The amount of custom fabrication on Clayton's rig is mind-boggling, from the custom spherical rod ends on all link bars, to the custom caging for the engine and transfer case, to the Clayton-fabbed 20-inch beadlocks holding the 54-inch (non-fabbed) TSL Boggers. When the big Intercos fail to keep moving, a trio of Warn winches are on call for extractions-a pair of M8000s and an 8274.
It's a good thing we stopped handing out an Engineering Trophy at Top Truck a few years back. After looking at Clayton Kraatz's all-original Evolution Warthog for the first time last year, we'd have probably had to retire the award for good afterwards. An alternate at Top Truck 2007, Clayton was voted in by our readers this year, and while much of his rig returns unchanged, he's embellished the drivetrain with a heavy-duty trick or two for TTC '08. Read on.
Specifications
Owner name/city: Clayton Kraatz/Calgary, Alberta, Canada
Occupation: Owner/fabricator, Evolution Machine
Vehicle model: 2006 Evolution Warthog
Estimated value: $200,000
Engine/aspiration: 467ci Chevy stroker V-8, bored 0.060 over, Comp cam, Keith Black Hyper pistons, Manley valves, Comp Cams .540/232 flat-tappet cam, Pro Magnet valve springs, Impco 425x2 propane injection, Edelbrock intake manifold, custom headers; balanced and "sort of" blueprinted
Transmission(s): JW Transmissions Powerglide, Casale marine V-drive
Transfer case: STaK three-speed
Suspension (f/r): Four-link, 26-inch Knight Stalker shocks/Four-link, 26-inch Knight Stalker shocks
Axles (f/r): 7-ton ITL SD-70/5-ton ITL SD-50; 5:1 hub reduction gears; Wilwood calipers, custom rotors; full hydro steering
Axle ratio: 35:1
Wheels: Evolution beadlocks
Tires: 54-inch Super Swamper Boggers
The propane-injected 468ci Mark IV big-block sits high and dry behind the cockpit and connected to a JW Transmissions Powerglide two-speed via a Casale marine V-drive. The balanced and "sort of" blueprinted block sports a Comp 540/332 flat-tappet camshaft. Induction comes from a pair of Impco 425s and an Edelbrock Street Ram intake, and a custom exhaust handles spent gases. A Crane Hi-6 ignition control, Mallory high-fire backup, dual 140-amp alternators, and a Mopar six-pack battery all do their part to create and control spark. Clayton claims "dyno-proven" results of 504 hp and 524 lb-ft of torque for the assembly, and we have no reason to doubt it.
This is just sick. Last year's Arvin-Meritor 3-ton axles must've been deemed too wimpy for TTC, since they've been replaced by these ITL units, which are manufactured in the UK for use on heavy-equipment rigs. This axle, a fully steered SD-70 model, is rated at seven tons gross axle weight and 10,300 lb-ft of torque (not a misprint). For good measure, there is a set of 7:1 ring-and-pinion gears in the diff. Oh, and there's also a set of 5:1 reduction gears in the hubs, giving the Warthog a 35:1 crawl reduction in the axles alone. Suspension? Oh, yeah, ho hum, it's a Clayton-fabbed four-link with 26-inch-travel Knight Stalker shocks. | 
The rear suspension mimics the front, while a custom four-link and 26-inch Knight Stalker shocks locate the rear axle, in this case an ITL SD-50 (which is only rated for five tons gross axle weight and 8,000 lb-ft, but heck, every rig has gotta have a weak link somewhere). All suspension links, rod ends, and joints were fabricated by Clayton, and both axles are full-hydro steered using Evolution-custom double-ended steering rams. Wilwood calipers with custom rotors help bring the rig to a stop, and the Drive System driveshafts are spun by a STaK three-speed transfer case. | 
The cockpit of the Warthog is strictly business, with minimal ornamentation save the Grant steering wheel. A pair of Corbeau Baja Ultra seats and harnesses are on hand for driver and passenger, and all controls and switch gear for the gearboxes, steering, winches, and the like are conveniently located on a custom-fabbed floor console. |