1979 Dodge Lil Red Truck

Story and photos by John Gunnell

In 1979, Dodge carried forward its line of trucks known as “Adult Toys.” These models included the Street Van, the Warlock, the Macho Power-Wagon and the 4x4 Macho Ramcharger. Joining them for its second year was the L’il Red Express Truck (according to its door decals) or L’il Red Truck (according to lettering on the tailgate).

Built on Dodge’s 115-in. wheelbase, the L’il Red Express Truck was a half-ton pickup with “pontoon” rear fenders (which Dodge called Utiline styling). This limited-production pickup was designed to be a conversation starter and traffic builder in Dodge showrooms.

All L’il Red Express Trucks were powered by a high-output 360-cid four-barrel “Police” V8. This engine featured Super Flow cylinder heads, a police-type 252-degree camshaft (with 33 degrees of overlap), heavy-duty valve springs, a Thermo-Quad four-barrel carburetor, a cold air induction system and large diameter dual exhausts. The engine had chrome-plated valve covers, a chrome air cleaner with L’il Red Truck decals and chrome-plated vertical exhaust stacks running up behind the cab on each side.

A performance-modified Mopar A-727 automatic transmission was attached behind the heated-up engine and drove to a 9.25inch rear axle with 3.55:1 gears. The Dodge L’il Red Express Truck was road tested by Hot Rod Magazine as well as by Car and Driver. It was found to be the fastest American vehicle at speeds up to 100 mph. The dual stacks got one owner incorrectly nicked for equipment violation.

However, the engine used in this prototype truck was later detuned for production models in order to meet federal emission standards.

All L’il Red Express Trucks had bright Canyon Red paint, accent stripes, genuine oak sideboards and Adventurer interior trim. Black or red interiors were available with a choice of bench or bucket seats. On the exterior, gold “L’il Red Express Truck” decals appeared on the doors and “L’il Red Truck” lettering decorated the tailgate. The rectangular stop/turn/back-up lights that were new in 1978, were carried over in 1979.

According to the L’il Red Express Club, the L’il Red Truck was the child of Tom Hoover, who discovered that an already-certified engine could be modified somewhat without recertification. For the prototype, they used a standard 360-cid truck engine, but added W-2 cylinder heads, the cam from a 1968 340-cid V8, a Preparation of the truck was credited to Tom Hoover, Dick Maxwell, and Dave Koffel, who worked with the Product, Planning and Performance Group at Dodge. They used the standard short-wheelbase Utiline pickup for its light weight. The twin stacks were a good 2.5 inches in diameter; the rear axle was a 3.55 Sure Grip unit.

To verify a L’il Red Truck, look for the VIN on the driver’s door post. It has 13 symbols. The first and second are the model code: D1=Dodge D100/D150. The third symbol is a body code: 3=Utiline conventional cab. The fourth symbol indicates the GVW class. The fifth symbol indicates the engine: S=360-cid V8 with four-barrel carburetor. The sixth symbol indicates model year

A full package of gauges crowds L’il Red’s dashboard.

“L’il Red Truck” appears on tailgate, while door decals say “Lil Red Express Truck.”

It’s a very dressy-looking “Adult Toy” with plenty of chrome. 9=1979. The seventh symbol indicates the assembly plant: S=Warren, Mich. No. 1. The last six symbols are the production number.

The featured truck is a mint condition original from The Automobile Gallery in Green Bay, Wis. (www.theautomobilegallery.com). It has a clean engine bay. The detailed 360-cid four-barrel Police V8 is attached to an automatic transmission. The truck is in top operating condition with excellent body work, trim, glass and vinyl upholstery. The styled wheels and white letter tires set off the Canyon Red paint and Gold graphics.

Features of this truck include the chrome valve covers, dual exhaust pipes, heat shields, side steps, the rear bumper, body side and tailgate body trim made of real oak (with chrome-headed bolts), a high-end cabin (including convenience package YF1), full instrumentation, Chrysler AM-FM sound system, power brakes and power steering.

If you ever become the owner of a Dodge L’il Red Truck, carry an original sales catalogue or advertisement around with you. It seems that about a year and a half ago, troopers in the United States began cracking down on vehicle equipment regulations such as fenders for hot rods. One owner of a L’il Red Truck was ticketed because the police didn’t believe his dual-stack exhaust system was factory stock. You could say the trooper “pipe dreamed” about nailing a violator, but, of course, he lost his anti-Dodge day in court.

