A while ago, TAP went out to the desert to test out the Bushranger X-Jack. We had never used one and do a lot of off-road desert driving. We wanted to see how it would hold up in deep sand. Frankly,we had a hard time believing that an inflatable jack could be effective. TAP has performed recoveries that involved winching and using snatch straps, d-rings and kinetic ropes. We have used our Maxtrax in snow, sand and mud, but we had never used an inflatable jack. The product intrigued us. The X-Jack is made to be used when a highlift may not have a stable platform in sand, mud and snow. It’s got a wide footprint to help it avoid sinking, and to keep the unit firmly grounded. In 2005, it won best 4×4 accessory at SEMA, so we decided to stage a recovery situation in order to test it out. We drove out to Anza Borrego, found some deep sand, and purposely got ourselves stuck.
When we posted this photo on FB we got a lot of comments like, “YOU GOT STUCK THERE?!” Whatza matta wit you?
The X-jack comes in an easy to store 5″ x 24″ x 25″ zippered case and weighs 16lbs. The case contains the Jack, an inflation hose and a heavy duty cover to drape over the top to protect it against possible punctures. Bushranger says that it’s got a lifting capacity of 4,400 lbs.
Unpacking the X-Jack with Tom Severin
We placed the deflated bag under the carriage, with the protection mat in place. The deflated x-Jack requires 2″ clearance under vehicle to operate.
I placed the X-Jack under vehicle. Tom cleared the tailpipe so that we could connect the hose.
Next I turned on the car, put it in park (emergency brake firmly engaged, of course) and placed the cone over the exhaust.
Trying to create an inflation seal by holding the X-Jack cone over the exhaust pipe.
The X-Jack has dual inflation points so that you can inflate either from the exhaust or from a compressor. We used our ARB onboard compressor after discovering that we couldn’t get a seal in the cone due to the Jeep’s angled exhaust pipe.
After struggling to maintain an effective inflation seal using our exhaust, we hooked the jack up to our on-board air compressor. Worked like a charm.The X-jack fully inflated gives a significant lift to the rig.
The Jacked up Low Down:
Once we hooked up the X-Jack to our compressor, it inflated with ease. So, that’s the way to go if you’ve got an angled tailpipe.
Be sure that you have the X-Jack placed far enough under your carriage or it will pop out from under your vehicle. When we began our slow inflation via exhaust pipe, we noticed it bulging dangerously out the side of the carriage without actually beginning to lift the rig. We adjusted the placement further under the carriage and began to inflate with the compressor, thus providing a sturdy lifting platform.
This product is easy to pack,unpack and clean. It’s light-weight, compact and provides a solid lift on mushy surfaces.
The X-Jack provided us with ample lift. Bushranger says that it provides up to 31″ of lift.
Replacement cones and hoses are available.
This is a TAP recommended product.
A safety note from Bushranger
Never use this product for vehicle maintenance. Never get under a vehicle supported by the X-Jack.
This article comes from an interview that I did with author, adventurer, smokejumper, entrepreneur and Sportsmobile dweller, Jason Ramos. When I stopped to take a couple of photos of his rig at Overland Expo, I had no idea what a bundle of experience I was walking into. Not only does he have a stellar rig that he’s lived out of since 2006, he has spent almost 30 yrs. as a a firefighter and is currently a smokejumper in his 17th season. Smokejumpers parachute into remote areas to combat wildfires. He recently wrote an historical/autobiographical book about his journey from volunteer firefighter to seasoned smokejumper, and he is also the founder and owner of PRg, Product Research Gear, a company that works with other companies to help evaluate their products either in development and testing cycles or in the upgrade cycle.
