Attainable Adventure: Hellwig 2019 Ford Ranger
The Hellwig Ford Ranger
Inspired by the outdoors and built with attainable adventure in mind, the Hellwig Ford Ranger is outfitted with a plethora of gear and aftermarket parts to create a capable and fun truck for road trips, camping, and other outdoor activities. Built on a short time frame, Mike Hallmark, Hellwig’s marketing and international sales manager left no rock unturned on this attention seeker. This overland Ford Ranger can do it all, from hosting a campsite party to tackling the trails.
Improvement in to the Hellwing Products
For over 70 years, Hellwig Products has improved the suspension on a variety of vehicles, from muscle cars to trucks to military vehicles. The family-owned and operated business began after the Second World War when Rudy Hellwig came up with the idea to create helper springs to prevent cars and trucks with heavy loads from sagging due to the extra weight. Eventually, Rudy’s son, Don, helped him sell and install these parts. Fast-forward to today, the family business is now on the fourth generation and is thriving as they continue to diversify, expand the product line, and enter new markets.
Recently, Hellwig added suspension solutions for the all-new Ford Ranger to their product arsenal. To showcase the new product properly, they built a truck that is capable enough to tackle the trails and comfortable enough to camp and entertain. The project vehicle caught the attention of thousands of people as it made its debut within the Ford booth during the 2019 Specialty Equipment Market Association (SEMA) Show. SEMA Show is the world’s largest automotive aftermarket convention, and each year builders and brands set out to make a statement with their projects.
With decades of experience under their belt, Hellwig Products is no stranger to the massive tradeshow, which often creates a challenge for builders looking to complete their builds under a short amount of time.
For this project, they had a mere 75 days to complete the build. The project was managed and designed by Hallmark, who got to work immediately after receiving the truck from the manufacturer.
To begin the build, a focus was placed on the bed of the truck. Hallmark wanted the bed to house a collection of gear and storage solutions for various adventures. Helping to protect the bed, the truck came equipped with Ford’s optional Tough Bed spray-in liner. A Yakima Overhaul HD bed rack and accessories were installed that included a Yakima HoldUp EVO bike rack, SlimShady awning, Krazy Beaver shovel, and Daystar Cam Cans. Nestled on top of the bed rack is a Tepui Hybox rooftop tent that provides quick and easy shelter. “A true overland adventure vehicle needs to be self-sufficient with all necessary items easily accessible,” Hallmark says.
Not one to shy away from a good time, Hallmark made sure the truck doubles as a solid basecamp. A good sound system was needed to help keep everyone entertained. A Rockford Fosgate marine head unit paired with weather-resistant wakeboard tower speakers helps spice up their campsites. For a bit more sound while on the road, a set of Rockford Fosgate speakers were installed in the doors.
With cooking as an essential part of camping, Hallmark knew he would need a proper camp kitchen to help feed a cabin full of hungry travelers. He worked with Trail Kitchens to develop a double-sided kitchen box, which includes a Camp Chef dual burner stove along with pots, pans, plates, and all the necessary accessories. The Trail Kitchen system has a mount for a water tank, an internal battery, and a pump to operate the faucet to help keep the dishes clean. The kitchen is mounted to a Bedslide 1000 for easy access to the kitchen unit, an ARB Elements 63-quart freezer/fridge, and a host of Pelican storage cases keep contents clean, dry, and, most importantly, safe while traveling.
On the exterior side of the tailgate, a RIGd UltraSwing is mounted to hold Specialized Levo Turbo electric-assist mountain bikes that sit on a Yakima Holdup EVO bike rack and has the ability to swing wide open to allow maximum access to the bed of the truck. Additionally, an ARB jack and base-plate and Expedition Essentials ExO Table Lite are mounted to the RIGd UltraSwing for maximum utility. To secure all of these valuable items, a collection of products from Bolt Locks was chosen for peace of mind.
One of the goals of the project was to remain self-sufficient with the ability to work and play from the road. A Goal Zero Yeti 1400 helps keep the specialized bikes and other personal electrical devices charged. Helping charge the Yeti 1400 is a Goal Zero Boulder 100 Solar Panel Briefcase and a Yeti Link car charging kit.
The interior of the vehicle wasn’t ignored and has been fitted with Ford Accessories tray-style floor liners, while a Ford Accessories first-aid and roadside assistance kit by DC Safety provides the equipment needed in case of an accident. Not one to leave things stock and to add a touch of flare for photoshoots and events, the cloth seats and door trim were re-wrapped with Katzkin leather, with the Hellwig logo embroidered on the headrests.
