Parnelli Jones, whose storied driving career includes winning the '63 Indy 500, had been introduced to off-road racing during the late '60s but found the stock-based, four-wheel-drive vehicles of the time didn't respond to his aggressive driving style. So enrolling fabricators at Bill Stroppe's Long Beach, California, race facility, he decided to build a two-wheel-drive, tube-frame '69 Ford Bronco that could, it was hoped, even beat the motorcycles running in off-road events.
Using a Twin-I-Beam front suspension, a fiberglass Bronco body subtly channeled 3 inches, a massive wing built atop the rollcage, and a 351 V-8, the "Big Oly" (Olympia beer was the major sponsor) Bronco dominated both the '71 and '72 Baja 1000s and ran consistently well in almost every other race it entered. This was the way off-road race machines should have been built, and extensive suspension developments over the years have made current off-road race vehicles a study in engineering excellence.
A Smaller Better Hummer[Photos 116-0404.SCUP 9A through 9H on disc.]The Hummer H2 has been at least two things since its introduction: (1.) a lightning rod for environmentalists convinced that SUVs are a threat to the Earth, and (2.) an amazingly popular machine that's sold in huge, profitable numbers for GM. Can what comes after the H2 be, if not popular with environmentalists, at least less antagonistic towards them while still bringing in throngs of buyers attracted by the vehicle's marauding attitude? We'll find out when the H3T, shown in concept form at the '04 Greater Los Angeles Auto Show, goes on sale in a coupe of years.
Built atop the basic structure of the new Chevy Colorado/GMC Canyon midsize pickup, beyond its Hummer family styling, it features neat plucks like side access doors for the bed, dropdown assist steps which become storage bins when the gate is closed, a folding power canvas sunroof, and dropdown rear window. Of course it has four-wheel drive, and power comes from a turbocharged, 350hp version of the Colorado's Vortec 3500, 3.5L, DOHC, 20-valve inline-five with variable valve timing.
The turbocharged five may sound too radical for production, but Saab will be selling a version of the Trailblazer SUV next year and turbocharging is a tradition with that manufacturer. Also, turbocharging for truck use has come a long way thanks to the battle for diesel supremacy, and GM is claiming a stunning 474 lb-ft of peak torque for this engine at a reasonably low 3,600 rpm. If the blown five happens at all, it's likely to go in that Saab and the H3T to differentiate them in the market place.
Even though the H3T is smaller than other Hummers, it still weighs in at a stout 4,650 pounds. So it's not small. Don't expect all of the H3T Concept's features to make it into production, but most will. A version of this truck should be in showrooms some time during 2005.
More And More Ram[Photos 116-0404.SCUP 10 on disc.]Probably the most active performance battle among what used to be called "Detroit's Big Three" is the one to see who can build the most powerful turbodiesel pickup. Dodge fired the latest salvo in this battle with new Cummins "600" turbodiesel making a simply stunning 600 lb-ft of torque at 1,600 rpm and 325 hp at 2,900 rpm. This trumps the previous champ, Ford's 6.0L Powerstroke turbodiesel introduced last year, which makes 560 lb-ft of heave at 2,000 rpm and 325 hp at a relatively free-revving 3,000 rpm. The extra pulling power means that, if properly equipped, the Dodge Ram Heavy Duty can now tow 16,400 pounds-that's a ton and a half better than a Ford F-350 with the Powerstroke.