The Whitsundays are known the world over for some of the most amazing sailing, diving, and snorkeling on the planet, and the views aren’t half-bad either. The sparkling, crystal clear, blue water laps at white sandy beaches, while rocky peaks reach high above the Pacific Ocean. The occasional dolphin or sea turtle breaks the surface just to set the scene, while cool ocean breezes bring a hint of salt to the air.

Discovered in 1770 by Captain Cook, this chain of 74 islands is sprinkled across the sea near Queensland, just off Australia’s east coast. But the Whitsundays aren’t the only draw for those looking for a little adventure down under. Queensland is a place that prides itself on offering something for every outdoor enthusiast, and the options start offshore on the Reef and work their way inland all the way to the top of Bartle Frere, the tallest mountain in the region. In between you’ll find amazing beaches, tropical rainforests, and the highlands of the Great Dividing Range, not to mention the wide-open spaces of the Australian Outback.

Queensland is massive in size, covering more than 715,000 square miles, making it roughly two-and-a-half times the size of the state of Texas. Because of this, the climate varies greatly with coastal areas remaining temperate throughout the year thanks to the ocean breezes. Inland, it is warmer and more arid, while northern Queensland is tropical in nature and home to the famous Daintree Rainforest, a World Heritage Site that is a refuge to a number of unique plant and animal species.

The Daintree has continually existed in that part of Australia for more than 110 million years, making it the oldest rainforest on the planet. This lush playground offers up excellent opportunities for outdoor adventure with zipline tours, canopy walks, and jungle excursions by 4×4 all on the menu. But the best way to experience the rainforest, in my opinion, is by trekking into the bush with an Aboriginal guide. The Aboriginal tribes have lived in the region for tens of thousands of years, and their connection with the land is both physical and spiritual which leaves a unique and lasting impression on visitors.

For a completely different experience, adventure seekers can leave the lowlands behind and challenge themselves on the slopes of Mount Bartle Frere. At 5,321 feet in height, Bartle Frere isn’t exactly a Himalayan giant, but it is a challenging day hike that offers significant vertical gains and a surprisingly steep approach to the summit which is often shrouded in clouds. On a clear day however, climbers are rewarded with great views of the coastal region to the east and the tablelands to the west. Round trip to the summit and back takes roughly 10-12 hours.

The big-ticket item this year is a brand new 2011 Grizzly 450 EPS ATV generously donated by Yamaha.  John Deere has also stepped up by donating a Gator CX utility vehicle.  The auction also includes plenty of powersports equipment, 4×4 accessories, hunting supplies, and outdoor gear.

This year the auction has been moved from the spring to the fall, to help supporters take care of their holiday shopping while taking care of the outdoors.  Bids are expected to start as low as 60% off retail prices.

“Giving right now is more important to saving access than ever before,” said Lori McCullough, Tread Lightly!’s executive director.  “We have some innovative campaigns and programs in the works, and this auction-our only major fundraiser of the year-is key in helping move those initiatives forward.”

Follow-up auctions will occur throughout November and December.   See a more extensive preview of the donated products at www.treadlightly.org.

Just a FEW of the products that will be auctioned starting November 1:

Grizzly 450 EPS ATV from Yamaha
Gator CX Utility Vehicle from John Deere
Camping, Hunting, Fishing and Outdoor Gear from Cabela’s
TeraFlex SpeedBump Bumpstop Kit
M8000 Warn Winch
$100 Gift Certificate to Quadratec
Custom SignalR Mirrors from Muth Mirror Systems
$500 Gift Certificate to BDS Suspension
Bushwacker Flat Style Fender Flares for a Jeep XJ
$500 Gift Certificate to ZoneOffroad.com
PIAA OE Driving Lights from West Coast Offroad
Winch Isolators from Daystar Products
Crush Proof, Water Proof Case from Off Road Trail Tools
The Ultimate Jeep Gift Basket from California Jeep Authority
Remote Control Rock Crawler from Ultimate Offroad LLC
XT-485 X-treme Jack from Hi-Lift
Seat Belt Pads from Jettrim

- Tread Lightly!, Inc. is a national nonprofit organization with a mission to promote responsible recreation through outdoor ethics education and stewardship.  Tread Lightly! is the nation’s signature ethics message for outdoor enthusiasts that use motorized vehicles.  The organization also offers unique training and restoration programs strategically designed to instill an ethic of responsibility in a wide variety of outdoor enthusiasts and the industries that serve them.

Exploring the beautiful green mountains of central Vermont during the “off” season is not new to many. It turns out there really is something for everyone up there, especially those with a sense of adventure. Activities include mountain biking, hiking, alpine slides, horseback riding, even a bungee tower and rock wall. Want the mountain experience without all the work? Take a gondola ride and check out the foliage. Others come during the many festivals held there annually: music fests, wine fests, brew fests. There’s a festival for just about everything, not to mention the many restaurants and après ski night life.

After a full day outdoors, deciding where to relax is limitless. From the luxury of The Grand Hotel to condo rentals to pitching your own tent under the stars, the choice is yours. There’s even a spa at The Grand, along with golf, miniature golf, and some of New England’s best shopping.  So it turns out, there’s more to do at this great ski resort than just ski!

However, this time around I came for the 4^th annual Killington Jeep Jamboree. Jamborees have officially been taking place since 1954 so this one is a proverbial baby. Jamborees are famous for the diversity of the people they attract. From hard core wheelers to absolute beginners who just happen to have bought a Jeep because of the promise of adventure. This Jamboree was no different as I personally witnessed the excitement build from two separate families as the Jeep bug bit them.

Rock Out your camera with M-ROCK’s newest line of functional camera bags!

M-ROCK camera bags are the highly sought after underdogs of the camera bag market. No matter the photographer’s experience level, whether a novice or professional, their premium cases, bags, and backpacks have garnered rave reviews from happy customers.

Protection and convenience are the leading requirements when M-ROCK starts developing, and the main reason for all their acclaim. A camera bag needs to be safe and sturdy enough to protect the delicate equipment it holds, yet easy enough to access when the mood strikes. Built to be rock solid, their products are made to last yet won’t weigh down or get in the way of the on-the-go photographer.

Take for instance the SLR Camera Bags. They are equipped with two shoulder straps for optimum customization, allowing users to wear it as a shoulder bag, backpack, or across the front. It also comes with a deep front pocket with more interior pockets for storing keys and accessories, lots of storage space within and a mesh pocket which includes a lens cloth, and non-abrasive interiors with customizable dividers. Planning on hiking to find the perfect picturesque opportunity? Luckily the SLR bags come with bungee straps underneath for attaching jackets, water bottles, tri-pods, and other personal items.

No matter the customer’s taste there is a bag for everyone. Check out their eight other camera, camcorder, and lens bags which can also function as modular attachments to add more space to a pre-existing bag. They also make sling style backpacks and a modular cart that can quickly convert the larger bags into roller bags.

M-ROCK products are made with water resistant nylon fabric as well as water resistant zippers, in order to ensure a dry environment. They’re built with a dense closed cell foam and a thin layer of plastic that absorbs much of the shock if dropped or banged against objects. Choose from five trendy color combinations that appeal to women and youths, as well as the classics.

• M-ROCK was created in 1995 in order to provide top of the line camera bags, to function starved consumers. They have never wavered from their goal for a second, and have spent hours of design time dreaming of their ideals and putting them into form. They take pride in their craftsmanship and offer a life time warranty against defects in material or workmanship.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

If you incur a small sidewall split, your first line of defense should be to switch the damaged tire out with your spare. The damaged tire can then be repaired at camp or in a safe location.

The Ultimate Puncture Repair Kit contains both thick and thin plugs and you should try to fill the tear completely with a combination of both. With the split plugged, inflate the tire up to 25psi and see if it holds pressure.

If the plugs don’t hold pressure, a more extensive repair will be required. In previous articles we have covered breaking the bead, and removing and replacing a tire. You are going to need all of the skills and tools plus a little more for this repair.

Although merely removing the front of the tire from the rim can do this repair, I recommend you remove the tire completely. You’ll end up with much better access to the damaged area of the tire.

For this repair you will need the following tools from Ultimate Tire Repair Kit:

• Tire Reamer

• Baja Patch or Regular Patch

• Stitching Tool/Rasp

• Rubber Cement

• Chalk

You will also need:

• Solvent, such as brake cleaner

• Something to sew the sidewall with (i.e. waxed cotton thread)

• Shoe Goo or equivalent flexible glue

After removing the tire from the rim, make sure that whatever has punctured the tire is not still lodged in it.

Different deflation options are out there, everything from using your Jeep vehicle key to air down your tire manually to permanent wheel fitments that rapidly decrease tire pressure. An excellent option that works much better (and more reliably) than using your key is the E-Z Tire Deflator by ARB.

Featuring a unique, patented design, the ARB E-Z Tire Deflator works by removing the valve core for rapid tire deflation. My test of the E-Z Tire Deflator clocked in at 20 seconds from 35psi to 10psi. That’s pretty darned quick!

The E-Z Tire Deflator also features corrosion resistant brass and stainless steel, and its tube gauge design ensures accuracy regardless of temperature, humidity (which is always a constant in Houston), or altitude. Plus, the gauge is protected with a rubber guard, is easy to read with 1psi increments, and the entire deflator is protected with a handy canvas pouch for storage.

In the realm of tire deflators that aren’t a permanent fitment to your vehicle’s wheels, the ARB E-Z Tire Deflator is hands down the best on the market and one that I would highly recommend.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

The “Jeep Rocks & Road Tour” provides the ultimate on- and off-road driving courses for attendees at air shows, auto shows, fairs and festivals all over the country. The program is free and guests can pre-register at www.jeep.com/rocksandroadtour. Typically generating an enthusiastic response, pre-registration is highly encouraged in order to ensure a quick and seamless entry.

The “Jeep Rocks & Road Tour” is open to the public and features obstacle courses that demonstrate Jeep Trail Rated® capabilities. The entire Jeep brand lineup, including the all-new 2011 Jeep Grand Cherokee, will be on site to test-drive.

“We have created the Jeep Rocks & Road Tour to provide our current and potential customers with an adventurous experience that is exclusive to the Jeep brand,” said Mike Manley, President and CEO – Jeep Brand, Chrysler Group LLC. “We are partnering with various venues across the country to reach out to our loyal Jeep consumers, while branching out to those with new interest in the one-of-a-kind Jeep brand. This tour provides an ideal venue to experience the countless features and legendary capability offered in the all-new 2011 Jeep Grand Cherokee, as well as the other vehicles in the Jeep brand family.”

The “Jeep Rocks & Road Tour” courses consist of several obstacles that simulate some of the rigorous testing that Jeep vehicles endure before customers get behind the wheel. Courses include elements that demonstrate the Trail Rated capabilities of Jeep vehicles for articulation, ground clearance, maneuverability and traction.

Jeep brand vehicles will be on hand for participants to drive over a variety of surfaces. Attendees will learn to navigate off-road challenges, such as steep grades, rocky trails and log crossings, under the guidance of a trained instructor.

The “Jeep Rocks & Road Tour” features a number of interactive activities, including informative product displays. The family-friendly event offers children the opportunity to take part in the Jeep brand experience as well. Jeep kids can drive “Power Wheels” mini-Jeep vehicles; climb a rock wall and more.

]]> http://online.jpfreek.com/2010/08/30/jeep-announces-rocks-roads-tour/feed/ 0 http://online.jpfreek.com/2010/08/30/selecting-a-portable-fridge-for-your-jeep/ http://online.jpfreek.com/2010/08/30/selecting-a-portable-fridge-for-your-jeep/#comments Mon, 30 Aug 2010 21:33:46 +0000 Wil Kuhns http://online.jpfreek.com/?p=1589/selecting-a-portable-fridge-for-your-jeep Just about everyone has a cooler of some sort and has reached in to pull out that tasty treat, only to have it saturated with ice cold water. I can recall pulling into camp and lusting over other camper’s portable fridge/freezers as I reached into my cooler and grabbed my beer out of an icy pool of water.

While the cooler did get the job done, I had to rely on ice and a source for it. With my camping trips slowly extending beyond the typical weekend, I needed to be vehicle dependant and not rely on a source for ice. This need, and a few too many foods saturated in water, pushed me to purchasing a 12v fridge/freezer.

In order to select a portable fridge/freezer for your Jeep, it is important to first understand the different types available on the market. There are three basic types of refrigeration in portable fridge freezers: thermoelectric refrigeration, absorption refrigeration, and refrigeration using reciprocating compressors. Commonly called a portable refrigerator, these electrically inefficient thermoelectric units are more an assisted cooler than a fridge. They do not use any refrigerant gas, and are limited by the ambient temperature. Absorption units are typically found in RV’s and use a process of heating ammonia to create refrigeration. Due to the design of the heating, these units are not recommended for typical trail use and work best with minimal vibrations and level operating surfaces. There are units that are designed for use in off-highway vehicles that feature a reciprocating compressor, typically these units use a Swing Motor or Danfoss compressors that are designed to handle vibrations intolerances and capable of operating at angles of up to 30° off level.

Although each model of fridge is completely different, selecting the right one for you can be a hard decision. So what do you look for when selecting a 12v portable fridge/freezer? The unit selected should have a heavy-duty compressor, sealed refrigerant system, low amperage draw, and true refrigeration and freezing capabilities. There are numerous brands and sizes of fridge/freezers to choose from to suit your needs, from 14 quarts to 84 quarts. It is best to pick the  unit that best suits your needs. The determining factors should be based upon capacity, weight, size, performance, and accessories available.

Rock climbing is not just an adventure activity but also an increasingly popular sport that provides excitement and a total body workout. Rock climbing has become so popular that you don’t even have to live in the mountains to participate. Many cities across the country now offer indoor climbing gyms that mimic the same challenges that you would find in a natural climbing area.

Rock climbing began in the United States after several European climbers brought it over in the early 1900’s. Many popular areas of the western U.S. were discovered by these early climbers, and the sport has developed into a world-wide activity among people of all ages and abilities. This article offers an overview of the sport and the gear that will enable even the most timid of adventurers the opportunity to engage in an addictive and enjoyable activity.

First of all, most people associate climbing with images of vertical walls of rock with thousands of feet of air below a climber, hanging by a tiny rope. However, with the proper gear and knowledge of essential safety measures, the sport offers a controlled and challenging workout with rewarding benefits. Just like any sport, you must learn about the gear and practice the techniques to have a truly enjoyable experience; one that will definitely have you crawling the walls.

LEARNING THE BASICS

One of the fundamentals of climbing is that it isn’t just about strength. In fact, I would dare to say that climbing is about fifty percent strength and fifty percent flexibility and balance. I explain to people that typically if you can climb a ladder then you can climb a rock. You just simply move one hand up and one foot up at a time while balancing your body in the proper position. Of course, upper body strength plays a huge role in climbing but most of the time you want to focus your strength in your legs and use your hands for balance and movement across the rock.

Light a match and toss it into a gallon of gasoline and you’ll get an idea of how hot it is today. I won’t be escaping anytime soon, either. Maneuvering my bike on this rocky road’s a total bitch, and I’ve bit off more than I can chew. For some inexplicable reason, I’m thinking about the explosions and erosion that put these rocks here. Explosions and erosion: what else is there to think about anyway while riding solo on a bike?

Another question. Ever heard of the Laramide Orogeny? Rock climbers, hikers, mountain bikers, Jeep-trail nuts, and zany outdoor folk who enjoy the mountains and canyons of the Southwestern U.S. owe serious homage to the Laramide Orogeny.

I’ll explain. This is the geologic event that lasted approximately 50 million years and effectively built the mountains, valleys, and canyons of the western portion of North America. If it hadn’t been for ol’ Laramide, there wouldn’t be a certain heart-stirring

chill to the word “west” and human history here would be drastically different. Because of Laramide, we westerners go outside . . . to celebrate life, if you will.

Hone in on what would be modern day central Arizona, and area known as Oak Flat, 20 million years after Laramide. Right  here under the ground there’s a giant magma chamber cooling down and parts of it are beginning to solidify. But gasses from the magma are getting trapped between the newly formed solid sections . . . and pressure is building. Intense pressure. And it keeps on building for, oh I don’t know, maybe another million years. Who knows? But over the course of just a couple of days the earth’s crust gives way and releases a gigantic plume of ash – like a couple hundred cubic miles worth – along with an avalanche of molten rock. Again and again, over and over. Each new layer of magma and ash lands before the previous layer completely cools. The intensity, weight, and concentration of it all essentially welds the layers together. Mother Nature, after all, is a welder.

Eventually the eruptions end. The remaining dacite foundation cools, traps more gasses which form pockets in the solid material, and an ash layer cools faster and produces contraction – the contraction causes millions upon millions of vertical fissures to form in the rock.

None of us can say we haven’t been in a pickle frantically searching for the right tool in a critical moment. A good multitool is the answer.

Les Stroud, Survivorman, always carries a multi-tool on his trips. The compact utility tool, approximately 3” in length, is the most enormous asset you can have next to a satellite phone in a survival situation.

The Leatherman Surge is a very practical model from the Leatherman line up. It has the most tools in the full-size multi-tool line, with 20 different tools including long blade lengths, and easy to use locks. There are 12 other full-size multi-tool options to fit every niche, and a full line of mid-size and mini multi-tools. I’ve had a mini multi-tool in my nightstand and in my glove box for years. There is a size and style for everyone in the family and the craftsmanship is as tough as they come.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

Geronimo, whose real name was Goyathlay, was born in 1829 near what is now Clifton, Arizona. At the age of 17, he was admitted into the Council of Warriors and soon after married and had three children. A peaceful Apache, Geronimo became a fierce and respected adversary of both the U.S. and Mexican governments after the massacre of his family by Mexican troops while on a trading mission with old Mexico villagers. From that day on, Geronimo (Spanish for Jerome, the name given to him by Mexican soldiers for reasons unknown) hated all Mexicans.

Over the next 20 years, as the white man continued to “invade” the Apache homelands, Geronimo waged war in both Mexico and the U.S. in the Arizona and New Mexico territories. By the early 1870s, General George Crook managed to establish a fragile peace and Geronimo, as well as his followers, joined his fellow Apache in their traditional homeland.

A few years later in 1876, the U.S. Government uprooted the Apaches and moved them to what is described as “Hells Half Acre,” the San Carlos Indian Reservation. Starving, homesick, and left with few options, Geronimo led hundreds of Apaches into Mexico where for ten years they sporadically raided white settlements across the border. In 1882, General George Crook was given the task of bringing Geronimo and his followers back on the reservation. Two years later, Geronimo and his band of Apaches surrendered and went back to the reservation. However, with rumors of trials and executions for acts they had done, Geronimo again left the reservation with about 30 warriors and 100 other Apache to the mountains of Mexico.

Nearly one quarter of the U.S. Army, about 5000 soldiers, took part in a campaign to bring Geronimo and his followers back to the reservation. One year later in Sonora, Mexico, Geronimo, who was exhausted, starving, and heavily outnumbered, surrendered once again. As the troops escorted the rag tag band of Apache back to Fort Bowie, Geronimo and some of his warriors who feared they would be executed once back at Fort Bowie, bolted before they crossed the border into Arizona.

There are only a few of Colorado’s 14,000’ mountains that you can drive to the top of – or near the top – and the Mt. Antero road is one of the best. Although the road stops at 13,700’, it is still a great opportunity to be at the top of a 14er with little physical effort. However, make sure to start early in the morning to avoid nasty afternoon lightning storms.

Mt. Antero is the highest Colorado Mountain to be named after a Native American Indian. Neighboring mountains Tabeguache, Shavano, and Ouray are also American Indian names. Antero was the leader of the Uintah band of Ute Indians. Chief Antero was a proponent of peace between the Utes and the white men during the uprising of the late 1860’s and 1870’s, and he was one of the signers of the Washington Treaty of 1880 which led to the Utes losing most of their land.