With the vehicle outfitted with accessories for the campsite, it required modifications to help it arrive at each destination in style. A fresh coat of RM paint was applied to the exterior by LGE-CTS Motorsports. A set of 17x8.5 Icon Compression wheels were wrapped by Falken Wildpeak ATW3 285/75 17-inch tires to keep the Ranger firmly planted on all terrain. To give clearance for the wheels and tires, a set of Bushwhacker fender flares were installed while Bushwhacker rocker panel guards were added for protection to the body of the truck. For additional protection, Addictive Desert Designs front and rear Venom R bumpers were installed, along with Addictive Desert Designs rock sliders. Rounding out the exterior is a T-Rex Laser X grille and custom “Hellwig” badges by Billet Badges.
Lighting wasn’t forgotten, as it’s essential for driving in the dark, through the dirt, and to help light the camp. A host of Rigid Industries lights with their backlighting feature were installed, including the Radiance Scene, Rock lights, SR-L Spreader, and 360 Series lighting. To help control the illumination is an sPOD Bantum accessory switch panel inside the cabin.
For a little bit of improved horsepower, the truck was upgraded with a Ford Performance after-cat exhaust to accompany the factory 2.3L EcoBoost engine.
“Of course the main reason for all of these add-ons and additional weight is to showcase how our Hellwig steel helper springs and adjustable rear sway bar manage the load and sway control,” Hallmark says. And to do that the truck received a full suspension overhaul, which included an Icon Vehicle Dynamics 3.5-inch Stage 5 suspension kit, 17-inch compression, and, of course, Hellwig steel helper springs and adjustable rear sway bar, both of which are now available for purchase. Without the helper springs, the back of the truck would sag several inches, creating a loose steering feel and uncomfortable ride. By adding the rear sway bar, the altered center of gravity is now under control, and body roll is drastically reduced.
After a successful showcase at SEMA Show 2019, the truck was to be at many events, including Overland Expo, Northwest Overland Rally, and more. However, this truck wasn’t built only to be a show truck. Hallmark also plans to use the truck for a bit of recreational fun with the family and as a mobile office and home while traveling throughout the western part of the country.
For More You can Subscribe the Outdoor Advanture Magazine
Diesel World: How to implement the Clean Air Act?
It means dismantling pollution controls, something that has always been federally illegal, is now being done more strictly than ever.
If you didn't know before, you know now, the EPA has begun to implement the Clean Air Act aggressively over the last year. It means dismantling pollution controls, something that has always been federally illegal, is now being done more strictly than ever. If they follow it or not, it does not matter what the local government says, eliminating pollution device is and has always been federally unconstitutional.
We have gotten away from this old Smoke is Power or Smoke is Cool mentality, which has been extraordinary to see. So many guys are making gobs of diesel power on the track with very little smoke. That is amazing. We ought to proceed with this drift.
You know, the recent reform is going to affect the diesel performance market. We had a heavily modified truck installed before CA started smog diesel fueling when we lived in California. When that changed, we saw the industry go through the change. Not to worry, it is not going to end diesel performance. In the late 70s and 80s, gassers went through this, look at the industry today, we have 840hp production cars. It'll be hard for us, that's for sure, but we're going to get through this just fine as an industry and enthusiastic party. A Seminar was about emission compliance and how it impacts the entire automotive performance industry, which was hosted by SEMA. The important thing at the seminar was Evan Belzer, Associate Director of the Air Enforcement Division for the EPA, and Jeremiah Bairden, Vehicle Enforcement Section Manager of CARB (California Air Resource Board). The two discussed separately what their government departments are doing and explained what they are looking for as far as regulatory regulation of pollution is concerned.
Mr. Belser's EPA definitions were relatively cut and dry, and there weren't too many details about them. He said that the Clean Air Act includes everything.
Closed course racing vehicles are excluded from the Clean Air Act, saying that a vehicle is for off-road use only. It does not make transportation exempted. However, the EPA is currently concentrated only on on-road vehicle pollution deletion systems.
Vehicles with production dates before 1965 are exempt from the act. The act extends to foreign businesses exporting to the US as well.
The EPA is not going after the end-users, just the suppliers and those who sell the parts.
