot as it locked her into place. Bucky releases his hand from her throat, her body heaving forward and collapsing on the bed, his own body resting atop hers.

He places gentle kisses to her shoulder, nuzzling against her. “Did so GOOD, doll. Can’t wait till we have a little family of our own.” She smiles, her breathing finally steadying and the fire on her body dissipating a bit.

“A little family of potential alphas to take their daddy’s place someday. I like the sound of THAT.”

[fidemcanem]

“Here’s another curse for you - may all your bacon burn.”

Studio Ghibli Sentence Meme ( accepting ) | @pr0ngs ft (of course) @lupiinee and @xonismsx

It’s more than a little unusual for Sirius and James to be early to breakfast.

James may be an early riser—obnoxiously so, some might say—but even he, Sirius-Black-wrangler extraordinaire, can’t make the task of easing Sirius from asleep to awake an easy one. Of all four boys, Sirius is the heaviest sleeper, and mornings aren’t his natural habitat.

And so there’s the bribery (bacon, Pads, think of the bacon) and the bartering (if you get up now, we’ll let you sleep until noon on Sunday) and the ambush (I’ll grab his sheets, you tickle his feet). Between the three of them, they can generally get him up and out of the door in time for a decent breakfast, but it’s not all that uncommon for Remus and Peter to leave James to fight the good fight on his own, appearing twenty minutes after them with a shuffling Sirius in tow.

Today, Remus and Peter arrive down at breakfast and find both James and Sirius already down there. That’s suspicious enough in itself, but even from a distance it’s easy to see that Sirius is buttering his toast with extreme prejudice, slamming his knife down on the table when he’s done, and James is glowering off into the distance as he chews.

The tension between them is palpable, for all that they’re in their usual spots, wedged on the bench together despite the ample room either side of them. Their legs and arms are pressed close, like always, but James reaches across Sirius for the butter and gets his hand smacked away.

Remus and Peter exchange a look and make their cautious way over to the table.

“Morning,” Peter offers bravely, as he swings his legs over the bench and reaches for the toast, half-expecting Sirius to take a fork to his hand. Sirius only huffs a breath. James harrumphs. Sirius has moved on from abusing to his toast to an unnecessarily aggressive assault on his sausages, chopping them to pieces with such an intense ferocity that Remus feels mildly unwell.

“All right?” Remus asks, with a little more hesitation than Peter.

“I don’t know, Moony,” James says. “Let’s check with Sirius, since he always knows best. All right, Sirius?”

“I don’t know, James,” Sirius echoes, viciously. “Maybe you should just answer for all of us. Must be a real curse, always knowing the answer to other people’s problems and not your own.”

“Here’s another curse for you,” James says, lunging for the butter dish. Sirius pulls it away at the last moment so that James is left half-standing, hand closed around nothing. “May all your bacon burn.”

“—all right then,” Remus says, and picks up the paper.

“Are you two done yet?” Peter asks, when he drops down into an armchair in the common room. Sirius and James are all squashed up on one between them, Sirius’ legs hanging over the arm, and James’ arm resting on Sirius’ head.

“Good question,” James bites out. “Done being an arse, Pads?”

“When you’re done being a wanker.”

“Right,” Peter says. “James, Remus was asking after you. Sirius, get your chess set. I’m about due to beat you again.”

“You wish,” Sirius mutters as James disentangles himself. The imperious scowl stays, but his eyes follow James right up until he disappears up the stairs towards their dorm.

“You wanted me?”

Remus blinks up at James, lifting his head from his charms textbook. He’s got notes spread out on the bed around him, and a half-finished essay at his side.

“Did I?” he asks.

“Peter said so.”

“Yes, well. Peter probably just wanted to spend a nice evening in the common room without you and Sirius swiping at each other,” Remus observes mildly, and drops his gaze back to his book. His eyes scan a few lines, and then he turns the page. James lets out an irritated sigh, and flops backwards onto his own bed, arms spread wide.

“Not my fault he’s being a right wanker,” James protests. Remus makes a non-committal hum, and turns another page. “What? He is!”

“What about?”

James grows suddenly evasive. “You know. Sirius-stuff.”

“Ah.” Another page turns. Remus scribbles down a sentence, and then scratches absently at his neck with the end of his quill.  He’s got ink on his fingers, James notices, and he’s getting that mildly harassed look that means he’s been at it for a while.

“Here,” James says, levering himself up and perching himself on the side of Remus’ bed. “I’ll help.”

“Thought you hadn’t started it yet?” Remus asks, suspiciously.

“Haven’t,” James admits with a grin. “But two heads are still better than one.”

“Damn,” Peter sighs, as his king is knocked from the board with gleeful violence. Sirius sits back, forgoing his usual triumphant gloating. Really, Peter should have known better than to challenge Sirius to a game in this mood; he’s at his best when his playing is focused and aggressive.

But really, it hadn’t been much about the chess, anyway. Peter dutifully notes Sirius’ victory on the running tally they’ve got marked up on the inside of the box. Peter’s still a couple of games ahead, but it’s a close thing. Sirius’ gaze flickers—obviously, longingly—towards the stairs. Peter does his best not roll his eyes.

“Just go and say sorry,” he suggests. Sirius’ gaze snaps back to Peter, and for a moment there’s a derisive sneer hooking over his teeth before it’s pushed away.

“For what?” Sirius demands, only a little strained as he tucks his anger back under his skin. Peter observes him steadily and tries not to take offence, knowing as he does that Sirius has unlearned a lot of things, but not everything. Not yet.

“Does it matter?” Peter asks with a shrug.

There’s a long pause, followed by a reluctant “s'pose not”. Sirius’ pride is all too often his downfall.

“Well then,” Peter says, and flaps a hand. “Go forth and apologise. I’ll put the chess away.”

It looks for a moment like Sirius is going to stay right where he is, but then his fingers drift to where James’ palm had been pressed, earlier, and he stands, casually, like he’d been planning to all along.

“ —a what charm?” Remus asks, irritably. James squints closer at the notes he’s dug out from his own bag.

“Haunting?” He tries. “Gurning?”

Remus leans over the paper too, and frowns hard at it, as though pure concentrated effort might be enough to decipher James’ lazy scrawl.

“Wanting?” Remus suggests. “Honestly James, how do you read this?”

“Sirius can,” James says, glumly, and why is Remus not surprised that Sirius is the only one who can make out the utter enigma that is James Potter’s handwriting when he wasn’t paying attention?