Jason, geared up and ready to go.This is why it’s called smokejumping.A day on the job….GoSun Sport Solar Cooker-product testing by Jason’s company, PRg: Product Research Gear
Jason and I spoke on the phone a while back and pretty early on into the conversation I realized that this guy with the cool rig (that I thought was going to be the sole topic of this article), has a hell of a lot more going on than that. So, I had to suss out how to structure an article around this diverse individual. I’m going to start off by saying that I came off the phone with a solid sense of having spoken to someone who has earnestly followed his passions in life with a lot of integrity and as a result, has accomplished some pretty crazy, amazing feats. But first, and probably least importantly (don’t throw rotten tomatoes) I will start with his…
Life in a Rig
“Taking my home with me on a fire assignment”
Jason drives and lives in a 1995 E 250 Sportsmobile. He has lived in a van since around 1997. Reasons? The Siren’s call of nature and the ability to wander. Jason grew up camping in an RV with his dad and fishing on his boat. Some of his fondest memories come from these adventures. He remembers looking out the windows of the top bunk, loving it. “People say that what you do when you’re young gets imprinted on you, well I guess that’s what happened!”
1995 E250 SportsmobileAluminess galley, recovery gear/tools and Solaire BBQ ride on the Aluminess custom made rear bumper.
Jason is an avid windsurfer, motorcycle rider, beach loving, desert rat who has had a few adventure rigs along the way. He started out with a Chevy Love, sleeping out of the back of the truck when on trips. Next, he got a Tundra King Cab, with a kitchen set-up in the back. Then when he got into wind surfing, a buddy, helitack crewmember, firefighter and brother wind surfer,“Old Kahuna”, suggested he get a van. Years later, while flying on the way back from a fire, he and Old Kahuna spotted Jason’s “dream van” in a used auto lot 500-600 feet below. They circled back, checked it out, then when they landed, drove over and Jason bought his first van, a 1974 Ford Econoline E300 Campervan with a gas stove and fridge.
Old home meets new.
Jason ripped everything out, put in new cabinets, pergot flooring to deal with sand and mud, a bose sound system and a platform bed.
Jason added all new cabinets and gear to the 1974 E300
He used his van as a home away from home until he began to realize that paying rent was a waste of money. Jason was either out fighting fires in Washington, living part of the year out of his van in Baja CA or visiting friends and family in southern California. He began to feel like he was pouring money into an empty cave. It was then that he decided to take after his van dwelling buddy “Old Kahuna”. In 1999, Jason ditched renting apartments and started living out of his van full time. In 2006 he purchased an E250 Sportsmobile.
Golights-remote lights on top, ATAC Flir-Nightvision front and rear thermal cameras.
When asked about the pros and cons of living life in a van, Jason said he couldn’t think of many cons. “The biggest downside is when I am traveling and I need to find a legal place to park overnight. In some areas, like Malibu, it’s impossible. To live in a van you have to be very flexible. With some flexibility, what could be cons are normal life. Things like having no stand-up shower and having to make use of every inch of room become normal. I live very comfortably, I’ve created great storage solutions under the bed and in other areas with netting. I have painted some of my cabinets with black board paint so that I can conduct meetings in my van and write notes on the cabinets until I can transfer them to my computer. I’ve got cush gel mats, great insulation and weather gear. It’s the little extras, like great artwork, a great mattress and bedding…I love it to death; it’s home for me.
All vehicle armor by Aluminess. Artwork by Jenn Tate.Loadtamer inside gear netA banana hammock
Smokejumper and Author
Getting ready to head out from the base.
Jason is a smokejumper, part of an elite team of firefighters that parachute into forest fires, usually in the backcountry, to work on controlling them. He started his firefighting career in 1989 as a Riverside County volunteer firefighter at the age of 17. When I met him, I was taking a photo of his rig. We started to talk and he told me that he was there to promote a book he had written called Smokejumper, a memoir about his journey toward becoming part of this unique and elite tribe of fire fighters. I got the book and thoroughly enjoyed reading it. In it he documents the history of the smokejumper program, which started in Winthrop in 1939 with help from the Eagle Parachute Company and the Forest Service. Later in 1940, Major General William C. Lee, better know as the godfather of airborne, took this idea to Fort Benning Georgia and formed an Airborne unit that was implemented on the night of June 5th 1944. This is a personal and historical memoir and I’m not giving any more of it away. It’s a solid read, fascinating and enjoyable. I will unabashedly tell you to go buy a copy on Amazon.com.