To get there from south of Buena Vista turn west from US 285 on Chaffee County Road 162 for 12.5 miles to the Baldwin Gulch Trailhead. The trailhead is at GPS coordinates and is well marked: N38.70990 W106.29086

For the first 2.5 miles, the road climbs up Baldwin Gulch and you are accompanied by great views of Mt. Princeton to the south and the sub-peaks of Antero to the east and north. The road is roughly strewn with cobbles and it is advisable to air down your tires. Otherwise, be prepared for a bumpy ride. After 2.5 miles, the road breaks out of the aspen trees and you are greeted by a sign giving you a couple of choices (N38.68254 W106.27290). Take the left (east) fork and cross Baldwin Creek. In early season, the creek can be high and swift so get out and evaluate the creek carefully before crossing in a stock vehicle.

After crossing Baldwin Creek continue on the road for another 1.5 miles until reaching the notorious Antero switchbacks. The switchbacks are narrow and steep so the rule is slow and low (gear). Before starting the switchbacks, look up and check to see if you have traffic coming down so you can wait for them to pass. After the switchbacks, you’ll arrive at a fork in the road at N38.66257 W106.25595. Take the left fork and continue heading up the mountain. By this time, you are well above tree line and approaching the crux of the road. The last fork in the road is at N38.66217 W106.24975, and occurs at the base of the final push to the summit. Again, take the left fork and head steeply up the mountain. This final part is steep and narrow so take your time and use four-wheel drive in low gear. Before starting this section, again make sure no traffic is heading down the mountain.

This article details one such transformation. The ’97 Wrangler shown here had been severely abused by its previous owner. While this created a long list of necessary repairs, the purchase price reflected the neglect. A savvy buyer with more time and skill than cash will view this as an opportunity.

The TJ benefits from a dizzying array of aftermarket support, more than any Jeep in history. The price and quality offered is as broad as the options themselves. On this project we wanted to find the best value, not necessarily the least expensive product. When wading through the options one name stood out above the rest: Gen-Right. Gen-Right is best known for their fuel tanks, but they make a variety of other innovative products as well. For our TJ makeover we used Gen-Right’s stretched corner guards and rocker guards. Before we could install the new rocker guards, we had to remove the crude angle iron that the previous owner had welded on to the tub. In contrast to the crude sliders that we removed, the Gen-Right rocker guards bolted in place with perfect fitment. The 3/16” thick steel means that it is unlikely that we will ever need to remove them, but if we do, it is nice to know it is possible with minimal effort thanks to their bolt-on installation.

The rocker guards were ordered in a 4”extended length to match the stretched TJ corner guards. Gen-Right offers a variety of parts to stretch the wheelbase on your Jeep, resulting in greater stability and improved departure angle. Like the rocker guards, the corner guards bolted in place with little difficultly and are constructed of 3/16” steel.

JPF: How did Adventure Trailers come to be, and what separates a company like AT from its peers in the off-highway and overland market?

AT: Martyn: In 2001 I’d just returned to the USA after living in South Africa and I had this hairbrained idea that off-road trailers might sell well over here. There was a guy I’d been e-mailing here in the States who had some similar thoughts, he turned out to be Mario. The company formed based on our enthusiasm and lack of business skills.

When we formed the company, “Overlanding” was in its infancy here in the USA. We basically had to create the market we were selling to. We started out selling products that were made overseas, and then started to manufacture here in the USA. When you produce close to home you have the ability to control “quality control” and materials, as well as quickly modify designs. We are very proud of what we make, and the fact it’s made in the USA.

JPF: Last year, the downturn in the economy affected just about everybody and many companies didn’t survive the contracting spending habits of consumers.

How has the diversification of products offered by AT (i.e. Tear Drop trailer, AT drawers, etc) helped the company weather the storm, and how have these new products helped solidify AT’s market share as a compliment to its core product line?

AT: Martyn: For the past five years AT has never had a trailer unsold by the time it reaches the production line. Our main attention was focused on production. We had new design ideas but no time to develop and prototype them.

With the slow down in the economy we suddenly had an abundance of time. We did what few other companies in a recession do: we developed new product. From December to April we came out with the AT Teardrop Trailer, Composite Drawer Systems, the AT FlipPac, and an aluminum can holder. We worked with a local company to develop the Max Coupler, and expanded our line to include items like military grade foldable solar panels, Front Runner roof racks, and National Luna electrical products. The expansion and diversification continues with our Vehicle Conversions. Our customers can now find way more than just trailers on our website, and we can now furnish everything you need to Overland, including working on vehicles. We are more of a one-stop shop now.

From a business viewpoint we have managed to even out some of the huge cash flow swings we had when we focused on trailers. Cash flow really is king for smaller businesses.

We had the opportunity to test this camera on our cross country adventure while we traveled 12,000 miles in a two month period, hitting seven different Jeep Jamborees across the country. The size of the camera is amazing in regards to how it functions: it resembles a child’s toy of a “key chain” type camera and it captures surprisingly high quality video and equally good still shots.

Powered by two-AAA batteries and holding a two gig memory card, it is able to hold 44 minutes of video, has the ability to take still frame shots in a variety of different modes from single shots to three shot bursts, as well as still’s every two or five seconds depending on which setting you choose. A couple of other great functions that really stood out during the testing and review process is the capability to position the camera on a mount, upside down, and set it so that it records right side up. Another great feature of the camera is that it comes with a waterproof case that is good for submersion down to 100ft.

After having the opportunity to use and test the Hero for almost two months, we like the design, compact yet impressive capabilities, as well as the ease of use. It was enjoyable to use and not so much of a chore as other cameras that we have tested and owned so we found ourselves looking forward to putting it to use and watching what it had produced later on.

If you’re looking for an affordable, user-friendly outdoor camera then the Hero is a perfect fit. There is also a wide angle option that is available and comes as a 170 degree version, as well as an HD version for those preferring high definition.

- Special thanks to Bob Miller of JpVehicle Outfitters for providing JPFreek Adventure Magazine with a GoPro Hero for this review.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

This simple phrase can encompass the entire season of rides that took place in a location that has been dubbed “Area 52.” Not a place that one would happen across, a strange sequence of events led to our discovery of this off-road gem. Between local oil exploration and my work in wilderness rescue, I happened across the landscape and knew it was a special place. The nearby plains suddenly sink into a large series of sandstone swells and valleys. Sage brush gives way to sandy estuaries, cliff bands, and unearthly rock formations. Knife-edge ridges separate valley walls that give way to impossibly steep sandstone slopes that average thirty to fifty degrees. I can only imagine that a waterless sea would look much the same.

Hazard and I stood atop the ridge pointing out features, adjusting helmets, and straddling our mountain bikes. These forty-five pound beasts were built for the sole purpose of riding what was previously not able to be ridden. We were in search of a route down the sandstone slopes to the valley floor, located one thousand feet below.  All we needed was the lone offshoot that snuck through the cliffs and impossibly-steep slopes. We knew our line was hiding somewhere amongst these rocks; we could hear it taunting us for months.

The valley bottom is a series of sandy washes that are accessible only through a network of unmarked oil exploration roads. Our hopes were that we could get a better view of possible routes from the valley floor. Armed with enough gear to support a small army, we loaded the Jeep and headed into the sand. The diesel chugged up and down sandy washes without a complaint. Sometimes it would almost seem as though the Jeep was as curious as we were – anticipating what lie around that next corner. However, once we hit a dead end the Jeep would seemingly become discouraged, turn around, and promptly bury itself in the sand. The Liberty has turned out to be quite the companion in the backcountry despite an occasional tantrum.

The terrain is legendary for its beauty and diversity. Landmarks such as Lion’s Back, Hell’s Revenge, Poison Spider, Escalator, and the Golden Crack are indelibly burned into the minds of every 4×4 enthusiast.

One of my local Jeep clubs (PNWJeep.com) was planning a trip to Moab the second week of May, after the congestion from Easter Jeep Safari had calmed down, and they assured me that I absolutely had to go for the life altering experience, and all that. Moab is also well known for eating Jeeps whole and picking her teeth with the broken axle shafts, so it was not without a little trepidation that I agreed to come along.

A search on Youtube or Google will reveal too many rollovers, flops and catastrophic failures to count. I will let you know this: the night before I left, I was glued to my computer screen watching Jeep after Jeep after Jeep plunge down some impossibly vertical piece of sandstone to its death. It was then that I realized driving my Jeep the 1100 miles each way might be foolish.

Our group of Jeeps would consist mainly of Cherokees, with a few wild cards thrown in. Of course, there’s my ’94 2-dr XJ, running a High pinion D44 front axle, Ford 8.8 rear, Detroits and 34” Interco Trxus tires on about 6.5” of lift. Riding shotgun with me was good friend and fellow XJ driver (though not on this trip) Sean Hudson; he was nice enough to take pics for us as well.

Chrysler announced earlier today that in Q2 2010, Net Revenues increased to $10,478 million representing an 8.2 percent improvement over the prior quarter. First half 2010 Net Revenues totaled $20,165 million.

The Company ended Q2 2010 with an Operating Profit(a) of $183 million and a first half 2010 Operating Profit of $326 million.

“The second quarter operating profit confirms that Chrysler Group is on track to achieve its goals, yet an extraordinary amount of work still lies ahead,” said Sergio Marchionne, Chief Executive Officer, Chrysler Group LLC. “Customer traffic in our dealerships and confidence in the Company’s future continued to grow with the launch of the all-new 2011 Jeep® Grand Cherokee, one of the signature vehicles for Chrysler Group. The Grand Cherokee sets the standard for this Company to produce high quality, technologically advanced vehicles.

“2010 is seen as a year of transition and stabilization. With most of our 16 all-new or refreshed products launching later this year, including the all-new Chrysler 300, Dodge Charger, Dodge CUV, the iconic Fiat 500, and the Chrysler Sebring replacement, Chrysler Group must continue to be rigorous, disciplined and focused on the task at hand,” Marchionne said.

The Q2 2010 Operating Profit improvement of $40 million, compared to Q1 2010, was driven primarily by continued volume increases. This improvement was partially offset by the impact of the Jeep Grand Cherokee changeover and moderate increases in incentive programs. Industrial costs increased due primarily to the ramp-up of ER&D expenses for the new product offensive starting in the second half of the year, partially offset by continued manufacturing efficiencies.

Revenue rose 8.2 percent from the first quarter to $10.48 billion. Results in the years before Chrysler’s April 2009 bankruptcy filing are not public.

Chrysler increased its cash reserves by $400 million to $7.8 billion. Net debt was $3.4 billion, including owed $5.7 billion to the American government and $1.2 billion owed to Canada.

Chrysler is the only one of the three Detroit automakers still showing net losses but attributes this to the interest being paid on recent government loans.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

They come in various types and materials and have many uses. Some tents have specific uses, while others are intended to be used for a variety of purposes. Tents can be very cheap or very expensive depending on the quality, durability, etc. The general rule of tent buying is to purchase the best you can afford. A good, high quality tent will last for many, many years, so an initial substantial investment will pay for itself many times over….especially on those stormy alpine days. Tents purchased from a discount store, or that are considered “off-brands,” could cause your dream trip to be a disaster.

The best way to choose a tent is to first decide what your use for the tent will be. As said, some tents have multi-uses that will fit the bill for most hikers and climbers. Since this should be one of your major purchases in outdoor gear, getting it right the first time is important. Some questions to ask before deciding on a tent: What season will you be camping in? How many people are going to be sleeping in the tent? Do you want your gear to be in the tent too? How long are your trips going to be? Is weight a factor? What shape is important to you? How many entrances to you want to your tent? Do you want the tent to have a floor? Do you want it to be free-standing? How much do you want to spend? So many questions and so many decisions.

Let this solve the problem for you: Most people in the lower-48 states will do fine with a two-person, three-season, double-wall, free-standing tent. With this type of tent, you can do pretty much anything you want (except for an epic on Mt. Rainier). A good brand of this type is fairly lightweight, is durable and weatherproof, has plenty of room for two people and gear, is easily pitched, and will last for years. However, don’t let this sell you. Let’s talk about some other types of tents and their uses. Maybe one of them is right for you.

Three-Season: This tent usually is 1-3 persons, has a double wall, and is designed for spring, summer, and fall use. It is not generally a good choice for heavy winter use because it is not designed to withstand the weight of snow or extreme winds. Double-wall means that the first tent layer is basic nylon (or similar material), has a mesh ceiling, and sometimes has mesh side panels. The second layer is the waterproof fly that which is optional depending on conditions. Three-season tents usually have a “bathtub” designed floor which helps prevent floor leakage. Expect to pay from $150 to $300 for a quality three-season tent. Examples of quality manufacturers are: Mountain Hardware, Sierra Designs, Nemo Equipment, Kelty, MSR, Dana Design, and many more.

Sure, that’ll only set you back about 800 bucks.

You’re an adventurer, and I bet you want those 800 bones for gas money. You’ve got a kayaking trip in the Sierras coming up – you don’t want to buy a big bumper.

Call A to Z Fabrication right now and thank them for saving you a ton of money and a headache. With their TJ/YJ winch plate, you can be sitting proud with a mighty Warn, Ramsey, Mile marker, or Superwinch (uh, sold separately . . .) on your front end without the brutal cost, payload sacrifice (aka: suspension sag), or installation hours of a winch bumper.

This 40-pound plate ties right to the frame and sits on top of the factory Jeep bumper while using the same bolt holes as the OE bumper – no cutting, drilling, welding, or anything of the kind. You can use it on any flat-topped bumper too. Talk about pretty cool.

Installation will take less than an hour, even if you don’t know what you’re doing.

A to Z has come up with a way to add a winch to your rig economically, quickly, and soundly. Ye be warned, mates: it’s a no-frills, to-the-point, robust piece of equipment that’s laser cut, precision welded, and powder coated for maximum durability and perfect fitment with 3/8” and 3/16” steel construction all the way around.

If you’re like me: you might have to pull out the winch line once in two years. What do you think; hundred and thirty smackers for a hearty winch plate or an eight-hundred-dollar bumper? I’ll take the plate, thank you, and be able to afford one more Tour de Moab before season’s end.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

Miles of challenging and scenic off-highway trails and some of the best hiking, camping and climbing in the United States can be found here. It’s a secret we have known for some time, and in early September, we made our second trip to the area this year.

Although our primary goal was to climb at least four of the Colorado fourteeners (fourteen-thousand foot mountains), we wanted to try our hand at some of the more famous off-highway venues as well. The wonderful thing about this area for us is that we can do both of these things on the same trip. By using the Alpine Loop scenic road, we could access the fourteeners and do some off-highway travel at the same time.

After settling our RV into a campground just outside of Lake City, Colorado, we quickly unhooked our Jeep Rubicon to get a peek at the beginning of the Alpine Loop and scout out our approach to Uncompahgre Peak, elevation 14,309 ft. Although the Nellie Creek road, which is the main access to the standard route for Uncompahgre Peak, can be hiked, it also happens to be a nice five-mile moderately challenging four-wheel drive road.

Uncompahgre Peak is a relatively “easy” fourteener, but none of them should be taken lightly. Weather and conditions should still be considered. So with this in mind, Alan, our dog Scout, and I drove up Nellie Creek road in the dark and reached the wilderness boundary at 11,440 ft at 6:00 a.m. Our early arrival would allow us to complete the seven-mile, 2,870’ elevation gain round-trip hike before the afternoon thunderstorms built. We waited at the trailhead to meet up with a diverse group of people we had arranged to make the climb with, and at 6:30 am, we all began our hike up the easy trail to the summit. This climb is suitable for any moderately fit hiker and none of us, including our dog Scout, had any problems with the short class three sections near the summit. Alan, Scout and I were on top at 9:00 am and we spent an enjoyable hour on the summit with our new friends. But as puffy clouds began to grow, we knew we needed to begin to make our way down to avoid the impending storms.

Thus began plans to take on the mighty Rubicon Trail in California. Preparing for this trip with my fellow comrades from the Rubicon Owners Forum, we converged seven Jeeps from the four points of the compass—Rubicons all but one, to a single spot on a cool, Friday August morning at Robb’s Valley Resort.

With the tools and spare tires dispersed amongst us, we were ready for anything.

Day 1:

Unlike the typical run of the Rubicon, we wanted to spend two nights on the trail. Originally we had planned to stage at Loon Lake, but after several recommendations for Wentworth Springs, we changed plans at the last minute. And we were glad that we did.

Flanked by rotted buildings from the mining years assured me of the right course. We circled the wagons, aired down, disconnected our swaybars, and said a prayer for a safe journey.

The trail was easy going at first until we met our first real fork on the road. The trail sign hung closer to the flat road on the right. But the tire tracks marked the steep granite face to the left. We walked the steeper lines and discovered this was the Postpile.

The Postpile started with slabs, then boulders and fine obstacles. Bill and Robin Moore sat on the smallest shoes at 33 inches, but they took the hard lines with the rest of us on 35s and 37s (yes, the Rubicon can be done ably on 33s if you have proper armor protection).

All of us got an early impression of the 4-door JK when we watched Michael Wood, crawling with a prototyped Nth Degree suspension. The Jeep footprint was larger than the TJs and LJs the rest of us were in – yet a vehicle in command. Nimble likea buggy, Michael took his hard lines, maxing out his suspension on every side yet hardly getting tipsy…ever.

The Tread Lightly! 101 Online Awareness Course is designed to teach the basics about the organization Tread Lightly! and more importantly how to minimize your impacts in the outdoors.  The course utilizes flash technology, audio voiceovers, knowledge checks, and interactive scenarios to teach the Tread Lightly! principles and how to apply them in real world situations.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

The 15^th Annual PA Jeeps All Breeds Jeep Show is a two-day event that is the largest Jeep-only Show and Shine, Marketplace, and Swap Meet event one would ever hope to find. With nearly 100 trophy categories from the most stock to the wildest modifications in Jeep vehicles, it was well worth the trip.

The event was held at the York Fair Grounds and every year there is amazement at how much can be crammed into an event. Half the arena was taken up by the Show and Shine where the lanes are broken down by Jeep vehicle class, then by modifications. On the other end you have the obstacle course where Jeep enthusiasts could try a log bridge, a rock pile, several frame twisters, and a couple of hill climbs.  The course was set-up for all Jeep vehicle types and classes with event staff taking the time to insure Jeeps made it through unscathed. For a short time the course was only open to the vendors and sponsors of the event but once it was opened up to the general public and the Show and Shine participants, the line formed around the track and cameras whirled as the opportunities for great shots never ended.

The All Breeds Show has grown every year to include more sponsors, vendors, and entertainment for everyone. The midway was the place to be if you wanted to meet representatives from your favorite aftermarket accessories and parts providers. You could have even found some products you didn’t know existed or were just being released. The outer ring was the swap meet section where people brought their used parts and unique items to offer to the public. You could find trip panels for that 1965 Waggoneer or perhaps a complete M1416 Stevens military Jeep trailer. It was amazing to see what was offered as people brought little red wagons to carry their treasured finds or put deposits on larger items they had to come back for. From old parts vehicles to half completed project vehicles, you could get yourself just about anything you needed and with some friendly bartering, these items could perhaps be had at the right price.

Jeep later improved upon its original design of the ZJ, which included a 5.9L V8 in 1998, with the evolution of the WJ Grand Cherokee in 1999. Featuring a 4.7L V8, as well as an increased gear ratio and other amenity upgrades, the WJ became a staple of Chrysler’s commitment to capable full-size vehicles. The evolution continued and in 2005, the WK Grand Cherokee would push the envelope with features that made it a “Trail Rated” vehicle. Capabilities comparable to those of its cousin, the Jeep TJ, further solidified the heritage of the Jeep Grand Cherokee.

The continual expansion of the Grand Cherokee continued with the introduction of a 3.0 L CRD diesel engine for the 2007 model year and a completely new redesign of the WK Grand Cherokee with the 2011 model which we reviewed in our current issue of JPFreek Adventure Magazine (review can be read here).

Chrysler’s dedication to offering a highly capable family of vehicles is reflected throughout the history of the Grand Cherokee, and this is the focus of JPFreek Adventure Magazine’s vehicle photo essay featuring Jeep’s Grand Cherokee.

* Larkspur, Colorado is home to Bryan Maine and his 2005 WK Grand Cherokee. It is an amazing example of a highly capable off-highway vehicle, and the rig features the following mods:
- Magnaflow Exhaust system
- SuperLift 4” lift with SSR’s
- American Racing Crush Rims
- 33” BFG AT KO’s
- 4xGuard Rear HC Skid Plate
- 4xGuard Front HC Skid Plate
- 4xGuard Rock Rails
- 4xGuard CB Antenna Mount
- Hi-Lift Jack/Rack Mount
- Shovel & Ax/Rack Mount
- Defender Roof Rack
- 2 Hella Rally 4000’s
- 2 Hella Rally 4000’s w/CELIS
- Galaxy 88 CB w/Firestick Antenna

Come for the trail, stay for the party!