Belser noted that this is very numbers-based, suggesting that if you sell just a few, then it would potentially be perfect for closed-course racing vehicles. But if you sold 500, the business will be subject to penalties, etc.
It is not illegal to change entirely. If you are concerned with getting into trouble with a product that you make in the future, get a third party to check it.
CARB
A specific story had been the California Air Management Commission. CARB targets just about everyone selling products without the state granting them an Exemption Order. It includes just about everything that impacts emissions.
Vehicles originally designed for on-road use can currently be converted into closed course racing vehicles. And any vehicle that has a construction date before 1976 is excluded (diesel prior to 1998 are exempt). Others are also exempt, see CARB 's website for more.
CARB recommends that parts that could violate CA laws be serialized. That way, selling a non-E.O. Equipped to someone out of CA, and that part makes its way into CA, you can prove you didn't actually sell it in the state.
Final Say
All this is being said, which goes against what was said in this meeting. Many times, people find it difficult to sell companies' items, while down the road they are told that they are not good to sell. It seems that everyone in the industry will see this thing. We think the grey area is going away and we can all move forward towards the future. In the end, don’t roll coal, keep the emissions devices on, and just use common sense.
Be Smart and feed your diesel addiction at Diesel World which is released by Engaged Media LLC.
Stay Safe All!
Source:- https://www.dieselworldmag.com/
Diesel World: Old vs. New refurbishments, what's it going to take?
In the past few years, there has been a lot of debate about taking older diesel and rebuilding them, rather than buying a new one. It can make perfect sense for a person who is addicted to changing, like myself, to spend money making something yours wholeheartedly over buying something brand new and stock. Here come some big things into play: expense, efficiency, reliability, and comfort.
Cost is all about what your conclusion objective is. The more comfort/control/amenities you need, the more it's progressing to cost. But, for illustration, Adam, the editor of Diesel World magazine--under the publication of Engaged Media LLC, is looking to require and reestablish his 2001 F-250.
It is presentably at 600-rwhp, it has got power and is not so old, but it has reached a point where everything starts failing- door locks, window regulators, suspension bushes, engine sensors, Seat cushions, etc. Plus, it's a bit worn out in the department.
So he did some Math, in circular numbers, and with doing all the labor himself, he gauges that for generally $6K, he can get the interior nailed. New(ish) leather seats, headliner, and carpet from a wrecked 2010 Super duty will cost approx $2.5K. New window controls, door locks, and an unassuming stereo are another $2.5K. And for all unexpected things, there'll be a thousand that will still pop up. The engine is over anyway, but for the sake of this article, he came up with roughly $15 K to do the entire drivetrain (engine, trans, and axles) modestly. Put a paint job, new lamps, bumpers, mirrors, plastics, and frame bushings its way for a few thousand and, all in all, for basically a brand new vehicle, that's around $25K. We all know that ventures rarely meet their spot-on budget, but even though they increased the budget, it's still cheaper than a new $50,000-plus pickup.
The simple portion is obtaining late model performance and reliability with older rigs. Take, for example, a 1989 Ram with a Cummins, starting from scratch and going the cheapest route. If you do some searching, you can pick up one of those trucks for less than $5K. While reliable, modifying it to make 400 hp is not much compared to the head studs, injectors, turbo, and some pump mods. Throw a few thousand at the miscellaneous parts, and you have a good, reliable, 400-horsepower bare-bones pick up for under $10K.
All this gave him something else to think about: he spent a decent part of his childhood with his dad repairing what he called "vintage" vehicles. Still, these cars were probably not as "vintage" to his father as it was to him. He grew up around OLD VS. NEW RESTORATIONS, WHAT IT TAKE? That was brand new, and he didn't consider himself vintage, just like he doesn't consider himself a 1980s diesel truck or a vintage. But the fact is, first-generation diesel trucks are becoming faster than they would like to admit than vintage vehicles. Classic Car Club of America recognizes automobiles 30 years of age or older as traditional or antique rides. Because of the body style, he can only barely see 1989 as a classic, but a 1993 Ram? Of Course Not. Believe it or not, the second-gen 12-valve will theoretically be the best diesel truck in just a few years. Feel old yet?