Entrepreneur
As Jason and I were discussing his book at Overland Expo, I started looking around for the vendor selling the cinnamon rolls I kept smelling. Breakfast… I think he noticed, because he pointed out a strange cylinder on the ground beside us that had little tufts of fragrant smoke swirling out of the ends. It was a solar baking device, called a GoSun, and he had a load of cinnamon rolls cooking.
Bake, broil or fry in this GoSun solar stove.
Jason started his company, Product Research Gear LLC, out of his love of and the necessity for excellent (read trustworthy and durable) gear. His company relies on a cadre of outdoor professionals to evaluate and design gear for a variety of companies. The creation of PRg came out of his long history of gear use. When he was 18 years old, he started as an equipment manager for the volunteer fire department. He was a gearhead who liked fixing things and making sure they were clean, up to par and ready to go. When the fire department needed new or different equipment, he’d research then call companies to get what was needed. DuPont was his first “cold call”. He spoke to them about fire textiles. Soon, he began to work with companies helping them solve issues with equipment. Every product that he either used or sourced was put to a rigorous test in the field and when something didn’t work, Jason gave companies feedback on the issues and possible solutions. As time went on, he started becoming known as the “get it” guy. “I’ve just always been into finding really good, solid gear. The people who worked with me, friends and family all joked that I should start a store. They’d ask for something and I would find the best product I could for them.”
“In the 1990’s I started working with SOG knives as a dealer for law enforcement and firemen. I still have my first knife! Now that company is like family to me. I became a dealer for other companies as well like Cascade Designs (MSR), Filson, and others. My company, Product Research Gear (PRg), came out of all of this. I and my team of specialists, or cadre, all whom I have met or worked with in the field, do collaborative testing on products for a year. I’ve got doctors, instructors, meteorologists, etc. all firefighters or smokejumpers with these specialties, on my cadre. They are the best of the best. This company is not just about money, I don’t get paid to evaluate products. It’s about using, testing and giving valuable feedback and suggestions on how to make products excellent. You have to remember that this started with me sourcing products for the firefighters to use when I was a rookie. It’s important for me to get professionals the right gear, gear that will last. It could save their lives. When a product passes the test, PRg oftentimes becomes a dealer. Jason Ramos wants his company to make a difference, whether that’s by testing or improving upon a product that will help save a firefighter or smokejumpers life or by providing a family of campers a reliable and long lasting tent.
Out of all of this…what Jason left me with was the impression that he is a multifaceted individual who follows his passions and walks through life with integrity. It takes a brave person to do that, smokejumping aside, of course.
Jason Ramos and his book Smokejumper
Check out:
This documentary, Patriot Profiles about smokejumpers that Jason took part in
Tom Severin during a rock driving class in Johnson Valley CA
Four wheeling naturally involves an orderly process. Driving through difficult terrain far from home is demanding on drivers and their vehicles. Just like driving on roads, you need a lot of hours behind the wheel to become adept off-road. Many of my articles are dedicated to reviewing various aspects of four wheeling. This article reviews several more important fundamentals that can be helpful if you are just starting four wheeling.
1.Be able to shift into and out of 4L (4 low) properly. It’s easy to forget this step while maneuvering through rough terrain. It’s quite simple, but you can mess up your transfer box pretty good if you don’t follow this suggestion.
Truckhaven, Ocotillo Wells, CA
Bring your vehicle to a stop (or near stop), and shift the transmission into neutral. Then you can safely and easily shift into 4L. Shift the transmission back into drive, and continue on. Repeat when you need to shift out of 4L. Most of the newer vehicles with electronic selection of 4 low will let you turn the knob but it will not be in 4 low unless you start with the transmission in neutral. If you overlook the flashing light on the dash and press on thinking you are in 4L, you will likely get stuck. Those vehicles with levers will grind or be extremely difficult if not impossible to engage into 4L. Unless you have a classic “collectors” vintage 4-wheel drive vehicle with the older all-gear transfer case, I would take it back to the dealer if you cannot shift into 4 low from a dead stop. If you get stuck while driving in 4 high (like sand dunes), many times you can drive out by shifting to 4 low. Then you have enough power to turn the wheels. You are stuck, so moving the vehicle as a requirement to shift into 4 low is not an option! Electronic shifting transfer cases may need a bit of movement to engage. Hopefully on your vehicle that requires just that slight bump you get to shift from neutral to drive.
