Armor Part 3: Rear Bumper, Hi-Lift Mount and Jerry Can Mounts; Trasharoo

With all of the armor on, it was time to put on some of the optional mounts.  The Hi-Lift positioning is dictated by space constraints caused by the carrier itself and the spare tire.  The Hi-Lift Handle Keeper is a must to prevent rattling and also to keep everything in place.  Here, we see the Hi-Lift and the jerry cans mounted in position.

The Trasharoo is fitted over the spare tire, which then required taking the license plate off (normally mounted in the center of the spare tire).  For this trip, I zip-tied the license plate to the Hi-Lift.  Once the license plate has its LED lights wired up, it won't be so easy to remove the license plate.  A better solution will be necessary, and with the holes on the mounting plate being as small as they are, I am not certain using male/female spade connectors will be an option.

An additional benefit of the Trasharoo was the ability to carry some firewood.  Though I loaded the roof with some extra firewood too, for a shorter trip the Trasharoo's capability of carrying wood would have done just fine.  To keep things clean, I also used a trash bag lining the inside of the Trasharoo.

Armor Part 2: 4xInnovations Front Bumper, Winch & Skid Plate

After the rock sliders went on, the next step was to paint the other pieces of armor in preparation for installation as well.  More rattle can bedliner to the rescue!

For the front bumper, it was also the best time to install a winch.  The truck weighs approximately
4,000 lbs, so an 8,000 lbs winch would be more than sufficient.  Though there are several companies making winches these days, I decided to go with a well known, very trusted name: Warn.  The Warn M8000 fit nicely inside of the front bumper.

Under the front bumper, painted a fairly bright red is the skid plate.  No other undercarriage protection was purchased, the theory being that if I hit a rock on the skid plate, I'd back off and try a different line, rather than just keep going.  I wasn't doing anything so crazy that all of the extra weight from additional armor under the truck would be justifiable.  In fact, if it weren't for the winch, I'd likely not have wanted the extra weight of the front bumper either.

Inside the front bumpers resides a pair of KC HiLites Rally 400 4" round driving lights.  These halogen lights are likely not as bright as similar LED lights, but they are 55 watts, just like the OEM fog lights.  This meant that these lights can be wired up to the existing fog light wiring, and can still use the fog light switch on the turn signal stalk.

Unfortunately, although the holes in the bumper are advertised for 4" lights, with the mounting bracket for the Rally 400's, the lights are unable to be pointed straight forward and look a little too far down.  The fix?  I plan on installing a pair of KC HiLites Gravity LED 6" driving lights on the top of the bumper. Then I can also have the happy face light covers!

ToyTec Suspension Lift

As seen in many pictures (such as the one on the left), the truck was getting a bit squat.  With just a hair over 100,000 miles and likely running on original shocks and springs, the suspension was in need of replacement.

After some consultation with a ToyTec representative, we decided that an off-the-shelf suspension left wouldn't work well for me because of all of the additional weight I plan to carry and the type of excursions I like to do.  He went ahead and pulled together a nice kit using several parts for the 4Runner but substituted the rear suspension for Land Cruiser springs and 4th Generation 4Runner ToyTec shocks.  The reasoning was to handle the extra weight from the roof rack, spare tire carrier, armor, sleeping platform and camping gear.

We ran into a few issues during the installation; namely, rust.  Originally a New York truck until I
drove her across the country, most of the rust was a non-issue, but some of it made working underneath the truck a bit tricky. The top of the rear shock essentially broke right off, so there was a bit of PB Blaster, some pulling, twisting and tugging to get everything off of the truck.  New shocks and springs are significantly larger.

Once on, the rear of the truck seemed sky-high, especially since the platform effectively raises the cargo loading area of the rear hatch.  Some settling has occurred since the initial installation and the truck has also been leveled by a Lexology, my local go-to shop (more on this later).