Story by Howard J Elmer, photos courtesy of Thor

It is nice to see that some RV shows are returning, like the long-running Hershey (PA) RV Show held just recently. Scanning the list of RVs being shown there, I happened on a new Class B from Thor that is just a bit different than most. What caught my attention was the fact that this Mercedes-Benz Sprinter-based Class B features four-wheel drive. This is how Thor describes its newest fleet addition.

“Tranquility emanates an adventurous lifestyle with off-road capabilities. The Mercedes-Benz® Sprinter® 2500 passenger van with a 4x4 platform and optional all-terrain tires improves road adhesion and handling to any destination. With 188 horsepower and 325 poundfeet of torque, the six-cylinder diesel engine provides more than enough power through all weather conditions, even while towing on the 3,500-pound hitch. With its compact size and easy-to-drive features, Tranquility stands out from others in its class.”

Certainly, the added capability of 4WD opens up new territory for the RV explorer. I actually drove the 4WD Sprinter on British Columbia logging roads a few years ago. These rough roads traversing the mountains showed off just how sure-footed the Sprinter was. It was as good as any 4WD pickup truck I’ve ever driven.

In addition to the 4WD platform, every Sprinter comes with standard MB features like topmounted LED light bar with a cover, keyless entry, a back-up monitor, and adaptive cruise control and hands-free control of Apple Car-

Play and Android Auto on the large 10.25-inch multimedia screen. It’s also integrated with the tilt and telescoping steering wheel’s control buttons.

Tranquility is offering two floor plans - 19P and 19L - both of which feature the 4x4 chassis. Each has an enclosed wet bath, ample kitchen, and forward seating. The 19L is built with a Froli sleep system. The rear sleeping area features a fixed bed and large pull-out side trays. The 19P floor plan by contrast has a rear bench-style seat with seat belts for three that electronically folds into a sleeping area. Each version has its uses based on the number of people you want to carry. Both floor plans have Tecnoform Euro-style cabinetry, available in either “Metallic Gray’’ or “Radiant Silver,” with corresponding cool-tone interior décor.

Despite appealing to off-grid adventures, the Tranquility is fully-equipped with all of your kitchen must-haves, including a refrigerator, dual-burner gas cooktop, convection microwave oven, stainless steel sink with a cover, solid surface counter tops, and a fold-out exterior table.

At the end of the day, a warm shower is what you might want after hiking the trails, and it’s exactly what you’ll get thanks to the Truma Combi water heating system. Each version of Tranquility also has a cassette toilet, ideal for boondocking. You don’t have to seek out a traditional dumping station because your black tank is portable.

The smaller size of this Class B is enhanced with rear and entryway screen doors and large opening side windows that provide fresh air and plenty of natural light. This makes the transition from indoor to outdoor living seamless.

Outside, an exterior table folds out directly underneath the Thule powered patio awning. Portable or wall-mounted, a JBL Flip speaker plays high-quality audio, once connected via Bluetooth to a favourite device or smartphone.

The models highlighted in the Hershey RV Show were also shown with an off-the-grid 190-watt solar panel to help maintain a charge on the Re(Li)able lithium battery package. The system’s 400-Ah lithium battery comes with a Balmar 170-amp alternator on the Sprinter which delivers plenty of charging capabilities even at idle. Other infotainment and connectivity features include: Winegard ConnecT 2.0, working as your WiFi extender, 4G hotspot and TV antenna. With these, you can quickly dial into a work conference call or upload the video of your adventure to YouTube. Also, Winegard provides connectivity for watching shows and movies on your Tranquility’s 24-inch TV in the living room, which is cable TV-ready and satellite-ready. Your other devices can remain charged thanks to the electronics station and USB charging ports. Tranquility also comes with a standard Thule bike rack with room for two adult-size bicycles.

Story and photos by Gerry Frechette

The push for electrification of vehicles marches on, with most models now available at least as a hybrid, if not as a full electric. There are even some that you might not expect, like EV pickups, and on that list, one might also add the Jeep Wrangler Rubicon, the off-roader by which all others are measured. It is now available as a plug-in hybrid, and Jeep calls it the 4xe (four by E).