“Give it here, then.”

They both jump. Neither had heard Sirius push the door open, both too focused on the puzzle in front of them. Remus looks first to James and then to Sirius.

There’s one of those conversations, the kind that doesn’t require any words, and then James holds out the parchment. When Sirius crossed the room to take it, he ends with his fingers threaded thoughtlessly through James’ hair.

“Warming charm,” he says. “Numpties.”

“Oh,” James says, brightly. “Well that makes way more sense.”

And that’s that, apparently: whatever argument was being drawn out between them is over, and without so much as a word. Remus dips his head to make a note. From the corner of the eye he catches two faint movements: James tips his head, minutely, towards Remus. Sirius, just as subtly, shakes his. He swallows hard and pretends not to notice.

Peter comes in just then, anyway, chess set under one arm. He flings it towards Sirius who catches it one-handed, almost effortlessly, a mere three inches from James’ face. James, unperturbed, wrinkles his nose.

“Really wish you’d stuck it out on the team,” he grumbles. Sirius grins.

“Yeah, well. They couldn’t handle me.”

“Who can?” Peter snorts, and Remus finds a quiet smile curling at his lips, too, though he knows for a fact he’ll be getting no more of his essay written tonight. Bickering breaks out between them all, fond and free of the vicious irritation of the last few days.

Normal service is, at last, resumed.

[cowboyjen68]

Things rural lesbians need to know (and pretty much any woman really). 

I’ll entitle this set TOWING/HAULING tips:

1. Ratchet Straps... forget bungees..those things will snap and hit you (or your wife and then you spend the rest of the day asking her if she needs ice and saying you are sorry)  Buy the kind that actually ratchet. Not the Thumb push and pull. They don’t stay locked.  If the gears start to wear, toss them and buy new. They are cheap, but having a tent fly off of your trailer and landing in the back seat of the BMW convertible can be expensive..unless it is a super nice gay man with a sense of humor. (this may or may not have happened to me)

2.Cotter Pins. Buy in bulk and many sizes. Keep them in your garage or kitchen junk drawer ( i know you have one) and a package in your towing vehicle. You need this for hitches, trailer hinges, lawn tractor decks, and a few other things that will come up.  You will break them..you will loose them. Have more handy.

3.Grease Gun:�� Pick one up at an auction or by new. Keep it loaded and in your garage. Don’t be afraid to put some on the hitch and in the coupling of anything you pull WHEN NOT IN USE. Don’t grease right before use.. Most cars need a little grease here and there occasionally..so my son Hunter says

4.Don’t tie down things to other things on the load.. Good grief it took a few times of picking up my shit off the road to learn this lesson. Each end of any tie down should be attached to the trailer or truck bed...or Suburu roof.

5.Roughly 40% of my childhood was my dad backing up to a hitch and me yelling at him which way to go OR me backing up to a hitch and him yelling at me for any number of things. Turn off the radio, roll down the window and make sure the person directing you is out of danger AND in your line of site so hand signals can some into play.  Hint:  Sometimes “one more” foot is more like three inches so when the hitch hints your bumper, be gentle with each other. 

6. My personal favorite. DO NOT under any circumstance use or let a friend who uses your towing vehicle install a LOCKING HITCH. No one wants your fucking hitch... no one is going to steal a 20.00 ball and neck. BUT you will loose the keys immediately and then you will spend 180.00 on a Dewalt reciprocating saw, another 50 bucks on blades and an entire Saturday cutting the hitch off AFTER spending Friday night and killing a 6 pack trying to drill though the lock mechanism.

7. Jeep Wranglers with a V6 engine CAN pull 25 bales of hay.. but they probably shouldn’t. Make friends with lesbians who own trucks. 

[jphagger]

Cross Country Tip Entry #10

Yellowstone wasn’t our type of park. It took us 3 hours to drive from our previous campsite to the east entrance and then another two hours to get into the park. This in itself was not a great sign, but we found a small hike that went near a nice waterfall that made things better. In the parking lot we met a man from the Czech Republic who had been traveling the US for months on a Suzuki V-strom. We chatted for a bit about his adventures and different motorcycles and exchanged info to try to meet up sometime during our stay.

After that we headed back to the car and towards the old faithful visitor center to get some camping information. I saw a sign that said “next eruption estimated at 6:29 PM” and looked down at my watch. “6:29!” I said and took off running towards the geyser with Jeffrey in tow. There, hundreds of people’s cell phones were watching the geyser burble and froth. It ended up being another 15 minutes before the geyser actually erupted, but it was worth the wait.

We visited the ranger station to see if camping in our soft sided canopy was allowed at the campsites in the park. It was, but all of the campgrounds were full, as predicted. iOverlander showed a BLM campground just outside the north entrance with great reviews that was only an hour and a half away so we opted for that rather than paying for a campsite elsewhere. The site was beautiful and just to the side of the Yellowstone river with a mountain backdrop, picnic table and pit toilets. We made up camp and went to bed with plans for a hike the next day. The plan was to spend 3 full days in Yellowstone since it was so highly rated by everyone we talked to.

The hike was about 8 miles-a shortened version of what Jeffrey originally picked because I was feeling very under the weather. We ran into a group coming the other direction that recognized my Stony Brook Ultimate frisbee shirt and asked if I went there. It turned out that he was one of the founders of the team that helped pick their name, Panic. The end of our hike was a steaming mound of white rock with bubbling water in various crevices.

On the way back we played hiker’s leap frog with a couple that both work in the park, one as an animal wrangler and one as a facility manager.

As an FYI, these events happened around June 27th. My entries are lagging hugely, since the events of the trip have been so busy.