Along with the suspension lift, the front brakes were upgraded to 231mm Toyota Tundra brakes.  With larger rotors, pads, and 4-pot calipers, this is a serious upgrade for the brake system.  Since we were also installing the suspension, extended steel brake lines were also installed at the same time.  The 231mm Tundra brakes are the same as from a 2005 Tundra.  I've always felt that the brakes on the truck was a bit squishy, and these brakes will certainly help.  With more added weight coming in the form of additional armor, the timing of a new upgraded brake system could not have been better.  And finally, the finished product (I can fit my head under the fenders):

ARB Awning Installation

One of the most enjoyable parts of any trip is being able to relax at base camp.  Mostly this means a camp fire at night and perhaps a bit of alcohol.  But on days we set up camp before the sun goes down, some shade is a nice luxury to have.  This is where the ARB Awning comes in handy.  Since the roof rack is a custom unit, a custom solution was needed for the awning.

I purchased the mid-sized 2000 model, which is so called because it is 2000mm wide (~80").  This pretty much runs the entire length of my roof.  There is also the larger 2500 model and the smaller 1250 model.  The 1250 model is interesting because it is small enough to mount to the rear of the vehicle, instead of the side.

To mount to the roof rack, I purchased a few very nice looking modular awning mounts from FourTreks.  Installation was quick and easy, though definitely a two-person job.  The website advises two mounts if you are running the 2000 or 1250 models, and three if you are running the 2500 model.  Just to be on the safe side, I ordered three; however, truth be told, now that I have received and installed them, I am convinced two is all that I need.

Both are great products, highly recommended.

Armor Part 1: 4xInnovations Rock Sliders

Since the last off-road trip, there have been several overnight camping trips and one-day wheeling trips.  One more than a few of those trips, the lack of a lift and the low running boards meant I smacked the running boards on a few rocks.  Having the steps there is a nice luxury for daily driving, but they certainly get in the way for rock crawling.

It was clear even from the first few trips that rock sliders were absolutely necessary for the type of off-roading I enjoyed.

Along with rock sliders, there were certain other needs that I wanted to handle with some more armor.  Since the air lockers were installed, the spare tire location had to be re-dedicated to an air tank.  That meant that the spare now resided on the roof, which is no good for drag and gas mileage, and more importantly, is in a very in convenient location should I actually need to use it.  On top of all that, some of the more challenging trails proved to be a bit too much (required a friendly pull from others), and the idea of some self-recovery gear, namely a winch, would likely prove helpful in the future.

And so, a whole lot of armor was ordered, all from 4xInnovations based out of Wisconsin.  Front bumper, rock sliders, a skid plate and a rear bumper with tire carrier and optional camping table.  All to be painted and then installed soon.

First up was the rock sliders.  Since the truck is a "Limited", there are factory flares on it.  With the wider body, a decision was made to get the sliders with a kick-out at the rear.  Another option was whether to go bolt-on or weld-on.  Welding is obviously more permanent, and supposedly stronger (versus drilling holes in your frame to bolt on some sliders), so weld-on it was.  The installation took a good part of the day, since we had to paint and then weld, so there was a decent amount of downtime.

Often, folks like to powdercoat their armor for a clean, even look.  However, the problem with that is once you scratch or otherwise mess up the armor a bit, it's impossible to perfectly match your original powdercoat.  So instead, we went with rattle can bedliner.  Touch ups would be easy this way, and cheap.

With rock sliders on the truck, the look of the truck really started to change, though still quite subtle.  Once the rest of the armor goes on, it won't be so subtle anymore!

The finished product:

Switches!

A small change with the installation of the air lockers and air compressor: switch panel is finally actually useful.

Using a metal bracket in the lower radio DIN position, a 6-switch panel is now in place.  The aluminum panel was plastidipped.  The left three will be dedicated to the compressor and two lockers, and the other three will likely go to lights, eventually.  For now they are removable blanks.

Just a small change, but an important one nonetheless.  This sets up the truck for more modifications in the near future.

On Board Air, Compressor & Lockers

Delivered in December and finally installed.  Front and rear ARB air lockers along with an ARB air compressor and one gallon tank to round it all out.

This air set-up is exponentially faster than the small portable air compressor for inflating tires.  In fact, I can now be done inflating all four tires while friends using the portable air compressors are still working on their first one.

The air lockers haven't been tested since I've not yet gone on routes requiring them, but with winter coming to an end, the mountains and deserts will be opening up again and trips will be taken!  

Using the air compressor to activate the lockers is quite loud.  The air compressor is mounted in the engine compartment and causes a fair bit of vibration - however, engaging the lockers does not require the compressor to remain running for long.  Definitely recommend on board air for convenience sake.