Diesel News
diesel world is a platform where you get information to improve your diesel vehicle's mileage, power, and endurance. It will provide you with an in-depth look at the latest news, the fastest rides, upgraded parts, and advanced diesel engine technology. Increase the power of your diesel truck with new fuel injectors, turbochargers, or upgrade to a new airflow kit and performance exhaust. Recently diesel world has updated a new article on the most reliable engine which is the primary late-model with triple-turbo 6.7L Power Strokes alive. Starting with a long-block built by H&S Motorsports, a trio of ball-bearing BorgWarner S400’s were sourced from Midwest Turbo/C.R.T. The tightly-packaged system was designed with help from H&S’s Zane Koch, one of the industry’s triple-turbo masters. For fuel, an Exergy Performance CP4.2 stroker pump sits in the valley and is joined by a belt-driven 10mm CP3 from S&S Diesel Motorsport. Take a look at how your truck stacks up using the road tests because trucks were made for work, not comfort. old diesel trucks are enjoying a recovery in popularity, and Brian Wellman of Crandall, Indiana, is the enthusiastic owner of a unique, classic Dodge. Things do not end here, Diesel World will give you more news and reviews related to diesel truck performance and industry . for more updates kindly subscribe Diesel world or visit website.
Real World Power Recipes from the Purdue Diesel Club Dyno Day
Dyno events are a great way to illustrate how different power combos play out in the real world. Therefore, the Purdue University Diesel Club, a group of diesel enthusiasts that attend the flagship college located in Lafayette, Indiana, hosts an annual dyno day. So of course, we attended to see what the best diesel truck they had on the rollers that day ended up making. And hopefully the following can give you some insight or at least make you drool over what might be the best diesel engine for your truck. Here’s a quick recap of who did what at the event a few years back:
1,139hp 2006 Dodge Cummins, Brian Randall
As the owner of a diesel performance shop, Randall’s Performance, Brian built this truck to both honor a friend he lost to cancer and be the face of his business. When all was said and done, his triple-turbo terror did not disappoint at this year’s event. It would lay claim to 1,139 hp—most of the day. Backing up those numbers, the truck has gone 6.61 at 106 mph in the 1/8-mile—at a hefty 7,600-lb race weight.
899hp 2010 Chevy Duramax, Kyle Harbin
Kyle’s LMM is proof of how drivable and reliable a high-powered Duramax can be, if built correctly. He drove two hours to the dyno, made 900hp, then made a three-hour trip up to the Chicago area to grab a set of cheater slicks. After that, he drove 350 miles home, all the while getting 19.5 mpg. He hopes the added traction will help him improve on an already-impressive 7.05 at 102 mph 1/8-mile pass.
747hp 2008, Chris Hoffman
Perhaps the most intriguing truck to run on the rollers was Chris Hoffman’s 6.4L-powered Super Duty. When we asked him how in the world his stock turbocharger, stock injector’d Ford cleared 747hp on the dyno, he told us he had no idea, but that it should’ve made 650 hp! Chris regularly installs propane kits on big rigs at his shop, Wasted Diesel, and they usually pick up 100hp. However, he also told us he runs an energy-dense biodiesel concoction through his 6.4L; maybe that, coupled with a healthy dose of propane, had something to do with the truck’s freakish numbers.
732hp 2003.5 Ford Power Stroke, Jason Bannon
Jason sled pulls in Indiana’s highly competitive 2.5 Work Stock Class with his 6.0L. Over the winter, he added huge (by 6.0L standards) 350cc injectors with 150 percent over nozzles, a Fleece S400 designed specifically to excel in the class, and even a rear AAM 1150 axle out of a 2003-plus Dodge. While 732hp isn’t top in his class, it should be enough to keep pace with all the Duramax and Cummins competition.
692hp 2006 Dodge Cummins, Corey Hull
581hp 2001 Dodge Cummins, Jacob Bair
Quick Fact: Jacob’s second-gen 24-valve is proof that a standard output VP44 can make good power. He told us the injection pump is also the original one and has racked up 225,000 trouble-free miles (which is almost unheard of). Jacob was thankful for local shop, Compression Motorsports, which performed all of the work for him and helped get his 24-valve so close to the 600-hp mark.
580hp 2000 Ford Power Stroke, Shawn Matz
This particular event showed a strong lot of 7.3L’s. Shawn Matz’ numbers are even more impressive when you consider his truck sports a 332,000-mile stock bottom end. Shawn and his cousin, owner of Amos Diesel Performance in Michigantown, Indiana, performed all of the work on the truck. Shawn told us he’s got a Gen3 high-pressure oil pump on the way from Swamps Diesel, which means clearing 600hp isn’t out of the question in the future.