[kimberlykeebler34]

Amazon Delivery Van Gets Extremely Stuck Following GPS Down a California 4x4 Trail

The Car Internet has seen its fair share of silly-driver-stuck stories in 2020, but it's November and they keep pouring in. This time, it's not a Jeep Wrangler dangling off a cliff or a 30-foot box truck stuck on Colorado's Engineer Pass. It does have some in common with both of those, though. An Amazon delivery driver got their Ford Transit stuck deep in a California 4x4 trail, less than an hour away from the site of that aforementioned Wrangler's infamous incident. Guess that's what this guy gets for following his GPS.Freddy Rodriguez of Cavalry Off-Road Recovery emailed The Drive's tips line shortly after yanking the van out with a pair of Toyotas. We hopped on the phone and he told me about the job, saying Amazon found his four-wheeling outfit via Yelp after several towing companies had said "no" outright given the circumstances. Not only was the van stuck on Canyon Lake Trail, just north of Lake Elsinore, but it was late in the day and it needed to be recovered right then."What surprised me is that four other tow truck companies that Amazon contacted weren't able to do it. We were pretty much the last ones [they called]," Rodriguez explained. "We were actually planning on going the next day and they said 'Nope, See: IM608 Review. we need it back today. As soon as possible.'"That makes sense seeing as Amazon, the world's busiest freight mover, has deliveries to make, especially around this time of year. Another piece of relevant info that Rodriguez made note of was that, along with it being near the holidays, it was also the day the iPhone 12 Pro Max was released to the public-Nov. 13. You can guess, then, what the Transit was likely packed full of.Rodriguez got the call at 4:45 p.m. PT to retrieve the Amazon van and by the time he got there, the driver was gone. Apparently, when he caught wind from his supervisor that no towing company would come out, he phoned 9-1-1 and the Riverside County Sheriff's Office deployed an air rescue team to take him to safety. By 10 p.m., the recovery was complete. Rodriguez and a member of his crew drove their modified Toyota 4Runner and Sequoia down the relatively tame trail and had the van out fairly quickly. Still, even with this being a straightforward job, it wasn't cheap-we're talking thousands of dollars for little more than a few hours and a winch deployment. That's the going rate for such a recovery and drivers know as long as they're following the GPS, they won't be on the hook for the bill. Maybe that explains why there's been a noticeable uptick in viral Facebook posts with Amazon vans stuck in less-than-ideal situations."It's an ongoing issue. It's an ongoing problem when it comes to those drivers," Rodriguez continued. "What I'm hearing is they're not allowed ... in other words, they have to follow GPS. They cannot take a different turn, they can't turn around. I've got pictures from other tow truck companies out of state-New York, Colorado-and they run into these same situations. They're a tow truck company and they actually end up getting contracted by Amazon because they say they're getting at least one to two [stuck delivery vehicles] per day."It's hard to say where the van was headed, but it definitely didn't get there on schedule. You're sure to see more photos of stuck delivery vans as the weather gets cold, but when it comes to traveling down a rocky, winding 4x4 trail, this might be the only one.

[dipulb3]

2021 Ram 1500 TRX first drive review: Yep, we got it to fly

New Post has been published on https://appradab.com/2021-ram-1500-trx-first-drive-review-yep-we-got-it-to-fly/

2021 Ram 1500 TRX first drive review: Yep, we got it to fly

“Now, as you come around to the ramps, you’ll want to be doing about 55, 60 miles per hour,” my co-driver shouts over the roar of the engine while rocks and dirt blast the pickup’s undercarriage. “That’ll get you the best height and distance for the jumps and set you up to start braking for the next turn.”

Uh huh. Jumps. I’m behind the wheel of the 702-horsepower 2021 Ram 1500 TRX, one of the most extreme and overbuilt performance trucks Ram has ever produced. And as the wheels leave the ground and the cacophony is replaced with an eerie silence, I’m starting to understand just how insane this apex predator really is.

Heart of a Hellcat

Ram’s engineers followed a familiar formula: Take a popular Fiat-Chrysler product and dump the 6.2-liter supercharged Hemi V8 from the Dodge Challenger and Charger SRT Hellcats into the engine bay. Pat yourself on the back; you’ve earned a beer.

Of course, there’s so much more to it than that. In the Ram TRX, that engine breathes through a new dual-path induction system that mixes air drawn through its functional hood scoop and with intake from the grille at the underside of a massive 29-liter airbox. Ram tells me that this design helps to tumble the air inside the box, shaking out sand and water before it passes through twin 8×12-inch air filters. With a total of 198.4 square inches of filter surface area, Ram claims this is the “largest air filter in the segment.” The TRX also features a unique, high-flow exhaust with 5-inch resonators and exhaust tips.

The changes to the Hemi’s breathing mean the TRX makes just 702 horsepower (as opposed to the Hellcats’ 717-plus) with 650 pound-feet of torque, which it sends though an eight-speed automatic transmission to a four-wheel-drive system. That’s more than enough power to launch the 6,350-pound TRX from 0 to 60 mph in 4.5 seconds and onward to 100 mph in 10.5 seconds. The truck will even run the quarter-mile in just 12.9 ticks. The TRX launches quickly and powerfully, immediately finding traction, even on a dirt runway.

This wide boi is 8 inches wider than a standard Ram 1500.

Antuan Goodwin/Roadshow

Suspension upgrades

In many ways, the suspension and chassis upgrades to the Ram 1500 TRX are even more impressive than the powertrain because they’re so much more extensive. The TRX’s frame is based on that of a Ram 1500 Crew Cab, but is modified with over 70% new parts to improve strength and rigidity, and to completely change the truck’s suspension geometry. The pickup’s flared body is 8 inches wider than a standard Ram 1500, accommodating a 6-inch increase in both the front and rear tracks.

The TRX sits 2 inches taller than the standard 1500, boosting its ground clearance to 11.8 inches and its water fording depth to 32 inches. The front wheels are moved forward by 0.6 inch, increasing the wheelbase slightly and freeing up room for beefier suspension components and 35-inch Goodyear Wrangler Territory all-terrain tires, mounted on 18×9-inch wheels (or optional beadlock-capable wheels of similar spec that allow ultra-low tire pressure for crawling).

The TRX’s suspension and chassis upgrades are perhaps more exciting than the 700-horsepower engine.

Antuan Goodwin/Roadshow

You’ll find an independent suspension up front and a solid rear axle with coil springs and forged aluminum components all around. At all four corners, you’ll also find 2.5-inch Bilstein Black Hawk E2 adaptive dampers with remote reservoirs controlling the movement of the suspension. Up front, the TRX has 13 inches of wheel travel, with 14 inches of travel at the rear axle. (You can check our spec comparison to read — and watch — how the Ram 1500 TRX stacks up against the Ford F-150 Raptor.)

On the road

On paved roads, the TRX feels confident with, of course, great acceleration off the line and surprisingly smooth shifts from its eight-speed automatic transmission. The rumble of the V8 exhaust is ever present, but never annoying. The ride is still body-on-frame truck-like, but it’s no more floaty than the standard 1500, which already has pretty controlled ride.