There is still time to get in on the 43rd^th annual Sierra Trek, August 12-15: Sponsored by the California Association of 4WD Clubs (CA4WDC), Sierra Trek will be heading back to its traditional home on the shores of Meadow Lake (near Truckee, CA).

As one of the West’s premiere family 4×4 events, Trek offers a dozen trail rides ranging from the highly technical Fordyce Creek OHV route to guided SUV and historic runs. New for 2010 is the Intermediate Trail Run which traverses the Signal Peak Trail, the River Run, and an all-new Sierra Trek Saloon. (The Fordyce Trail requires a lift, locker or limited slip differential, and 33-inch tires).

Two, three and four-day trips include camping, trail rides, in-camp activities, games, vendor show and most meals. To secure your spot, go to: www.cal4wheel.com or call Nellie Malloy: 916-973-9782.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

We arrived in the town of Westcliffe at 4:45pm and went to a hiking store to try and buy some rope for a bear bag but they had no rope (you serious?). We ended up finding 100ft of twine at the grocery store for $5.99 which was “Niiiice!”

So we headed out of Westcliffe and arrived at the 2WD trailhead for South Colony Lakes at 5:30pm. Originally, I was going to abandon the Subaru at this trailhead and hop in with Dom in his Grand Cherokee up the 4WD trail. After talking with some folks who were coming down, they said any stock 4×4 would be able to make the drive so I decided to take Becky’s Forester up the trail (in hindsight it was not the best decision but a good test). We arrived at the 4WD trailhead at 6pm, and we began packing our gear for the two days of backcountry camping. From the gate of the 4WD trailhead, it was going to be a two mile walk up a steep Jeep trail to get to the former 4WD trailhead (Forest service closed it down and moved the gate lower because of overuse and vehicles breaking axles). After we reached the old 4WD trailhead, we still had to walk another 1.5 miles to South Colony Lakes, and possibly another .5 miles to find a suitable campsite.

I was miserable hiking up this road with my day pack stuffed with at least 50lbs of gear. I had a 10 pound food bag in one hand and a gallon of Gatorade in the other. My traps were yelling at me by the time we reached the old 4WD trailhead and Dom was hurting too, but he was a warrior. I was starting to complain and be whiney, but Dom knew we needed to get up to upper South Colony Lakes to score a great site and used his motivation to keep me going. The misery finally subsided at 8:45pm when we found a suitable campsite. I was exhausted and Dom immediately went to set up the tent and get chow ready. After Dom set up the tent, I laid out my Thermarest mattress, sleeping bag, and pillow and caught 20 winks.

While Dom was focused on camp and me resting in the tent, we started hearing yells from people and the sound was not very distant. At first we were like, “What is going on?  Someone have a bear run-in or something?”

This combination works wonderfully while car camping or in the backcountry, and provides a very comfortable way to relax after a hard day on the Jeep or hiking trails.

Pros:

Quality and Comfort: The quality of the Trekker Lounge is what we’ve come to expect from Thermarest. The Trekker Lounge sleeve provided unparalleled comfort in a durable and compact design. The material is soft which makes the chair sleeve a nice addition to the self-inflating mattress when used as a bed (includes a built-in fleece pillow sleeve), yet durable enough when the mattress is folded and the sleeve is used to convert into a chair.

Size Options: There are two size options for the Trekker Lounge: 20 and 25. We tested a size 20 which works very well with a regular sized Thermarest LuxuryCamp self-inflating mattress, while size 25 will fit the same mattress in a size large.

Ease of Use: Setup is a snap with the Trekker Lounge. All you do is slip the Trekker Lounge sleeve over the length of your mattress, open the air-valve of your mattress to allow it to self-inflate, fold the mattress into three equal parts, and then strap the connections to make your chair. The sleeve doesn’t need to be removed and works well as an extra layer of warmth for your mattress.

• Please note that our first night at Big Bend National Park, where we tested the Trekker Lounge, didn’t work quite as easily as mentioned above but this was merely due to the fact that we were tired, we were in the dark, and we were morons (hopefully at least the first two of these are no longer the case).

Cons:

It’s hard to find any ‘cons’ for the Trekker Lounge since it’s a simple item that provides additional benefits to Thermarest self-inflating mattresses. With that said, the only item that we can note is possibly the price. At $40 retail for size 20 and $45 for size 25, one might be inclined to just use a camp chair if most of your adventures are car camping based. However, if you plan to use the Trekker Lounge in the backcountry, price may not be an issue.

Overall Rating: Cascade Designs’ Thermarest Trekker Lounge is definitely a cool add-on that provides quality, comfort, and multiple uses in a very compact design. Setup is a snap (unless you’re on the JPFreek staff), and because the sleeve doesn’t have to be removed from your Thermarest self-inflating mattress, you’ll never have to worry about misplacing the Trekker Lounge unless you happen to misplace your mattress.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

The Gas Can by Campfire in a Can is marketed as a simulated campfire which uses a propane bottle (not included) instead of wood as a fuel. Without the propane bottle, it weighs 14.6 lbs, is 10.25 inches in height by 14.75 inches in diameter, and can put out 64,000 BTUs.

The Gas Can was very well packed as all the parts were complete and accounted for, and there were two Styrofoam sections that must be saved in order to store and transport the Gas Can. Both of these sections are marked accordingly. Once unpacked, the Gas Can was quick and easy to assemble. Assembly required merely lifting the lid, removing some plastic and Styrofoam, and re-stacking the parts in the correct order.

A little bag of ceramic chips is included along with an optional cooking grate/grill and a faux ceramic log which fits on top of it all. The burner section (with the log) can then be set on top of the lid to elevate the Gas Can above the ground (but this is not required). The included cooking grate/grill is only for placing a pot or pan and is not meant for cooking food directly.

Lighting the Gas Can was easy, but follow the directions carefully to avoid a flare up. The Gas Can must be lit by hand, preferably with a long gas grill lighter. Once lit, it didn’t take long for the Gas Can’s ceramic log and chips to emit some really nice heat. After use, the Gas Can must be allowed time to cool, then stores compactly and transports easily with a handle attached to the lid.

A minor concern is that once used, a black residue is left on the logs which can be somewhat messy to handle.

Otherwise, the Gas Can is a great product and highly recommended! It is obviously not meant for backpacking but it’s perfect for off-highway adventures, RVing, Jeep Jamborees, the beach, deck parties, or anywhere else where you want to enjoy a warm, simulated campfire without the mess or impact of a wood fire.

* Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

* Valid Driver’s License and Proof of Insurance.

Vehicle - Armor – Skid plates, rock rails, etc.

* Lift

* Lockers

* Winch – rated 8000lb or higher (rating generally based on 2.5 times your vehicle’s weight)

Radios

* CB or Digital

Trash bags - Pack out your garbage and pick-up any garbage you see on the trail.

Camera – Ultra high speed $2000+ cameras are generally discouraged as they can break in the backcountry. Less expensive digital cameras and disposals are encouraged. Bring extra film/disks/batteries with you.

Navigation & Communication

* GPS

* Maps – Road & TOPO

* Compass

* CB and/or Digital Radios

* Cell Phone

Tools

* Maglite

* Various tools – full socket/wrench sets in standard and metric, screwdrivers, etc.

* Hydraulic floor jack

* Bottle Jack

* Bailing Wire

* Duct Tape

• The U.S. Forest Service (FS)

• The U.S. Bureau of Land Management (BLM)

• The U.S. National Park Service (NPS)

• The U.S. Fish and Wildlife Service (FWS).

It is my belief, as well as that of those governmental management agencies, that no singular type of recre­ation is exclusively appropriate for all public land, but rather that there are many types of valid recreational activities, and that within the vast public land holdings there are at least SOME areas which are appropriate and legal for motorized recreational OHV use. But RECREATIONAL MANAGEMENT is a must! It‘s good for everyone because it specifies which of those areas are appropriate for what kinds of recreational use, mini­mizing user conflicts and ensuring that no one has their chosen recreational experience “ruined” by anyone else.

As Jeep 4×4 enthusiasts, we should be doing THREE (3) things to improve our public image, especially with the folks we share our trails with:

#1 — SELF-POLICE - Make sure our image isn’t dominated by the few “bad apples” out there. If you see someone doing something that’s wrong (for example, driving off the trail), TELL THEM! 9-times-out-of-10, they probably don’t even know it’s wrong!

- If YOU want to know what’s “right” and what’s “wrong”, consult your handy-dandy TreadLightly! Guidebook, which you should carry in your Jeep. If you don’t already have a TreadLightly! guide­book, go to their website and order one (or several, and give them out to your wheelin’ buddies and fellow club members); the guidebook is FREE and full of great info.

#2 — MINIMIZE USER CONFLICTS - If you see other non 4×4 users on a trail, be as courteous as humanly possible.

- Give them the right of way.

- If they’re on horseback, shut off your engine so you don’t scare the horses! Basically, make sure that the NON-JEEPERS you meet on the trails have a POSITIVE experience dealing with us.

So…with that motto to live by, we decided on to jump in the Rubicon and head to Colorado for the weekend. Never mind that it was a 12 – 14 hour drive to southwest Colorado. Never mind that the weather forecast was dismal, and never mind that we had to be at work on Monday. Again, we didn’t want to regret NOT going, so we threw rationality to the wind, packed up Rubi (our beloved TJ Rubicon), and headed west down I-40. We were bound for one of the most beautiful places in Colorado…the mighty San Juans, home to some of the best Jeep roads and mountains to climb anywhere in the U.S.

As our faithful readers may remember, the mighty San Juans are a Jeeper’s and climber’s paradise. In a previous issue, we enjoyed climbing several peaks and going places in the San Juans that only a Jeep could take us. There are hundreds of mountains to climb and Jeep roads to explore. This road trip would bring us to Wetterhorn Peak, a spectacular 14,017’ (14er) peak in the heart of the San Juan range. Due to its remoteness, we would need the Wrangler to ferry our camping and climbing gear the last mile or so to the trailhead. Getting close to the mountain allows us to get an early jumpstart on the mountain. Rubi had no trouble negotiating the 4-wheel drive road to the upper trailhead (GPS N38.03083/W107.49139).

The day started with a 4:00am wake-up call, a light breakfast, and on the trail by 4:30am. An early start allows us to hopefully beat the notorious afternoon mountain storms. When hiking and climbing in the mountains, it is very important to leave before sunrise because once above tree line, there is no escape from the deadly storms and lightning. With that in mind, we headed out early to try to beat the weather. The trail up to the base of Wetterhorn is fairly benign and gradually ascends the drainage following Matterhorn Creek. Be mindful of a signed trail intersection where you turn RIGHT (GPS N38.03891 W107.49332).

As the sun came up, the full glory of Wetterhorn and Matterhorn peaks came into view. We ascended the southwest ridge of Wetterhorn and headed directly towards the class 3 summit block. Wetterhorn Peak has a fairly good trail to the base of the mountain, but once on the mountain proper, the difficulties began.

The book covers everything one could and should know, and is written so that the average person can understand even the theory behind lockers and different 4-wheel drive systems. But the book is so much more. Even veteran wheelers can appreciate much of the information that it has to offer.

One of the sections that I found interesting was the one dealing with nearly every 4×4 model sold in America from 1960 to 2008, rating them for on and off-road performance, aftermarket support, and modification potential. It made me feel proud to be a Jeep owner! From chapters titled “Attitude and Emergencies: Zen and the Art of 4 Wheeling” to “Navigation and Field Repairs: Bring ‘Em Back Alive”, this book has it all. Want to see some recovery tricks, or are you considering a basic or advanced build-up? They are covered here. Gears to lockers to transfer cases, transmissions and tires. There isn’t much that you should know about 4-wheeling that isn’t covered in this book.

Loaded with tons of colorful pictures and print that even I can read, this new book should be in your off-road library!

Excited? Want to go out and get one tomorrow? Pick up a copy at Amazon.com or from your local bookstore and other outlets.

- Published by JPFreek Jeep Adventure Magazine – The leader in Jeep and adventure enthusiast publications.

“The Jeep brand is widely known for providing its customers with a sense of freedom and adventure, with a mix of vehicles to take them wherever they want to go,” said Mike Manley, President and Chief Executive Officer – Jeep Brand, Chrysler Group LLC. “Thanks to our friends at Mopar, the Jeep experience may now be taken to a new level. Families may hook up an off-road Jeep camper to their capable Jeep vehicle and enjoy an ultimate outdoor adventure that no other manufacturer can offer.”

Following are dimensions for Jeep Trail Edition camper:

• Weight: 850 lbs.
• Height: 49.5 inches
• Width: 88 inches
• Ground clearance: 12 inches

Jeep Extreme Trail Edition Camper for Extreme Off-roaders
The all-new Jeep Extreme Trail Edition camper is designed to handle maximum off-road capability that hard-core off-road enthusiasts crave, with additional trail equipment to go anywhere and do anything.

Starting with the Jeep Trail Edition camper’s off-road engineered suspension, the Jeep Extreme Trail Edition camper ups the ante with a heavy-duty frame, more ground clearance (15 inches) and a full-underbody skid plate. Larger 35-inch BF Goodrich Mud Terrain tires provide a beefier trail-ready aesthetic and sit below black diamond-plated aluminum fenders. These unique design fenders are mounted higher on the Jeep Extreme Trail Edition camper to accommodate up to 37-inch tires for maximum off-road capability. Improving the standard 2-inch trailer-hitch ball is an available heavy-duty pintle hitch with a 360-degree rotating axis for maximum off-road maneuvering and on-trail articulation (P/N: LLHOOK02, MSRP: $735).

The all-new Jeep Extreme Trail Edition camper will be available as a Mopar accessory in August at local Jeep dealerships with a MSRP of $11,995 (which includes destination).

Whatever the circumstances, eventually it will happen. If you have a winch mounted on the front of your rig, then you will find an excuse to use it. And when you do, it’s very important that you understand that you are using a very powerful tool that needs to be treated with respect. No column can possibly cover every winching situation, so I will offer this blanket disclaimer: Each situation is unique and needs to be considered with an eye toward safety and common sense. Think your situation through carefully before pulling the cable.

First, a few words about winches and related recovery equipment. It is important to get enough winch for the task. Too little, and it may not get the job done; too much, and your Jeep will sag under unnecessary weight. 8000-9000 pound line rating is appropriate for a trail-ready Jeep.

Bigger winches (10,000-15,000) are for bigger trucks. Smaller winches (2,500-6,000) are for ATVs and rock buggies. The stresses and strains put on the vehicle while winching can be severe, and the hardware must be up to the task. Do not skimp on quality at this point. Buy the best winch you can afford, and make sure that it is mounted correctly.

Before you go Jeeping, you need to pre-load the winch cable. Make sure it is properly mounted on the drum, and pull yourself slightly up hill. This is important to get the factory wraps off the drum and get the cable seated. It’s also a good way to test the winch in a controlled environment. If something doesn’t work properly, you have the luxury of going back to the garage to fix it.

What she didn’t realize was that I was just honing my vehicle recovery skills. Little did she think that someday I would turn my Jeeping addiction into an interesting business with such a broad range of customers. All that practice getting stuck was training and research for one of my favorite hands-on class modules: Getting unstuck.

People often want to know what the most important recovery tool is. A winch? A good tow strap? A Hi-Lift Jack? While these are all good items to have, I honestly think your most important recovery tool is your brain and a bit of common sense. When you get stuck, you need to assess what happened and what options you have to get unstuck. Thinking carefully about those options and coming up with the best answer can mean the difference between quickly moving again, or struggling in “Stuckville” while your spouse gets more and more frustrated with you. There are many ways to get free. Your first order of business is to determine the quickest, simplest, and safest way.

If you want to get recovered, you need to plan ahead. Tow hooks properly mounted to the frame (front and rear) is required to provide a solid anchor point. A receiver hitch can be utilized, either with a shackle insert, a hook insert, or simply a looped strap fed into the receiver and held in place with an appropriate pin. Without some kind of good anchor point, there is no upside for someone else to risk damage to their own vehicle by pulling you out.

Another must have item is a tow strap with looped ends (no hooks). The loads put on a strap when pulling a vehicle out could cause a steel hook to become a projectile capable of injuring or killing bystanders. A windshield (or seat frame) is no match for a fast moving chunk of steel.

Most of the time, your quickest and simplest solution is to hook up the strap and use a second vehicle to pull you out. After a few such rescues, it seems routine, but it requires a carefully coordinated set of steps. I recommend the stuck vehicle “helps” by slowly trying to move forward. Not wildly spinning the tires… just turning enough to assist. The towing vehicle takes up the slack and provides steady pressure. As the stuck vehicle comes free, you want to take care not to override the strap. This does not mean a helpful bystander should duck down out of the driver’s line of sight…it means the driver stops and waits until the bystander has completed the task and is clearly back on safe ground.

Sometimes you are faced with self-recovery. This is where you might employ your shovel or Hi-Lift Jack. The Hi-Lift Jack is a handy tool with many uses, but honestly can be quite dangerous. For many of us, it is the only way to lift a modified Jeep high enough to change a tire (or to stack rocks), but the jack needs to be handled with care. When raised, it can wobble and fall; when lowering, the handle can snap up with surprising force. It can be used as a winch, but it’s painfully slow. Using a tow strap in this application is frustrating, because the strap will stretch quite a bit before you see any progress.

Next we’ll tackle that powerful extraction tool, the winch. It’s an unparalleled device when used properly, but demands respect every time you unspool the cable. We’ll discuss the tools required to use the winch, and techniques for safer winching.

Okay, maybe it just seems like the shops we buy Jeep parts from are exploiting an addiction some of us have. Either way, the Jeep is often just the beginning of a long process of customizing it to fit our specific needs.

There are a few ways to go about this: Some of us start small and the Jeep grows over time as the addiction does. Others go whole hog and do it all at once. Whatever the case, one component that often receives the earliest and most intense effort is the suspension. Some people just like the way a lifted rig looks, and there are many options for them. However, if the vehicle is intended to be wheeled, it isn’t as straightforward.

One of the best companies competing in this crowded (and rapidly growing) segment is Clayton Off Road Manufacturing. They appeal to the group who intend to use and abuse their rigs on the trail. Their tag line is even, “The only suspension meant for abuse!” Having seen their stuff in action in Moab, I can’t argue.

Clayton Offroad builds a variety of kits for several Jeeps, but the one we’re focusing on for this build is their Jeep Wrangler Unlimited “L J” Front and Rear Hard Arm kit. John Mathews (owner of Auburn Car Repair & Offroad in Auburn, Washington) was nice enough to let me hang around the shop while the install was going on. Of course, my own addiction is putting his kids through college, so maybe that’s why he let me.

One criticism that occasionally comes up about the Clayton kits is that it requires some welding, not a task to undertake unless you’ve got a pretty good idea what you’re doing. The majority of other L A kits out there are of the bolt-on variety. The Clayton kit is designed with this challenge in mind, however, allowing the Jeep to be dropped off, have the suspension brackets welded, and remain drivable. Shade tree mechanics rejoice. In this case though, the customer, Greg Enera, had ACR&O do the entire install.

Becky had never seen the Grand Canyon while I had been to the South Rim when once when I was much younger. So, when my brother was married in Las Vegas recently, my wife and I thought it would be the perfect opportunity to go to the North Rim of the Grand Canyon.

One thing about Las Vegas is that it annoys me. By the time Monday had arrived, Becky and I were ready to leave ‘Sin City’ and head for the outdoors. The drive to the Grand Canyon was diverse, following a route through Nevada, Utah, and Arizona. It took approximately five and a half hours to get to the North Rim and along the way, the towns of Hurricane (close to Zion National Park) and Fredonia were a joy to drive through.

Once inside the Kaibab National Forest, the drive becomes quite scenic with pine trees and aspen dotting the landscape. Outside the forested area, the park road goes through some wonderful rolling meadows and along the way, we made a stop to allow a herd of cattle to cross the by-way.