Roof Rack

Delayed update.  The truck, the dog and I have done a few more trips now.  Recently, we also had a few additions to the truck which will be discussed in another post.  Even more goodies are stuck in the garage now waiting for installation.

But for now, the one completed item is a new roof rack.  Ready for usage on longer trips where space is at a premium.  So far, there has not been a great need for it but soon we will start carrying a large propane tank for heat and cooking, which I would prefer not to keep inside the cabin.  Beyond that, space inside the truck has been sufficient to carry the dog and our gear for 2 and 3 day trips.  However, it is very likely more space will be needed soon for longer trips, especially if we included another passenger.

The rack I went with is a full-length roof rack which will allow for maximum usage of the roof.  Built by a local 4Runner enthusiast, it is low-profile and likely will be unnoticed by the untrained eye.  It includes a removable sunroof panel.  His business appears to mostly come through word of mouth, and I heard of his work through the 4Runner forum, where several local members have supported his small business.

The mesh bottom of the rack makes for a great looking rack, but also makes it difficult to install brackets for mounting other accessories.  My fingers can't fit underneath the rack, and the holes are too small to get any leverage.  I've tried a few different tricks to install brackets on the mesh, but in the end have thus far decided not to use brackets there yet.

Next, I need to buy brackets to mount the ARB awning, perhaps add a few ligths, and of course add stickers to the front wind deflectors!

Air Comes Out; Air Goes In

Recently I bought Viair 32 Air Down Gauge to make airing down for trail runs easier.  I paired with the Viair 88P Air Compressor to air back up after the run.

The Air Down Gauge works quickly and easily.  It can be used as a normal tire gauge as well.  Screw it on, then it's easy-peasy hands-free deflation.  On my most recent trip, the deflator aired down each tire to 20 psi with the quickness.

After a trail run, the 88P Air Compressor comes in handy getting all of the tires aired up within minutes.  The air compressor is going to be a temporary solution until air lockers require getting on board air gets put in the 4Runner (hopefully in 2017).

The 88P attaches directly to the battery, which makes for more power and quicker inflation of tires.  This unit beat all of my friend's units (a Superflow unit similar to the 88p and cigarette charger compressors).

Five-stars for each new toy.  Ready to use them again, soon!

Trip Report: Columbus Day Offroad and Camp

Oddly enough, I found myself with a three-day weekend for Columbus Day.  A decision was made to take advantage of the extra day off to go wheeling with a group of new friends and while they all went back to the real world to work, I ended up spending an extra night up in the mountains.

This trip found us heading up to the Big Bear area.  Traveling with knowledgeable and experienced folks really has its advantages.  Just before dawn on Saturday morning, the dog and I set out to meet the group at Green Valley Lake.  Saturday would be a full day of wheeling, and then settling into camp.  Sunday would be a shorter day of wheeling as the rest of the group then made the trek home.  That worked out well for me since I like to set up camp earlier in the afternoon while there is still plenty of light (and warmth).  Monday would be a short day of hiking and then heading home.

The map shows (more or less) the route that was planned for Saturday.  A great mixture of easy fire roads up to and including difficult black diamond trails that had us rock crawling. Mapping software is the Gaia app, which I highly recommend for its ease of use and ability to use maps offline.

Offroading with a group of very experienced folks was a lot of fun and a great learning experience.  I learned that the 4Runner's capabilities are a bit limited by the lack of a rear locker, so that's now on the shopping list.  Picking lines, much like racing lines on a track, is also very important.  With stock suspension and no lift, it's especially important for me right now.  The running boards took a little damage, which seems like that will become a regular theme.

Got stuck on this hill.  Had to get extra rocks for traction.

A long day of wheeling was tiring for the dog though.  At times, it got pretty rough and I think he was a bit frightened, sometimes trying to climb down into my footwell.  He's probably a bit too big to fit down there even without me sitting there, let alone trying to drive.  He made himself comfortable in the passenger seat and there were a handful of times when he kicked the transmission into neutral.  I might need a net to separate the front seats from the rest of the cabin.

While wheeling was a ton of fun (two days' worth), the relaxing for camp was still the highlight of the trip.   Camp on Saturday night was with the group at a campsite, but Sunday night the dog and I were on our own.