The TRX features a total of eight drive modes, plus a valet setting. Highway miles are best spent toggling between the default and nicely balanced Auto setting and Sport, which sharpens the steering, suspension, transmission and stability control. Ultimately, I found it best to create a Custom setting that blends the two. There are also modes for Snow, Mud/Sand, Towing, Rocks and Baja.

From the 12-inch touch display, drivers can customize their TRX’s performance for a wide range of conditions.

Antuan Goodwin/Roadshow

You interact with the drive modes using a combination of physical controls and the standard 12-inch Uconnect 4C infotainment system. Ram says that this is the first implementation of its Performance Pages software with the big 12-incher, which also features menus for monitoring off-road metrics like wheel articulation, steering angle and axle locker status. 

Of course, the infotainment software still boasts all of the tech features that I like in the standard 1500, including SiriusXM 360L integration, standard Android Auto and Apple CarPlay connectivity, Uconnect Apps and more. You’ll also find a ton of physical charging options for phones and tech, including a total of five USB-A ports and five USB-C ports split between the front and rear rows, as well as a wireless charging pad at the base of the dashboard.

The pickup can also be had with a modern suite of driver-assistance technologies, including blind-spot monitoring, adaptive cruise control, forward pre-collision warning with brake assist and lane-departure warning with lane-keeping assist. Keep checking boxes to add a full-color head-up display and a rear camera mirror.

Drive modes and 4WD settings can be quickly toggled with these controls. Notice that there are no 2WD modes.

Antuan Goodwin/Roadshow

Off-road performance

Playing around at Wild West Motorsports Park in Sparks, Nevada, I’m able to first test the Ram TRX’s crawling ability over a fairly steep rock hill climb overlooking the race course. Setting the drive mode to Rock, the transfer case to its 2.64:1 4WD Low range and locking the Dana 60 rear axle sets the truck up for high-torque, slow-speed climbing. With the aid of Ram’s spotters and the TRX’s generous approach (30.2), departure (23.5) and breakover (21.9) angles, the TRX makes short and relatively easy work of the climb.

While waiting for my turn on the track, I’m able to explore the rocky grounds surrounding the course, testing the Selec-Speed Control — a sort of off-road cruise control inherited from the Jeep Wrangler — on another low-speed climb up a loose grade. The TRX’s dampers do a fantastic job of soaking up some huge bumps at speed, jostling me around in the deeply bolstered driver’s seat quite a bit, but still feeling nigh unstoppable over a two-track trail. 

In the air

Setting the TRX’s drive mode to Baja lets the 4WD, gearbox, steering, and stability control systems know that it’s time for business. Meanwhile, Baja sets the suspension for maximum travel and control needed for high-speed dirt driving. 

I enter the course at the top of a huge hill. Then it’s a stomach-churning drop down to the front straight and immediately over a small hop. Then it’s into the whoops, a washboard series of bumps that test the Bilstein suspension and Ram’s Active Terrain Dynamics software, which can react every 20 milliseconds to keep the truck balanced and controlled.

I was encouraged to really test the limits of the TRX’s advanced suspension.

Ram Trucks

After a sweeping left-hander (that I was encouraged to drift), it’s time for the big jump. Lining up for another downhill approach, I point the pickup at the dirt ramp and mat the accelerator, reaching the recommended 55-mph speed before taking to the air.

The TRX absolutely flies, and lands with such grace that I wonder if Ram should have instead called this tyrannosaurus a pteranodon. Looking back at my photos, I estimate the big jump was a little over 60 feet (about three and a half truck lengths) from takeoff to landing, reaching a height of about 24 inches. All 13 inches of suspension travel are used when landing, the dampers allowing for full compression while progressively firming near the end of travel with up to one ton of damping force at each corner to prevent bottoming out.

Wheels back on the ground, I let out a whoop of my own before getting hard on the 15-inch, four-wheel disc brakes for a sharp left-hander. Kicking up a big rooster tail, I snake my way back up the hill to do it all again… five more times.

Ram’s Truckasaurus is not a practical choice, but it’s definitely a ton of fun.

Antuan Goodwin/Roadshow

Availability and pricing

Starting at $71,690 (including a $1,695 destination charge), the Ram 1500 TRX is significantly more expensive than the $58,135 Ford F-150 Raptor SuperCrew’s. Fully loaded, you’re looking at around $95K for the TR2 trim level with all the optional fixings. Plus, the T. rex’s 10 miles per gallon city and 14 mpg highway ratings are worse than the Raptor’s 15 city and 18 highway estimates, meaning you’ll also pay more at the pump.

That said, the TRX is a bigger, more powerful predator than the Raptor with just over 250 more ponies at its beck and call. It’s also got a more advanced suspension, particularly at the rear axle where the Raptor’s still rocking leaf springs. (Rumor has it that Ford could strike back with V8 power and a coil spring setup of its own for the next-generation Raptor.)

The 2021 Ram 1500 TRX is not a practical truck, but it is quite possibly the most fun and most insane pickup you can buy today.

[our-mrs-saku-love]

First Drive: 2021 Jeep Gladiator EcoDiesel Off-Roads Like a Four-Point-Oh

The new diesel is the off-road champ, and it isn’t bad on the street, either.

MALIBU, California—People often ask me how I write car reviews, and I tell them my usual modus operandi is to find a hook—the feature or aspect of the vehicle that really stands out—and then hang the story on that. Where I run into trouble is with something like this 2021 Jeep Gladiator EcoDiesel test drive, which covers a vehicle that has more than one hook.

The obvious one is how much sense a diesel engine makes in an off-road Jeep. But there's also the hook of a diesel-powered pickup, which is a great idea for people who use their pickups to, y'know, do things. And then there's the plain old hook that, to a car guy like me, diesels are just cool. This is when the writing becomes a struggle: Which is the best hook?

2021 Jeep Gladiator EcoDiesel Test Drive: Off-Roading? You Need One Of These Off-roaders reap great benefits from Dr. Rudolf Diesel's invention. Take this particular 2021 Jeep Gladiator EcoDiesel test drive: I started out my day with an off-road run on the trails at Calamigos Ranch, which is familiar territory; I've probably done 100 laps here, and most of them in Jeep Wranglers. Doing so has made me sentimental for the old 4.0-liter straight-six engine Jeep used ages ago, which had just-off-idle torque to beat the band. Most Jeeps nowadays have FCA's 3.6-liter Pentastar V-6, which is a wonderful engine but has one serious off-road flaw: On steep obstacles, you really have to get it going before it will go. And when you're off-road, revving the engine can make things messy.

