Technology has a funny way of changing the world. Sure, we love our modern cellphones and appreciate that with the push of a button we can order just about anything our hearts desire on-line, but there are certain things that we are just not ready to let go of. A prime example of this is the solid front axle. Despite the fact that it’s been well over a decade since the last straight-axle ½-ton pickup was produced in the U.S., we are slow to rally behind the modern independent front suspension that took its place.

Independent front suspension (IFS) is under the vast majority of new, mass-produced, two-speed transfer case-equipped, four-wheel-drive vehicles sold in the U.S. All ½-ton, midsize and compact pickup trucks currently available have IFS and all SUVs (with the exception of the Jeep Wrangler and Wrangler Unlimited) are equipped with IFS. Even the GM ¾- and 1-ton trucks are fitted with IFS. Further, IFS has been used on a slew of older-model trucks and SUVs over the years. Bottom line: It doesn’t matter whether you love it or hate it, IFS is everywhere.

There wasn't anything noticeably wrong with the shocks on our '05 Dodge Power Wagon, other than the fact that they had been under our rig since it was new. With over 60,000 miles on the ticker we just decided it was time to swap 'em out. Besides, we had been lusting after a set of Bilstein 5160 Series shocks since the company announced an application for the Power Wagon in March of 2011.

If you use your pickup for hauling more than just tail, then you’ve likely noticed the rear will squat or sag under heavy loads. While you should never exceed your pickup’s GCWR (gross combined weight rating), it’s not uncommon for a trucks rear to drop as you near its max-load rating. Most stock trucks are actually engineered with a slight nose-down rake to offset this hauling characteristic. The squatting rear generally doesn’t become as big of an issue until a leveling or lift kit is installed.

Why Turbo
I’ve noticed that many of the new cars, and some trucks, are coming with turbocharged engines from the factory these days. Do you know why more of them don’t use superchargers? It seems to me that the supercharger could deliver the same, if not more, power without the lag and all of the added complexity of a turbo.
Harrison Jenkins
Via email

Modern tow rigs are the best that they have ever been. With tow ratings now breaking into the 30,000-pound range, it's safe to say that the pickup producers are still actively trading blows in the high-stakes (and profitable) ¾- and 1-ton truck market. Given that late-model ½-ton trucks are now capable of achieving early-model ¾- and 1-ton towing figures, those in the market for a new set of wheels to tow have plenty of options.

Pickup trucks are designed with work-ready features, but there's always room for improvement. Whether you use your truck on the jobsite, around your property, or as a pack mule to lug cargo and trailers, there are modifications you can make that will improve its function.

When it comes to strength, value, and vast availability, the full-float 14-bolt rear axle from General Motors is about as good as it gets. Fitted with an impressive 10½-inch ring gear, three pinion bearings, and backed by a strong array of aftermarket support, the GM 14-bolt can easily handle up-to 44-inch tires in most applications. In case you're not familiar with the 14-bolt, the axle gets its name from the 14 bolts that secure the differential cover. First appearing in 1973, the 14-bolt is one of the most used rear axles in the General Motors stable.

Dual Purpose
I have a '68 Chevy K10 longbed that I have had since I was 16. Over the past several years I have been gathering new parts. My plan is to use the truck mostly as a farming, fishing, hunting, and work truck, so drivability is very important. It currently has 327ci V-8, SM465, Rockwell transfer case, 52-inch front springs, 63-inch rear springs, dualie Dana 60 front (needs rebuild), 14-bolt rear (needs brakes), and 37x12.50 tires on 16.5-inch H1 rims. I plan to do some mudding and trail riding, but no hardcore off-roading by any means.

The factory soft top on any given Jeep Wrangler has a shelf life. From sun damage and mud stains to window scratches and broken zippers- if you use your Wrangler for more than a garage ornament, a replacement top will be in your future. Admittedly, we can be a bit hard on our Jeep's soft top. Too often it makes contact with trail obstacles (which bends the frames) or it becomes heavily stained from spending too much time in the dirt and not enough time at the pressure washer.

We’re going to go out on a limb here and say that modern 4x4 tires are the most durable, longest wearing, multi-faceted tires ever produced. We recently read a newspaper story that ran in the early 1900s that told the story of a local motorist who was able to drive his car 15 miles to a neighboring town and back without suffering a flat tire. That was big news back then and it’s just a small example of how tire materials and construction have improved. But not only has construction vastly improved, tread design and sizing has improved as well. Today we can choose from a mind boggling number of types and sizes of tires from a number of manufacturers.

