FIRST LOOK: 2009 KIA BORREGO

Meet the newest playa in the midsize SUV market

It wouldn't seem like a propitious moment to be launching a new V-8 SUV, and truth to tell, it isn't. But unlike pessimists like us, the folks at Kia Motors see opportunities aplenty for their new Borrego seven-seater sport-ute. And in a way, we can see their point---with GM pulling the plug on the TrailBlazer/Envoy next year (sob, sniffle), and Ford more or less abandoning the Explorer until a 2011 redesign, there's definitely room in this segment for a newcomer such as Kia to pick up new customers, and company reps informed us that they plan to market and advertise this vehicle very aggressively in the coming months. So, keep an eye on your TV screens or your dealer showroom---chances are you'll be catching a glimpse of the Borrego in the next few weeks.

Powering the Borrego is either the base 3.8L V-6 that's good for 276 hp and 267 lb-ft of torque, or the optional 4.6L V-8 sourced from the Hyundai Genesis coupe that puts out 337 hp and 323 lb-ft of torque. (The motor cranks out close to 390 hp in the car, but Kia engineers retuned it for improved low-end torque.) If we were checking options, we'd take the V-8 since you get better power to weight, as well as the outstanding ZF 6-speed automatic behind it (the V-6 gets a ZF 5-speed which is decent, if somewhat unpredictable at times).

The saints be praised, the Borrego is not---repeat, not---some AWD but an honest-to-goodness four-wheel drive that comes with a Borg-Warner 2-speed t-case with a 2.48:1 low-range. Suspension is independent double-wishbone up front, and a multilink/coilover setup in the rear. Minimum ground clearance is 8.5 inchers, and approach angle is a not-bad-for-this-class-anymore 27 degrees. Towing capacity is 7,500 pounds (yep, it's a body on frame, not a monocoque), and an integrated Class 3 hitch is standard issue. Estimated mileage is 16/21 with the V-6 and 15/20 with the V-8. Check out the November issue of Four Wheeler for all of our driving impressions. What's Hot: Excellent ZF six-speed; low base price; overall fit and finish.

What's Not: Slightly spongy suspension tuning; bad time to be launching a V-8 SUV.

Our Take: It won't be an easy sell, but it's competitively priced, and it's another big step up in overall refinement from Kia.

Four Wheeler Wants to Know: How are Fuel Prices Affecting You?

An article in the Wall Street Journal today (here's the link: http://online.wsj.com/article/SB121538739112131075.html?mod=hpp_us_whats_news) mentions the possibility of $6 gas by the end of the year. Yep, you read right---some economic forecasters are predicting the price of oil will peak at $200 a barrel before the year is up . . . and yeah, we can imagine what kind of havoc that'll wreak on the economy.

But for now, our poll question is:

How are higher fuel prices affecting your four-wheeling habits?

Vote below!

WHAT'S NEXT FOR HUMMER?

What Should GM Do?

It's been rumored for a few days, and now it has been all but confirmed----General Motors has suspended operations on the Hummer brand, and has hired a business broker to engineer a sale of the division. True, Hummer sales have plummeted in recent months, particularly the H2, but we have to wonder if GM isn't pulling the plug on Hummer a bit prematurely.

Now we can see a business case for, say, discontinuing the gas-gorging H2 in North America for the short term (sell 'em in the Middle East instead; they'll fly like hotcakes off the showroom floor) while keeping the H3 and in-the-works H4 in the product pipeline. Besides allowing GM to maintain a strong presence in the off-road market segment, the H3 gets halfway decent mileage, and the downsized H4 promised to be even better, both desirable qualities given the imminent tightening of CAFE standards in 2010. But selling off the entire division? We can think of a lot of GM dealers who ain't gonna be real happy with that decision.

Okay, if you ran the show at GM, what would you do with the Hummer brand?



* Kill it. The Hummer concept was always a bad joke anyway

* Sell it. Then reinvest the money into making GM's existing truck line-up more fuel-efficient

* Keep most of it. Discontinue the H2 in North America but keep the H3 and H4 for CAFE requirements

* Rebadge it. Build a truly capable H3-type rig to replace the crappy TrailBlazer/Envoy SUV

* Keep all of it. Gas prices will stabilize eventually, and GM needs a presence in the off-road 4x4 segment

* Who cares? Ya shoulda bought a Suzuki when y'all had a chance

We were amazed to find out that our '51 CJ-3A still had the original springs on it, ones that were worn out and tired of carrying the Jeep around. In fact, the Colonel had a pronounced list to the driver side that we were looking to remedy. We also had mismatched shocks from front to rear, and the 31x10.50R15 tires mounted on '96 Ford Bronco alloys not only rubbed, but just didn't look right on our little flattie.