The 2021 Jeep Gladiator EcoDiesel does away with that little problem. It's powered by the same 3.0-liter, turbodiesel V-6 found in the diesel-powered Wrangler, with 260 horsepower and a mighty 442 lb-ft of torque available. (As Jeep staffers will gleefully point out, that's a 73-lb-ft advantage over the four-cylinder diesel in Chevrolet's lovely Colorado.) Full twist is available between 1,400-2,800 rpm.

Off-road, the advantages are immediately obvious. The 2021 Jeep Gladiator EcoDiesel can tip-toe its way over tough obstacles with the engine at idle speed or just above. If you come across something that gives it pause, just lock the differentials (assuming your Gladiator has this option) and feed in a little more power, and it'll ease over whatever is under the tires just as gently as you please. In these same circumstances, the gas-powered Gladiator requires more throttle input, which leads to more wheelspin and more drama (and I can say this for certain, because I've been in these same circumstances with Pentastar-powered Jeeps). The diesel allows more precision and finesse—think scalpel versus blunt steak knife and you'll get the idea.

Oh, and this is as good a time as any to mention the Gladiator's nose-mounted camera, which I hadn't tried before. Obviously, it comes in very handy for those steep climbs when all you can see out of the windshield is sky and you don't have a spotter outside of the car.

Of course the diesel is more fuel efficient, and that's useful, too—if you're venturing way, way, way the hell off the beaten path, the further a tank of fuel takes you, the better.

So, yes—off-road, there is no question in my mind, the diesel is the one you want.

2021 Jeep Gladiator EcoDiesel Test Drive: Did Someone Say, "Towing"? If you bought your new Gladiator to do pickup-truck things, the argument for the diesel is also pretty strong.

You might expect the diesel to give you more towing capacity, but it actually doesn't. (Towing capacity isn't just about power and torque, it's also about chassis, braking, and cooling capability, and in this case it's the latter that limits the Gladiator.) Across the Jeep Gladiator lineup, the towing champ is the gasoline-powered Gladiator Sport automatic with 4.11:1 sprint gears, at 7,650 pounds. The new 2021 Jeep Gladiator EcoDiesel I test drove—which comes exclusively with an eight-speed automatic and 3:73 axles—tows 6,500 pounds in most trims, and 6,000 pounds in Rubicon form. That's a little more than the gassers in some trims and less in others. The payload capacity is slightly lower as well in most trims (1,075-1,325 pounds) owing to the engine's greater weight.

But what's good about the diesel is the way it develops power—that big wave of low-end torque makes it easy to get the power down to the ground gently. (I tend to tow living things, primarily horses, and driving gently and smoothly is of paramount importance.)

Is it the best-driving engine? Not really. Turbo lag is an issue; there's a pronounced delay between prodding the accelerator and getting an engine response. Same for foot-to-the-floor acceleration from a standing start: Stomp the pedal and there's a pause, and you can almost sense the Gladiator EcoDiesel carefully picking up its skirts before it takes off. Actually, it doesn't take off so much as it wallops you in the small of the back with a sledgehammer. Then there's another pause as the automatic changes gears, then another wallop. Pause, wallop, pause, wallop, and after four or five of these, you're doing 60 mph.

But if you're not mashing the pedal every time you want to go—and believe me, you really don't need to—both the engine and the transmission do their duty smoothly and seamlessly. Noise is minimal; you can just hear the thrum of the diesel over the wind and tire noise (of which there is no shortage in a soft-top 2021 Jeep Gladiator).

Speaking of tires, I should mention this is the first time I've driven the basic Sport model of the Gladiator, the one that wears the closest thing to street tires, and I was impressed with how well it handled. I'm used to Gladiators (and Wranglers) with big, knobby tires that make the steering soft and approximate, but this one went where I pointed it and gripped the road much better than I expected. It's something to think about if you want a Jeep Gladiator and don't plan to do much off-roading.

2021 Jeep Gladiator EcoDiesel Test Drive: Worth The Money? Back to the diesel: Would I buy one? Absolutely. I like the way diesels develop power, and the fuel economy—24 mpg in the EPA combined cycle for Sport and Overland models, versus 19 mpg for the 3.6 gasser—is a nice advantage. So is the cruising range, which is on the order of 500 miles.

Of course, it's easy for me to say the diesel is a better option, because I'm borrowing the 2021 Jeep Gladiator EcoDiesel for a quick test, and I'm not buying it with my own money. Buying the diesel will add some $6,000 to the Gladiator's price ($4,000 for the engine and another $2,000 for the automatic transmission). Add in destination fee, and we're talking about $41,000-plus before you add a single option. And how likely are you to find a Gladiator at a local dealership without a single option? (Hint: Not very.) แทงบอลออนไลน์

So, we can probably rule-out the diesel based on good financial sense. We can also rule it out on towing, since the gasoline-powered Gladiator, when properly equipped, tows more. And while I think the diesel is better off-road, we can't pretend there aren't thousands of Jeepsters out there perfectly satisfied with the 3.6 engine.

What the diesel has, though, is an immeasurable cool factor. Both the Wrangler and the Gladiator just feel right with a diesel. If I was going to buy a 2021 Jeep Gladiator—which, let's face it, makes very little financial sense compared to a Chevrolet Colorado, a Ford Ranger, or a Toyota Tacoma—I'd go for the diesel. Why? Well, why not?

Hey, maybe that's the hook on which I should hang this story.