A bit of a pre-amble here. One has to assume that a good number of people who buy a Rubicon over one of the more “normal” Wranglers is at least somewhat interested in taking it far off-road. Yes, we know there are those who just must have the biggest, baddest version of a given vehicle, no matter where it gets driven. The point here is that this is a fully-equipped Rubicon, with bigger axles, locking differentials, disconnecting sway bars, the lot.

But we are not going to discuss any of that, because its capabilities are well-known, and because we didn’t get to drive it any further off road than the piles of dirt we found on which to photograph it. What we did experience, and what we have to think will be a big attraction to potential buyers, is the plug-in hybrid drivetrain that makes this a “have your cake and eat it too” kind of situation for the owner. It’s what the driver will experience by far the majority of time.

litre turbo four sourced from Fiat. It makes some 270 horsepower, but does it in a rather coarse way that might actually complement the personality of a Wrangler, but can be a bit obtrusive too. The drivetrain is a normal Jeep set-up, with a lowrange transfer case and driveshaft to the rear end. The designers knew they shouldn’t mess with that technology by making the rear wheels turn by only an electric motor, so they incorporated the two motors that apply power both front and rearward into the 8-speed automatic transmission itself, the rear one actually replacing the torque converter. So the 4xe can go rock climbing in electric mode, or so one would think.

Under the back seat, in a shock-resistant and waterproof housing, resides the 14-kWh battery pack, which, when fully charged, is said to deliver some 40 kilometres of EV driving range. At least that is what the dashboard readout said on my tester. Like most such PHEV vehicles, you can choose between hybrid, electric and E-save (don’t use any electricity.) In electric mode, and in normal urban driving, the charge consistently ran out at about 25 km. The numbers on the dashboard are never exact, but that’s quite the difference.

Also, in hybrid mode with a charged battery, you’d expect a mix of gas and electric propulsion, but our 4xe seemed to still run on electric only, unless you floored the throttle, whereupon the gas engine noisily turned itself on, and stayed on until the vehicle came to a complete stop. Don’t know if this is normal behaviour for 4xe’s, or just our unit, but it was a bit disconcerting.

In any case, the 4xe is pretty quick for a very large 5,300-pound vehicle, making the run to 96 km/h in about 6 seconds. One must also note that the ride and handling were better than what might have been expected from the large off-road tires (BFG All Terrain TA K02 Baja LT285/70-17) and two live axles, with what feels like a lot of rubber bushings in the suspension. The steering and brakes are somewhat uncommunicative, but not to a surprising extent.

Our very well equipped tester had lots of bells and whistles inside, including the top-notch Uconnect screen, a full-length power-folding cloth roof, and power seats. Those front seats have the same shortcomings that Wrangler seats have had for decades, some due to the basic architecture of the vehicle, which we accept will not change. For those longer of leg and arm, like this writer, the driver’s seat does not go back far enough, and the bottom cushion is too short and low, even with power adjust. As on the outside of the

4xe, the minor trim is a bright blue that goes well with the medium grey colour of our unit.

Being an Unlimited model, there is a back seat that folds down via the cushions folding forward, and the seatbacks folding down flat against them. That makes for a very commodious rear cargo compartment with all sorts of tie down points, etc, all accessed by a two-way tailgate that sees the top half glass swing up, and the bottom half with the spare tire swing out, with hinges on the right side, probably not ideal for loading while parked at a curb.

So, the 4xe is all Wrangler and really only breaks new ground in the use of batteries and motors. Of course, that is a very important new level of technology on such a traditional and, in some ways, old-tech vehicle. That, in turn, leads to a lot of the sort of contemplation of factors one might have for any electrified vehicle - not the least of which is cost. The 4xe Unlimited Rubicon has a base price of $59,995, some $10,000 more than the base 4xe Sahara, which may be plenty of Jeep for most folks. The regular Unlimited Rubicon costs $53,515, so the 4xe is a $6,480 hit over that. And there are many, many options available that can add $10 or 20K to the price of any of them.

One must also ask to what extent that 25 or 40 km of electric range will be worth the extra coin. Driving around the city, it would be worthwhile if only because that 4-cylinder on its own would have to move a lot of weight, with the expected effect on fuel consumption. If you are actually getting a Rubicon to be driving it off-road a lot, the electric capability may not be much more than a “look at my totally quiet Jeep climbing over that rock,” although it does add a lot of torque as long as the electrons last. It might be more useful to save the electricity for the ride home from the trail head, which leaves you the gas engine to do the hard work. Food for thought.