We decided it was time for a suspension upgrade and turned to one of the most knowledgeable spring experts around, Jeff Crosby of Deaver Spring in Santa Ana, California. After talking to Jeff about the future of this project, including plans to mount a winch and some type of rear tire carrier, we decided to have a custom set of springs made that incorporated a slight lift and the ability to handle the added weight of the winch and tire carrier.

We wanted only the best products for our CJ to go along with the new leaf springs, so we ordered a set of four Bilstein shocks made for the rear of a CJ-5, which turned out to be just about perfect in extended and collapsed lengths on both the front and rear of the Colonel. We also turned to the wheel gurus at Stockton Wheel in Stockton, California, to build us a custom set of their excellent SWS 4x4 Special-22 Series wheels. We chose 15x7s with a 35/8-inch backspacing to prevent rubbing, allowing us to get the most out of our already hampered turning radius. Lastly, BFGoodrich supplied us with some 30x9.50R15 Mud-Terrain T/As, which ended up being a good balance of overall size for trail work and street use.

With parts in hand, we headed over to Deaver Spring for the install.

THE FOUR WHEELER POLL

How Did You Use Your Stimulus Check?

By now, over 130 million of us have received close to $150 billion in economic relief with a one-time tax refund check. Our question is: How are you using your stimulus dough? Did you pay down some debt, put it in the bank, or buy a new set of wheels and tires?

I used my tax stimulus check to . . .

* Pay down some credit cards

* Pay utility bills or help with my mortgage payment

* Save in the bank for a rainy day

* Buy parts and products for my 4x4

* Take a vacation, or other fun stuff

* What stimulus? Two tankfuls of diesel, and the money was gone!

The beauty of most four-wheel-drive upgrades is that they're self-explanatory. In our dirt and rock world, we keep flowery verbiage to a bare minimum. Want a bumper that'll hold a winch? We call it a winch bumper. Want to lift the suspension of your truck? We call that a suspension lift. Yep, we keep it simple. So what do we call a wheel that locks to the bead of a tire? You guessed it, a bead-lock wheel. More simplicity. Ain't it great?

So what's up with bead-lock wheels? To answer that question, you have to look at how a standard wheel works. On a normal wheel, air pressure pushes against the beads of the tire, firmly pressing them against the lips of the wheel. Weights are used to balance the wheel and tire combination. Under normal driving conditions with the tires property inflated, this bead contact area is more than adequate to keep the tire firmly attached to the wheel. Heck, this system works so well, you can even air down your tires to about half their recommended pressure to improve traction.

But here's the thing: If you decrease pressure too much, the tire can spin on the wheel, throwing the pair out of balance. Worse, you can actually peel the tire's bead from the wheel. Let's use sand as an example. Let's say you head to your favorite beach to do some fishing. You air your rig's tires down to 12 psi to improve flotation. You've now decreased the amount of pressure holding the beads onto the wheel. As you power through a turn in deep sand, the outer bead on one of the front tires breaks loose from the wheel, leaving you stranded. What a pain. This scenario can also apply whether you're crawling rocks, blasting mud, or battling snow at low tire pressures.

This is where bead-lock wheels come into play. There are a few variants to bead-lock wheels, but we're going to talk mostly about bead locks that use a bolt-on ring to clamp the outer bead (the most likely to defect) of the tire to the wheel. With bead-lock wheels, you can air down to single-digit psi, which will allow your tires to mold themselves around obstacles as well as flatten out for incredible flotation and traction without risking the tire spinning or debeading. Bonus: Most bead-lock wheels also allow you to mount and dismount tires without a tire machine.

Is there a downside to bead-lock wheels? Well, yes. First, they're more expensive than a standard wheel. Second, they're often heavier than a non-bead-lock wheel. Third, most require more maintenance than a normal wheel because the lock-ring bolts have to be checked often to ensure they're tight. Finally, some manufacturers (but not all) clearly state that their wheels are for off-highway use only. As with any other mod, it's up to you to make sure your rig is in compliance with the law in your state.