2021 Jeep Gladiator EcoDiesel Pros Low-rpm torque makes it a better off-roader Better fuel economy and longer range Cool factor 2021 Jeep Gladiator EcoDiesel Cons Turbo lag Uneven power delivery at full throttle Man, is it expensive

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AirFlashMLS.com https://bit.ly/3c0D4dJ 2018 JEEP WRANGLER JK UNLIMITED RUBICON FOR SALE! LUXURY AUTO COLLECTION (480)568-3802 Upgrades: * 2.5 inch lift kit with Fox racing shocks * 20 aluminum wheels, five lug * 35 A/T tires high speed balanced * 10,500 lbs. winch, with synthetic rope, fare lead, LED light and remote control * Custom electric running boards with light (AMP Research/Bestop) * Off-road style front bumper * Off-road style rear bumper * Custom grill (Paint matched) * Custom vented hood (Paint matched) * Custom leather seats with AFB Logo * Custom floor mats with AFB logo * Fire extinguisher with mount MSRP $37,445.00 INSTALLED OPTIONS Transmission: 5 Speed Automatic (W5 A580) $1,400 - Tip Start - 3.73 Rear Axle Ratio - Hill Descent Control Quick Order Package 24 R - Engine: 3.6L V6 24V VVT - Transmission: 5-Speed Automatic (W5A580 3.73 Rear Axle Ratio included Gobi Clearcoat Black, Leather Trimmed Bucket Seats $1,350 Connectivity Group $795 - Vehicle Information Center - Uconnect Voice Command w/Bluetooth - Tire Pressure Monitoring Display Max Tow Package $495 - Class II Receiver Hitch - Trailer Tow w/4-Pin Connector Wiring Engine Block Heater $95 Black 3 Piece Hard Top $1,095 - Freedom Panel Storage Bag - Rear Window Defroster - Rear Window Wiper/Washer - Delete Sunrider Soft Top Radio: 430 Nav $1,195 - 6.5 Touchscreen Display - Remote USB Port - 5-Year SiriusXM Travel Link Service - 40GB Hard Drive w/28GB Available - GPS Navigation - SiriusXM Travel Link Heated Front Seats $495 Supplemental Front Seat Side Air Bags $495 Remote Start System $495 Air Conditioning W/Auto Temp Control $395 - Humidity Sensor - Air Filtering Mopar Slush Mats $95 Original Shipping Charge $1,445 RETAIL PRICE (ORIGINALLY NEW) $47,290.00 - Clean Car Fax Luxury Auto Collection 9160 EAST DEL CAMINO DR SUITE B4 SCOTTSDALE, AZ 85258 (480) 568-3802 • • • • • #jeeprubicon #jeeprubiconunlimited #jeeprubiconhardrock #lacscottsdale #airflashmls #classifieds (at Luxury Auto Collection) https://www.instagram.com/p/B_vMV1qgH0a/?igshid=11mo848m2fvl3

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Volkswagen Atlas and Toyota 4Runner TRD Pro

Text and Photos by Michael Hozjan

Volkswagen Atlas: Getting it right

I wasn’t supposed to like the Atlas. It’s big, square and the furthest departure from what we’re used to from Volkswagen in the company’s history. They call it a seven-passenger. Hell, in the sixties my buddy’s parents stuffed more people into a Beetle. I’d hate to see how many kids and adults they’d fit into the Atlas! 

Like I said I wasn’t supposed to like the Atlas and I don’t. I love it. Volkswagen has gone out and broken all the rules and given us a behemoth (it’s nearly 200 inches long) that’s as easy to drive as a compact sedan, is as smooth as a limo and then turns around and is as agile as a sporty sedan. 

The Atlas doesn’t replace any outgoing model as we were led to believe. It’s an all-new model geared for the big gulp, super-size me, generation.  Unlike other mid-size SUVs like the Ford Explorer and Honda Pilot whose greenhouses feel claustrophobic despite their seven and eight passenger cargo ability, the Atlas feels airy. No matter which of the three rows of seats you choose, foot, leg and elbowroom is abundant. Slide the second row all the way back and your passengers can actually cross their legs (shades of 1950 Cadillacs)! Likewise getting into the third row seat, usually a backbreaking chore left for the rug rats, is a cinch even for adults thanks to the folding and sliding second row seat, which can be articulated with one hand. Incidentally the third row is an option and VW also has second row captain’s chairs on the options list (standard on the Execline).

While we await the arrival of Volkswagen’s new minivan, the Atlas can serve as both a people and cargo mover thanks to a whopping 97 cubic feet of space with the second and third row seats folded. Even with all the seats up there’s still an impressive 21 cubic feet behind the third row.  Both rear row seats split to offer a slew of seating/cargo carrying capabilities. Need more space; the Atlas has a 5,000 lb towing capacity (V6 model).

Oh and did I say the Atlas’ interior is quiet. Very quiet. That is until you turn up the sound on the sat radio through the intuitive touch screen of the infotainment system and light up the Fender speakers peppered throughout the truck. Honda, Fiat, Alfa and a slew of other manufacturers should take note of the VW’s user-friendly (read uncomplicated), instinctively placed infotainement controls. 

The Atlas is available in front-wheel-drive and VW’s 4Motion all-wheel-drive. You get a choice of two engine options; a 2.0L turbo charged four that develops 235 horses and 258 lb.ft. of torque or the 276 horsepower 3.6L V-6 that produces that delivers 266 lb.ft. of torque. Both connect to an 8-speed automatic tranny with Tiptronic.

Ever been frustrated where to stow your blind? VW has the answer.

Duh!

Oh come on!

A friend of mine who worked at a local VW dealer once told me how a fellow mechanic would use the term Mickey Mouse to describe a non-useful item on a car or an item with no design sense what so ever. The term stuck. The fake twin exhaust tips (above) are the first time I’ve used it on a VW product. Yes that’s the real exhaust pipe under the fake one!

Prices start at $35,690 for the 2.0L powered Trendline, which is almost in par with the lid trim line price of the smaller Tiguan. Next up the ladder is the Comfortline at $39,690 with such amenities as adaptive cruise control, heated front seats and washer nozzles, pedestrian detection and sat radio added. My Highline starts at $48,990 and nets you the V6 plus a power tailgate, heated tushies for the rear seat passengers, panoramic sunroof and ventilated front seats.  The good news is it’s still priced under the entry level Toureg! Then there’s the top of the line Execline which starts at $52,540 which adds 20” wheels, 12 fender speakers, a digital cockpit, park and lane assist…

Our Kurkuma Yellow Metallic Atlas drew a lot of attention and one or two even liked the color!

Price as tested: $51,524

Toyota 4Runner TRD Pro: Old school cool

“I can’t believe they’re still making this dinosaur!” exclaimed Eric Descarries, my co scribe, here at Adrenaline Auto Guides.

“Yup, and I’m glad they do.” Came my response.

Obviously we have different visions of what an SUV should be. Eric is of the new school, unibody construction. I on the other hand, still lean more towards the old body-on-frame construction. Maybe it’s the hot rodder or the off-roader in me.

