For more than 11 years now, Off Road Design (ORD) has offered a NP203/205 Doubler kit designed to multiply the low-range gear ratio of fullsize trucks and SUVs. The kit enables consumers to couple the front half of an NP203 to an NP205, making it possible to run a choice of low-range gear ratios that simply would not be possible with any other factory arrangement. We like the ORD setup because it was designed to handle high torque levels, such as that of the GM Performance crate 383HT found under the hood of our SuperBurb.inline_mediumwraptextrightHere is the finished product in all its low-gear glory: an NP203/205 Doubler built for serious trail abuse.28334077/projectbuild/129_1004_project_superburb_1971_chevy_suburban_np_203_205_doubler129_1004_01+1971_chevy_suburban_doubler_transfer_case+finished_product.jpgTrue

Last month we showed you how Currie Enterprises assembled our Iron Jock 60 front axle housing for the front of our SuperBurb project rig. This month, we delve into the remainder of the project and show you how all the individual parts and pieces came together during assembly. Check it out.inline_mediumwraptextright27064151/projectbuild/129_1004_1971_chevy_suburban_currie_axle_swap129_1004_01+1971_chevy_suburban_currie_axle_swap+front_axle.jpgTrue

Keeping with our tradition of making improvements to enhance our Brute's ability to handle every off-pavement scenario possible, we decided to swap out the heavy steel cable that came with our rear-mounted 12,500-pound T-Max winch in favor of Superline XD synthetic winch line from Master Pull.inline_mediumwraptextrightWith steel cable mounted up front and synthetic winch line out back, our beloved Teal Brute is armed for virtually any extraction scenario.32242479/projectbuild/129_1003_jeep_wrangler_master_pull_superline_xd_synthetic_winch_line129_1003_01_o+jeep_wrangler+front_view.jpgTrue

For those of you who missed the triumphant return of Project SuperBurb back in January 2009, listen up. This month, our only editor-owned full-size SUV project gets back on track with a new front axle assembly courtesy of our friends at Currie Enterprises. What better way to reconfirm our dedication to this particular buildup than to illustrate where the factory fell short in terms of brute strength: the front axle. And in keeping with the theme of this issue, axle-related tech, we thought it would be cool to show you how the legendary Currie Iron Jock 60 is built. We'll uncover a whole assortment of trick upgrades that should, in theory, provide our three-door Suburban with a bombproof front end that'll last for years to come. Check it out.inline_mediumwraptextrightWork in progress: Our '72 Suburban recently received a set of 35-inch Toyo Open Country M/T tires mounted to 17-inch Raceline beadlock wheels. Replacing the factory Dana 44 with a trail-tested Dana 60 was high on our priority list.32238012/projectbuild/129_1003_1972_chevy_suburban_iron_jock_60_front_axle129_1003_01_o+1972_chevy_suburban+front_view.jpgTrue

Anyone who has driven a stock Wrangler JK knows that the 3.8L V-6 leaves you wanting more, much more. But what happens when you add suspension, wheels, tires, axles, body armor, bumper, winches, etc.? Well, in our experience a fully modified Unlimited can weigh in at well over 7,000 pounds, which isn't doing anything to help endear the 3.8L to Wrangler fans. Fortunately, there is some help out there from aftermarket companies such as Superchips, who will gladly wring some additional power out of your 3.8L.inline_mediumwraptextright26482904/projectbuild/129_1002_jeep_wrangler_jk_superchips_flashpaq_programmer129_1002_03_o+jeep_wrangler+project.jpgTrue

It was on our most recent outing to the Rubicon Trail that our JK's second stock tie rod and second steering stabilizer succumbed to the forces of angry granite boulders. This latest iteration of our steering consisted of a prototype aftermarket track bar, drag link and steering stabilizer, as well as a stock tie rod.inline_mediumwraptextright27608515/projectbuild/129_1001_project_con_artist_steering_upgrade129_1001_01_o+projecct_con_artist_2007_jeep_wrangler_jk+rock_crawling.jpgTrue

To begin, we had to figure out where we were going to mount an additional power steering pump. We wanted the rear steering system to be completely separate from the front hydraulic steering setup. We didn't need or use the Titan's factory A/C compressor any longer, so naturally its position on the lower driver's side of the engine was a good place to start. Lavender removed the A/C compressor from the vehicle and took some measurements to see if a TC-style power steering pump would fit. After performing a little math, Lavender figured that the position was actually an ideal mounting location considering the necessary pulley size and plumbing access. Lavender turned to his computer and started designing a new mounting bracket using Solidworks, a three dimensional design program that makes fabrication of such parts much simpler.inline_mediumwraptextright26576395/projectbuild/129_0911_2004_nissan_titan_rear_steering129_0911_03_z+2004_nissan_titan+computer_system.jpgTrue