So do you really need bead-lock wheels? If most of your driving is on the street, probably not. But only you can answer that question, and your analysis has to be based on the type of off-highway travel you do the most. If you travel off-highway a lot on brutal terrain and you sacrifice traction because you're afraid to air down and risk spinning or peeling a tire from a wheel, bead locks might be for you.

So what bead-lock options do you have? Quite a few, actually. Following are a sampling of bead-lock wheels available now. All prices quoted here were as of press time.

Our plane bucked and yawed as rising thermals worked their ragged edges against the wing in an attempt to thwart our approach. Bush pilot Jos lowered the wing flaps, and our airborne aluminum coffin reared back in retort, the airspeed indicator dipping toward the no-fly zone. The Venezuelan jungle, which stretched as far as the eye could see, instantly consumed an increasing slice of the view from my rear window. We were six adult men with heaps of gear in an overburdened Cessna 206. The afternoon was hazy, humid, and hot, and we had capped the 1,380-pound cargo limit well before the last bag was tossed in. These were not exactly ideal flying conditions. My mind raced back to my days as a newbie pilot, and terms like "density altitude." Perspiration engorged every pore in an emotional concoction of excitement and fear. My focus returned to Jos, who quickly forced down on the stick and rolled on the throttle. The Cessna leveled out, clearing the verdal canopy below and gliding towards a muddy, postage-stamp-sized airstrip. There was nothing delicate about the landing: the tires and gear skipped and rattled down the rutted dirt strip like a rickety wooden cart on a boardwalk roller coaster. As the wheels came to a stop, we piled out and collected our gear under the wing.

Looking up, we could see a cluster of neatly painted white abodes on the edge of the clearing. We had landed at Las Bonitas, a small Pemon Indian village on the northwestern reaches of the Gran Sabana. This was Venezuela, and we were mid-stream on a morphing quest to reach Salto Angel (Angel Falls), the tallest waterfall on the planet. Things had not gone as planned in the previous days. We had lost time departing the capital city of Caracas, were delayed by high water and flooding, and had mechanical issues. But the falls were now within reach. We could smell it, and the torrid subtropical humidity pushed us on.

Caracas, The Gran Sabana & E-Ticket Road TripsIsolated geographically by near-impenetrable jungle and a web of rivers and tributaries, Angel Falls lacks direct access. There are two traditional ways to see the falls: by air or boat. Both depart from the inland island village of Canaima, which we were also told was only accessible by air or boat. But that was before we met brothers Felipe and Enso Campisi, our new amigos and central ARB distributors for Venezuela. Rather than booking a pre-arranged tourist package, we were taking the old route through the Gran Sabana: A trek that would take us over the muddy 4x4 two-tracks of Indian miners, up ancient rivers in Indian curiaras (dugout canoes) and on foot through torrid and dense jungle.

With Italian family roots, Venezuelan natives Felipe and Enso had grown up amidst governmental turmoil, revolutions, coups, and an omnipresent military. Frequenters of the falls and passionate in their beliefs to preserve the region, Salto Angel had always been their Mecca. Our destination was Canaima, a small Pemon Indian settlement and the jumping off point for the falls.

Five days earlier, we were navigating our way through a confusing maze of streets in the capital of Caracas. In the midst of a verbal slugfest between Venezuelan President Hugo Chavez and George W., we had flown into the heart of the clamor, and the political welcome mat for Americans was far from the door. Near downtown, zona centro, where machine-gun-wielding military personnel patrolled every corner, we passed a hand-painted billboard the size of a city block: a skull-faced Uncle Sam holding a bloody dagger emblazoned with the letters C.I.A. and "No Imperialismo." Not exactly a welcoming sign.

Clearing the barrio of ramshackle homes, adobe, plywood, and cardboard abodes stacked precariously on every hillside, roadside vendors dotted the single-lane highway selling everything from bananas and coconuts to live monkeys. Kicking caution to the curb, Venezuelans drive with an air of frantic insanity. Passing on blind corners and letting oncoming traffic squeeze by, three abreast, we learned the painted lines on the road are more of a suggestion than a directive.