Oh I know I’ll have lots of letters about how unibodied cars have crumple zones to keep their occupants safer than their body-on-frame counterparts and how unibodied cars have withstood the test of time when it comes to rust.

It all depends on what your definition of a SPORT-UTILITY vehicle is, and over the years the term seems to have lost it’s meaning. Today most SUVs are little more than overgrown station wagons with all wheel drive. That’s precisely why we have nonsensical terms like crossover. To me a sport-utility meant you could haul all your gear deep into the woods or across the desert in relative comfort protected from the elements, unlike a 4x4 pickup where your gear would be exposed. The sport portion was more towards hunting, fishing, crossing deep ruts and deeper mud holes, making it to the lot where you hoped to one day build your cabin. And utility meant the truck would be able to haul your construction materials/gear up with you. It didn’t mean how many rug rats you can haul to the baseball diamond – which is what it seems like today’s so called SUVs are all about, even our beloved VW Atlas falls into that category.

The early Jeep Wagoneers, Ford Broncos and Chevrolet Jimmys are a prime example of what I’m talking about. Oh and off-roading doesn’t mean going through the 8 inch trench the construction crew dug up on your street. I’ve taken sports cars through deeper holes.

What makes the Toyota 4Runner the last true sport-utility? To begin with I’ll echo my previous statement, it’s a rugged, utilitarian that will just about go anywhere.  While most SUVs, crossovers and the like are built on car-based chassis, the 4Runner still gets its DNA from a pickup.

From a performance aspect, all 4Runners, regardless of which of the five trim packages you opt for are powered by a 4.0 liter, 270 hp, V6 that pumps out 278 lb-ft of torque mated to a five-speed automatic transmission.  My Toyota Racing Development Pro (there’s also a TRD Off Road) came with 4-wheel crawl control, TRD Bilstein high-performance shocks with remote reservoirs, TRD-tuned front springs, 17” black aluminum wheels with 31.5" Nitto Terra Grappler all-terrain tires.  A locking rear differential, Multi-Terrain Select system and Downhill Assist Control all work in conjunction to get you in and out of the toughest trails. The four-wheel-drive system is of the part-time variety and can be engaged with a manually operated transfer case. Hey these systems, like the 5-speed automatic are bulletproof and have proven themselves over the years. Adding some macho visual appeal while protecting your ride from rocks and logs is a heavy-duty aluminum skid plate mounted up front.

Oh and yes the TRD did get plenty of admiring stares and thumbs up.

As capable as the 4Runner is in the rough, on the road the Toyota doles out a smooth, comfortable ride despite the noisy off-road tires. If there’s a downside to the 4Runner it’s the truck’s off-road traits translate into more sway than usual when doing quick lane changes. The five-speed automatic may be great for tackling the Rubicon but on the highway the truck could also use an extra gear. Let’s not forget the 4Runner hasn’t had a major upgrade in years.

My sunroof-equipped tester’s interior was more truck-like than car-like with large buttons that can easily be manipulated even with gloves. Fit and finish is Toyota quality. Red stitching on the black leatherette seating is a nice touch and rear seat passengers get a provision to tilt their seat backs for added comfort. There is a third row option on the other trim lines. The tester offered an impressive 47 cu.ft. of cargo space behind the second row seats – that’s one of the largest trunks in the midsize SUV category. But what truly sold me on the 4Runner is the opening rear window, a feature that has disappeared off the SUV/crossover/station wagon landscape and something that all of my friends with SUVs have wished for.

The tall off-road tires and ride height make ingress and egress a challenge, but isn’t as bad as the first generation. Showing the truck’s age is the lack of techno gadgetry such as blind-spot monitoring and lane departure warning. You’ll have to old school it and pay attention to the road! However, Vehicle Stability Control, Active Traction Control and trailer sway control are all part of the base vehicle, which starts at $44,800. The TRD Pro package adds another $7395 to the tag. The Toyota can tow 5,000 lbs, only the Grand Cherokee and Dodge Durango can tow more, 7,400 lbs. 

If your looking for a large station wagon with all-wheel drive and car like ride, look elsewhere, this Toyota is not for you, But if you want a rugged, tough workhorse that will carry you, your buds and your gear over any kind of terrain, your choices are very limited and none has the opening rear window on the hatch. Add Toyota’s high resale value and the choice gets narrower.

At the end of my tenure with the 4Runner I must admit it was hard to surrender it. Like the Jeep Wrangler, it may not be the greenest vehicle, I managed to squeeze out 12.5L/100kms of the good stuff, but the feel of the truck is so unique and yes it’s smoother than the Wrangler.  

Price as tested: $54, 083.47

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2018 Jeep Grand Cherokee Trackhawk First Drive: Fastest SUV Carries a Jeep Badge