We finally arrived at our campsite by 5:30pm but had problems keeping our time straight as we were mixed up between daylight savings time and the states we had driven through. I had tried to reserve a back country campsite three months earlier via fax for either Phantom Creek or Bright Angel Campground but unfortunately, the request for a backcountry site had been denied so I booked two nights at the North Rim Campground, and our last night at the North Rim Lodge. The temperature in Las Vegas had reached the 90s but at the campsite, the temperature had dropped to approximately 37 degrees the first night we were in the canyon. It was great! Our hike was going to be on the North Kaibab Trail leading to the Roaring Springs. It had been recommended that we start the hike early and try not to move during the hottest part of the day. As such, we started at 7am and we packed plenty Gatorade and water (eight bottles apiece) into Becky’s backcountry pack since it was all that we had brought with us.

A journey undertaken by a group of people with a definite objective: an expedition against the enemy stronghold; a scientific expedition to the South Pole. The group undertaking such a journey.

A definition is the enclosing a wilderness of idea within a wall of words.

-          Samuel Butler

A while ago, and after an excursion into a desert area of volcanic rock spires and rough roads, I stopped for gas. At the station, a man in a pick-up truck approached me.

“Hey man,” he started, “what kinda axle you go in that thing?”

“The original Dana 35. Why do you ask?”

“Aw, you look all rockin’ and I thought you gotta have something better in it that that. Dana 35? Hell man, I broke like three of ‘em in my day. So you got a locker in it, then?”

“No, no lockers. Limited slip, though.”

“Damn! No lockers! You must not go too many places then.”

Not too many places? He got me thinking about Jeeps, and why I do this stuff. I’ve heard the old saying, “If you didn’t break something then you didn’t try hard enough.” Well, I always thought that was crap. Then someone once used the word “expedition” to describe a trip we made into the desert. Expedition? These days, we’re certainly not talking about navigating the Northwest Passage for the first time, making the first footprints at the South Pole, or trekking to the Pacific Ocean with Lewis and Clark. And I really don’t think an expedition is determined by the kind of axle you have or whether or not you have a locking differential. I do think, though, that it’s highly dependent on your intentions.

So many of us who take off for a few days, or weeks, are often just looking for a great campsite with a nice view. A place to the let kids and the dogs run around. See an historical haunt perhaps. Cast in a remote fly-fishing site. Camp, cook, and laugh with some friends. These are all excellent reasons for a trip; and also “definite objectives.” Sorely needed ones, too, on some intangible personal level. Lockers or no lockers.

Oklahoma is host to several small mountain ranges that offer not only great Jeep destinations, but numerous other outdoor activities. The Wichita Mountains of southern Oklahoma is one of these ranges.

The highlight of this little mountain range is the Wichita Mountains Wildlife Refuge (WMWR). Situated in the southwest part of the state near Lawton, the WMWR is one of Oklahoma’s gems. There is something for everyone there including hiking, boating, fishing, camping, scenic roads, biking, and wildlife viewing. The refuge has one of the largest bison and elk populations east of the Rockies. Although all these activities are fun, that’s not why Jackie and I head to the Wichitas.

Little known to most is the outstanding rock climbing at the WMWR. World class climbers like Duane Raleigh (owner of Rock and Ice Magazine) cut their teeth on the granite slabs, faces, and cracks of the Wichitas. Raleigh, and climbers such as Bill Thomas, Mark Herndon, Jon Frank, and numerous others put up great routes in a bold style that is still the standard today.

Jackie and I love to head to the Wichitas on a typical winter weekend to enjoy a day of Rock climbing. Our 2006 Jeep Grand Cherokee Limited 4×4 is perfect for hauling all the gear, dog, and climbers for the hour and a half drive south from Oklahoma City. Off-roading is not allowed in the WMWR, but there are many miles of roads that are perfect for enjoying the scenery.

We hopped in the Grand Cherokee with friend, Rene, and headed to The Narrows, one of the more popular areas of the WMWR. This was a beautiful winter day with temperatures in the 60s and not a cloud in the sky. A one mile approach is needed to access the Narrows and you’ll be breathing hard as you negotiate the ups and downs of the trail while getting there. Our favorite area in the Narrows is Zoo Wall. Zoo Wall has about 20 beautiful granite face and crack climbs that will keep you busy all day.

This certainly is not the case and with the proper planning and understanding of local recreation areas, a day of four-wheeling can be enjoyed by the whole family.

Many four-wheel drive enthusiasts understand the importance of family and maintaining hobbies that include spouses and children. While not every family member may enjoy spending a whole day working on a four-wheel drive vehicle in the garage, most will enjoy time in the outdoors while driving along a backcountry road and experiencing all that the natural world provides. Understanding the interests of your family, and planning an itinerary for the weekend or just for a day, can provide an experience that your family won’t soon forget and will certainly enjoy.

The most important aspect of four-wheeling with the family is maintaining a safe experience for everyone as it’s not just you and the Jeep this time. Fortunately, every recent model of Jeep vehicle will provide the proper seatbelt and safety restraint systems that will allow everyone a safe ride on the trail. In addition, there are a number of car seat options for small children that can be adapted for any vehicle with standard seatbelts, and these will allow even the youngest family members a secure seat. On a recent day trip, a friend of mine had a Jeep Wrangler with two child seats in the back, and his children were safe and secure while enjoying the views and excitement throughout the day.

Secondly, accommodating everybody’s needs during the adventure is key. This might include bringing special snacks on the trip, carrying a football or frisbee in your Jeep for some time to stretch the legs, or even bringing along a book or magazine with you. I have noticed that some family members will get tired and bored if they’re not the one driving so it’s always wise to have some back-up entertainment for those dull moments along the trail to keep everyone occupied. In addition to bringing along entertainment items, it is fun to research the cultural and physical history of an area that you may be going to. It is always exciting to learn new and interesting information about an area that you may be driving through, especially if it has historical significance or was previously a ghost town.

The majestic criss-crossed mountain appears as a massive hill towering 900 feet above the Zion-Mt. Carmel Highway, and resembles a giant, extended chess or checkerboard. The vertical and horizontal fissures are more evident on the north side of the mesa, where most of the photographs of the mountain are taken. The left to right deep scratches are due to a north to south wind direction, while the vertical cracks are a result of weathering, a cycle of freezing and thawing. Change still continues in the park, so much in fact that the massive monoliths will eventually break down and become, once again, great dunes of sand.

Immediately west of Checkerboard Mesa is Crazy Quilt Mesa, another wonderful example of cross-bedding. Checkerboard Mesa was once known as Rock Candy Mountain but in 1938 the superintendent of the park gave it the name we use today. Our trail report for this issue will take hikers on a fascinating hike that few have done. You will venture up the side of Checkerboard Mesa to the northern tip where you can look down upon the magnificent smooth stone hills, desert tanks, and odd shaped outcroppings of twisted and manipulated sandstone seen in  various shapes and sizes on the east side of Zion.

At a Glance

Day Hike: Yes

Distance: 2 miles round-trip.

Average Hiking Time: 4 hours

Equipment: Sturdy hiking shoes with sticky rubber soles should always be worn when hiking on slickrock to ensure safer footing. Bring emergency equipment, plenty of water, and energy snacks.

Difficulty: This is a strenuous uphill route with a lot of bushwhacking, but the relatively short distance makes it a hike that can be done in a fairly short amount of time. Navigation skills are required.

Although the choices are endless, we chose to explore the canyon country of Cedar Mesa and the Comb Ridge, discover ancient Native American ruins and learn about their culture, and as a bonus, drive a few Jeep roads at the Arch Canyon Jeep Jamboree. After being there a week, we barely scratched the surface of the this wonderful area.

Spring is a perfect time for southeast Utah. With cool mornings and warm afternoons, the weather was perfect for spending time outdoors and exploring the area. Upon arriving in Blanding, we were greeted by blue bird skies and snowcapped peaks. The air was so clear we could see the San Juan mountains of Colorado, still blanketed in winter snow, almost 100 miles away. After getting set up, the first thing that caught our eye was the Comb Ridge and the ancient cliff dwellings that dotted the eastern side. So we packed up the Jeep Rubicon and headed down the Butler Wash road. After a 13 mile bumpy ride, we spotted some ruins, parked, and headed off to explore. This first day, we would be directionally challenged and ultimately failed to find the ruins. However, it was a great hike and we returned the next day with renewed enthusiasm and better planning.

Getting to the trailhead (N37.36658 W109.63107) was fun and luckily we had the jeep to negotiate the one tricky section of the trail which had earlier thwarted a 4WD Toyota Tacoma. We drove through the section easily and began our hike with a close eye on our target in the distance. The hike involved a scenic trek up over the bedrock of Comb Ridge, through a spectacular canyon, and ended at the base of a magnificent cliff dwelling (N37.36587 W109.63985). This ancient dwelling was approximately 100 yards across and contained excellent examples of ancient Native American construction and culture. We observed pictographs and places where the Indians had used rocks to sharpen stones and grind corn. Afterward, we scaled the canyon walls and headed north to explore another dwelling and found some amazing petroglyphs (N37.36794 W109.64083) which are drawings etched into the rock. We took great care not to disturb or touch anything we discovered so that the beauty, history, and spirit of the dwellings and art would be undamaged for others to follow.

The varying terms can cause confusion and for whatever reason, they are each preferred by one application or another; off-highway applications use the term sway-bar, sports car folks like anti-roll bar, and torsion bar is more clinically used in general engineering terms.

These devices are good for on-road handling manners, but in the process severely reduce suspension articulation. The first thing most people do upon getting a new wheeler is take off the sway bars. It’s no secret that improving compression and droop can be affected immensely by merely taking off those spoilsport handling nannies. Now what you have is a vehicle that can rip its brake lines out because it has so much down travel, which is good for traction by keeping more equal weight on each tire left to right. The only down side is that on the road that same super-flexy rig has the handling of a 4500 pound drunken shopping cart.

Many consider this unsafe if the vehicle is driven on the road at all and use sway bar “quick” disconnects; stock sway bar on the street, nothing on the trail. The only issue with this is that it’s time consuming and irritating to have to disco’ and reattach after a trail ride, so much so that people find themselves simply not doing it. While the sway bar discos address the on road down sides of not running sway bars, there are disadvantages to running that way on the trail as well.

In a severe side hill situation, the monster flex you love showing off on RTI ramps, loading docks or junk cars is kicking your ass. Basically, all of the weight of your frame and body is leaning downhill, transferring weight to the low side tires. If it gets steep enough, that can cause the horizon to switch its normal orientation and put you on your lid, leaving you sitting in a pile of old CDs, hot pocket wrappers and air fresheners. Hopefully your cooler, spare tire, tools and fire extinguisher were all strapped down.

There is a middle ground.

He probably wasn’t thinking about Jeeping at the time, but he sure could have been. Critics of the sport have plenty of ammunition, from tire tracks left in sensitive wetlands to Youtube videos proving that some folks have a better grasp of modern video technology than old-fashioned common sense.

As members of the wheeling community at large, we have the opportunity to make things much better for ourselves, or much worse. Some of the simplest things include packing out whatever we pack in. Carrying a garbage bag (bungeed to the spare tire) makes it easy to pick up and pack out not only your own trash, but also other people’s litter you find on the trail. I find that by setting a good example for others, I rarely even have to say anything. People naturally start opening their eyes and picking up a candy wrapper or pop bottle that got loose on the trail. Having the garbage bag easy to access but still outside the vehicle makes it a no-brainer.

Another no-brainer we stress in the Iron Range Offroad adventure classes includes staying on the trail. While still in the parking lot (before even airing down tires), we talk about driving over (and not around) obstacles on the trail. We are here to learn and practice our off-highway driving techniques, so we make it a point to aim for the rocks and stumps we encounter. Driving around not only defeats the purpose of developing the techniques, but also actually widens the trail, causing unnecessary erosion. We also straddle ruts, or drive the center of gullies and washouts. Careful use of the throttle (as slow as possible, as fast as necessary) keeps us from digging up more dirt as we climb up or down the path.

There are a few water crossings in northern Minnesota, and I share with students some valuable advice given to me many years ago. Cross water only at designated fording points, or where the road crosses the stream. If you see tire tracks going in, but not coming out the other side, there is probably a good reason why. Find another spot and make sure you know the depth before dropping in. If finding another spot means backing up, keep backing up until you find a safe place to turn around. Turning around on a narrow trail just means you will be digging up the ground unnecessarily.

Some of the trails we use in the Iron Range Off Highway Vehicle park are considered “shared use.” As such, we encounter ATVs and dirt bikes on these core roads. When we encounter other vehicles (or horses or pedestrians), I am always considerate. I’ll pull over and stop my group to allow the others to pass, and indicate how many are traveling with us. If our group is small, it might be easier to let us go through first, but sometimes trail conditions require they get a ways past before we continue. We try to keep the noise and dust down, and never spray dirt or gravel. That kind of behavior has no place in our sport if we want to build and maintain green credibility.

During his time in what was then the most distant outpost of American settlement, a bold group of pioneers made the very first transit of the then unexplored and foreboding Cascade Mountains. He would later say about this group:

“…that emigrants of this summer (1853) might find their way into Washington Territory direct…. Such an enterprise was an epoch in progress. It was the first effort of an infant community to assert its individuality and emancipate itself from the tutelage of Oregon.”

Winthrop would later go on to write several books before gaining wider fame as being the first Union officer to be killed in the Civil War in 1861. When he referred to the “emigrants of the epoch enterprise,” he was speaking of the Longmire Wagon Train. In 1953, a group of local Jeepers took a handful of Army surplus flat-fender Jeeps and traced the original Naches Wagon trail for the 100th anniversary of the Longmire expedition. The trail has remained active in the intervening years, thanks to the upkeep of local off-road clubs.

It was these hallowed footsteps that our group of seven Jeeps sought to follow. We left the Seattle area on a Friday afternoon on back roads to avoid the now overwhelming congestion of the Puget Sound region. Once we got far enough away from Seattle, though, it was easier to put ourselves in the minds of those brave enough to strike out with James Longmire. The area they went through is now part of Mt. Rainier National Park, so a lot of the terrain is pretty much how it was in 1853.

We got to the trailhead much later than we thought (see Seattle congestion) and aired down our tires. It was interesting to see the variety of tools used for this; some had Staun deflators, others were pulling the valve core out and some were using the tried and true method of using a small stick to depress the core. The quickest by far were my Rimrock Supply Rapid Air Deflators (RAD); it’s nice to kick back and relax while everyone else is still crouched worshiping their pressure gauges.

I was completely sold when I heard we would review this item. A cooler that I don’t have to continuously refill with ice. No more sloshing, no more soggy food items after we’ve been sitting at the beach for a few hours? I’ll take one!

The Powerchill cooler gives quiet and long lasting performance. It was going to be awhile before I could take it on the road and the beach season was over but I just had to use it. I plugged it in with the provided 12v power supply and put it to the “Code Blue” test. Would my Coors Light stay cold in the cooler if I let it run ALL week?

Each evening I returned home and was welcomed by an ICE cold, and BLUE, Coors Light. Nice…and it worked perfectly all week. In the car, the Powerchill plugs into the cigarette lighter. I’ve tested this on a few road trips now and it works perfectly. Back with the luggage, I never heard it running and actually checked on it at a few stops to make sure it was actually still on. Everything was working just as it should and it was purring quietly, keeping everything around 40°F.

The Powerchill has many excellent features that make it a must-have luxury item. It can be used as a “chest” or stand upright like a mini fridge. It has an adjustable shelf, and the door is also adjustable and can be made to open on the right or left side. This came in handy in the backseat of the Jeep. Packed with other gear, I wanted the motor facing out but wanted to be able to reach back for a cold non-alcoholic beverage while on the road. A simple flip of the lid and the problem was solved.

I recommend this product to everyone who enjoys the outdoors and has experienced water-logged groceries a short ways into your trip. I never want to deal with that again, and there’s no reason you should either.

Eezi-Awn Very Simply, the Very Best!”

These are the words from Eezi-Awn’s website. If you have been looking for a Roof Top Tent (RTT) then you know that there are many brands out there, all claiming to be the best. So how do you decide?

RTTs have their advantages over typical ground tents as they can sit up high above bugs, critters and creatures of all kinds. In addition, if it rains you are well above the wet ground. Lastly, RTTs set up in about five minutes or less and fold down quickly too.

So what about Eezi-Awn’s claim to be the best? Well, I cannot say for sure they are “simply the best” but from my experience throughout the southwest, they are simply “GREAT” based on my experience to date with RTTs from South Africa and China.

There are several options from the Eezi-Awn family of RTTs, all of which are made of a thicker and more durable rip-stop canvas material compared to the Chinese RTTs, which are usually made of rip-stop nylon. So what’s the advantage of that? Well, for one poly-cotton lasts longer, it wears better, and it is much better insulated for both hot and cold weather use. The rain fly is a true “rubberized” material which will keep you dry even in the heaviest rains.

I have talked to several owners of the Chinese made RTTs, one told me that it started coming apart on his 1st trip in a windstorm, and another told me that the travel cover kept tearing and coming apart as I looked at the “Frankenstein” patch work repair on his cover. He looked at my Eezi-Awn cover and commented on how much thicker it is than his, how much better sewn, and how it had reinforcements and thick padding to protect it from the frame and ladder.

And the other comments I hear are “that one looks bigger than mine” and it should since my Eezi-Awn is a 1600 which gives me 8” or so more width which equals more comfort.

Sounds like the choice for the trails, right? Well, the biggest issue is price. At $1850 retail, you’ll pay for the quality of the Eezi-Awn in relation to its less expensive competitors. But in the end, I will agree: “After the sweetness of price is gone, quality prevails.”

Blank Stares.

“Is my right wheel gonna drop into that hole?!” I yelled out the window to the crowd of onlookers standing on the ledge above the trail.

More blank stares.

I was driving my Jeep through a tight, rocky canyon, with boulders the size of Buicks. I was attempting to climb over a particularly narrow crest with a huge boulder on my left, a three foot deep hole on my right, and only four inches of axle width to spare. To drop into that hole would mean, at the very least, high-centered on the frame, or at the worst, rolled over in the bottom of a narrow, rocky gorge at risk of damage and injury and making for a difficult recovery.

There was a significant step down in front of the left tire, which made the Jeep “teeter” back and forth as I negotiated over the crest. After realigning several times to squeeze through, I wasn’t one hundred percent sure where my right tire was.

Even a novice could tell me if my wheel was heading for the hole on my right, or if it would just skim along the edge, but no one spoke up. With your Jeep teetering back and forth, it isn’t exactly safe to hop out to see where your tires are. What’s needed at moments like this is a little help from outside. What you need is a spotter.

This has happened more than a few times out on the trail, where I wanted spotting, but no one stepped up. I have also witnessed the opposite situation: Tag along on any club run or four-wheeling event and you will find hoards of willing opinion givers hanging out at every obstacle. So many people are shouting out conflicting opinions that the driver still doesn’t know how to proceed.

This got me thinking about the group dynamics of 4-wheeling, and especially about spotting and recovery.

I say that any opinion may bring something of value to the discussion, especially where safety in involved. To prevent a situation from degrading into a free-for-all, there are some tried and true rules to follow.

Drive Smoothly

Aggressive driving can use as much as a third more fuel compared to conservative driving. Avoid accelerating or braking too hard, and try to keep the steering action as smooth as possible.

Use Higher Gears

The higher the gear, the lower the engine speed. This can improve fuel efficiency, so use the highest gear appropriate, without causing the engine to labor at an ultra-low rpm. Automatic transmission vehicles will up-shift through the gears more quickly and smoothly if the driver eases back slightly on the accelerator when the car has gathered sufficient momentum.

Tune and Service the Engine

A well tuned engine can improve fuel economy by up to four percent. Change the oil and always follow the car manufacturer’s recommendation on servicing.

Keep the Tires at the Correct Pressure

Correctly inflated tires are safer and last longer, and they also reduce the amount of energy required to keep the vehicle rolling. A tire that is under inflated by just 69 millibar (one psi) can reduce fuel efficiency by as much as three percent.

Avoid Carrying Excess Weight

For every extra 45 kilograms (100 pounds) carried in a vehicle, the fuel efficiency can drop by two percent, so keep the trunk and rear seat clear of any unnecessary items that just add weight to the vehicle.