The midday sun poured through the open window of the Jeep like a blast furnace. Bouncing off pavement's end in the pueblo of La Paragua, we hunted down a man to arrange to ferry our vehicles across the river. Typical of half-developed third-world settlements, an eclectic blend of modern amenities mixed it up with timeworn tradition: Weathered old men sipping cool Polar cerveza under a shade tree, chickens pecking the dirt yards of brightly painted homes, an iPod-clad kid shuffling by, a pale blue stucco shop with boom boxes for sale in the window. Overhead, a spaghetti-plate of exposed wire dangling in all directions from a power pole supplied electricity to those who could afford it.

Recent rains had rendered local rivers and lakes swollen to the banks. Pulling into the flooded streets near the marina, a small boat loaded with crates of supplies trolled by and between our vehicles, its operator pulling the motor up in the shallows. The water was halfway over our tires as we nosed up the ramp of a small barge that would ferry us across the river. With seasonal high water obscuring most vehicle routes to the south, the marina, which also housed the two local bars, was a swarm of activity. Small boats and curiaras burdened with supplies for local farms and miners were busy with the day's commerce. We were told that we were the first white men, or non-miners, into the jungle this season, and our flashy Jeep YJ and Land Cruiser pegged us as outsiders.

A crowd of patrons watched in curiosity as we boarded. Two curiaras, long dugout canoes with Yamaha outboard motors, were used to power the vessel. Sharing the four-vehicle platform with a supply truck for a local ranch, we paid the Capitan our tariff and pulled away from the ramp. Thirty minutes later, the ramp was lowered onto the muddy banks of the east side, we locked in the hubs, and rolled off.

The Gran Sabana extends over a 200-kilometer plateau of grasslands, rivers, and low-lying jungle. In the distance, the skyline was broken only by the elevated heights of the great tapuis, hundreds of ancient and isolated spires rising thousands of meters from the jungle floor and disappearing into billowing folds of cumulus clouds. We navigated in and through a partially submerged two-track for a dozen kilometers, following the supply truck, passing range cattle and wild horses. The supply truck pulled off at a ranch and our two-track eventually deposited us on the edge of a great lake, Lago Embalse del Guri. Normally a river crossing, the high water left us several kilometers from the next ferryboat and without any means of communication. Digressing back to an old-school method, we used a small mirror and the midday sun to signal the boat operator from an island midway across the lake. We set up for lunch and waited.

A few hours later, another small barge appeared on the horizon and slowly made its way to our location. As the ramp was lowered, Hildera, whose family lived on the river for many years, stepped off. He had befriended Felipe and Enso on previous visits and welcomed us to his corner of the Gran Sabana. Operating the only transportation to the jungle to the southeast, he was an excellent source of information. The sun was setting, and he offered us his island to camp. Working our way through a ghostly maze of dead and half-submerged trees, we made landfall at Campo Chiguao near last light.

Hildera and his family live a fairly simple life. The only electricity on the island is from batteries, charged by a car alternator and run by a small Briggs & Stratton motor. A few structures made of local wood and covered with mud shared the island with a half dozen thatch-covered huts. With the day's work done and the night settling in, only a light breeze broke the dead silence of our isolated location. We had two orders of business before joining the family for the nightly fiesta: hang our hammocks, and replace a hub on the Jeep that we had broken during a deep-water crossing. The drinks flowed with generosity, and the day's catch of fish was pan-fried in oil over a 55-gallon drum that had been converted to a stove. About midnight, Hildera walked into our camp with a 12-gauge shotgun. It was time to go caiman hunting.

As the moon rose over the Lago Chiguao, the macabre and twisted silhouettes of dead trees appeared off the bow of our curiara. Hidalgo, with one hand full-on the throttle of a Yamaha outboard, threaded the curiara through the dark maze of stumps and reeds. Scanning the banks with a flashlight, we spotted a pair of blazing red eyes on the shoreline. While cats' eyes are green, crocodiles, and caimans, are unmistakably blood-red. Hidalgo raised the barrel. The percussion of the shot whizzing by my head vibrated my eardrums down to my lower spine. An explosion of water filled the end of the spotlight beam ... missed. Our second encounter was about 3 feet long and too small to take. Nosing up to the shore, they let me jump ashore and try my hand at it. Armed with my headlamp and camera, I scrambled over the bow and down the mucky shoreline. My reptilian counterpart was less than half my height in length and an eighth my weight, but I was scared more that it was. Psyching myself up, I thought, "What would Steve Irwin do?" My hand darted for the tail ... missed. Fortunately for me, he thrashed a 180 and darted into the blackness.