In any case, the Wrangler 4xe is a look into the not-so-far-off future of both the Jeep line-up, and off-roading in general. To get the full benefits of its electric capability, and not just have the most expensive Wrangler, or a conversation piece, you just have to remember to plug it in.

www.bereg-canada.com info@bereg-canada.com.

Story by Spencer Whitney, photos courtesy of David & Pamela Blair

David and Pamela Blair are well known in B.C.’s off-road community, and in 2015 they decided to prepare for full-time life on the road. Retirements were organized, Land Rover club duties were transferred, and an unassuming Defender 110 was fitted, re-fitted and rebuilt for an around-the-globe adventure. But their multi-year plan to depart in 2020 would turn out to be more challenging than they ever imagined.

“It took two years to locate the right truck, and another couple of years to configure it to be up to the task of taking us around the world,” says Dave. “The plan was always to drive a Land Rover because that’s who we are. For us, there was no other option.” Their first choice was to import something like a Defender 130 – the longer wheelbase is the top choice for building a habitat on – but finding a good one proved more difficult than they thought. Lucky for the Blairs, they are well connected in the Land Rover world and eventually found a spacious ex-military 110 two-door that was being sold by good friends. Why do they call it Fitz? “Because when we got him and started planning, everything fell into place and ‘fit.’”

A moment of triumph on Fitz’s journey came early. Determined to stick to the plan despite global shutdowns and restrictions, Pamela and Dave set off in August of 2020, on the road through a fractured world with an uncertain future. In hindsight, it might even seem like the right decision. After all, when met with the unknown, overlanders are often the first people to head straight in. As protocols and procedures shifted, the Blairs were even able to make it to Yukon territory and the Arctic Circle in the Summer of 2021. The goal, however, was to leave Canada and venture through the USA and Mexico for the colder months. With growing rumours about the land border opening, and snow and frost on the horizon, they positioned themselves not far from a crossing in the Fraser Valley.

Land Rovers and reliability are a topic of much debate. Those unfamiliar with the near-75-year-old marque will quickly quip about tow trucks and oil gushes, but the fully initiated know that an old

Land Rover is an investment – and pays dividends as a result. “Aside from the typical Land Rover issues of the odd leak, squeak or rattle, Fitz has been a champ getting up every morning ready to roll, and supporting us on our adventure,” says Dave. “It has performed admirably and reliably in less than perfect conditions.” This is, of course, the essence of a Land Rover – and is why they continue to be popular overlanding vehicles.

During preparations the factory roof was removed, and in its place an AluCab Icarus pop-top was installed. Along with that came an interior load space conversion with storage, seating, and utilities like power, water and diesel-fired heat. Underneath the Defender benefits from upgraded Terrafirma suspension arms, HD OME suspension, custom drive shafts, and extra fuel storage. The venerable 300TDi diesel found in Land Rovers of this era is a reliable, well-respected, electronics-free powerplant, and Fitz’s motor benefits further from an upgraded head, improved cooling, new timing belt, and a few other refreshed or rebuilt components that were suspected to cause trouble down the road. Along the way they also collected a custom-built trailer, which offers more versatility in camp setups and a lot of storage space.

So far, they haven’t experienced any serious trouble. David always makes sure to keep up on maintenance and mechanical checks – the most common issues on a Land Rover take a while

FITZ FACTS: 64,144km Travelled 4,650 Bridges 358 Swans 46 Ferries 31 Burros 12 Whales 8 Wild Boars 3 Countries

to develop, so it helps to have a look underneath regularly to avoid surprises. As far as travel trouble is concerned, Pamela and David had hoped to reach Tuktoyaktuk. “Our most frustrating moment so far was not being able to get all the way north to Tuktoyaktuk on the Arctic Ocean,” says Dave. “At some point in the future we are determined to return to the Dempster Highway.” Certainly, they won’t be the only ones – many overlanders were disappointed to learn that the Northwest Territories would not be opening to any kind of tourists for 2021.

This air of uncertainty led them to adopt a new strategy: “Full time overlanding during a pandemic presents daily challenges and some disappointments, but we’ve learned to adjust and adapt and not to plan ahead more than a week or two at a time.” Overlanding or not, many of us have adjusted to the same attitude over the last two years. Fortunately, the U.S. border opened to land crossings in November of 2021, and the Blairs were able to escape to the Southwest and, eventually, Baja California.