One side note: You can shift from 2 wheel drive (2H) to 4 High and back again “on the fly.” This means you can shift while driving at any speed. I have done it at 70 MPH with no ill effect. Check your owner’s manual for their suggestion on the top speed – most likely 50 MPH. Vehicles are getting more and more complicated and there may be a reason to limit the top speed for shifting on the fly.
2.Know your vehicle’s lowest points of clearance. As you approach obstacles, paint a mental picture of your vehicle’s low points. Use that knowledge to navigate around (or over) the obstacles without getting hung up. We recommend picking the 3 lowest spots on the front axle and the 3 lowest on the rear axle. You can do more but it becomes difficult to process it all in real-time. Whether you have solid axles front and rear or independent front suspension makes a difference.
Photo courtesy of Tom Severin
On a solid axle, the lowest point is the bottom of the differential. That’s usually only 9 inches off the ground. The front differential also gives you a low point, but it’s not in line with the rear differential. Note which side it is on. The other low points (front and back) are the shock mounts or control arms that hold the axle into position.
In an independent front suspension vehicle, the back is the same as with a solid axle. However, up-front the lowest points are just inside each wheel. The center of the vehicle is pretty flat and doesn’t present any low points. But don’t line up the center in front with a 12″ rock. The rear diff with not clear it.
3.Know where your front wheels are. Most drivers have a pretty good idea of where the left tire is, but are usually off a foot or two regarding the right. It is critical while off-road that you can place your tires exactly on the obstacle as you planned even when the obstacle disappears into your blind spot.
Valley of the Moon, Imperial County CA
Have someone place their hand on the front face of the right front tire and lift it straight up until you can see where that point is on the hood. It can be helpful, too, if they locate the center line of the tire and show you the point on the hood that is the intersection of the centerline and front face of the tire. Remember the spots.
If you are really having difficulty remembering the spot, you can put “training wheels” on (so to speak). Get a small telescoping magnet from the auto store and put the magnet on the spot with the handle straight up. Then practice, practice, practice until you can place the front tires exactly where you want – almost every time.
4.Know where your blind spots are. Speaking of blind spots, the most important one is out front. On average, the front blind spot extends about 17 feet from the face of your left front tire. (Add 12 to 18 inches more distance for the right tire.) You can reduce this distance as much as 3 to 5 feet by doing what I call “active” looking. That means leaning forward as much as possible and stretching your neck out.
Scott W. of SD4-Wheelers leading the pack at Valley of the Moon, Imperial County CA
Three factors influence the size of the blind spot: how tall you are, how your seat is positioned, and the design of your vehicle. You cannot do much about the vehicle design or your height, but you can change the seat. Lift it up and bring the seat back forward. If your seat does not have adjustments for height, have the seat mounts modified to permanently raise it a few inches.
Remember that as you approach a rock, it will eventually enter your blind spot. Now you see (no pun intended) why it’s useful to know where your tires are, as well as your low points.
5. Throttle control while in 4 low. The first time in low range, a driver’s instinct is to push the accelerator like you normally do. Low range has a lot of torque and power so this causes the vehicle to leap forward. The driver backs off on the gas. Due to the low gearing, the vehicle slows down immediately – too slow now. The driver hits the gas again, with the result being a jerky motion.
For 4 wheel drive, you need a nice, smooth throttle. Remind yourself that when in 4L, apply lighter pressure to the accelerator. Over time you’ll educate your right leg. For more on the effect of a smooth throttle (or lack of), see the article on “Cobblestone“.
Leitner and friends playing in Big Bear
6.Calculate you fuel usage. Because your mileage drops while off road, especially in 4L, it’s good to calculate your off-road fuel mileage. You’ll find that mileage drops anywhere from 2 to 5 mpg while off-road. Of course, that affects your range based on the fuel in your vehicle’s tank. But remember you also bring along a spare fuel can. (You do, don’t you?!) Assume you bring a 5 gal gas can. At 10 mpg, that gas will get you 50 miles. At 15 mpg, you’ll go for 75 miles, and so forth.