Take the Roof Rack Off

If the roof rack or roof bars are not being used, then remove them. They adversely affect the aerodynamic efficiency of the vehicle and create drag, reducing fuel economy by as much as five percent.

Use the Correct Engine Oil

Always use the recommended grade of motor oil. Using the manufacturer’s recommended lubricant can improve fuel efficiency by one or two percent. Higher quality motor oils can also help your engine operate more efficiently.

Avoid Excess Idling

Idling gets a vehicle nowhere but still burns fuel. Turn the engine off when you’re in a queue, or waiting for someone, until you need to drive.

It was once said that “what is past is prologue” and if the all-new 2011 Jeep Grand Cherokee is any indication of this, the future of the Jeep brand looks to be a very bright one.

The last two years have brought about a myriad of obstacles, challenges, and renewed successes for the American auto industry. Chrysler has had its tribulations with its divestiture from Daimler and then Cerebrus, followed by its merger with Italy-based Fiat which has brought about a breath of fresh air to the company and its product lineup.

The all-new 2011 Jeep Grand Cherokee is the company’s first major vehicle launch since the Fiat merger and the first of its kind since the launch of the Jeep Liberty KK in 2008. With its muscular yet refined stance, design queues that reflect the passion and creativity of a talented and focused team of engineers and designers, and capabilities surpassing that of any other “luxury” sport utility in the market, the new Grand Cherokee not only beats expectations but could very well be an indication of the exciting future for Jeep and its place in consumer minds.

Company CEO Mike Manley has appropriately dubbed the company’s resurgence as a novel that goes from “Chapter 11 – bankruptcy – to Chapter 1,” reflecting the company’s fresh new start. In describing the 2011 Grand Cherokee, Mr. Manley described the project as having five key factors: capability, safety & security, technology innovation, value, and craftsmanship. There is no doubt the 2011 Jeep Grand Cherokee achieves all of these factors and then some.

The new Grand Cherokee features over 45 standard safety features that have already made it an IIHS Top Safety Pick including electronic stability control, full-length side-curtain air bags and seat-mounted side thorax air bags, active head restraints, and blind-spot/rear cross-path detection system to name a few.

Technology is enhanced with Bluetooth functionality that can be used for phone calls, choosing satellite radio channels, navigation, and other “intelligent” features. Uconnect Web turns the vehicle into a drivable WiFi hotspot, and various intelligent on-board systems enhance the vehicle’s capabilities, on and off-highway, to make it a front-runner in this market segment.

In early November, and again in late December 2006, a group of Jeep KJs (Liberty) from the Liberty Owners Special Team (L.O.S.T.) Jeep club hit the trail for a one day exploratory in this National Forest.

L.O.S.T. is an online group of over 3,600 Jeep Liberty owners from around the world. The Midwest regional club represents nearly one hundred KJ owners from Kentucky, Ohio, Michigan, Illinois, Iowa, Missouri, Indiana, and Wisconsin. The online forum allows KJ owners to share information and ideas on everything from stereo equipment evaluations to the pros and cons of different spacer and full suspension lifts, lockers, and tires. The members can also use the forum to organize wheeling events, such as this trip to Livingston, Kentucky.

The L.O.S.T. crew used the forum to vote on a trip date, list who would be in attendance, determine where the caravan would meet prior to the KJ run, and decide on what, and how much, to bring for a potluck lunch. We had started out with six KJs, but medical issues took one of the members out before we even hit the trail.

Beginnings

We awoke at 5am that morning after having packed the KJ the night before. The plan was to head out by 5:30am to make our caravan rendezvous. With the trailhead approximately two hundred miles away, we strived to maximize the short winter day. After joining with the caravan of folks from Dayton, Indianapolis, and Cincinnati, we got back on the road and headed down the interstate to our meeting spot – the 49er. The 49err Truck Stop is located on the west side of Interstate 75 at exit; you guessed it – 49, in Southern Kentucky. We aired down our tires, filled up our gas tanks, and purchased plenty of coffee and sodas for the trail. We ended up getting a late start due to some of the locals (one pulling a highly modified CJ in a trailer, the other driving a Bronco with a CJ body) having stopped to chat about the Liberty and the trial. By 9:30 though, we were on our way up the hill.

Route 909, the road at exit 49, ends at the 49er, but at one time it continued on. We took this un-maintained road up the side of the hill until the broken asphalt ended and the sandstone began. On our GPS maps, this road is called the Rockcastle River Forestry Road, and we continued on for less than a mile until we reached the Fallis City Road. Although we were “off-roading”, in reality the entire trail is a valid, established roadway that can be traveled by licensed, street legal vehicles. This is important, as there are no “off-road” trails in the National Forest, and only licensed, street legal vehicles are allowed on these roads.

It all started when Olaf, a friend in the real estate business, told me about a little piece of land that he and five of his friends purchased for ‘dirt cheap’ out at Moab. Olaf had told me about how much he loved it out there, and how I should go to Moab and check it out with him. Of course, the first time he asked me to go, I did that thing in my mind that all of us do when we come to a crossroad of little opportunity: I said, “Sure, sounds like fun” without any real intention of actually going. When he mentioned it again, and as the weeks went by and I spent more time out on the trails in Orange County, CA, I thought to myself, “Hey, that might be pretty fun.” In the meantime, I had told all of my friends that I was hoping to go but with the prospect of not having anyone to drive to Utah with, and gasoline at $3.15 per gallon, I was confident that my sub-conscious intention to back out would most likely become reality. Even up until the day before I left, I still thought that I was going to make that flaky phone call and cancel on the trip. As it turns out, that would have been one of my biggest regrets.

When the day to head out finally came, my girlfriend was heading out of town and she agreed to let me borrow her Civic for the drive to Moab. I packed her trunk full of all my survival road gear, and I was on the road by 6pm. I had no idea what a long drive this was going to be, and as I hit a windy section of narrow freeway, I decided it was best to pull over and take a nap. Forty-five minutes later I awoke, re-charged and ready to rock. I could tell that by the winding road and elevation changes that I was missing a lot of scenery, so I decided to turn off my headlights and let the half moon guide me on my way. As my navigation Moab was this beautiful as I had rolled into Moab in the dark, following the shadows of a half-moon. system guided my way, I eventually rolled into Moab at about 2:45am. Fully expecting my buddy Olaf to come to the door half asleep, wrapped in a blanket and telling me, “There’s the floor, see you in the morning”, I was surprised to find the lights were on and there were a few people there, still very much wide-awake. As it turns out, I spent the next two hours helping them install speakers and a flat panel TV. The next morning I woke up at 9 or so, and as I walked outside to get my stuff out of the car, I found myself surrounded by majestic red rock walls and trees. I had no idea Moab was this beautiful as I had rolled into Moab in the dark, following the shadows of a half-moon.

Now, you may be wondering, “What is there to do when all the Jeep trails are covered in snow?” Well, I’ve got just the sport for you…ice climbing! Yes, that’s right: Ice isn’t just something you put in your drink to keep it cold; it’s an unlimited adventure just waiting for you to sink your crampons into.

Colorado’s mountain Jeep trails are packed with areas nestled near amazing waterfalls that are absolutely breathtaking. During the winter months, when the temperature drops and the snow starts falling, those very same waterfalls turn to ice and can be several hundred feet tall. As a matter of fact, in most mountain areas throughout the country, ice forms as early as October and can last well into April making for a long season of ice climbing fun that’s easily enjoyed with the proper equipment and technique.

In recent years, ice climbing has become very popular in areas that were once only known for their amazing summer time rock climbing. Ouray, Colorado, known for its outdoor adventuring, is now world renowned for its amazing ice park. The Uncompahgre Gorge, which cuts through the south end of town and is within the San Juan Mountains, has several naturally occurring waterfalls that provide unlimited ice routes during the winter. Recently, these waterfalls have been supplemented by “farmed” ice, which is a process of pumping water through hoses and pipes and then spilling it over the rim to form icefalls. Some of these icefalls can be close to two hundred feet tall and overhanging in spots to accommodate even the most experienced of climbers. Every year, Ouray hosts an annual Ice Festival in which climbers come from all over the world to compete in various events and participate in demonstrations.

To most people, the rationale behind such an impulse decision might be considered short of lunacy: however, to a Jeep enthusiast who grew up with a passion for cars and the outdoors and who was inspired just months earlier while testing the mettle of a Jeep Rubicon at a Camp Jeep On-The-Road® event, the decision only made sense…and thus marked the beginning of the end.

Outdoor adventuring has always been a passion of mine: Whether cycling across the state of Texas in various charitable events, summiting 14000 foot peaks in the Rockies, getting lost in the snow-capped mountains of the Austrian Alps, or skiing (rather tumbling) down the slopes of Ruidoso, Mother Nature has presented me with plenty of thrills. Nothing, however, would prepare me for the excitement I would garner from testing my off-road skills in my new Jeep while visiting a friend who was home from Colorado on Christmas vaca­tion.

My adventure began in the small town of Willis, Texas, located north of Houston. Willis, a lumber­ing and agricultural market town nestled in the thickets of east Texas, was actually founded from a land grant to the Great Northern Railroad by two landowners from Galveston, Texas in 1870. During the late nineteenth century, the Willis area became the leading tobacco growing region in the state before the lifting of the tariff on Cuban tobacco killed the boom in the early twentieth century. Fast-forward to 2005 and Willis has become a thriving community caught up in urban expansion, as well as a great place to take your Jeep when one might be inclined to get it a little muddy. And that’s exactly what I did.

Upon my arrival in Willis, I instantly began to yearn for the chance to explore my friend’s one hundred and fifty plus acres of land ensconced in tall pines and rolling hills. As luck would have it, my friend and I approached a small creek bed that would provide the perfect opportunity for me to kick it into four-wheel drive for the first time. Of course, our ‘luck’ soon turned into my humiliation as I managed to get stuck in this wanna-be raging waterway on my first pass while my friend, his wife, and his parents watched! It was at this point that it became glaringly obvious that I needed to ‘learn the ropes’ of four-wheel­ing, and in this case, it was literal, as a rope was exactly what I needed. Fortunately my Warn XD9000i winch did the trick, and after finally being freed from this muddy rampage, I gave it another run and ecstatically made it across to the other side, this time without the humiliation and laughter that was received from my previous attempt.

Day one (of two) started beautifully with bright sunshine and an enthusiastic group of Jamboree trail bosses ready to help us get lined up and checked in (if you made it in late the night before like we did).

We ran the yellow trail (4-5 trail rating) the first day with trail bosses Blaine, Donna, and Roy.  Blaine works as a forester and helps conserve the lease land through which we were fortunate enough to romp.  He knew his way around well and even stopped us for a brief lecture on logging (Sugar Maple and Black Cherry), forestry, and conservation.  The logger he spoke with mentioned the reintroduction of the Fisher (omnivorous weasel looking fella – just loves to eat porcupines).  We didn’t get to see any but the logger had earlier in the day.

On this trail, we had everything from the maxed out Jamboree vehicle (37″ tires, 5″ lift) to stocker TJs and JKs.

Ours was a JK Rubicon Unlimited with a Powerplant winch from Warn and a 1″ Teraflex leveling kit.  This trail, with its deep long mud, as well as many stumps and rocks, challenged our vehicle and we used one of about 12 straps brought out during the day.  Towards the end of the trail we traversed a long mud run (about a mile) and, while I had derisively referred to the stocker JK Unlimiteds with passenger tires in front of us earlier in the day, those were the same guys who gave us a pull when we high centered in the mud.  Ha!

Auburn Hills, Mich. , Mar 31, 2010  -  Chrysler Group LLC arrived with truckloads of head-turning, “Moparized” Jeep_® vehicles to showcase at the 44th annual Moab Easter Jeep Safari in Moab, Utah.

“Our customized production vehicles show how Mopar can accessorize Jeep and Ram vehicles that are on the road today while our image vehicles showcase directions we could take in the future,” said Pietro Gorlier, President and Chief Executive Officer – Mopar Service, Parts and Customer Care, Chrysler Group LLC. “We will gauge reaction to these vehicles. And as we develop our next generation of new Mopar parts and accessories, we will listen closely to this dedicated group of hard-core off-road enthusiasts.”

“Moparized” Vehicles
The Mopar design team is a small group of dedicated engineers, designers and fabricators who are led by Mark Allen, Chief Designer – Head of Jeep Design Studio, Chrysler Group LLC. The Mopar design team has been customizing production vehicles since 2002 and has introduced nearly 20 concept vehicles to enthusiast crowds at the Moab Jeep Safari.

The Mopar off-road engineering team is led by Keith Montone, Manager – Mopar Jeep and Ram Off-road Engineering, Chrysler Group LLC. This experienced group of vehicle engineers is dedicated to providing Jeep customers with the best off-road parts and accessories. The team has introduced many new parts and played a key role in developing the first aftermarket lift kits available from an automotive manufacturer.

“Moab is a proving ground for us to test our vehicles on extreme trails alongside our customers,” said Allen. “We will take all of the feedback we get from our customers right back to the design studio with us.”

Following are six “Moparized” image vehicles that will be shown in Moab:

Jeep Wrangler J7
Built off of a four-door Jeep Wrangler Rubicon, the Jeep Wrangler J7 is designed to have the basic appeal of military-issued vehicles. The Mopar team removed standard content including carpet, fog lamps, alloy wheels and the stereo system before adding front and rear steel bumpers, ‘helicopter hooks’, a heavy-duty tailgate and steel wheels. Off-road capability is increased with a Mopar 2-inch suspension lift and 35-inch Mickey Thompson tires. The unique Mustard Plug exterior paint is highlighted with Jeep Wrangler J7 graphics.

Vehicle information:

Engine: 3.8-liter V6
Transmission: Four-speed automatic
Overall height: 74.3 inches
Overall width: 78.6 inches
Wheelbase: 116 inches
Weight: 4,482 lbs.
Tires: 35-12.50R/17 M/T Baja Claw radial

JPFreek - What was the inspiration for you and the Mopar team to design and build the Overland JK Wrangler?

MA – Inspiration to build is easy. We build what we ourselves would like to own.  A small group of Jeep enthusiasts and I are involved each year in producing special one-off Jeep prototypes that we debut each year at Moab during the Easter Jeep Safari. This year we all admitted that we have done the mud / rock crawling thing to death and set out deliberately looking for another avenue. With the rise in popularity of overland travel and a vision of a clapped out Land Rover on African Safari, we sketched out a plan around a 4-door JK. Once we set out on that path it all fell together very naturally. I knew right away that a roof mounted tent was the way I wanted to go (mostly for the tree fort aspect!) and that was the biggest problem to solve: how to safely mount a cargo rack to a removable plastic roof? The answer we came up with was to attach the ARB cargo rack directly to the sport bar structure by passing through the plastic top. This has worked out very well and is really the key to the whole system. Having solved that, we moved on to clearing out the rear of the JK by removing the rear seats and adding a large, flat load floor. We didn’t fill it up with all the goodies on purpose so someone will look at it and project how he or she would customize it for their specific adventure. The look of the vehicle is purely driven by function. For instance, the color had to be white both for sun load and its basic appearance. Simple steel wheels, minimal lift, a “sane” 35 inch tire, hard wearing durable fabrics and rubber mats, and so on.

The JK Overland is also a great party trick. When I show it to people they think “Yeah, that’s um OK ” then I unfold the roof tent and roll out the awning and it’s always the same “Oh WOW!” I mean you can actually see the wheels start to spin in their head because up until that moment, they have never viewed a Wrangler doing much more for them than slingin’ a little mud or plowing the driveway.

JPFreek – Overland travel and adventure has continued to grow in popularity here in the U.S.  How do you foresee the popularity of Jeep overlanding, and how do Mopar Underground and the Jeep brand plan to meet the increased demand for overland-capable vehicles?

MA – My job is to open the minds of people to the possibilities of the platforms we offer. When I say that I am not talking about retail customers as much as I mean people in our building that are only used to seeing our vehicles in their most traditional sense. The person interested in overland travel is a very small portion of the overall population, but I consider them ‘alphas’ in the sense that they are very tech savvy, well educated, and not driven by overly complex solutions. They value well-designed equipment with a high degree of function over flash styling. That is the design brief of a Jeep Wrangler: simple, tough, and capable. Hopefully the JK Overland concept helps to expand the traditional expectations.

The American Overland Expeditions team plans to navigate this remarkable Jeep JK Wrangler later this year on an expedition dubbed “Expedicion Las Americas” and will be the subject of an adventure lifestyle television production with travels throughout North, South, and Central America.

American Overland Expeditions Las Americas Expedition JK Wrangler

Power Train:

•       3.8L Gas

•       AEV Pro Cal Module

•       AEV JK Snorkel

•       4-Speed Automatic Transmission

•       4.1 Rock Trac Rubicon NV241 Transfer Case JE-Reel Driveshaft

•       Front Axle: Dana 44, Rubicon Lockers Superior Axle & Gear, 4.88 gears

•       Rear Axle: Dana 44, Rubicon Lockers Superior Axle & Gear, 4.88 gears

Suspension Wheels & Tires:

•       Nth Degree by AEV 4.5 Inches Lift

•       High Steering System Nth Degree

•       17×8.5” Beadlocks, Wheels By AEV

•       BFGoodrich Mud Terrain KM2 35×12.5 R17

Armor:

• AEV MILSPEC Front Bumper
• Winch Plate
• Swing Away Rear Bumper by AEV
• Engine Skid Plate by KILBY
• Transfer Case Skid Plate by Kilby
• Kilby JK EVAP Canister Relocation KIT
• Rock Rails by Hanson Off Road
• ARB Diff Covers
• Off Road Evolution C2 Evo Gussets
]]> http://online.jpfreek.com/2010/04/14/american-overland-expeditions-las-americas-expedition-jk-wrangler/feed/ 0 http://online.jpfreek.com/2010/03/29/garvin-wilderness-expedition-rack-for-jeep-wranglers/ http://online.jpfreek.com/2010/03/29/garvin-wilderness-expedition-rack-for-jeep-wranglers/#comments Mon, 29 Mar 2010 14:47:47 +0000 Frank Ledwell http://online.jpfreek.com/?p=486/garvin-wilderness-expedition-rack-for-jeep-wranglers Garvin’s Expedition Rack system for Jeep Wranglers is a well-built solution for weekend excursions or long-term vehicle dependent adventures where limited space is no longer an issue.
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Pros: The one thing we noticed in this particular setup is the craftsmanship. The welds on all of the ¾” square tubing and 1” square tubing on the support brackets are flawless and smooth and  let’s face it; this rack looks very cool on a rig especially when it is loaded down with gear. That’s another thing: this rack can handle loads in excess of 300 lbs without problem so there’s no worry about having too much gear and not having the space or setup available to carry everything.

Another item of note is the design itself. Whether your Jeep Wrangler has a soft-top or a hard-top, this rack system will work with either one. The design is simple yet aesthetically pleasing, and the rack is durable enough to withstand any elements be it rain, sleet, snow, or heat. Install time is approximately three hours which is pretty reasonable, and the directions are straightforward and easy for anyone to understand.

In addition, we really like that the design is such that the support beams in the rear not only mount to the rear quarter panels but also mount to the frame with specifically-engineered mounting brackets. Unlike many other racks on the market, you won’t have to be overly concerned about weight constraints if you have a roof top tent or fully-loaded rack as the sheet metal is not bearing all the weight. This is a huge deal if you’re out in the backcountry on a long excursion and are using your vehicle in a self-sufficient way, and need a rack that can handle significant amounts of weight.

* We would suggest limiting your payload to 500lbs or less per Garvin Industries though you can probably get by with more than that if you modify the center support system for the rack itself as referenced below

Lastly, Garvin has introduced a version for the Jeep JK (we tested the rack for the Jeep TJ but the JK options are comparable) so for those of you who are interested in a rack system for your new Wrangler, you now have a quality option.

Cons: No big complaints here. The rack is built to be bullet-proof and while it can take a few minutes to unbolt the front hinges when trying to remove your soft/hard top (which requires you to either carry a socket wrench with you when traveling which is usually suggested anyways for other accident-prone repairs on the trail, or remove your soft/hard top before your excursion), this can be remedied by replacing the provided
nuts with wing nuts for easier removal.