On Saturday night, dinner was sliced steak marinated in its own juice, a bit of salt and limes, a roll of pretzel bread and some lightly sauteed veggies.  This would be the first time I tried cooking at camp, and I think it was a great success.  Ending the day with a hot meal was a very nice treat.
We climbed most of the way up Butler peak to make camp on the side of the mountain, again enjoying gorgeous view of the valley below.  Big thank you to my friend Charlie, who has several years' experience with camping for letting me borrow/buy cooking gear and for the recipe.

Sunday morning started off with some fried eggs and a power bar.  A new friend who camped right next to me had a similar kitchen set-up, but had the brilliant idea of making breakfast burritos, using bacon and sausage that is bought pre-cooked, to keep the amount of grease to a minimum.  I am definitely stealing that idea.

Sunday night found us above 8000' elevation, near the top of Butler peak, where we settled down to camp at an uneven spot along the edge of the mountain.   With no suitable rocks to put under the truck, I had to sleep at a slant.  But the view was worth the trouble.  Dinner this time consisted of chili that I had made at home and just needed a re-heat (will not be doing this again; it burned at the bottom and that's hard to wash off).  Morning then consisted of eggs and a power bar for breakfast again, before heading up to the top of Butler peak, where I met a volunteer ranger.  The top of Butler peak has a fire lookout, where the volunteers have a spectacular 360 degree view of everything around them, and help report fires hopefully before they get out of control. As it turns out, the volunteer that day taught at the middle school I attended, and very likely taught my brother.

At his recommendation, we trekked back down and got to Big Bear Discovery Center, where the helpful folks then directed the dog and I to an 8 mile hike up Bertha peak.  Along that hike, we came across the Pacific Crest Trail.  Unlike the top of Butler peak, Bertha peak did not have an awe inspiring spot at the top; rather, it had a big communications tower.

Then it was finally time to head home!

Trip Report: Brush Mountain and San Emigdio Mountain

For the weekend of September 10/11, I decided to do a quick, one-nighter trip in order to test the current set-up and try out the new sleeping platform, the new tires, and take the 4Runner for some actual off-roading for the first time.  It'd be a solo trip, but with the dog.

Since this was the first trip, and it was a solo trip, a lot of time was spent planning and coming up with a checklist of items to bring.  The resulting checklist included all of the camping gear, food, personal and dog items that I would be bring.

Preparation

The Plan
We hit the road on early Saturday morning, heading out to the national forest.  Once we found the campsite, the plan would be to drive the nearby trails that run along the ridge and then go for a hike with the dog.  The hope was that both the drive and the hike would be challenging.  The real test for the weekend would be at night, when we would settle into the 4Runner.  The next morning, another drive or hike and then it was time to go home.

The drives were planned out using the Los Padres National Forest (South) map purchased from the Forest Service with some help from the Gaia app on my phone.

Storage

Strapped down and ready to roll

Most gear was stashed in a new Sterilite 27-gallon Industrial Tote.  The benefit of this plastic bin over many of the others I have bought for general storage are slots in the lid which allows for strapping the bins securely in place.

All food and water (other than some dry snacks) was stored in the Coolest cooler, which has a variety of capabilities but really for this trip, it was only needed as a cooler and a seat.

The Coolest cooler and the plastic bin were strapped down to make sure they won't be flung about in case of emergency braking, quick turns, or rough roads.  I bought a tarp which I hoped would be useful both as a clean camp floor as well as to help keep the sleeping platform clean.  Bungee cords keep the tarp (folded in half) in place.

Meal Plan
Due to fire restrictions, but mainly due to trying to keep everything as simple as possible, I did not plan on bringing a stove or having any kind of fire.  Therefore, food was going to be extremely simple as well.  The meal plan:
Day 1 Breakfast: a Power Bar Crunch bar.  We ate plenty of these when we were training hard for triathlons and other athletic events, so I knew this would do the trick.
Day 1 Lunch: Mixed nuts.  A mix of almonds, walnuts, cashews and peanuts.
Day 1 Snacks: Beef jerky; apple; Goldfish
Day 1 Dinner: MRE (meal, ready to eat)
Day 2 Breakfast: a Power Bar Crunch bar.