Compute Off-Road Mileage: Fuel up as close to the trail head as possible. Gas up again afterward, and calculate your fuel mileage. Your off-road driving involved a combination of 4L and 4H, but at least you’ll have a reasonable average to work with later. Sounds to me like a legitimate reason for a day of 4-wheeling. “Dear, I am going 4-wheeling. Tom says I have to compute my off-road mileage. I don’t want to risk your and the kids’ safety by running out of gas.”
Bernhard Leitner, Leitner Designs. Fuel cans on his Active Cargo System. Cleghorn Trail, CA
7. Rehearse your contingency steps. Many obstacles require you to get out of the vehicle and recon (look at / walk) the terrain. That is how you avoid falling off a cliff you can’t see from behind the wheel. It gives you more time to plan the line you want to take and asses the risks. Add to that planning what steps you will take if results on the ground do not go as planned. If you plant it in your mind in advance the specific skills you will use on this obstacle, you can react quickly. My favorite contingency is – stop, back out (if you can) and recon again.
Azuza Canyon CA
Another example: You are looking down a steep, off camber, rutted slope. It appears to have good traction, but you’re concerned that your wheels might slide. If so, you’d turn sideways and roll over. If you still feel the risk is not high enough to turn around, your contingency plan might be: If the wheels start to slide, I am going to let up on the foot brake pressure. If the wheels are still sliding, I’ll power up enough to gain control and take any lumps from hitting the bottom too fast.
At first glance, these tips may appear daunting. You probably wonder how you’ll remember it all, especially the vehicle’s low points. Over time these will become second nature. As you drive a trail, your brain will work through the various processes and steps, and you will automatically perform these steps. The result will be a more enjoyable off-road experience.
TAP ran a photo contest a while back called TAP my RIG and spotted this very sweet converted 4×4 Sprinter van. We contacted owner Erast Dasari from San Francisco CA and asked him a few things about his conversion. He told us that the goal of his conversion was to create a vehicle that could take him anywhere. Here’s a bit more of what he had to say along with the list of modifications that he made on his Sprinter Van.
TAP: “Is this your first van conversion or have you done this before? In other words, has there been an evolution in terms of what you want out of a van and the type of componentry you have chosen?”
1991 Dodge Ram 350
ED: “I have had multiple vans before. My first one was a 1991 Dodge Ram 350 with a 5.7 liter engine. I wasn’t happy with the fuel economy on the 5.7 monster and wanted something that would give a better range. I’ve always loved the off-road theme, so I fitted it with off-road tires, an exhaust system, and a roof rack.”
Ford Econoline 150 converted into a crew cab
“After the dodge, I started looking for a van that had better interior and exterior designs. I bought a Ford Econoline 150 and converted it to a crew cab by retrofitting a four-person seat in the back. Both of these vehicles were two wheel drive. At that time, I couldn’t afford an off-roading 4×4 system conversion, but I enjoyed the little off-road benefits of the rugged tires I installed on both. I sold the Ford knowing that I wanted much more from my next van, including better fuel economy, range, torque and reliability.”
My 2016 Sprinter Van
“I’ve always loved the Mercedes Sprinter Van and it’s versatility, but didn’t even think about doing a conversion until two events happened. First, I got stuck with my wife in South Lake Tahoe during a heavy snow storm and we were easily pulled to safety by a fully loaded Sportsmobile. We weren’t stranded for long, but we could not have gotten out on our own. This was enough to make me appreciate the importance of a 4×4 system. Soon thereafter, a good friend of mine converted his Mercedes Sprinter Van into a 4×4, and started posting his off-road trips on Facebook. It looked fun, so I started doing research. I spent months figuring out what I really wanted and what would fit my lifestyle the best. First off, I looked for a 2016 Crew Cab as I wanted a universal van that could seat 5 people and give me the capability to bring cargo when necessary. I like these vans for their style and clean lines. The headlights and painted body panels are beautiful. I also appreciate them for their Euro 6 standards of pollution control. After identifying the van for me, I mapped out my conversion plan, from the Eaton differential and air locks to a custom built gas tank and an extra jerry can storage box on the rear bumper. I executed my plan as soon as my wife said yes. It took 6 long months until the conversion was complete and at the end, the beast was nothing like it had been before I started. My current rig is a 2016 Sprinter 2500, crew van with 2016 Grille fenders and bumper, 3.92 rear axle gear ratio, single rear wheels, 3.0 liter 6 cylinder Weistec turbine upgraded diesel engine chip tuned with an automatic transmission, sliding side cargo door, 144 inch wheelbase, std. roof, and under-body spare tire. It’s definitely a head turner. People love it. It’s a capable and gentle monster that is economical and safe, and I am sure that it can handle any adventures I throw at it!”