We're building our project Power Wagon to be a workhorse. Frou-frou bling need not apply. Our latest addition to this project is Terravolta's fascinating VoltaBox. This unit mounts in the cargo bed as simply as any other utility box, but it has the unique ability to generate 120-volt power using solar energy.inline_mediumwraptextright26574226/projectbuild/129_0911_2005_dodge_wagon_wagon_voltabox129_0911_01_z+2005_dodge_power_wagon+voltabox_in_bed.jpgTrue

Throughout the years our staff has upgraded just about every area of our Teal-colored project Jeep. Items such as bigger axles, a more powerful engine and even the more recent AEV Brute conversion have advanced our beloved TJ to amongst the ranks of some of the coolest vehicles ever built. However, despite the 12-year overhaul process, two things have remained consistent since the very beginning: the factory halogen H4 headlamps.

The Dodge Power Wagon's factory electronic disconnecting front sway bar, 12,000-pound Warn winch, and electric lockers always seem to steal the spotlight, but the fact is, the Power Wagon's foundation is a 3/4-ton truck that's designed for work. In this installment, we're going to capitalize on the Power Wagon's towing capabilities by upgrading it with a few products including gooseneck and fifth-wheel trailer hitches.

Enough with the letters already. We know, we know, it is time to get started on building up our 2005 Dodge Power Wagon! So what took us so long? Ever since it retired from the long-term fleet, we have had a grandiose vision of a project buildup, but it always seems like there was another project that was taking priority or we didn't have enough time, or we just couldn't really settle on the direction we wanted to go with it.

Years of reliable service doesn't come without a price. And in the case of our 18-foot Carson flatbed trailer, that price typically rears its ugly head in early spring, just before the busy jeeping season begins. Last year we serviced the trailer's four drum brakes, wheel bearings and wiring arrangement. This time around we're swapping in a new premium set of tires, installing a clever little moisture-resistant housing and greasing the wheel bearings to ensure long service life. As with any project vehicle in our arsenal, the Carson Hauler sees regular use, and sometimes even abuse, yet thanks to regular attention, it's always standing by for our next task, whatever that may be.

In today's winching arena, consumers have lots of options to consider. Never before have there been so many different winch manufacturers competing for the same buyer. As a result, creative marketing tactics and winching innovations are at an all-time high. This condition creates a scenario where consumers are left with more choices than ever: Should you pick a winch with a trustworthy name, or simply grab the cheapest unit with the appropriate weight capacity? That's where a little investigation goes a long way.

Over the years, our Mega Titan has seen lots of hard use. From multiple trips over the Rubicon Trail, to Moab's infamous slickrock, to the extreme hardcore challenges of Johnson Valley, the rig simply gets its use. Through it all, the original exhaust we installed has remained unscathed. We installed the setup back in '06 during our mad dash for the rig's debut at the SEMA show in Las Vegas. Today those parts are working just like new. As such, we felt an in-depth report was in order to show off what gives our larger-than-life mega-project a sound to match. Check it out.

Rocker protection-sometimes known as sliders, rockers, or rock rails-are an integral part of your vehicle's protection system and are as important as skidplates for safe and damage-free wheeling. As with all Wrangler Rubicons, our Project 'Con Artist came with decent factory protection, but those simple sliders, while working well, don't offer the higher level of protection that we required for our more enthusiastic wheeling adventures.

Quite simply, your cell phone is a two-way radio. Most modern cell phones have an output of 0.2 to 0.6 watts, according to the FCC. This isn't much, but it's enough to communicate with a cell tower up to 5 to 8 miles away. This distance is approximate; there are a number of factors that can decrease or increase the distance. We all know what happens when we're too far from a tower. The dreaded "no service" message appears. Those of us who travel to the cellular-challenged backcountry are used to seeing this message. The trails in and around Moab come to mind. But sometimes you don't have to be in the backcountry to lose cellular service. There are poor coverage areas on every network that can result in a significant decrease in signal strength, causing dropped calls or even a complete loss of signal. Another thing: Your cell phone may get a decent signal when you're outdoors, but when you surround yourself with the metal of your rig, the cellular signal can erode in a big way. So what can you do?

Here at Four Wheeler we like Light Racing JounceShocks so much we've installed them on several project rigs. 'Con Artist, Killer Bee, and our Nismo Frontier are some of the recipients of these extraordinary little devices, and we've been very impressed with the results. This month, we install them on our project Trailhugger H3 Alpha.

With a focus on axles and drivelines in this month's issue, we thought we would show you a few upgrades we made to the 'Con Artist in order to beef it up for our recent outing on the Rubicon trail.