During a normal year, we would be driving from this point on. But as the morning sun crested the aqueous horizon, we loaded our rigs back on the barge and navigated our way through several kilometers of shallow water. Thick swamp grass became a major problem, fouling our propellers with regularity until it became evident that we would be unable to reach dry ground. Dropping the ramp into the unknown depths of the swamp, we eased the Jeep's front tires off the edge. The water came up to the headlights, Felipe stood on the throttle, and there was no turning back. Fortunately, it leveled out just above the bumper and we slogged our way to terra firma.

The barge pulled away as we turned our tires south towards the edge of the jungle. The canopy rose high above us, obscuring the sun from our path and leaving the thick and tangled undergrowth to compete for all available light. Heavy rains had left the ground swollen and swamplike, and long pools of standing water lay in our path and to either side of the track. The encroaching jungle narrowed the trail to two muddy slots, with barely enough room to open the doors. With the window down for fresh air, the side mirror made for a perfect bug deflector, continually knocking scary-looking beetles and spiders into our laps. (Author's note: the black-and-red ones have a really nasty bite.)

Within 30 minutes, we had peeled a tire off one of the rims on the Jeep and realized that we might have a major issue ahead. Three days earlier, before leaving Caracas, one of our two original 80-Series Land Cruisers, both of which sported 37-inch TSL Super Swampers on standard rims, lost a pinion seal, crush-sleeve, and bearing. Without replacement parts available, we opted to run a Jeep YJ with 33-inch Mickey Thompsons and 10-inch offset rims. The problem was that the local miners all drive Toyota FJ-45 pickups and run 10-ply military tires, thus leaving a very narrow track. The Super Swampers wouldn't fit under the Jeep, and its existing setup-almost 20 centimeters wider than that of the miners-resulted in constant pressure against the sidewall, ultimately dislodging the bead from the rim. This situation would be our nemesis.

Clearing the rim of caked-on mud and resetting the bead was an hour-long task. The only compressor we had, an original-style ARB unit, created just enough volume to carefully set the bead. It would receive quite a workout in the days to come. The process involved trenching around the tire to access the lug nuts, digging caked mud out of the wheel, raising and securing the vehicle with a Hi-Lift Jack, removing the tire, cleaning the slimy bead and wheel with less-muddy water from the trail, and gently massaging the bead back on the rim. We would end up repeating this process six times on the Jeep before reaching camp that night. The only way to delay imminent failure was to inflate the tires to 65 to 70 pounds, well beyond the safety limits (we don't suggest ever doing this yourself).

Twelve hours later, 43 kilometers short of our expected destination and well past twilight, we entered a small clearing and had arrived in El Tigre, home to a small family of Pemon Indians. The stars emerged like brilliant Christmas lights, and a single dim light was visible from a small hut on the other side of the clearing. The place was empty, save one person. But after introductions, a few battery-powered lights were lit, a wooden table and chairs brought out, and the entire family emerged from a small mud and thatch abode. In the midst of living history, we contemplated the fact that this family's ancestors had hunted this jungle and tended corn in these fields for a hundred generations before our arrival. As we settled into our hammocks for the night, the jungle came alive. Monkeys howled in the distance, a dozen species of birds cried out from nearby trees, and crickets and frogs sang in an uneven cadence. We were guests in a special place.

Next month: We'll head even deeper into the Venezuelan Jungle, navigating ancient rivers on dugout canoes to the tallest waterfall on the planet.

We recently traveled to Fresno, California, to meet up with the Hummer engineering team for a few days of testing, wheeling, and camping with 2009 H3T prototypes, and it would take more than a cooler full of warm steaks to ruin our fun.

After a long day on the trail, as we unwound around the campfire with the firelight dancing off the sides of our development mules and tents, we imagined this is exactly what Hummer has in mind for the owners of its newest product, the H3T. Although the future owners won't be driving through the forest in vehicles cobbled together from the GM parts bin and covered in vinyl, as we were, thanks to the comprehensive real-world testing that Hummer puts its vehicles through before adding the final polish.