An oily wise man once said, “There’s no such thing as engine oil that’s too clean.” This is probably true but needs to be viewed in context, which the OEMs do. In cost-effective fashion, engine manufacturers develop oil filtration systems “good enough” to meet the needs of the engine. The big questions are whether that can be improved upon and whether it’s worth your while to do so.

Finding the right tire for your 4x4 can be an overwhelming task. As the only part of your rig that is actually designed to touch terra firma, your wheeling machine’s tires can make or break its performance on- and off-road. Over the years tires have evolved substantially—from directional mud cleats to hybrid all-terrains, tire choices are immense for the light truck market.

Have you ever wondered what all of those extra numbers and letters on your tire’s sidewalls really mean? Well, wonder no more! Here we’ve decoded the most common sidewall jargon plastered alongside your 4x4’s tires. From speed ratings and plies to load capacities and build dates, your tire’s sidewalls are full of important and interesting information. We’ve even provided you with a somewhat easy-to-use formula for deciphering the cryptic coding on metric tires. Now if we can only figure out how to make a self-healing tire that doesn’t wear out, we’ll have it made.

Alternator Seal
Q I have a ’89 Jeep Cherokee that I took it out mudding and fried my alternator. Why Jeep would put the alternator way down low is beyond me. I love mudding and need to find a way to protect it. I simply can’t keep buying a new alternator every time I want to go have some fun!
babyfoote05
Via www.fourwheeler.com

What you’re looking at is a Warn ZEON 12,000-pound electric winch. It is one of three winches in the brand-new ZEON lineup that also includes 8,000- and 10,000-pound winches. Warn says the new ZEON line is a “design masterpiece” with “innovative features and new levels of reliability and performance.” Let’s take a closer look.

Every OE axle has advantages and disadvantages. With that said, it helps to know what an axle’s strong and weak points are so you know what you can leave alone and what needs to be addressed.

Building your 4x4 can be one of the most enjoyable and rewarding adventures that you will ever take. While we understand that not everyone is a master fabricator, simply getting to know the basics of how your rig operates will put you on the path to becoming an ace wrench. One of the keys to mastering the ins and outs of your 4x4 is grasping the numerous gear ratios that run throughout your rigs drivetrain. These are the ratios inside of your transmission, transfer case, and differentials.

More often than not it’s the parts that you don’t see that make the biggest difference off-road. Sure, slapping on taller tires and a lift provides instant visual gratification, but those giant knobbies won’t take you far if you are twisting-off axleshafts each time you hit the dirt. The good news is that the aftermarket is full of heavy-duty axleshaft upgrades to strengthen your factory axle set. Figuring out which axleshafts are best for your ride often comes down to price, material type, and availability.

Military surplus stores fill towns across America. While the majority of the O.D. green locations offer clothing, ammo containers, and assorted military memorabilia, the military surplus locales we really get excited over are packed with complete rigs and drivetrain components. Many of the larger military surplus yards house millions-of-dollars’ worth of inventory and include new and unopened gaskets, engines, and suspension parts. The used military surplus parts market is just as impressive and much cheaper.

DOT Beadlocks
I see that many of the rigs you feature in the magazine run beadlocks. I understand the off-road benefits of the beadlock, but I am worried that they are not legal. I drive my rig daily and don’t want to get hassled for running them on the street. What do you recommend?
Greg Lane
Via www.fourwheeler.com

One of the best parts of the wheeling hobby is that you can be hands-on for virtually all aspects. If you're like us, you probably have more time than money to throw at your favorite pastime. Wrenching on your own rig can be extremely rewarding. There is no better feeling than to know when something breaks on the trail, that you have the skill set to fix the problem.

Selecting a snowplow for your 4x4 is similar to selecting any other functional mod. Just as there is a wide selection of lockers and tires in the aftermarket, there is also a wide selection of snowplows. Similar to selecting lockers and tires, you have to determine which plow is right for you based on what features you need and what type of 4x4 you drive.

Whether you’re running an independent, leaf-sprung, or multilink suspension, each system has a joint at which it pivots or flexes. These suspension joints are what allow items like your control arms and leaf-springs to cycle without binding or breaking. Just like trucks, not all joints are built alike. If you’ve been in the market for a new suspension kit, you’ve likely noticed that many aftermarket companies offer its own brand specific joint variation.

In its infancy, the 4x4 hobby was a pretty easy one to get into. For the most part, if you had a four-wheel-drive truck or SUV, you simply slapped on the biggest set of mud tires you could find and went off-road. The idea that you needed a slew of aftermarket mods to survive off-road didn’t come until much later. Over the past two decades our industry and hobby has grown tremendously. We’re pushing our 4x4s to new extremes and components that were once thought of as race-only, are showing up on daily-driven vehicles across the globe.