MY CUSTOM CONVERSION INCLUDES THE FOLLOWING PARTS AND FEATURES
5” lift (approx. 36 inches to floor at sliding side door)
HD welded steel subframe to replace OEM lighter-weight subframe
Manual hub locks, 6,000 lb. load rated
Dana 60 Super mono-beam front axle with rear axle appropriate gear ratio
Dual HD Rancho steering stabilizers
Open front differential
Front disc Heavy Duty brakes ( approx. 36 % bigger than OEM Sprinter )
2 speed manual shift NV271 transfer case
Oversized (1.375 inch dia.) front Roadmaster chrome moly sway bar with greasable, polyeurethane bushings
KYB auto adjusting gas pressure front shock absorbers
KYB auto adjusting gas pressure rear shock absorbers
Billet aluminum rear wheel adaptors
17″ polished aluminum front and rear and spare wheels
Dana Spicer front driveshaft
Dana Spicer rear driveshaft
Steel rear lift blocks
Tri-8 rear u-bolts
More Modifications:
Sportsmobile aluminum front bumper with black powder coat and dual driving light ports, with Grille guard and “kangaroo guard mounts“
Sportsmobile hinged “kangaroo guard/ hood guard” with matching black powder coat finish
Lightforce adjustable focus driving lights mounted in Aluminess front bumper
Replaced front axle differential with an Eaton Tru-Trak gear drive
Upgraded the rear spring pack to Sportsmobile “soft ride” 5 leaf springs
Blasted and powder coated all 5 wheels matt black
Replaced Goodyear A/T tires with Cooper A/T tires, N/C
Sportsmobile front 2″ receiver hitch anchored to sub frame and under front bumper
Upgraded front hub locks to dash switch locking
Aluminess rear bumper with black powder coat finish, dual “work“ light ports with rectangular lights with dash switch
Swing-away deluxe cargo box with top taffrail on passenger side
Swing-away spare tire carrier on driver side
Sportsmobile snorkel kit
Solar panels mounted on Aluminess Roof Rack
Aluminess Side Ladder
Dual Battery system with battery isolator.
Secondary power system and extended range two-way security system with tracker.
Security system with night vision consisting of 5 HD cameras located around the van with DVR that records onto 1 Terabyte Solid State Hard Drive with movement and face recognition.
Custom Aluminum 45 Gallon Gas Tank
Powder Coated Jerry Cans Embedded into Rear Bumper by Aluminess
Emergency light system embedded into headlights and taillights.
10,000 Pound Winch System embedded into Aluminess front Bumper.
3,000 Watt Stereo System with 15” Woofer.
3,000 Watt DC-AC Inverter connected to secondary electrical system.
Elecrtical Power Gauge
My wife and I have toured throughout Yosemite and Tahoe National Forest. We’ve already had the opportunity to help a fellow off-roader who was stuck in the snow using my winch. I am really grateful for all the upgrades and safety equipment on my beast. Next, we are shipping it to Italy to go touring around some remote areas of Europe. Can’t wait!
Do you have a conversion you would like to share? Go to our Forums and let us know what you’ve done to your rig!