What’s in store for the future? They’ll be enjoying an envious winter plying the streets and trails of Central America – Guatemala, El Salvador, Honduras, Costa Rica and Panama are all on the list. As for Fitz’s layout, that’s subject to change: “What you see right now may not be what you see in a few months,” says Pamela. “That’s where the bolt-together reconfigurability of the Defender platform comes in handy!”

Visit going-global.ca & @going.global.overland on Instagram to follow Fitz & the Blairs

Story and photos by Benjamin Yong

Following a short hiatus from Canadian dealers, the Nissan Frontier is back in 2022 form sporting an entirely new look, powertrain and more. While still riding on the same frame as before, standard four-wheel drive and the availability of a PRO4X off-road variant that we tested, as found on bigger brother the Titan, means there should be something here for most customers and enthusiasts. Read on.

“The all-new 2022 Frontier builds on Nissan’s six-plus decades of mid-size truck leadership with a bold new exterior, adventureoriented interior and the latest driver assistance and connectivity technologies,” says Marc-André Nault, vice president of sales operations at Nissan Canada Inc., in a news release.

Bearing a lot of aesthetic similarities to the aforementioned Titan, the Japanese automaker says inspiration was also drawn from the boxy ‘80s and ‘90s Hardbody pickup. A large rectangular black mesh hood takes up much of the front fascia real estate, flanked by similarly shaped interlocking LED headlights. A contrasting skid plate and chunky wheel arch flares give it some street cred, and the wraparound vertical taillamps sit above a cool multipiece rear bumper.

Both five and six-foot beds are sold depending on the specific model, the former doing a good job balancing agility and practicality. The new dampened tailgate with closure assist is a nice touch, as are the embedded LED lighting, factory-sprayed bedliner and Utili-Track Cargo System featuring aluminum cleats designed to slide around a series of channels along the wall and floor. Simply attach tie downs to the built-in loops and even the most awkwardly shaped cargo can be secured easily.

A slick Tactical Green Metallic paint option is being debuted — taking after the colour of “tech savvy backcountry gear” — though our press vehicle was sprayed in a striking coat of Red Alert that complemented the PRO-4X’s red grille emblem and tow hooks, and looked great against the tinted rear windows and all the other various dark bits of the exterior.

I wouldn’t exactly call the inside of the truck luxurious; however, the mostly black cabin has all the modern tech and accessories like a nine-inch infotainment touchscreen with Apple CarPlay and Android Auto connectivity, wireless smartphone charging pad, WiFi hotspot, heated steering wheel and front seating, big five-litre capacity armrest console cubby, moonroof and more. As always, the Zero Gravity seats provide comfortable support.

In addition, this is first application of an enhanced version of the Nissan Around View Monitor 360degree camera. Not only can it now detect and highlight moving objects on screen, but activates when the PRO-4X is in 4LO gearing and moving slowly to help avoid scrapes and dents during tight trail manoeuvres.

All Frontiers utilize the 3.8-litre V6 engine, making 310-horsepower and 281 lb-ft of torque, introduced in 2020. A capable if not the smoothest nine-speed automatic transmission replaces the outgoing fivespeed and is relatively snappy to change gears. The ride is fairly quiet for a pickup as the rear carpet has been upgraded and acoustic laminated glass fitted to the front doors.

Every trim is loaded with hardware specific to tackling challenging surface conditions. The shift-on-the-fly four-wheel drive system possesses 2WD/4HI/4LO modes operated by an electronically operated parttime transfer case. Hill start assist and hill descent control make traversing steep terrain an easier task, allowing you to focus on just steering. PRO grades receive extra equipment on top including an electronic locking differential and heavy duty Bilstein suspension.

The 2022 Nissan Frontier is manufactured at the company’s Canton factory in Mississippi, and starts at $39,998 for the S King Cab and $47,498 for the PRO-4X Crew Cab.

Base price (MSRP): .................................................. $47,498 Type: ........................................................................ pickup truck Layout: .......................................................... front engine, 4WD Engine: ........................................................................... 3.8L V6 Transmission: ..................................................... 9-speed auto Power: ....................................................... 310 hp @ 6,400 rpm Torque: .................................................... 281 lb-ft @ 4,400 rpm Brakes: ................................................ front/rear disc with ABS Fuel Consumption (L/100km, city/hwy combined): .14.3/11.8