If we only have one true complaint, it is that the rack itself would be better served if it had an additional support beam through the middle section to help leverage the payload of weight from gear, etc. Otherwise, it is very well engineered.

Overall, the JPFreek crew is very pleased with this rack system. Sure, at $750 plus it might seem to be on the pricey end compared to other systems out there; however, we see this cost as being fully justified based on the rack system’s craftsmanship and durability. A few slight design additions (i.e. middle support beam) would be great but in the end, Garvin Industries has done a nice job of providing an excellent setup for the weekend warrior or for those who seek a solution for long-term expeditions for off-highway travel.

]]> http://online.jpfreek.com/2010/03/29/garvin-wilderness-expedition-rack-for-jeep-wranglers/feed/ 0 http://online.jpfreek.com/2010/03/26/overlanding-the-french-alps/ http://online.jpfreek.com/2010/03/26/overlanding-the-french-alps/#comments Fri, 26 Mar 2010 19:04:35 +0000 Jan Liska http://online.jpfreek.com/?p=442/overlanding-the-french-alps The border area between northern Italy and France was hard-fought from the 18th century until World War II – in this time a lot of fortifications were built on and into the mountains to control the valleys. While there are still a lot of unpaved roads left over and unmaintained, this area has seen a growing number of ski resorts and has subsequently become a haven for off-highway enthusiasts on two or four wheels.
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In the last few years I have visited the area between Lac Leman and the Mediterranean Sea numerous times, and I have also climbed the Col de Sommeiller (10.007 ft. above sea level) with my Jeep Cherokee. The pass near the town of Bardonecchia used to be the highest point in the Alps reachable by a four-wheeler. But in 2007 I heard about the Bontadini ski lift above the Italian town of Breuil / Cervinia near the south face of the famous Matterhorn mountain. It should be possible to reach 10933 ft. – so I immediately started to collect all bits of information I could get, from satellite images to topographical maps and reports from climbers who have visited the area.

In June 2008, I made the first attempt to reach the Bontadini lift station together with my wife – but it wasn’t possible to drive any higher than 8038 ft. due to the large amounts of snow.  With two friends from our local Jeep club, we made another attempt in September 2008. I met Timo and Martin near Martigny in southern Switzerland – there we left the highway and started our journey through the Alps on narrow roads. Near the Grand St. Bernhard pass we found our first geocache – another passion we share besides Jeeping, sitting at the campfire with a cold one and bolting stuff to our Jeeps.

In the Valtournenche Valley we pitched our tents and my TenTrax trailer on a local camp ground, lit the camp fire, and had a delicious meal from different Italian starters and some really great steaks. We got up early in the next morning, filled up our three Jeeps, and went to town – Cervinia that is. After a short chat with local police officers we started our ascent to the Bontadini area. First, there was something like a gravel road but as we were getting higher the road disappeared and we had to search our way along the funiculars which are used only in the skiing season.

After about two hours of crawling over the stones we reached the Theodul pass at 10.800 ft which is located at the border between Italy and Switzerland, and where a mountain hut can be found that offers regional food and drink and a place to stay for the alpinists.

From there it’s only a few meters to our target, the Bontadini lift station. At 11:45am we were there. We shut down the engines and started to take photos – the view to the surrounding mountains and glaciers was spectacular! We were more than happy to have reached the main goal of our trip which took me so much time to plan and prepare.

We then had coffee in the Theodul hut and in that moment, it was the best cappuccino we’d ever had. It didn’t take a long time until two mountain bikers arrived at the hut, and it didn’t take them much longer than us to reach this point pushing their bikes.

]]> http://online.jpfreek.com/2010/03/26/overlanding-the-french-alps/feed/ 0 http://online.jpfreek.com/2010/03/26/nemo-equipment-morpho-ar-tent/ http://online.jpfreek.com/2010/03/26/nemo-equipment-morpho-ar-tent/#comments Fri, 26 Mar 2010 18:45:36 +0000 Jeff Haley http://online.jpfreek.com/?p=435/nemo-equipment-morpho-ar-tent When it comes to tents, Nemo has definitely let the air out of its competitor’s sails. When I first received the tent, I hopped online to read more about Nemo and quickly learned about the AST (Air Supported Technology) Airbeams that are used instead of traditional aluminum tent poles to support the tent and stand up to the elements.
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It was apparent by surfing Nemo’s website that this is a company serious about providing a quality product by using the latest technology.

One of the most important elements I look for in a tent is how well it will hold up in the elements. Let me assure you that with the Morpho AR’s fully seam taped and waterproof OSMO breathable fabric, there isn’t anything getting between you and a good nights sleep except maybe your tent mate snoring. The Morpho AR fabric is strong and durable yet very lightweight and breathable.

The second most important element in choosing a tent is the setup. Nemo claims that the Morpho AR can be set up in 45 seconds and this isn’t far from the truth. I had all the parts out of the bag and the tent standing tall in no time at all without reading the instructions. A unique aspect of the Morpho AR’s setup is the AST Airbeams. Setting up the Morpho is a breeze by pumping air into two-3 ½ inch tubes using the included Nemoid™ foot pump. Seriously, all you have to do is stake the tent, pump up the tubes, and voila…the Morpho AR is good to go! In addition, you could easily stake the tent during inclement weather, crawl inside and pump up the Airbeams while being in the shelter of the tent, literally setting up the tent from the inside-out. Did I mention the AST Airbeams are made from a multi-laminate fabric that provides a lightweight, durable, easilyrepairable support for the back country structure? Good stuff!

Finally, size and floor space are critical, and the Morpho AR doesn’t cut any corners. With approximately 40 sq ft (3.71 m) of floor space, this tent can accommodate two people comfortably while providing plenty of headroom. All of these components come together nicely in a unique tent that fits inside a storage bag 14” x 7” in dimension and weighing in at a mere 4.5 lbs.

This is truly a perfect tent and a must-have for outdoor enthusiasts who depend on reliable gear in any condition.



]]> http://online.jpfreek.com/2010/03/26/nemo-equipment-morpho-ar-tent/feed/ 0 http://online.jpfreek.com/2010/03/26/rokmen-jeep-tj-corner-armor/ http://online.jpfreek.com/2010/03/26/rokmen-jeep-tj-corner-armor/#comments Fri, 26 Mar 2010 17:24:14 +0000 Frank Ledwell http://online.jpfreek.com/?p=423/rokmen-jeep-tj-corner-armor If you drive your Jeep® vehicle like it’s sponsored or require a strengthened body panel for supporting a roof rack, then Rokmen’s TJ corner armor is for you.
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I’ve had the pleasure of using Rokmen gear on my vehicle before with their now defunct step sliders for Jeep TJs. The quality is unmatched with the use of superior materials and designs that are unique and functional.

It all starts with the use of 3/16” cold roll steel which, for the layman, means that we’re talking about steel that’s twice the strength of cheaper hot roll steel found throughout this crowded market. In addition, all the cuts are precision cut and CNC form bent. Installation is relatively easy though a bit time consuming as you are required to drill into you body panel. In my case, I also had to drill into the corner armor to accommodate for my Garvin Wilderness roof rack. Total install time was approximately three hours for my application.

All Rokmen TJ corner armor is delivered in bare steel which is good and bad as you can paint or powder coat your corner armor to your own liking. However, I found it difficult to find a shop willing to powder coat non-bulk items so I wound up priming and painting the corner armor myself with matte black paint.

In the end, they turned out nicely and form-fit my TJ perfectly, integrating nicely with my fender flares and requiring no modification to my tailgate hinge.

Overall, Rokmen’s high quality and precise product design continue to impress the JPFreek crew and I can happily say that for Jeep vehicle body protection, you can’t get any better than Rokmen and their TJ corner armor.

]]> http://online.jpfreek.com/2010/03/26/rokmen-jeep-tj-corner-armor/feed/ 0 http://online.jpfreek.com/2010/03/26/cooper-discoverer-stt-tires/ http://online.jpfreek.com/2010/03/26/cooper-discoverer-stt-tires/#comments Fri, 26 Mar 2010 17:13:09 +0000 Frank Ledwell http://online.jpfreek.com/?p=413/cooper-discoverer-stt-tires Choosing the right tires for your rig can be a pretty overwhelming experience. With so many options available based on varying driving conditions, it’s tough to know the contenders from the pretenders. For me, having a premium tire that can tackle any terrain, wet or dry, is a must and that’s why I chose the Cooper Discoverer STT.
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Cooper’s Discoverer STT tire is a rugged and functional all-terrain tire with a non-directional tread pattern for a bold and aggressive look that works tough for off-highway applications. The Armor-Tek3 carcass is built from a two-ply radial polyester body and one-ply angled polyester body for three plies of protection and resistance to breaks and bruising. Deep lugs provide soft-surface traction while still adding  spectacular grip on rocky, tough terrain. In addition, rim flange protectors are placed on the wall of the Discoverer STT to help protect the tire and wheels from off-highway hazards.

I’ve driven over 20,000 miles on my Cooper Discoverer STT tires as a daily driver and on numerous off-highway excursions. The tires look like they’ve barely been used. If maintained regularly, there’s no reason you can’t get 50-60k miles out of these babies. Plus, they are quiet on the road, making for an excellent choice on daily driver rigs.

Overall, the Cooper Discoverer STT is a highly underrated tire that has set the standard for me as an excellent off-highway and on-road tire. Perfect for month long back country excursions or a trip to the grocery store, Cooper’s Discoverer STT tire sets a new standard for premium all-terrain rubber.



]]> http://online.jpfreek.com/2010/03/26/cooper-discoverer-stt-tires/feed/ 0 http://online.jpfreek.com/2010/03/26/transylvania-the-land-beyond-the-forest/ http://online.jpfreek.com/2010/03/26/transylvania-the-land-beyond-the-forest/#comments Fri, 26 Mar 2010 16:28:17 +0000 Hendrik de Backer http://online.jpfreek.com/?p=404/transylvania-the-land-beyond-the-forest Transylvania, a region in rural Romania in Central Europe, is for many people linked to and associated with the fictional Dracula figure out of the 19th century book by Bram Stoker. However, the meaning of the name, derived from the Latin “ultra silvam” or “exceedingly forested,” is much more representative for the true content and richness of this wonderful piece of land in the heart of Europe.
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Having known quite vivid history, and being at times part of the Roman Empire, the Hun Empire, Hungary and Romania, or even being an independent region, it offers a rich variety of nature and culture. For Jeepers, this means endless drives on unpaved roads through hills and valleys, and great visits to medieval villages.

With this in mind, my family and I set out for the Euro Camp Jeep site near Berlin with our Rubicon Unlimited to Romania, crossing Poland, Slovakia, and Hungary with the aim of spending a two week holiday of off-highway driving in the Apuseni Mountains.

The Apuseni Mountains are not high. The highest peak is only approximately 5,500 feet and human settlement can be found even on the highest peaks. The landscape offers a variety of steep climbing roads ending on a plateau with a small village, mixed with great views and sights on the valleys. The area is also special in the sense that it is disputed between the Romanians and the Hungarians. One village is Hungarian while the next one is Romanian. In any case, the whole area is very rural with small villages and no cities, lots of unpaved roads, and cattle and horse-drawn carts on the roads.

We decided to rent a holiday house and work with an organization called Green Mountain Holidays, operated by a Belgian ex-patriot and offering active and natural holidays. This turned out to be a big hit! Johan provided us with a binder full of detailed maps, containing off-highway tracks and routes for days and days of driving. This was great! We were now free to plan loop-based trips from our cottage, and get up there in the mountains every day, packing a picnic and our maps.

In all, we probably drove about 800km – 320 miles – off-highway, visiting amongst others medieval villages on the top of a mountain, secluded and almost abandoned monasteries, deserted winter skiing slopes, etc etc …The real wonders of the Apuseni are not above but underground. Hidden in deep valleys are extensive limestone formations that give rise to some spectacularly eroded scenery. It turns out the whole region is like a big, white chunk of Swiss cheese, thoroughly carved by underground rivers for millions of years.

A great attraction is the Scarisoara cave, site of a large underground glacier that is preserved during the summer and winter months. An off-highway trek of about 7km takes you up the mountain, after which you descend into the funnel leading to the glacier. The off-highway drive up the mountain with the Rubicon was big fun. Unlike home and elsewhere in Europe, there are no restrictions or negative looks from hikers when you are crawling up the mountain in a 4×4 … Fantastic.

]]> http://online.jpfreek.com/2010/03/26/transylvania-the-land-beyond-the-forest/feed/ 0 http://online.jpfreek.com/2010/03/25/good-driving-ethics-help-keep-trails-open-for-all/ http://online.jpfreek.com/2010/03/25/good-driving-ethics-help-keep-trails-open-for-all/#comments Thu, 25 Mar 2010 19:17:24 +0000 Tom Severin http://online.jpfreek.com/?p=397/good-driving-ethics-help-keep-trails-open-for-all This is a good time to review the code of ethics that all conscientious drivers live by. Sometimes we become a bit complacent, and forget the fundamentals that have guided drivers for years.
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By closely adhering to the following principles, you show that you are a concerned driver, and you help ensure that the trails remain open to us for years to come.

First, you should always strive to have a positive impact on the environment. Put another way, leave the area in better shape than when you arrived. To do your part:

• Properly dispose of waste

• Minimize your use of fire

• Avoid spreading invasive species

Second, respect the rights of others. Realize that the trails and public lands are used by a wide range of folks, including hikers, bikers, campers, and other 4WD folks. At times you will encounter others, some of whom will be on or near the trail. Public lands are open to all; no one can lay claim to a specific portion.

Understand that your driving may seem disruptive to others. They should accept your presence, but you must also accommodate them. Minimize noise and the amount of dirt you kick up while driving by. And for heaven’s sake, don’t get into arguments or fights. If an issue seems beyond resolving, drive away. You may feel like the victim, but in reality you are the better person for taking the high road.

Finally, encourage others to live by these standards. Become a spokesperson for ethical driving. As you meet other drivers, on the trails or elsewhere, talk about what it means to be an ethical driver, and how they benefit by following these principles. Help spread this message among our members—you are welcome to forward this e-mail—and let them know that “real men” (and “real women”) follow these sound principles. Work hard to maintain all we have won to this point.

These principles aren’t new or particularly earth-shattering. Driving ethically involves following the rules, including the Golden Rule: Treat others—and the land—as you would like to be treated. If you always do the right thing, you can never go wrong.

It starts with having the proper attitude. An attitude which suggests that I am not an owner of the land, but merely a steward. I have been given permission to use this land, and I will treat it with the utmost respect. I know this privilege may be taken away at any time, so I will do all I can to keep that from happening.

If all of us took this approach, the negative comments from the environmentalists and the media would cease. And we could count on enjoying our beloved hobby for many years to come.

]]> http://online.jpfreek.com/2010/03/25/good-driving-ethics-help-keep-trails-open-for-all/feed/ 0 http://online.jpfreek.com/2010/03/25/freek-techniques-recovery-techniques-for-traction-failure-situations-or-simply-%e2%80%9cgetting-unstuck%e2%80%9d/ http://online.jpfreek.com/2010/03/25/freek-techniques-recovery-techniques-for-traction-failure-situations-or-simply-%e2%80%9cgetting-unstuck%e2%80%9d/#comments Thu, 25 Mar 2010 18:33:28 +0000 Mark Filonowich http://online.jpfreek.com/?p=389/freek-techniques-recovery-techniques-for-traction-failure-situations-or-simply-%e2%80%9cgetting-unstuck%e2%80%9d My wife used to think I enjoyed getting us into “predicaments.” Why else would I drive a perfectly good Jeep into the mud and over the rocks? She must have married a special kind of idiot who would do something so foolish again and again. What she didn’t realize was that I was just honing my vehicle recovery skills. Little did she think that someday I would turn my Jeeping addiction into an interesting business with such a broad range of customers. All that practice getting stuck was training and research for one of my favorite hands-on class modules: Getting unstuck.
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People often want to know what the most important recovery tool is. A winch? A good tow strap? A Hi-Lift Jack? While these are all good items to have, I honestly think your most important recovery tool is your brain and a bit of common sense. When you get stuck, you need to assess what happened and what options you have to get unstuck. Thinking carefully about those options and coming up with the best answer can mean the difference between quickly moving again, or struggling in “Stuckville” while your spouse gets more and more frustrated with you. There are many ways to get free. Your first order of business is to determine the quickest, simplest, and safest way.

If you want to get recovered, you need to plan ahead. Tow hooks properly mounted to the frame (front and rear) is required to provide a solid anchor point. A receiver hitch can be utilized, either with a shackle insert, a hook insert, or simply a looped strap fed into the receiver and held in place with an appropriate pin. Without some kind of good anchor point, there is no upside for someone else to risk damage to their own vehicle by pulling you out.

Another must have item is a tow strap with looped ends (no hooks). The loads put on a strap when pulling a vehicle out could cause a steel hook to become a projectile capable of injuring or killing bystanders. A windshield (or seat frame) is no match for a fast moving chunk of steel.

Most of the time, your quickest and simplest solution is to hook up the strap and use a second vehicle to pull you out. After a few such rescues, it seems routine, but it requires a carefully coordinated set of steps. I recommend the stuck vehicle “helps” by slowly trying to move forward. Not wildly spinning the tires… just turning enough to assist. The towing vehicle takes up the slack and provides steady pressure. As the stuck vehicle comes free, you want to take care not to override the strap. This does not mean a helpful bystander should duck down out of the driver’s line of sight…it means the driver stops and waits until the bystander has completed the task and is clearly back on safe ground.

Sometimes you are faced with self-recovery. This is where you might employ your shovel or Hi-Lift Jack. The Hi-Lift Jack is a handy tool with many uses, but honestly can be quite dangerous. For many of us, it is the only way to lift a modified Jeep high enough to change a tire (or to stack rocks), but the jack needs to be handled with care. When raised, it can wobble and fall; when lowering, the handle can snap up with surprising force. It can be used as a winch, but it’s painfully slow. Using a tow strap in this application is frustrating, because the strap will stretch quite a bit before you see any progress.

]]> http://online.jpfreek.com/2010/03/25/freek-techniques-recovery-techniques-for-traction-failure-situations-or-simply-%e2%80%9cgetting-unstuck%e2%80%9d/feed/ 0 http://online.jpfreek.com/2010/03/25/so-i-had-a-talk-with-my-jeep-project-tj/ http://online.jpfreek.com/2010/03/25/so-i-had-a-talk-with-my-jeep-project-tj/#comments Thu, 25 Mar 2010 18:13:54 +0000 Mark Stephens http://online.jpfreek.com/?p=374/so-i-had-a-talk-with-my-jeep-project-tj When Brooke told me she was pregnant, I considered this crazy thought for a long, stressful 24 hours: sell the TJ, cash out. Put the backseat in, give it a good wax job, and prepare to send it off with a college girl who likes it since it’s red and convertible. The horror. For a last hurrah I’d have to tell her, “Be sure to change the snorkel fluid once every 3000 miles.”
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I settled into the idea, though, but didn’t dare think or talk about it while driving my Jeep. She wouldn’t like that. She’d come up with hundreds of reasons, mostly nostalgic, why I should keep her.

“Maybe I can get a Commander,” I thought while mowing the grass. Yes, I could picture it: tricking out an XK and doing it right the first time: rock sliders, 33” BFGs on a set of AEV wheels, hidden winch, rear tire carrier, remote reservoir shocks, plenty of auxiliary lighting connected to a dual battery system that would also power a 45-quart freezer/fridge. Outfit an on-board water tank for showering, too. I’d be the coolest dad around with a sweetly modded Jeep Commander that was well used in the Mexican deserts and the trails of the southwest. We could pack in a whole litter of adventure kids and live for weeks. Tug a Chaser Adventure Trailer behind it and set off on a land cruise to the Tetons, Yellowstone, and Glacier National Parks. A pair of double kayaks could fit on top, and mountain bikes on the trailer.

I shared my thoughts with my wife, who just had to remind me, “Awwww, Mark. You can’t get rid of that Jeep. We honeymooned in it remember? Camped at Joshua Tree, went to Yosemite and Zion. And all those times we went rock climbing around Arizona, kayaking in Mexico. Plus you’ve put so much work into it. You can’t get rid of it now. Keep it. You love that Jeep.”