Earlier in the day our caravan of H3Ts, including an H3 manual for comparison and a couple of support vehicles, were boulder-hopping in low range, pivoting off of rock rails and squeezing between trees with inches to spare on the 13-mile-long Swamp Lake OHV Trail near Shaver Lake, California. Our only major carnage was a front CV axle that may have been attributed more to driver error than to the part itself. Nevertheless, the Hummer team had the part swapped out and saved for engineering analysis, and had us back underway in less than 15 minutes.

The H3T, which was introduced at the Chicago Auto Show last February, is based on Hummer's successful H3, offering a longer wheelbase and crew-cab configuration, with a true 5-foot box that measures 48 inches between the wheelwells. Our development mules, still decked out in camouflage, had Colorado beds, as the production T beds were not ready in time for our drive. Unfortunately, this meant we didn't get a chance to enjoy the feature-laden production beds that will include integrated side storage cubbies, and a slew of available options that utilize a rail system for configurable bed storage, or racks to hold your bikes or kayaks.

The H3T mimics the H3 in powertrain options with the 3.7L inline five-cylinder as the standard engine, with either a four-speed automatic or five-speed manual, and can be had with the excellent 4:1 transfer case and 33s with the Adventure package. Also available is the 5.3L V-8 Alpha model, with a four-speed automatic only. New for 2009 across the entire H3 line is one thing we have been asking for, an electronic front locker to complement the rear locker. This makes the credible H3 platform as good as anything out there when the going gets rough.

With an identical view from the driver seat as the H3, you would be hard-pressed to know you were driving the longer and larger T. Thanks to a higher-capacity steering pump from the V-8 on all models and a quicker steering ratio, the H3T drives almost exactly like the H3 over just about any road, save for situations requiring tight turns where the 134-inch wheelbase becomes a bit of a liability. Interestingly, the T only weighs a couple hundred pounds more than the SUV, and because of unique suspension tuning, the added heft doesn't seem to come in to play in everyday driving.

Other modifications that are exclusive to the T are a frame with a deeper section height that allows the fullsize spare to fit between the framerails, as well as a fuel tank that is fully tucked up out of harm's way. A two-position tailgate is one more feature of the Swiss Army bed.

We think the H3T is poised to make a run at the premium end of the midsize truck segment, and there is no doubt that it will be the one to beat when it comes to trail work. It should also be a contender for our Pickup Truck of the Year competition later this year. The 2009 Hummer H3T will be in dealership showrooms sometime this fall.

As we were going to press, the first photos of the production trucks were released showing the final exterior design of the T, as well as the modular bed. We'll have a more in-depth look at the H3T next month.

Vehicle model: 2009 Hummer H3T
Base price: TBA
Engine type: 3.7L I-5
Valvetrain: DOHC, four valves per cylinder
Aspiration: Natural
Mfg.'s hp @ rpm: 242 @ 5,600
Mfg.'s torque (lb-ft) @ rpm: 242 @ 4,600
Transmission: MA5 five-speed manual
Axle ratio: 4.56
Suspension (f/r): Independent SLA with torsion bar, stabilizer bar/Hotckiss leaf spring, stabilizer bar
Steering: Power-assisted rack-and-pinion
Brakes (f/r): 12.4-inch disc/12.3-inch disc with four-wheel ABS
Wheels/Tires: P265/75R16 Bridgestone Dueler
Wheelbase (in): 134
Length (in): 211.9
Width (in): 85.5
Height (in): 72.2
Track (in): 65/65.5
Curb Weight (lb): TBA
Ground clearance f/r (in): 9.1
Approach (deg): 37.5
Departure (deg): 28.0
Max Towing capacity (lb): 4,400, 5,900 (V-8)
Fuel capacity (gal): 27
EPA mileage estimates (mpg): TBA
Seating capacity: 5

Honda has introduced a slew of new products for '08. Heck, they've even offered a sneak peek at a rockin' new '09 side-by-side. With a desk full of choices, we couldn't decide which one to feature so we decided to spotlight three of what we think are the coolest new products from the folks at Honda.

For those of you who prefer four wheels (and want a rig that bridges the gap between utility and race ATV), Honda has trotted out this new machine that it says redefines the Sport ATV category. It features a rockin' 686cc SOHC liquid-cooled fuelinjected four-valve single-cylinder four-stroke engine that generates the highest peak output of its class. Power is routed through a unique, centered five-speed transmission with reverse and a heavy-duty clutch before it's carried via a chain final drive system to the rear axle. The TRX700XX boasts a front and rear double-wishbone independent suspension that features front dual-spring shocks with adjustable preload and rear adjustable preload piggyback shocks. The front boasts 10.5 inches of travel and the rear 9.3 inches of travel. Stopping power is provided by a triple-disc brake system. Other cool stuff includes 11-inch-diameter rear wheels, removable mud scrapers, electric starting, cowl-integrated headlight with dual 30-watt bulbs, rear LED brake light, polyethylene pushbar, polypropylene rear A-arm protectors and a sculpted seat. The TRX700XX has a base price of $7,899.