By lunchtime on Day 2, I expected to be back in civilization.

Day 1
The first day started as planned. Up bright and early, both the dog and I enjoy a quick and early breakfast.  Load up the 4Runner and off we go.  This happens to be the first time any real mileage is being put on the new KO2's, both on- and off-pavement.

After arriving at Marian Campground, the dog and I took a break to stretch out our legs and have a snack.  Then it was off to Brush Mountain, where we hit a steep hill with deep ruts that gave us a bit of trouble. It was a great picture taking opportunity though!

With a bit of fun in the dirt under our belt, the dog and I went out for a hike to explore Brush Mountain.  After we were done hiking around Brush Mountain, it was already a bit past noon.  We then headed east toward San Emigdio Mountain.  Along the route one of the maps showed an old quarry, which was our next stop.  We would have rested for a while longer after our hike of Brush Mountain, but there were a lot of buzzing insects flying around.  Though nothing stung us, it was rather annoying.  At the quarry, there were far fewer insects, so we spent a bit more time there just soaking in the view and enjoying the quiet.

The quarry had clearly become an off-road funpark, but after reading horror stories of sharp rocks piercing tires, I was a bit hesitant to spend too much time frolicking in the loose rocks.  However, we did drive down through the quarry, and at one point a rock's size surprised me when it lodged itself under the driver's side running board, pushing the board upwards.  I reversed off of the rock and the running board popped itself back into shape, but I think this is a sign that rock sliders are needed!

After the break at the quarry, we headed east on the dirt trail along the ridge again. This trail would take us up to the summit of San Emigdio and down it too.  By mid-late afternoon, we found a very nice ledge to camp, tucked a bit away from the trail.  Here we settled in for the evening.

I was very glad to have packed a plastic folding table.  Originally I wasn't sure if it would be necessary, but it was certainly a good idea.  There is a surprising amount of dust on everything and having the table meant one more platform to keep items off of the dirt.  It's also good for eating, reading and writing.

Day 2
I knew this day would be short because I had a flight to catch in the evening, so I had to get home, clean up and pack too.  The plan was to hit one more trail and then head on home.

Lessons Learned
 - Strap the Coolest on one side and the storage bin on another without criss-crossing straps.  It was a pain to undo both in order to get into one of them.
- Paper bag is not sturdy enough.
- Need easier access to snacks!
- It gets cold in the night.  No need to keep a window slightly open (in fact, I've been told I should get some Reflectix for the windows, especially in the winter).
- Dog needs to have his own water bottle for hiking.
- Coolest is just slightly too tall to be able to open inside the 4Runner.
- Get rock sliders.
- I really like eating jerky.
- Dust and dirt everywhere. Seriously, everywhere.

4Runner: Where the Rubber Meets the Road

Meaty BFGoodrich KO2 all-terrain tires

Bald tires are no good.  In keeping with the theme of building an off-road capable overlanding rig, all-terrain tires are called for in this instance.  After reading review after review, the BFGoodrich KO2's seemed like the natural choice.

OEM size: 265/70-16
New size: 265/75-16

Slightly upsizing.  A set of four were bought, but since we are upsizing the tires, a fifth for a spare will be needed soon.  For now, we'll just have to wheel carefully.

Installed and ready to roll!

4Runner: Sleeping Platform

4Runner: Sleeping Platform

Sleeping options; at right is the completed sleeping platform.

Having done a year of service as a grocery-getter, dog-hauler and triathlon support vehicle, the next phase of the 4Runner's life with us will take on the additional duty as an off-road capable overlanding rig.  The plan is to use it as a base for camping.

One of the most basic needs of camping is somewhere to sleep.  Three options come to mind: (a) a normal tent, (b) a rooftop tent, and (c) a sleeping platform.  You've probably already guessed which one I chose.

The drawback of a tent is the need to set up and break down a tent at every campsite, and finding an appropriate site for a tent.  A rooftop tent is expensive and puts a lot of weight very high up on the vehicle.  Finally, a sleeping platform seemed to be the a very good compromise.  While it added weight to the car, it is fairly low.  There's nothing to set-up or break down at camp, but it's also without certain drawbacks too.