One thing she didn’t mention, yet something of which I was very aware: my two Jeep-owning best friends would have killed me if I put it up for sale. Hang me upside down by my toes and beat me with a rusty winch cable.

Then, on the way to work one morning, air drumming along with my MP3 player plugged into my ears, I heard someone yelling at me.

“Hey!”

I turned to my right and spied an air conditioning service truck in the next lane over and a young man practically hanging out the driver’s window waving his hat at me. What did I do, forget to screw on the gas cap again? “Dude!” He shouted and bounced his head up and down, laughing with joy. “That Jeep looks insane, bro! Sweet job!” He was serious and shaking his thumbs-up wildly.

He cracked me up, and I had no choice. I laughed aloud and waved at him, and responded, “Thanks, bro.” I was thanking him for the wake up call really, not for complimenting the ride.

]]> http://online.jpfreek.com/2010/03/25/so-i-had-a-talk-with-my-jeep-project-tj/feed/ 0 http://online.jpfreek.com/2010/03/25/red-rock-challenge-kj-style/ http://online.jpfreek.com/2010/03/25/red-rock-challenge-kj-style/#comments Thu, 25 Mar 2010 17:31:08 +0000 Dion Kedian http://online.jpfreek.com/?p=343/red-rock-challenge-kj-style 5:00 in the morning. Dion Kedian and Derek Greber embarked on a trip they would never forget. A trip that took over six solid months of careful calculating and planning; a trip that was changed over and over again until it had been perfected.
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The two KJ enthusiasts departed for the Red Rock Challenge in Moab, and it would take them across Canada, down through the United States, and all the way to the scorching climates of Moab, Utah during a hot summer in July.

Hosted by the KJ Expeditionary Group, the Overland Expeditions Team readily jumped to the occasion and had begun planning for the challenge well in advance.

The team consisted of: Dion Kedian, a British Ex-pat of Milton Ontario, Canada; Derek Greber, a Polish ex-pat of Mississauga Ontario, Canada; Scott Cole of Tennessee, USA, also known as “The Boss” of Illinois, USA. Over the next six months, the team worked tirelessly to prepare for a trip they would not soon forget.

For this incredible journey, the team chose two Silver 2006 Jeep ® Liberties, and would live, sleep and eat from these amazing machines in a true test of their mechanical endurance.

Back in time to 5am.

Dion waited patiently for Derek to arrive in the Liberty with bags packed. Still dark outside, Dion saw the tell tale silhouette of a Jeep Liberty, expedition-ready, pull around the corner. Dion picked up his bags and placed them in the Liberty, and hopped in the passenger seat anticipating the journey ahead.

Dion then checked the wireless laptop mounted in the Liberty, GPS-ready and connected, and received a confirmation email from Scott in Tennessee saying that he was ready to go and looked forward to meeting the team. The Red Rock Challenge was a go!

As Derek drove out of the Greater Toronto area, Dion inspected the GPS data, confirmed their route, and prepared for the first leg of the journey.

As the sun broke, the duo arrived in Tobermory Ontario and prepared to embark the formidable Chi-Cheemaun Ferry to South Baymouth on Manatoulin Island. On the Ferry, Derek inspected the GPS data on the laptop and discovered they have only travelled 235 kilometres…another 8800 kilometres to go. The team is both excited and awe struck at the sheer length of the journey ahead.

The team arrived at South Baymouth Manatoulin Island and continued immediately north on Highway 6. As they exited the Ferry, they were given waves from pedestrians, saw some people taking photographs while others stared as they had never seen a Jeep Liberty with a 2.5 inch lift, off-highway tires, lights pointing in every direction, a roof rack loaded with a spare tire and a variety of weather proof storage solutions, and decals from front to rear. An impressive sight, or so it would seem to onlookers.

]]> http://online.jpfreek.com/2010/03/25/red-rock-challenge-kj-style/feed/ 0 http://online.jpfreek.com/2010/03/24/climbing-the-chimney-in-colorados-san-juans/ http://online.jpfreek.com/2010/03/24/climbing-the-chimney-in-colorados-san-juans/#comments Thu, 25 Mar 2010 03:14:49 +0000 Alan & Jackie Ellis http://online.jpfreek.com/?p=316/climbing-the-chimney-in-colorados-san-juans In the northwest San Juan Mountains, near the little town of Ridgeway, Colorado, resides a lonely tower. Chimney Rock (also sometimes called Chimney Peak) sits among great peaks and formations such as Courthouse Mountain, Precipice Peak, and the spires of Cimarron Ridge.
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While driving up through the Cimarron Valley, Chimney Rock looms over the valley, guarding the entrance to Owl Creek Pass.  In 2004, Alan, Jackie, and climbing partner, Barry, first noticed this spectacular mountain and vowed to return and climb it. Now we would finally get our chance.

The road to Owl Creek Pass and the trailhead for Chimney Peak is a long dusty dirt road that our Grand Cherokee handled with ease. All three of us, including our camping and climbing gear, easily into the back of the Jeep and we parked next to the river to camp before our day of climbing the tower. Waking up early and on the approach, we bushwhacked and negotiated the nasty loose cliffs and ramparts below the base of the tower.

Most of this section had to be done solo and was a class 5 nightmare of loose rock and sand which took almost four hours to climb. At the base of the tower, I racked up and began leading the first pitch. Technically speaking, the rst pitch is probably the hardest, with a 10 ft overhanging and unprotected section of 5.6 to a ledge, then more 5.6 up and around a chock stone. After negotiating the overhang, I began moving towards the chock stone when I pulled off a loose hold and fell about 10-12 feet down to the ledge. Only Barry’s quick belay reaction and a .75 Camalot saved me from falling all the way to the ground. Laying there in agony while my sprained ankle swelled up and turned purple, it was apparent that my day was over; and we all knew it.

After being lowered, I insisted that Barry and Jackie finish the climb. So I lay there in pain for seven hours while they completed their summit bid, and then rappelled back to the ground. They reported that the climb was one of the worst of their career with long, unprotected run-out pitches of loose rock and a constant bowling alley of rockfall. They were totally exhausted and stressed out from climbing in those conditions, and they had completely run out of food and water.

]]> http://online.jpfreek.com/2010/03/24/climbing-the-chimney-in-colorados-san-juans/feed/ 0 http://online.jpfreek.com/2010/03/24/wanted-rough-and-ready-men-for-a-dangerous-job/ http://online.jpfreek.com/2010/03/24/wanted-rough-and-ready-men-for-a-dangerous-job/#comments Wed, 24 Mar 2010 18:50:37 +0000 Mark Stephens http://online.jpfreek.com/?p=299/wanted-rough-and-ready-men-for-a-dangerous-job Think driving a Jeep for a living sounds like fun? Harvey MacKay says, “Find something you love to do and you’ll never have to work a day in your life.” Just between you and me, I think driving a Jeep on dirt roads sounds like a great job description. Toss in some exercise – such as hiking, or a little running maybe – and we’re on the way to really cool fringe benefits.  That’s a day at the office for a Border Patrol agent . . .sort of.

By the way, the United States Department of Homeland Security Customs and Border Protection are hiring.


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Quick History

The Border Patrol, as we know it today, was established on May 28, 1924 out of the need to enforce Prohibition and the Immigration Acts;other forms of border security existed earlier, but they were not as organized or permanent.  Prior to The War on Terrorism, the Border Patrol received little public attention, yet illegal immigration and smuggling has been going on since the borders were established – don’t kid yourself believing this problem is recent.  Since the 1800s, Europeans and Chinese flooded into the country through parts of Canada where the border was meagerly patrolled, and Latin Americans poured in from the south in remote regions of the desert.  In 2001, border protection suddenly sprung into the mainstream limelight for emphasis on anti-terrorism. And they use a fleet of Jeep TJs to handle the rough desert terrain  along the border in the Tucson Sector in southern Arizona.

Adventure Job

What’s it like to be a Border Patrol Agent?  It begins with a lot of paperwork, and waiting. Then – if you get the green light, pass the background check – you enter a five-month academy in which you:

· Learn two and a half years worth of college Spanish

· Run eight miles a day

· Get trained in controlling large groups alone

· Learn federal law

· Oh, by the way this is the toughest academy in all of the law enforcement departments, second to the FBI academy.

Like most law enforcement academies, there is a high turnover rate.  To quote one agent, “You’ve got to be a fighter, you can’t be a quitter. I don’t need a quitter as my backup – I’ve got a family, and they’re  counting on me to come home at the end of the day.  We’re out there alone sometimes, and we’ll apprehend groups of 10 or 15 people.  If one decides to retaliate or resist, you’ve got to be willing to do what it takes until help arrives.

]]> http://online.jpfreek.com/2010/03/24/wanted-rough-and-ready-men-for-a-dangerous-job/feed/ 0 http://online.jpfreek.com/2010/03/24/freek-techniques-practical-tips-from-the-drivers-seat/ http://online.jpfreek.com/2010/03/24/freek-techniques-practical-tips-from-the-drivers-seat/#comments Wed, 24 Mar 2010 14:34:28 +0000 Mark Filonowich http://online.jpfreek.com/?p=287/freek-techniques-practical-tips-from-the-drivers-seat Everybody wants a Jeep that looks good and is highly capable off-road, and after purchasing a new Jeep, the question almost always crosses one’s mind: How should I spend my aftermarket dollars? Lift kit or bigger tires?
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That question gets asked a lot at our classes, and I often hear from my students that they want to run 5+ rated trails…run with the big dogs…yet still have a comfortable daily driver. This is a tall order and many compromises wind up being made. The bigger the tires and taller the lift, the more necessary it becomes to re-gear or re-axle our vehicle. Brake upgrades should be made (especially if it’s a daily driver and driven at highway speeds), and fuel economy becomes an oxymoron that makes it seem like money keeps going into the project in a never-ending cycle.

Somewhere in all of this, most people seldom give any thought to safety. If you really want to run with the big dogs, the best money spent is on a frame-mounted roll cage. Make sure that the seats and harnesses are capable
of protecting you when (not if) you lay your Jeep down, or roll it over, on the trail. Buy quality skid plates for the steering box and other “vital” daily driver components. And finally, ’wheel it smart’. An occasional bypass of a difficult trail, or timely use of a tow strap, is much cheaper than making a bad decision and paying for its consequences. Since we’re on the topic of safe Jeeping, let me share a few of the ground rules we talk about in the parking lot before we hit the trail. Let me stress that this is only a portion of the list, and that common sense has to play a key role in any off-highway adventure.

• Make sure the load is balanced and secured. You cannot become distracted by items bouncing around inside the vehicle while you’re supposed to be paying attention to a tricky section of the trail.

• Air down at the trailhead and shift into 4-Lo before you need it, and air your tires back up upon exit of the trail. Soft, mushy tires are great for trail traction, but cannot safely travel at highway speeds.

• Buckle up, and don’t drink and drive. Just because you’re not on a road, doesn’t mean the law doesn’t apply.

• Take pictures or give advice from a safe distance. I’ve seen photographers and spotters get run over. No one will stand around your coffin saying, “I thought he knew better…”

• No rock surfing. I’m sure you’ve seen burly guys hanging on the bumper or rollbar to help a vehicle over an obstacle. The obvious problem occurs when the vehicle lurches unexpectedly, and the ‘surfers’ experience the inevitable wipe out. Hang onto a towstrap, or try a different approach line.

]]> http://online.jpfreek.com/2010/03/24/freek-techniques-practical-tips-from-the-drivers-seat/feed/ 0 http://online.jpfreek.com/2010/03/23/king-of-the-mountain/ http://online.jpfreek.com/2010/03/23/king-of-the-mountain/#comments Tue, 23 Mar 2010 21:46:55 +0000 Frank Ledwell http://online.jpfreek.com/?p=262/king-of-the-mountain “Unbelievable, tremendous, phenomenal…the Wranglers are unbeatable!” The raw emotion of Matthias Jeschke’s excitement was felt throughout the Jeep world on March 13, 2007 when his Extreme Events expedition team set a new Guinness World Record by climbing 21,804 feet to the rim of the world’s highest volcano, Ojos del Salado, in Chile.
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What made this challenge such an amazing feat was the fact that it was accomplished by driving. More specially, this record was achieved by driving two brand-new Wrangler JK Unlimited Rubicons, named ‘F1’ and ‘F2’, through a grueling two-week period in the second tallest mountain range in the world. Hurricane-force winds, temperatures near minus 20 degrees Fahrenheit, and obstacles that included malicious glaciers, fissured rock cliffs and volcanic sand, made the success of this expedition in the Chilean Andes that much sweeter.

The twenty-one-person team from Germany began its expedition to the Chilean Andes on March 4 with the plan to gather the next day in Copiapo, a small mining village located in the desert sands of Chile. After one day of preparation that included everything from logistical support to national TV press coverage, the team began its trip to base camp.



En route to base camp at an old police station, several members of the team began to feel the physical effects of high elevation including shortness of breath and dizziness, both common symptoms of high altitude sickness. Considering the fact that base camp for the Extreme Events team was situated at an altitude higher than the tallest mountain in Western Europe, Mont Blanc, the minor symptoms the team experienced were merely a hurdle along the way and a true testament to their determination in achieving the goal:  to set a new Guinness World Record ™. A restless night at elevation would eventually become a precursor for the remainder of the trip; however, it didn’t stop the team from completing several important hikes from base camp that were necessary to help them continue to acclimatize to the significantly lower oxygen levels and bitter cold at elevation. The day would also prove to be a big one for the two Wrangler JK Unlimited Rubicons as their capabilities were challenged and tested on the rocky, boulder-infested terrain.

]]> http://online.jpfreek.com/2010/03/23/king-of-the-mountain/feed/ 0 http://online.jpfreek.com/2010/03/23/winter-wheelin-with-naxja/ http://online.jpfreek.com/2010/03/23/winter-wheelin-with-naxja/#comments Tue, 23 Mar 2010 19:51:49 +0000 Matt Adair http://online.jpfreek.com/?p=248/winter-wheelin-with-naxja Jeeping. It’s a love hate relationship. It consumes money and time with the ferocity of a Kansas tornado. It leaves you up to your chin in cold water, buried in mud, replacing broken parts in sub-zero temps, baking on sandstone, and presents a myriad of other unforeseeable perils.
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For me, the worst hardship of four-wheeling is the morning of the trip. Almost always it’s a Saturday or Sunday morning, and without fail it follows on the heels of some epic adventure the night before. So, on the morning of December 30th, 2006 as my alarm went into its 11th snooze cycle, I promised myself that there would be coffee and a hot shower waiting, if I could only get up. Apparently I’m a habitual liar, as my water heater had been dead for three days (no hot shower), and I was too late to brew a pot of coffee (see the 11 snooze cycles).  Even Starbucks was out of the question because of my tardiness, a rough deal for a native of Seattle.

Luckily, I had the clarity to pack the Jeep the night before. Well, I hope it was clarity, I really couldn’t remember. I did make sure to include the most important elements:  Lots of warm clothes, food (in the form of MREs), water, assorted survival gear, sleeping bag and pad.  Perhaps the most useful for the wheeling aspect is Gore-tex. Gore-tex pants, gaiters, jacket, gloves and whatever else you can make water proof. Staying dry is paramount to enjoying yourself (not to mention surviving) on one of these expeditions into cold and inclement weather.

Speaking of “the Jeep,” I have a 1994 Jeep Cherokee, a model referred to as an “XJ.” I could use up every page of this issue going into the details of how it was built and using what kind of parts, but I’ll spare you the details. One of the most important elements is the fact that Cherokees came with solid front and rear axles, something near and dear (if not necessary) to any hard-core four-wheeler’s heart.  These “straight” axles are one of the big reasons so many people have discovered XJ’s as remarkably capable ‘wheeling rigs’.

There’s even an international club devoted to these unassuming, boxy looking SUVs, of which I am a member. It was with the Northwest chapter of the North American XJ Association (NAXJA) that today’s trip was organized. Our little outpost in the top left hand corner of the country is one of the newest chapters of this big club, but we already have great esprit de corps and a core group of us are very involved in wheeling on a regular basis.

I should mention that to many of our group, four wheeling or off-roading is not just about testing our vehicles to the limit or instigating heart stopping adrenaline rushes, fun as they are, but being out in nature and getting to places that would otherwise require a helicopter. Or twenty-seven Sherpas. The scenery and locations we can access are breathtaking, and a vast majority of people in the 4×4 community are devoted to keeping it that way. ‘Tread Lightly’ is not just a motto at the bottom of truck ads for us; it’s our modus operandi.

]]> http://online.jpfreek.com/2010/03/23/winter-wheelin-with-naxja/feed/ 0 http://online.jpfreek.com/2010/03/23/discovery-on-the-rim/ http://online.jpfreek.com/2010/03/23/discovery-on-the-rim/#comments Tue, 23 Mar 2010 18:56:42 +0000 Marco Santarsiere http://online.jpfreek.com/?p=236/discovery-on-the-rim When my wife and I were in Kauai for our Honeymoon last year, we hiked Waimea Canyon and commented on how it compared in size to the Grand Canyon.
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Becky had never seen the Grand Canyon while I had been to the South Rim when once when I was much younger.  So when my brother was married in Las Vegas recently, my wife and I thought it would be the perfect opportunity to go to the North Rim of the Grand Canyon.

One thing about Las Vegas is that it annoys me. By the time Monday had arrived, Becky and I were ready to leave ‘Sin City’ and head for the outdoors.

The drive to the Grand Canyon was diverse, following a route through Nevada, Utah, and Arizona. It took approximately five and a half hours to get to the North Rim and along the way, the towns of Hurricane (close to Zion National Park) and Fredonia were a joy to drive through.  Once inside the Kaibab National Forest, the drive becomes quite scenic with pine trees and aspen dotting the landscape. Outside the forested area, the park road goes through some wonderful rolling meadows and along the way, we made a stop to allow a herd of cattle to cross the by-way.

We finally arrived at our campsite by 5:30pm but had problems keeping our time straight as we were mixed up between daylight savings time and the states we had driven through. I had tried to reserve a back country campsite three months earlier via fax for either Phantom Creek or Bright Angel Campground but unfortunately, the request for a backcountry site had been denied so I booked two nights at the North Rim Campground, and our last night at the North Rim Lodge. The temperature in Las Vegas had reached the 90s but at the campsite, the temperature had dropped to approximately 37 degrees the first night we were in the canyon. It was great! Our hike was going to be on the North Kaibab Trail leading to the Roaring Springs. It had been recommended that we start the hike early and try not to move during the hottest part of the day. As such, we started at 7am and we packed plenty Gatorade and water (eight bottles apiece) into Becky’s backcountry pack since it was all that we had brought with us.

At 0.7 miles we encountered the Coconino Overlook early and were most impressed. However, being as we wanted to avoid the afternoon heat, we kept going as we knew we would see it again on the way back up. There was a good amount of loose rock on the trail but my Vasque Sundowner hiking boots saved me, even after having rolled my ankle. After going through the Supai Tunnel, we encountered the Redwall Bridge after approximately two hours on the trail and a warming temperature in the low 80s. We had also experienced a 2150 foot elevation drop in 2.6 miles, not too shabby. After the Redwall Bridge, the trail became more exposed especially along the left side. There were some large drops, but the path was wide and well maintained. We then saw the Eye of the Needle and kept going to Roaring Springs. We finally reached Roaring Springs in two and a half hours after descending nearly 3,050 feet. By this time it felt like July in Houston and it showed as I drank one bottle of water on the descent and Becky had already drank three!  Being a nurse, Becky warned me to drink even if I did not feel like it so I heeded her advice. We marveled at the water supply for the Canyon’s ten million visitors a year and thanked the Roaring Springs in advance for the water we would use.

]]> http://online.jpfreek.com/2010/03/23/discovery-on-the-rim/feed/ 0 http://online.jpfreek.com/2010/03/23/jpfreek-rocks-da-rockies/ http://online.jpfreek.com/2010/03/23/jpfreek-rocks-da-rockies/#comments Tue, 23 Mar 2010 15:20:16 +0000 Frank Ledwell http://online.jpfreek.com/?p=213/jpfreek-rocks-da-rockies “Adventure is Worthwhile” – Aristotle
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Few things are relished less than hopping in a car and traveling for seventeen plus hours, but when the trip is expressly to enjoy ten days of mountain bliss, adventure, and good times with friends and fellow ‘freeks’, a full day in the bucket seat of a TJ Rubicon makes it all worthwhile.