A 707-horsepower Jeep answers a question no one asked about SUV performance, and time will tell if it meets a demand no one knew was there. Fiat Chrysler Automobiles is about to start building a batch of 2018 Jeep Grand Cherokee Trackhawks with a supercharged 6.2-liter V-8 engine. There are already orders and handraisers for the limited-run SUV rocket that goes on sale in the fourth quarter. The Hellcat engine generates 707 hp and 645 lb-ft of torque, distributed through the upgraded TorqueFlite eight-speed automatic transmission. It is billed as the fastest SUV in the world. Jeep claims it will do 0-60 mph in 3.5 seconds. I did it in 3.4 seconds on my first try. Don’t give me the credit. On this Jeep it is that easy, and the launch is that good. Put your left foot on the brake, and hold it down tightly. Press the launch button in the center console below the leather-wrapped shifter. Watch the brake pressure build as you watch it rev from 700 rpm to an ideal 1,800-2,200 rpm. The new torque reserve system makes it possible to hold the engine at 2,200 rpm and develop 6.4 psi of boost standing at the line. The system prepositions the supercharger while cutting fuel to individual cylinders and manages the spark timing to generate a reserve of torque.  Essentially, it gets the air moving while you are standing still so it is primed and ready for launch. Use your right foot to push the accelerator to the floor. Hold both feet steady, and then quickly dump the brake. The front wheels will lift, your helmeted head will snap back, and the 5,300-pound SUV will shoot forward. You will hold on and giggle. You will never feel out of control with the traction that a four-wheel-drive vehicle provides. Engineers say this is why a Jeep can actually launch faster than a Dodge Challenger Hellcat. Jeep officials just don’t do much bragging about it. Scott Tallon, director of the Jeep brand, reminds us that Jeep has a history of high performance vehicles dating back to the 1998 Grand Cherokee 5.9 Limited that did 0-60 mph in 6.8 seconds and was considered an animal. The first-gen SRT for 2006 did the sprint in 4.8 seconds. Trackhawk is good for Jeep, Tallon says, as if one of the best-known brand names in the world needed further attributes. But the way he sees it, Jeep has the Wrangler as the poster child for Jeep off-road capability, and the Trackhawk underscores its on-road prowess by exhibiting insane track capability. While Trailhawk denotes best-in-class off-road capability, Trackhawk denotes best-in-class speed. The Jeep Grand Cherokee is the undisputed fasted SUV. For comparison, the third-generation Porsche Cayenne S, unveiled recently, increased its horsepower to 440, though the automaker has yet to debut Turbo and Turbo S variants. “This is not just an engine swap of a Hellcat into a Grand Cherokee,” Tallon says. The Trackhawk is instrumental in driving the growth of the global brand and rounds out the top end of the lineup. With so much power, I was expecting the Trackhawk to be a bit raw and brutal in regular driving. That was not the case. The supercharger drive system’s one-way clutch de-coupler improves refinement while allowing the beast under the hood to be heard in guttural growls at low speeds and unleash a series of snorts and pops when you mash the pedal. Those who worked on refinement succeeded. You don’t hear much of the supercharger at tip-in, but the sound increases as you throttle up. Sure the suspension is stiff, but even on a long stretch of rough pavement in Maine and New Hampshire, the Bilstein adaptive damping suspension made the drive quite livable. The reminder that this has a Hellcat engine comes when you step on the gas to cross a highway, and it lurches forward. Or when you go to pass and grab gobs of power and exceed the speed limit faster than you can check the speedometer. This is one vehicle where current speed should be displayed digitally in giant letters in front of you. The speedometer, located in the lower right of the instrument panel with a traditional needle flitting between speeds listed in 10-mph increments, can make it hard to keep speed in check without setting the cruise control. FCA claims the Trackhawk will do the quarter mile in 11.6 seconds with a top speed of 180 mph, necessitating a speedometer that goes to 200 alongside the tachometer in the 7.0-inch instrument cluster. The 8.4-inch Uconnect touchscreen is where you find the Trackhawk Performance Pages that confirm your track prowess. The SUV has new six-piston front Brembo brakes (largest standard front brakes on a Jeep) and four-piston rear Brembos with yellow calipers, which bring the SUV from 60 mph to a stop in 114 feet. We have not had the chance to test these claims ourselves, but we were able to take the Trackhawk to the newly paved Club Motorsports track in Tamworth, New Hampshire. The 2.5-mile track carved out of the forest has 700 feet of elevation changes to spice up the turns. The Trackhawk devoured it all and never felt overly heavy or lumbering. Back on real roads, the lane assist system was spotty—sometimes it brought the car in line, but other times it would hold a line that was outside the lane marker. The Trackhawk starts at $86,995, but you can easily option it up to a $100,000 vehicle. The one I drove in Portland stickered at $99,965, about $20,000 more than an SRT. The options included a $5,000 leather-wrapped interior package, upgraded audio and entertainment system, dual-pane panoramic sunroof, and a trailer-tow package. Other upgrades go from the standard 20-by-10-inch Titanium finish wheels with Pirelli Scorpion Verdes all-season tires to the lighter forged aluminum wheels with three-season Pirelli P-Zero tires. From behind the wheel you look down at the bulging sculpted hood with dual heat extractors. The Trackhawk also has unique quad exhaust tips, a redesigned fascia, unique headlamps, and a flat-bottom steering wheel with paddle shifters. Like the SRT, the Trackhawk is an inch lower than a regular Grand Cherokee. It has body-colored wheel flares, side sill cladding, supercharged badging on the doors and sills, and Trackhawk badging on the steering wheel and seatbacks. Inside, in addition to miles of leather, are nice carbon-fiber and industrial-looking trim pieces. The supercharged engine has a cast iron block and a forged steel crankshaft with a damper that has been tested to 13,000 rpm to ensure it won’t burst. Everything from pistons to connecting rods, cylinder heads, and exhaust valves are upgraded to handle the extraordinary demand being placed on them by this engine. Many driveline components were engineered to handle the additional torque output. Even a new oil plan was developed to prevent the liquid from sloshing when the SUV launches. Similarly, the 2,380cc-per-revolution supercharger was designed to regulate boost pressure to 11.6 psi. The foglamps had to be swapped out for a cold-air scoop in the lower front fascia to get more air to the supercharger. Many of the modifications are to keep things cooled, especially on the track. There is also a new fuel delivery system with two new pumps to feed the demands of the engine. Track is one of five modes, and it reduces transmission shift times by 68 percent compared with the Auto mode and tightens the suspension to firm; stability control, four-wheel drive, and steering are set for track performance with a 30 percent front and 70 percent rear torque split. The other modes are auto, sport, snow and tow. Off-road capability is not overly compromised just because the SUV goes like a bat out of hell. It has Jeep’s Quadra-Trac, on-demand four-wheel-drive system with an electronic limited-slip differential and a single-speed active transfer case with a wider chain. There is also a stronger new rear axle, and the SUV can tow 7,200 pounds. The Trackhawk is a global vehicle built at Detroit’s Jefferson North plant on the same line as the rest of the Grand Cherokees. There will be a limited run, but officials are not saying how many that is or if it will be less than the roughly 2,500 Grand Cherokee SRTs Jeep sells a year with virtually no marketing, promotion, or incentives. The Trackhawk Jeep already has thousands of handraisers, Tallon says. The plan is to be able to build enough in the fourth quarter to meet the initial global demand. He would not say how large the U.S. allotment is. And buyers will not have to sign a letter acknowledging the risks of driving the vehicle, which is the case for buyers of the even more powerful Dodge Challenger SRT Demon muscle car. The Grand Cherokee Trackhawk might answer a question that no one asked. But the correct answer for enthusiasts is “yes please.” The post 2018 Jeep Grand Cherokee Trackhawk First Drive: Fastest SUV Carries a Jeep Badge appeared first on Motor Trend.

http://www.motortrend.com/cars/jeep/grand-cherokee/2018/2018-jeep-grand-cherokee-trackhawk-first-drive-review/