L: Fuel filler notch;
R: Cut for passenger reclining

With a good friend, we built the sleeping platform approximately nine inches above the cargo floor, in order to clear the wheels (and most of the fuel filler on the driver side).  This allows a nice four foot wide sleeping platform, more than enough space to sleep two people.  For this fairly basic platform, we cut a semi-circular notch for the fuel filler and then took off two inches at the front of the platform behind the passenger seat.  The notch for the fuel filler was necessary since a nine inch height wouldn't clear the fuel filler; this was purposefully done in order to maximize the space available above the platform.  The two inches behind the passenger seat was cut out to allow the passenger to be able to recline the seat a bit while driving.

The sleeping platform itself is a 3/4" thick slab of plywood, mounted on three longitudinal supports with two cross supports.  Using existing D-rings in the 4Runner, the platform is held securely in place at 6 different points.  Total cost of the wood, screws and related hardware was just under $150.

Big thanks to my friend BK for the help building the sleeping platform.

Top: The support structure
Bottom left: Ratchet straps at the front.  Seat bottoms removed.
Bottom right: Using existing D-rings to secure the platform.

4Runner: An Introduction

4Runner: An Introduction

The 4Runner was purchased in June 2015 with approximately 90,000 miles on the odometer, while we were living in New York, just about to move to New Jersey.  Living in Manhattan meant not having a car, which was an entirely new experience for us and one we'd prefer not to repeat! 

The 4Runner was chosen for its Toyota reliability as well as enormous space for the dog and our triathlon gear (and any other gear we may have for other activities).  Plus, I've always wanted a 4Runner.  It seemed to be a natural successor to Trusty Truck, a 1991 Toyota Pickup with a 3.4L engine from a late model Tacoma, which I owned prior to moving to New York.  At the time, we were finishing up binge watching the entire Parks and Recreation series on Netflix and the 4Runner became known as "Johnny Karate".

Ready for a road trip to Syracuse!

The original plan for the 4Runner was not to become an overlander.  Rather, it was to simply be a grocery-getter that would be capable through the winters of the northeast.  While we lived in New Jersey, it served its purpose well.  It is an overly capable grocery-getter as well as a great triathlon support vehicle.  Many road trips were taken, include a girls' trip through Vermont and to Montreal, a jaunt to Niagara Falls with the dog and cat, and as a support vehicle at Ironman 70.3 Syracuse.

For the first year of ownership, we ensured all major maintenance items were caught up.  Within that time, life dictated a move back to California, which necessitated a three-day cross county road trip.  The trip had us stopping in St. Louis, MO, and Albuquerque, NM, essentially 1,000 miles driven per day.  We hit some nasty weather in southern Illinois, but otherwise it was smooth sailing.  Neither the 4Runner nor the dog had any complaints!  I wish there had been more time to really enjoy the trip and make a few more stops along the way.

Moving to California also meant the 4Runner could no longer be the only car in the family (the 911 notwithstanding; we're talking about practical daily drivers here).  A car was purchased for the wife and the 4Runner became my primary vehicle.  Plans of building an off-roading or overlanding rig started dancing in my head.

After 14 months of ownership, we finally hit the big milestone of 100,000 miles.  Coincidentally, this is when the fun began.

And so the adventure begins….

Version 2.0, Here We Go!

And we're back!  After a long hiatus, we are back to publishing online.  Only this time, it won't be about Ironman, triathlon or training.  It might be a little bit about those things, but it'll mostly be about new hobbies.

New hobbies will include motorized hobbies (which is really not a new hobby, but it has taken a new twist).  In part, this will be a blog of the "build" of the motorized hobbies.

The day we brought him home

Build 1: 2002 Toyota 4Runner Limited
Build 2: 1990 Porsche 911 C4 Turbo

The 4Runner will be built as an overlanding vehicle.  In short, a vehicle in which one can camp and live in.  With its off-road prowess (yes, it is 4wd), the aim is to enjoy the great outdoors off the beaten path.  The current vision is to build for primitive camping, or dispersed camping - camping away from established campgrounds where is running water and "facilities".  The starting point is a completely stock 4Runner.

The Porsche build will be for a street and track friendly vehicle. The starting point is a 1990 Porsche 911 C4 that has a 1991 3.3 turbo motor in the rear and turbo flares installed.