JPFreek’s first ‘official’ road trip had all the ingredients for a killer time: plenty of mountain biking, rock climbing, hiking, four wheeling, and overall adventure. As it turned out, the trip was beyond my expectations.

Seventeen hours and eleven hundred miles of terrain ranging from concrete structures to rolling hills to eventually arid deserts and finally mountainous precipices made for a long day. Having gotten sleepy between Austin and Lampasas, I took a short nap but once revived, the drive was clockwork and quite enjoyable until I reached the manure-stained air of Lubbock and West Texas. Yikes, what a rude awakening! Imagine yourself savoring a tasty bowl of cereal when all of a sudden the milk you’re drinking turns sour. For miles upon miles, I reflected on memories past as an undergrad at Texas Tech University, all the while suffocating on the insipid air en route to the Panhandle.

Just when it seemed like I was going to be permanently traumatized from asphyxiation, I approached the Texas-New Mexico border. From there, it wasn’t long before I had finally reached the border of Colorado and even though it was now dark and the mountains were no longer visible, their magnetism drew me in and let me know of their presence. Shortly thereafter, I was in Colorado Springs having accomplished the mission of day one: Arrive in Colorado. After a welcome greeting from Jeff ‘Jeep’ Haley and his wife, Lynda, it was time to hit the sack and recover for our upcoming weekend excursion.

Adventure #1:  Four Wheeling in Colorado Springs, Colorado

Originally, we had planned to climb Mt. Sneffels and Wetterhorn Peak, both located in the San Juan range, but had to cancel those plans due to inclement weather. Instead, we decided to spend Saturday enjoying a full-day of four wheel adventure along Old Stage Road just outside Colorado Springs. The trail, tricky in spots but overall pretty moderate, leads up to Mt. Baldy, a mountain appropriately named for its bare summit. Armed with two Jeeps and a video camera, the JPFreek crew along with their wives, traversed the breathtaking trail lined with aspen and pine trees. As Jeff would explain, Old Stage Road had once been a stagecoach road that had lead to/from the gold mines once abundant in this region. Now it serves as a four-wheel adventure haven with miles upon miles of trail and numerous side trails that offer both adventure and adrenaline rush.

]]> http://online.jpfreek.com/2010/03/23/jpfreek-rocks-da-rockies/feed/ 0 http://online.jpfreek.com/2010/03/22/what-is-the-future-of-fuel/ http://online.jpfreek.com/2010/03/22/what-is-the-future-of-fuel/#comments Mon, 22 Mar 2010 21:24:49 +0000 Frank Ledwell http://online.jpfreek.com/?p=188/what-is-the-future-of-fuel The Future:
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For most people, the future is a distant and far off idea that while relevant and important, rarely takes precedence over the past and the present.  Case in point:  Recently, the problems facing the world’s energy needs were ‘concerns’ but not particularly at the forefront of most peoples’ minds.  Then came Hurricane Katrina, the sixth-strongest Atlantic hurricane and the third-strongest hurricane to fall onto land in recorded history. Its effects, as ravishing and destructive as they were along the gulf coast of the United States, have also impacted our nation’s economy and supply of domestic crude oil, and have continued to play a significant role in the price per gallon we  pay at the pump today.

Of course, the resources we use to fuel our enormous need for energy (the United States is the largest consumer of energy in the world) can first be attributed to the first oil wells ever drilled, which were located in China around the fourth century.  At that time, oil was extracted through antiquated means, most notably through the use of bamboo pipes that penetrated the earth’s surface.  Once extracted, the oil was used to burn brine and produce salt.  Oil was also used for medicinal purposes and, in the case of those who were in the upper levels of society, oil was also used as a source for lighting, thus beginning the first documented case of oil use as a means for providing a source of energy.  Fast forward some nearly fifteen  hundred years to 1846 when the discovery of the process of refining kerosene from coal occurred in Canada, and several years later in Poland through the use of petroleum.  Then, in 1859 when Edwin Drake discovered oil in Pennsylvania, the American petroleum industry officially began.  From that point forward, the value of fossil fuels as a viable source of energy helped create a whole new era of thinking, and the industrial revolution as we know it began.

Today, studies show that nearly 90% of all vehicular fuel needs are met through the use of petroleum products.  At the same time, reserves of crude oil continue to dwindle with consumption at an all-time high. As such, the reality of petroleum products and their long-term inability to sustain the high demands of energy consumption have become a significant source of controversy  on the world stage.  In the meantime, fellow ‘JPFreeks’ and outdoor adventurers are feeling the pinch at the gas station with no discernible end in site.

]]> http://online.jpfreek.com/2010/03/22/what-is-the-future-of-fuel/feed/ 0 http://online.jpfreek.com/2010/03/22/american-expedition-vehicles-iceland-expedition/ http://online.jpfreek.com/2010/03/22/american-expedition-vehicles-iceland-expedition/#comments Mon, 22 Mar 2010 17:45:24 +0000 Frank Ledwell http://online.jpfreek.com/?p=142/american-expedition-vehicles-iceland-expedition Expedition Mission & Background
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The primary mission of American Expedition Vehicles is to provide transportation and support for a team of the worlds best expedition kayakers and film makers while they descend the largest river in Iceland. The kayakers will rappel 300 feet (using the Jeeps as anchors) into a series of caves within the Vatnajokull Glacier to the very headwaters of the Jokulsa River. Found virtually no where else on the planet, it’s a geothermal heated “hot river” that flows under the glacier. From here the team will kayak out from under the Glacier and proceed across Iceland, navigating extreme rapids (one of which is Europe’s most powerful waterfall, the deadly 300 ft Deaden Foss). From here they will continue all the way across the country to the ocean.

A team of the world’s best kayakers will use Jeeps to access remote areas of Iceland for spectacular first descents.

A similar expedition was tried in the mid-eighties with National Geographic. Instead of 4WDs they used a combination of snowcats, ultralight aircraft, snowmobiles and 4WDs. The expedition was not a complete failure, but was plagued by malfunctioning equipment and inexperienced kayakers (Kayaking was in its infancy at the time). With today’s specially prepared vehicles and some of the world’s best kayakers, the expedition has excellent chances of succeeding while providing spectacular film footage and still photos.

The Jeeps will provide transportation across the Vatnajokull Glacier to the put-in for the river; the vehicles will then complete the mission across the arctic desert providing support for the team, transportation for the film crew and emergency services if needed. The visual scenery in Iceland is fantastic, everything from lush green waterfalls, to huge ice fields.

]]> http://online.jpfreek.com/2010/03/22/american-expedition-vehicles-iceland-expedition/feed/ 0 http://online.jpfreek.com/2010/03/17/a-whirlwind-of-adventure/ http://online.jpfreek.com/2010/03/17/a-whirlwind-of-adventure/#comments Thu, 18 Mar 2010 05:21:28 +0000 Will Morgan http://online.jpfreek.com/?p=109/a-whirlwind-of-adventure Have you ever flipped through old wheeling magazines, day dreaming and thinking of how cool it would be to have the opportunity to just hit the open road for a couple months? I know I have so when the opportunity came along for me to do just that, as a Jeep Jamboree U.S.A. sponsored event, I relished the opportunity to do so. In the end, a co-worker and I got the chance to travel around the country, wheeling and taking in some of America’s National Parks and hidden treasures.
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Jeep Jamboree U.S.A. holds over 30 Jamboree events each year around the country and this fall, my co-worker Shawn Gulling and I had the opportunity to attend and work at seven of these events, all while driving a 2009, four-door JK Rubicon. For those of you not familiar with Jeep Jamboree U.S.A., I’ll give you a quick bio:  the company was started by the legendary Mark A. Smith (Off-Road Hall of Famer) and has been organizing trail rides for the past 23 years. Mark started it all back in 1953 while meeting with friends every year to do the Rubicon Trail, not knowing at the time the fan following or history-making events that were to come.

We began our trip on Labor Day in Georgetown, California (headquarters of JJUSA) headed for Llano, Texas for the Texas Spur Jamboree. Before departing on our journey, we decided to take in as many sights and see as many National Parks across the country as our route and schedule would permit. After only a couple hundred miles into the trip, we were at our first park:  Yosemite National Park. Unfortunately, sections of the park were on fire and closed so we had to route ourselves around and thus were limited as to how much of Yosemite’s beauty we were able to enjoy. A few hours later, we entered Death Valley National Park, appropriately named since it was still 106 degrees when we arrived at 5pm on a September evening. We then continued on to Texas to kick-off our Jamboree tour with the Texas Spur.

The Texas Spur consists of climbing huge granite rocks that are scattered across the Texas Plains through winding trees and across what are normally dry creek and riverbeds. The trails are tough enough for carnage, and the climbs are steep enough that you can lose sight of the trail, trail guides, and everything but the sky when attempting trails like “Little Moab.”

After the Texas Spur, we headed back towards Colorado for the next event, stopping along the way to see the Great Sand Dunes National Park. The park has an incredible amount of sand, created over time from the wind and erosion of the touring mountains surrounding it. We had to fight the urge to dump the air out of the tires, engage the lockers, and scurry past the park guards to see just how far we could get through the dunes in our Jeep. From there, the next stop on our journey was Mesa Verde National Park, an incredible place with many reconditioned and original Indian ruins and dwellings that you can actually walk to and see up close.

We saw all of this en route to Ouray, Colorado where the wheeling takes you through some of the prettiest mountains that Colorado has to offer. The San Juan mountain range is an incredible sight to behold, especially when you are at over 13,000 ft. and crossing passes like Imogene Pass, then dropping down into the resort town of Telluride.

]]> http://online.jpfreek.com/2010/03/17/a-whirlwind-of-adventure/feed/ 0 http://online.jpfreek.com/2010/03/17/rompalicious-4x4-hydra-water-system/ http://online.jpfreek.com/2010/03/17/rompalicious-4x4-hydra-water-system/#comments Thu, 18 Mar 2010 04:42:41 +0000 Frank Ledwell http://online.jpfreek.com/?p=96/rompalicious-4x4-hydra-water-system Funny name, serious water system. This is basically
the 4-1-1 on Rompalicious’ Hydra water system.
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The Rompalicious Hydra is more than just a typical water container. It’s a true water system that incorporates Nalgene® technology with American-made ingenuity. Hydra features a 2.5 gallon Nalgene® water bladder that provides odorless, tasteless, and antimicrobial refreshment, all while being contained in a tough ballistic material that’s dust and water resistant with poly backing to handle heavy loads and keeping your water cold.

In addition, the Hydra includes a quick disconnect strap system, allowing for the bag to be placed around your backseat to use with the included bite valve for safe wheeling and hydration. It can also be connected across the window sides of your roll cage, or hang from you backseat for easy access with an open tailgate, utilizing the included drain valve while at base camp. The opportunities are endless and the Hydra installs in minutes – even less if you’re quick with the aforementioned strap
system.

Overall, the Rompalicious Hydra water system is a much more efficient alternative to regular water storage. It’s the perfect Jeep accessory for your next “romping” adventure.






]]> http://online.jpfreek.com/2010/03/17/rompalicious-4x4-hydra-water-system/feed/ 0 http://online.jpfreek.com/2010/03/17/pelle-kleins-1989-jeep-grand-wagoneer/ http://online.jpfreek.com/2010/03/17/pelle-kleins-1989-jeep-grand-wagoneer/#comments Thu, 18 Mar 2010 03:03:22 +0000 JPFreek http://online.jpfreek.com/?p=86/pelle-kleins-1989-jeep-grand-wagoneer The winter 2009 issue of JPFreek is a tribute to the full-size Jeep and after we received a number of truly remarkable photos of various full-size Jeep vehicles, including submissions  from our friends at International Full-Size Jeep Association (www.ifsja.org) as well as other friends within the Jeep community, we knew we had found a rig worthy of being featured in JPFreek’s Freek Show section:  Pelle Klein’s 1989 Jeep Grand Wagoneer.
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The Jeep Grand Wagoneer was produced from 1984 – 1991, and was an extension of the Jeep Wagoneer which was the first true “luxury” 4×4 vehicle. The Jeep Wagoneer’s production spanned nearly three decades – 28 years total – with several mechanical improvements that included power steering and automatic transmission, both of which were seldom heard of in 4×4 vehicles when the vehicle first made its appearance. Pelle’s rig, which is celebrating its 20^th anniversary this year, looks just as good now as it did when it came off the production line. Of course, it’s been updated with a few mechanical and cosmetic “refinements” which are listed below:

• AMC 360 V8 (ATK replacement engine)
• NP229 (OE replacement, installed at T&J Performance, Orange, California)
• Dana 44 front & rear
• Deaver springs (Deaver Suspension, Santa Ana, California)
• Bilstein shocks
• 7-inch lift (Custom by Jeeps R Us, Laguna Beach, California)
• 36×12.5-15 Super Swampers
• 15×7 Kaiser steel wheels and hubcaps
• J2000 Gladiator front clip and 3-piece bumpers (J&W Jeeps, Antelope, California)
• Free rusted J2000 bench seat frame from Alaska
• Custom upholstery, door panels, and headliner (BJ’s Upholstery,  Costa Mesa, California)







]]> http://online.jpfreek.com/2010/03/17/pelle-kleins-1989-jeep-grand-wagoneer/feed/ 0 http://online.jpfreek.com/2010/03/17/overland-expo-2009-adventure-exploration-conservation/ http://online.jpfreek.com/2010/03/17/overland-expo-2009-adventure-exploration-conservation/#comments Thu, 18 Mar 2010 01:24:13 +0000 Mike Fissel http://online.jpfreek.com/?p=54/overland-expo-2009-adventure-exploration-conservation When I was approached about this event I was both curious and excited. After all, for the past three years I have led the members of JeepExpeditions.org on many overland trips here in the Southwest U.S. and Mexico. An Overland Expo right in my backyard…well, two hours from my backyard.
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Overland travel is becoming more popular and is a different way of exploring the many wonders of our world that most people only dream about. It’s not just about the off-highway travel and camping out under the stars. Overland travel with a group is a whole new way to experience our public lands. Nothing beats getting away from the stress of the city, whether it’s the traffic, the crowds, or even your job. A few days to be in touch with the land, to see the beauty created by nature’s hand, and seeing more stars than you ever thought existed. Add in the camaraderie of those who enjoy their Jeeps and the outdoors as much as you do, and that’s about as near to perfect as one might get.



The promoters of Overland Expo ‘09 touted the event as “an all-new and exclusive event for people who see their 4WD as a means to adventure and exploration, and who see travel as a portal to learning about the world, as well as a means to conserving its beauty and preserving its unique cultures. No other event for 4WD combines intensive education modules, social opportunities to visit with hundreds of other enthusiasts and to share information and experiences, and a wide array of product and service vendors just for overland-related activities, service and conservation organizations, land agencies, and clubs/associations will also be on-hand”

Wow, sounded like a lot and as I looked at the schedule of events, seminars, sponsors and activities, the Overland Expo sounded very cool to say the least! From novice to advanced driving courses, even a driving course for women, wilderness first aid, photography, tire repair, vehicle recovery, food selection/storage, and so much more. This being the very first Overland Expo, I got the feeling that I was going to be part of something big that would only get bigger and better as time goes on. Packing my rig for the weekend started a month before the event!

]]> http://online.jpfreek.com/2010/03/17/overland-expo-2009-adventure-exploration-conservation/feed/ 0 http://online.jpfreek.com/2010/03/17/overland-adventure-to-the-scottish-highlands/ http://online.jpfreek.com/2010/03/17/overland-adventure-to-the-scottish-highlands/#comments Wed, 17 Mar 2010 19:46:22 +0000 Hendrik de Backer http://online.jpfreek.com/?p=39/overland-adventure-to-the-scottish-highlands Earlier this year we decided to load up our Wrangler and organize a trip to Scotland, a land of beautiful nature, a lot of culture and history, and of whiskey and haggis.
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Living in Belgium, we decided that the best route would take us up to Ijmuiden to catch a ferry to Newcastle-upon-Tyne, from where we would have a 400-kilometer drive north to the region of Loch Lomond and The Trossachs National Park. The ferry is a great and relaxing way of crossing the North Sea.

The Trossachs National Park encompasses around 1,800 sq. km. of some of the finest scenery in Scotland, and forms the border between the Lowlands and the Highlands. It is an area of contrasts, from rolling lowland landscapes in the south to high mountains in the north, and has many lochs and rivers, forests, and woodlands. Nowadays, the Trossachs are a haven for walkers, cyclists, photographers, wildlife enthusiasts and many other outdoor pursuit seekers, and hosts a huge number of events and festivals both indoor and outdoor each year.

We found a great 4-star accommodation in The Portnellan Lodges near Crianlarich. Our lodge was sitting on the top of a hill with a view across the glen, and included all imaginable comfort, including a great collection of maps for local tours. On our first evening, we immediately started planning, sitting on the terrace, with smoked salmon and smoked whiskey (a Laphroaig 10y Cask Strength). We decided to fill our holiday period with a number of excursions and day trips as follows:

Killin and Ben Williams, Aberfeldy

Killin is a small town, known for its magnificent and scenic Falls of Dochart, with an ancient stone bridge spanning an original clansmen burial ground. It is a great place to stop and have a walk, and standing amidst the bustling waters above the gravesite, one feels a very special mixture of awe and respect for the Scotsmen buried there.

Killin is quite small, and once you exit the town centre, a narrow and winding road takes you up to the Ben Lawers Mountain visitor center from where you can start a hike up to the top at 1,214 meters. We were rewarded with spectacular roads and sceneries, and a great surprise to find a big lake on the plateau on top.

]]> http://online.jpfreek.com/2010/03/17/overland-adventure-to-the-scottish-highlands/feed/ 0 http://online.jpfreek.com/2010/03/17/to-the-top-of-texas-and-back/ http://online.jpfreek.com/2010/03/17/to-the-top-of-texas-and-back/#comments Wed, 17 Mar 2010 14:59:11 +0000 Mark Stephens http://online.jpfreek.com/?p=12/to-the-top-of-texas-and-back Ever wonder what the typical JPFreek business meeting is like? Hint: It includes a road trip, a rough trail, and a high point hike..

“. . . because the only people for me are the mad ones, the ones who are mad to live . . .”
- Jack Kerouac

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So far, I’ve passed a number of gas stations, all of which I have memories of filling up or buying a cold Mountain Dew or something. Take the Old C at Picacho Peak; I remember waiting out a line of traffic from a wreck on I-10. My friends and I sat in the parking lot next to the railroad tracks eating Pringles and a Blizzard from Dairy Queen. The night before we were at a David Wilcox concert – the very one where we arrived a few hours early and caught him in the parking lot on his phone. He wandered over to us like a gracious host and extended his hand, “You must be musicians.”

I guess if I were a professional musician, I’d get used to other musicians showing up to my shows early, too, just to see if I’d show them a thing or two. We had to let Dave down. “No, not really. Just a little early. We drove down from Phoenix.”

He looked at his watch. “Cool. Wait here. I’ll be right back.”

And he didn’t lie. He came right back with his gorgeous hand-crafted Olson guitar.

“I need to warm up, so you guys may as well help me out. What do you want to hear?”

Later that night in the show, he referred to that moment (okay, he played us at least 15 songs out there) as “the parking lot session.”

Otherwise unmemorable mileposts remind me of these things on road trips. There goes 219 and for some reason it always reminds me of that David Wilcox episode. And speaking of music, the song I hear on the radio is saying, “baby let’s get chasin’ that crazy west Texas moon.”

That’s right, because these memories floating by me on the side of the highway go back nearly 10 years. Chase the moon wherever it’ll go. My life has come a long way from the idealist adventurer I once was to this; this nearly dried up dude you’d certainly mistake for just another white male commuter in traffic with an iPod plugged into his head. At JPFreek . . . I get to do this cool stuff: take a trip, shoot some photos, write about it, log another financial loss (oh, it’s not as bad as it sounds) at the bargain price of good times with my friends. That’s no complaint, mind you.

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