Author and photographs: Erast Dasari
Editor: Lori Palmer
For more overland and off-road capable rigs, CHECK HERE
I’ve always loved Toyotas and over the past 30+ years there’s always been one in my driveway. I remember the first generation 4Runners hitting the market in the mid 80’s and I just thought to myself… “someday”. My first 4Runner was a 3rd generation two-wheel drive, 4 cylinder, manual transmission. My love for the outdoors led me away from paved roads where I found myself wondering what was beyond the obstacles and rocks that I would not dare attempt with my 2-wheel drive. Seeing a muffler and various vehicle parts on the road was enough to get me to realize that I was limited with what I had and to safely venture further on these off-beaten paths would definitely require a modified 4-wheel drive off-road capable vehicle.
2011 Modified 4Runner
When the 5th generation Trail Edition KDSS appeared on the market, I just had to have one and could finally afford it, so I traded in my 1998 4Runner for the 2011 Trail Edition. It delivered the smooth road ride I wanted for family trips and reduced the body roll that was sometimes a bit scary with my 3rd gen. Then I started to interact more with the off-road community both face-to-face and online and learned about the importance of both protecting the undercarriage and of having rocker panels. While there were not many aftermarket parts for 4Runners available at the time, I did find that ShrockWorks had the rock sliders I needed; my first modification!
Wanting more of the off-road experience, I took a run into Joshua Tree via Berdoo Canyon Road. While today I would consider it an easy route, back then my wife and I got a bit nervous on a few of the obstacles scraping the front stock bumper and undercarriage in this stock vehicle. Thinking about the possibility of causing serious damage, I began to search for off-road training and came across Badlands Off-Road Adventures 4WD Training School. Enrolling in the beginner’s class at Hungry Valley is where I learned a great deal about the fundamentals of driving off-road and the necessary equipment to be safe. After attending the Off-Road Expo in Pomona, the build was on!
Johnson Valley CA-Rock crawling class. I took this advanced class after the beginner’s two day class and when all my modifications were completed.
With a bit research, I felt the Gobi Stealth Rack with all its available accessories fit my needs providing a mount for my Hi-Lift jack, a tool box, and a high point to fly a safety flag. But with front and rear bumpers and skid plates there wasn’t much to choose from back in 2012. Luckily I discovered a local small business, American Overland Expedition (AOE), who specialized in custom modifications for off-road enthusiasts. Working with them, I explained what I wanted and they delivered. The custom front bumper houses a Warn XP9000 winch with wireless control equipped with 3/8”x 80” synthetic winch line with safety thimble threaded through a Viking 100 Series Hawes Fairlead. A Rigid Industries 20” light bar is mounted on the front bumper.
The custom skid plate system is 3/8” aluminum protecting the engine transmission and Tcase. A ShrockWorks skid plate protects the gas tank. The rear bumper carries the spare, two 4 gallon Rotopax fuel containers, a Pull-Pal Winch Anchor 11000, and allows room for original tow hitch. It also provides multiple locations to mount antenna.
Back bumper build in processCompleted back bumper
Having the KDSS suspension system limits the amount of lift you should add to the 4Runner, so it is equipped with an Icon Stage 2 suspension system providing 2 1/2” of lift. Tires are (LT285 70/R17) 33” Goodyear Wrangler mt/r Kevlar mounted on D558 Anza Fuel Wheels. Having 33” tires on a 5th gen, from my off-road experience, requires a body mount chop. When moving slowly down a steep slope where a turn is required, the front tire wedges itself against the front body mount. To continue to move forward you have to force the tire from this wedged position which will likely throw the alignment off. Been there, done that. AOE handled the body mount chop.
Front bumper before the body mount chop
Body mount trimmed to accommodate 33″ tires. This is a necessity to prevent rubbing on steep downhill grades that required a turn mid-descent.
Body Mount-covered
Other modifications include a Kodiak Dual Battery tray holding two PC 1200 Odyssey batteries with an IBS system controller. An IBS monitor display is installed in the interior. A 4×4 sPOD 6-relay source box is mounted in the engine compartment and a contour switch is installed at the bottom of the interiors center console.
Kodiak Dual Battery tray holding two PC 1200 Odyssey batteries
IBS monitor display
Contour Light SwitchsPOD 6-relay source box mounted in the engine compartment
For safety and recovery I carry all the standard equipment; fire extinguisher, VIAIR air compressor, ARB tire repair kit, ARB recovery kit, 7/8” x 30” Bubba Rope, extra water, first-aid kit, tools, etc.