Joining the Honda lineup is this compact and lightweight 223cc fourstroke street-legal dirt bike that's perfect for zipping around town or exploring backcountry trails. It's based on Honda's successful off-highway-only CRF230F, but with a number of tweaks. The air-cooled engine with aluminum crankcase is topped by a 30mm CV carburetor that Honda says generates crisp throttle response. Firing the engine is easy thanks to electric start. It has a smooth-shifting six-speed transmission with heavy-duty clutch, and this translates to smooth, progressive engagement. The semi-double-cradle high-tensile steel frame is light weight. Up front there's a 37mm leading-axle Showa fork with 9 inches of travel and out back is a box-section aluminum swing-arm with heavy-duty Showa shock. The rear suspension boasts 9 inches of travel. A 240mm front disc brake and 220mm rear disc brake reign in the 267-pound curb weight of the bike. Race-inspired bodywork and graphics complete the package. The CRF230L has a base price of $4,499.

At the time of this writing, limited information was available on Honda's first entry into the red-hot side-by-side market, but we do know that the Big Red will feature an OHV liquid-cooled fuel-injected 675cc engine. It will have an automatic transmission with reverse, three selectable drive modes, and front and rear independent suspension. Honda says it will have a roomy cab with rubber-mounted bucket seats and adjustable backs. It will also have a specially designed, high-durability tilting cargo bed. The Big Red will hit showrooms this summer. No pricing was available at press time.

Often overlooked but of utmost importance to vehicle safety are wheels. We see it time and time again-enthusiasts who assume rims are "all-good" as long as they hold air and don't leave the vehicle while driving. Such inattention to the little things that contribute to wheel safety is like leaving a loaded shotgun dangling from each wheelwell. Treated as such, and when ignored between outings, you're basically risking the lives of everyone on the road. After all, DOT wheel standards may seem strict initially, but in reality they simply cannot take into account every possible scenario, especially those of which are caused by trail abuse. Believing otherwise is simply ignorant. Sure, you might never experience a wheel failure, but trust us-they do happen. The National Highway Transportation Safety Administration said that 15 percent of all reported wheel-related automotive mishaps resulted in injury or death in 2005. For this reason, we thought it might be a good idea to expose a few of the issues associated with wheels and their use on 4x4s.

Cause: Extreme Force.
This cast-aluminum KMC racing wheel was involved in a spectacular multi-rollover crash during a CORR race qualifying round.
Effect: Favored by racers, this wheel is about as tough as a cast wheel gets. Despite its tremendous strength, it was totally destroyed by the lateral forces of the crash. This is an extreme case where something had to fail. We doubt any type of wheel would have survived this particular crash unscathed. However, a forged-aluminum or steel wheel would have likely stayed together rather than breaking apart.

Cause: Impact.
This forged-aluminum Center Line wheel survived a significant impact with a rock in Death Valley at high speed. The driver of the Dodge Ram diesel it was securely attached to assumed all responsibility for the mishap.
Effect: Forged wheels bend rather than shattering or cracking upon impact. Their strength, however, usually transmits abrupt and destructive forces to other parts of a drivetrain such as axles and knuckles.

Cause: Improper torque.
Many drivers are not aware that improperly torqued wheel nuts are a primary cause of misalignment or wheel failure.
Effect: Detachment.
This wheel came off the back axle of a toy hauler while cruising along at 55 mph. Luckily, nobody was killed when loose lug nuts allowed this wheel and tire to detach from the axle, crossing directly in the path of oncoming traffic. The way to avoid this scenario? It's imperative to adopt the habit of checking lug nuts whenever refueling. It takes less than five minutes, and may save a life and your financial future.

Cause: Impact.
This OE cast-aluminum Dodge Ram wheel suffered a hard hit on the backroads of Baja.
Effect: Hairline crack.
While it seems to hold air just fine, the right thing to do in this situation is replace the wheel with a whole new rim. A small hairline crack like this can end up causing the wheel to shatter at a later point. Take responsibility when your wheels get damaged; don't leave safety to chance.