Anyone who's purchased a new side-by-side knows how little comfort the OE seats provide. Designed as a cost-effective solution, factory seats simply fall short when it comes to comfort, support, and aesthetics. In the case of our Project Rhino, Yamaha includes a pair of rubber seats that get very hot when left in direct sunlight for any period of time. Additionally, while these seats do repel water quite effectively, they offer less than desirable cushion for your backside. This is where MasterCraft of Santee, California, comes to the rescue. MasterCraft's side-by-side-specific suspension seats offer significant improvements in both comfort and safety over the factory units. MasterCraft seats are comprised of a 0.065-inch tubular steel frame with an open-weave nylon-coated phifertex mesh designed to hold up to anything the great outdoors can dish out. That, in conjunction with the three layers of polyurethane foam, offer superior support for your body, as well as the double Pirelli straps for additional lower back support for those hard landings. What's more impressive, however, is the fact that these replacement front seats mount directly to the factory Rhino seat pans, making the installation process super-easy. We performed the job ourselves in a matter of minutes using little more than a battery-powered impact gun, two metric sockets, and a crescent wrench. Follow along as we highlight the installation process and showcase the craftsmanship found under each MasterCraft seat.

It has been two years and almost 25,000 miles since we first took delivery of our 2007 Jeep Wrangler Rubicon Unlimited, known to Four Wheeler readers as Project 'Con Artist. As with most of our project vehicles, the 'Con Artist has been a rolling testbed for countless products, some of which are easily installed and can make the little interactions with our Jeep that much more enjoyable. So here is a list of our latest easy upgrades that are sure to put a little more enjoyment into any Wrangler JK.

We think that skidplating is mandatory for any vehicle that travels off-highway. Not just thin, stamped tin skidplating, but thick, strong plating that offers ample coverage of critical underbody components. Most every 4x4 comes standard with some degree of underbody protection, but we've found that in most cases there's always room for improvement. Take, for instance, our project Trailhugger Hummer H3 Alpha. From the factory it came with far-above-average underbody protection that included front bumper, engine, and transfer-case skidplating. It's actually pretty stout, but we wanted more. We chose to upgrade to the DeFelice Offroad Innovations (DOI) Up Armor Skidplate System. DOI owner Matt DeFelice says he created this system "for the person who wants to abuse their H3 off-road and then drive it to work the next day. The intent was to provide full coverage of critical components with maximum protection with a simple installation," he notes.

We've been quite happy with the power output of our Alpha's 5.3L V-8. This 300hp, 320-lb-ft engine has proven itself to be very well matched to the 4,854-pound H3. From daily commuting to towing trailers to powering over hilly trails, we've never wished for more power. But hey, we're always game for more, and that's why we bolted on a MagnaFlow Performance Exhaust after-cat system.

Returning to our pages this month is a highly anticipated project rig that generated tons of reader fan mail back in its heyday. Some of you may remember the Project SuperBurb, a powder-blue '72 Chevy Suburban with a white top and enough rust to support a small science experiment. The rig was about half way finished when then-Tech Editor Craig Perronne left Four Wheeler for a different career opportunity. As a result, the rig sat dormant at Perronne's family estate, forgotten for nearly three years, collecting cobwebs, additional corrosion, and a thick layer of dust. Then, as luck would have it, we caught wind of the vehicle's distressed state. We questioned Perronne about the idea of buying the rig with the intent of cleaning it up and finishing the build where it all began. After a brief phone negotiation, a deal was reached, and with jumper cables in hand, we were on our way to Perronne's top-secret Malibu Proving Grounds to retrieve the once-prized SuperBurb.

The original hydraulic, non-powered brakes have never been a strong point of the flatfender Jeep. They were mainly intended for low-speed use, so the designers of the flatfenders could never have envisioned modern roads and highway speeds. After adding the weight of springs, a spare-tire carrier, and a front winch, we quickly realized on our pre-Moab test run in Ocotillo Wells, that if the stock 9-inch brakes couldn't hold our Willys on mild inclines, it certainly wouldn't hold the Jeep on the steep fins of Hell's Revenge.

The side-by-side market has grown by leaps and bounds in recent months. As we continue to discover the endless array of bolt-on products offered by the aftermarket, we've started to wonder when, if ever, there is going to be a dip in growth. Surely the economic downturn will eventually neutralize the demand for these crazy carts, right? Rumor has it that Suzuki is about to release its variant of the popular two-seat platform. That makes more than six major offerings in the segment, which leads us to believe that the future of UTVs in the dirt is better than that of the SUVs. This is precisely why we got our hands on a '08 Rhino 700 to do a buildup.