I take my rig out to Anza Borrego, Joshua Tree, Lucerne Valley, Mojave Road, and Death Valley, when the weather is bearable. Next year I hope to make my first trip to Moab.
I would consider myself a newbie to this sport having a little over three years of real off-road experience. Attending trade shows was very helpful in that they provided information that allowed me to make informed decisions regarding future mods. Having attended several off-road clinics keeps me in check making sure I don’t get into situations beyond my ability and has left me with understanding that building driver skills is far more important than the vehicle build.
Author and Photographer: Larry Perez Check out American Overland Expedition custom body armor at aoe4x4industries.com
AOE owner Alex Carvallo and Larry Perez on the Mojave Road
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We all started somewhere. For me, it was in Saudi Arabia in the back of a Kia Sportage. Then onto a Kelty Palisades 4, then an Rei Kingdom 4 and a smaller 3 person tent for backpacking. But you know what? Tents suck. You may be all like, “I’ve been tent camping for years!” Sure you have. But did you tent camp, have a downpour, pack it up, then move 100 miles, unpack and sleep in it again? Yeah, if you did, you know how crappy it is. If you haven’t, then this article really isn’t for you.
Tent camping has its place. Base camps, Family camping, weekend at the lake, etc. Some of us need portability. For that there is the Roof top tent and trailers. Roof top tents are cool. You can pack em up wet, and open them back up with a dry inside. But once it’s up and deployed, it’s out. No moving. Part of the issue I had with mine (I have a Teupi Kukenam Sky, which I still do love for certain things) was getting set up and wanting to go somewhere, only to have to pack it all up and make the run if you forget something.
So in the end, after going through all the stages of gear preferences, I finally broke down and got a trailer. After checking a number of options, I settled on a TCTeardrop 5×9 trailer with the ground clearance option in order to match the ride height of my car with matching wheels and tires. During the build, Todd at TCTeardrops was more than accommodating with taking care of a few additions that I wanted such as extra wiring, extra items installed, a galley that wasn’t finished so I could customize it, among a number of other small things.
I opted for the Yakima roof rack, rhino rack foxwing with four tapered walls, a basket to put the trailer spare in, and used Bomber Products awning mounts for the ARB awning that is used as a changing room. There is also a misting system installed using the onboard water tank and pump to keep you cool on those warm days.
For those hot or cold nights, a climate right 2500 air conditioner/heater unit can be mounted and used to regulate the teardrop temperature very quickly. We had 70 degree temps in 97 degree heat and 68 degree temps in 28 degree cold. No matter what, you can be comfortable, which is important for the other half!
The trailer has been all over with me. The entire northeast, east coast and now settled in florida. I have over 30 nights in the trailer so far, all with a greats night rest. It goes anywhere the Outback can go and has served me well over the past year. It was a lot of hard work to get it where I have it now, but in the end it was worth it. It’s the perfect campsite basecamp and mobile platform, as well as the best beach trailer ever!
TCTeardrops 5×9 Ground Clearance Model- Specs
Front Box:
Better Built 60” Tool box
Blue Sea Battery Switch
Blue Sea 4 switch panel
110V Input plug
Onboard Battery Charger
110amp hour AGM battery and battery box
Blue Sea 10 circuit Distribution Block
Climate Right 2500 AC Unit
Honda EU2000I Generator
Camp Chef Triton L5 hot water heater
Two extension cords
Water hose
Misc fittings
Interior:
4 LED room lights
2 Dimmable LED reading lights
Storage net
Curtains
Memory Foam Bed
12v Ceiling Fan
12v/USB/voltmeter module
Galley:
15 Gallon water tank
12v Water Pump
Custom built cabinetry
Camp Chef Stove
12v and voltmeter
Edgestar 43t refrigerator
Misc supplies
Check out author Grant Wilson’s 2015 Subaru Outback conversion here and for everything Subaru, check his website offroadsubaru.com
What’s the best part of your overlanding kit? Tell us about it on our forum and TAP into Adventure!