The topic of lug nuts always seems to surface when we talk with others about wheel safety. It is critical that the lug nut matches the thread diameter, pitch, and seat required by the wheels and studs. Otherwise, you're asking for problems. The three basic types of lug nuts are: conical seat (60 degrees taper "acorn" and "bulge"), the mag or shank style, and spherical or ball seat. Thread diameter refers to the diameter of the stud, measured across the shank at the outer edges of the threads. Thread-pitch means either the number of threads per inch or, if metric, the distance in millimeters between threads. The seat means the area on the wheel where the lug nut will clamp down.

Never attempt to use a lug nut that does not match the specific requirements of the wheel. Though they may look similar to other types, lug nut specifications are very specific and lug nuts should not be confused or installed incorrectly. Improper use almost always results in wheel damage and/or loss.

Cause: Improper bolts.
This bead-lock wheel was the type where an off-the-shelf wheel is modified to accept a bead lock. While many enthusiasts run this type of wheel, we don't recommend it. Our reasoning lies in the long list of variables that the end user must deal with to ensure safe operation.
Effect: Injury.
As you can see, this wheel broke apart. The story goes like this: Our good friend (and Editor of 4-Wheel Drive & Sport Utility) Phillip Howell was assembling the outer "lock" ring to the bead receiver ring. As Howell sandwiched the tire bead between the two rings, he inadvertently failed to notice that each of the Grade-8 bolts was too long for the arrangement. Subsequently, as each bolt was tightened, the ones near the spokes bottomed out, acting like little jack screws. When Howell finished torquing the bolts, he made another mistake by filling the tire with a short hand-style air chuck instead of a longer safety lead. Together, with 30 psi inside the tire and the stress caused by the jack screws, the welds securing the bead-lock receiver ring to the wheel simply couldn't handle the pressure and failed. The results left Howell hospitalized with a cracked kneecap, broken fingers, and both hands swollen to the size of softballs.

The most common cause of tire failure is improper inflation pressure. Different wheels require different types of valve stems. Using the improper valve stem can result in slow leaks which, when unchecked, compromise safety and wheel function. The one shown here is the metal type that requires a rubber grommet to be sandwiched between a flange and a hex nut. Over the course of time, the hex nuts can loosen up and/or the grommet can flatten, causing slow leaks. Everybody knows it's important to check air pressure periodically, but many fail to realize the importance of replacing valve stems every time you replace your tires.

This picture shows the traditional type of rubber valve stems found on most wheels. Notice that one is larger than the other one. The two sizes are not interchangeable. One common issue we've seen with this type of valve stem relates to the internal valve core. Sometimes people forget to secure the cap after adding air or airing down. In this scenario, we've seen the valve core actually unthread itself and cause a flat tire while the vehicle is in motion. This can be avoided by simply replacing the cap after servicing the tire. Locking caps are also available to alleviate this problem.

Some of you may have stumbled into one of these little guys on a newer light pickup or SUV. What they are is a pressure-sensitive transmitter developed as part of the federal Transportation Recall Enhancement, Accountability and Documentations Act (TREAD). It was passed back in 2000 in response to a major recall of defective tires. These little sensors alert drivers when tire pressure drops below 25 percent of the manufacturer's recommended inflation pressure. The system is mandatory for all new vehicles with GVW ratings under 10,000 pounds, sold in the United States, beginning with the 2006 model year. On the upside, these little buggers are saving lives; as a drawback, they are rather delicate and feature temperamental seals that can easily be damaged during regular tire servicing. Unfortunately, they aren't cheap to replace, either, so if your rig has them, use caution whenever working around them.

Someday we may see a total shift in the way tires and wheels are manufactured. This photo shows the Tweel by Michelin. Essentially, it's an airless, integrated tire-and-wheel combination designed to take the pneumatic variable out of the equation. Instead of air pressure, the Tweel uses a series of energy-absorbing polyurethane spokes to dampen surface imperfections. It's believed that the first applications for this new technology will likely be used by military, where flat-proof tires would be a huge advantage to troops. At this time, we can only assume that the Tweel will eventually trickle down to everything from trail rigs to toy haulers. However, exactly when is unknown.