The truck is brand new and fully decked out with all of the hardware and tech Block will need to be competitive in the desert. There are several feet of suspension travel and loads of onboard equipment for navigation and lighting, as well as a massive fuel cell and two spare tires out back. Powering the truck is an 1100-hp 7.7-liter big-block V-8 built by Dougans.
Are trophy trucks RWD or AWD?
Interestingly, it’s because of the suspension that most trophy trucks are not in fact all-wheel drive. Even now, they tend to be rear-wheel drive despite the intense demands of the terrain.
Block announced earlier this year he plans to compete in the Baja 1000 in November, adding off-road desert racing to his long list of accomplishments. He and his Hoonigan team today revealed the truck he’ll be driving, a Geiser Bros.-built G6 trophy truck decked out in a stunning tri-color livery designed by Ricardo Gonzalez.Block will be joined by two additional drivers: 2019 Baja 500 champion Alan Ampudia and 16-year old Jax Redline, a rising star in the trophy truck scene. So while Block may be a newcomer, his teammates have all the experience needed to keep the team at the top of the leaderboards.
Since Ken Block split with Ford after 11 years of partnership, the professional rally driver and Gymkhana extraordinaire has been trying out all sorts of new cars. He now drives a Subaru in America’s rally championship series and even tried out a Skoda Fabia R5 just for giggles. And he’s not done experimenting yet.Tires are typically 39 inches (99 cm) tall or larger on 17-inch (43 cm) lightweight alloy wheels. Trophy trucks usually carry two spare tires in case of puncture. Total wet weight is around 3,500 pounds (1,600 kg) minimum, with the mass necessary to absorb the rougher terrain in desert racing. A trophy truck, also known as a Baja truck or trick truck, is a vehicle used in high-speed off-road racing. This is an open production class and all components are considered legal unless specifically restricted. Suspension travel is around 24 inches (61 cm) of wheel travel in the front and 36 inches (91 cm) of travel in the rear, although this may vary depending on chassis design. Most trophy trucks use independent A-arm suspensions up front. In the rear, most trucks feature a three or four-link setup with a solid rear axle, while some use various types of independent suspension. Suspension and damping duties are handled by one or two shock absorbers per wheel, usually consisting of one coil-over and one by-pass shock. Fox Racing Shox, Bilstein, and King Shocks are popular among competitors.
Trophy trucks have been traditionally two-wheel drive but recent developments have seen more than one truck builder implementing all-wheel drive equipment. Lately the top teams have been moving toward AWD designs. Most feature a 4130 chromoly steel tube-frame chassis covered by an aerodynamically engineered composite body. All trucks are equipped with a steel tube roll cage. The SCORE International Rule Book defines and specifies the trophy truck requirements.Gasoline engines are naturally aspirated, and typically Ford or Chevrolet V8 engines, generating in excess of 1100 BHP and 950lb-ft of torque. Turbo charged diesel motors are allowed, with a minimum size of 5.0 liters to a maximum size of 6.6 liters, with two turbo chargers. Turbo engines must be fitted with an air restrictor.
With no proven formula, the initial trophy truck designs were very varied, usually with no two trucks the same. Over a development process of ten years, eventually engineering firms like Geiser Brothers, Jimco, Racer Engineering, and ID Designs became known for producing successful trucks. In recent years new truck builders such as TSCO Racing, and Mason Motorsports Inc., have produced very advanced machines with many top racers seeing successful finishing results.Although any truck that meets the safety standards can race the trophy truck class, they, for the most part, feature long travel suspensions and high power engines. They are intended for desert racing only, and are not street legal. These vehicles are properly known as “trophy trucks” when raced in SCORE International sanctioned races, and “trick trucks” when raced in Best in the Desert sanctioned races.
Since the class was introduced in 1994, the development of the trophy truck has been rapid. Prior to that date, SCORE’s Class-8 rules dictated that the entrants must use a production frame. The introduction of the trophy truck class brought with it new freedom for competitors with minimal rules in its construction. Intense development in full-tube chassis and suspension travel led to previously unseen performance and speed.
Transmission is a choice of either three-speed automatic or six-speed sequential gearbox. The three-speed TH400 gearbox predates the Baja 1000 but remains popular among competitors due to the long gear ratios and capability of handling the torque spikes caused by off-road racing. The six-speed sequential gearbox appeals to competitors due to the ease of changing gear ratios quickly.For the first time ever, Cup Series cars will be largely spec, with teams needing to purchase parts and components from official vendors instead of an open market or within their own shops. Cars will largely become kits that need to be constructed rather than developed. This has been done in the name of cost containment and competitive parity.
The rear wing was met with so much fan vitriol that it was replaced with a spoiler halfway through 2010, and the splitter was reduced in the hopes to minimizing terminal damage from the slightest of contact. Dodge departed the sport after winning the 2012 championship with Brad Keselowski as very few teams had signed with the OEM for the Gen-6 era.
The third and final permitted modification was the use of heavy-duty rear axles, which were intended to prevent rollovers. Aside from these three outlined modifications, nothing else was permitted to be done to the car. The Strictly Stock cars were used until 1966 when NASCAR ordered its first significant competition change to the Grand National Division.
What is now widely considered as Generation 1 debuted with the sanctioning body in 1948 and resembled nearly identically the on-street counterparts. NASCAR saw countless manufacturers participate from Chevrolet to Chrysler, Volkswagen and even Jaguar.
Three items were mandatory: Each car needed to have a strictly stock body and frame. This means that essentially, when a driver purchases a car from the dealer, no modifications could be made to the car’s body and frame. It was to be left as is.
The Car of Tomorrow was a complete departure from everything that came before it. Designed with a front splitter and an almost V8 Supercar-esque rear wing, the COT was visually new territory for the Cup Series.
The splitter and wing could be adjusted in the name of competition, but the splitter proved nimble when introduced to infield grass. The bodies were all identical, providing no manufacturer relevance whatsoever, a point of contention to Chevrolet, Dodge, Ford, and Toyota during its lifespan.This was the only generation of NASCAR race cars to have actual doors. Given they were customized street cars, the doors were a massive issue for driver safety. NASCAR eventually mandated that the doors be bolted or welded shut—providing the genesis of entering through the window.
The changes made the cars faster and more aerodynamically sound. Again, there were no doors to be seen, bigger spoilers, and a more streamlined design as well as manufacturer support from GM, Ford, and Chrysler, with teams having access to six different brands. The heavy support from the three parent companies meant teams to could still buy body panels and other parts directly from the manufacturers.
In 1991, NASCAR debuted what is now considered its most iconic generation of platforms. These cars featured completely modified bodies and looked almost nothing like their street counterparts. Aside from the vague shape and decals, it was clear these weren’t street cars but track specific race cars.Initially, the platform will use the current generation ICE V8 engine formula but will eventually adapt an electric or hybrid counterpart over the next decade. The seventh generation of NASCAR Cup Series car will debut in 2022 under the Next-Gen moniker. While every generation of car represented an advancement in technology, safety, or aesthetics in some notable way, there has never been a leap in evolution like the one under the upcoming platform. By 1981, gone were the days of a car being showroom-to-track, as these custom-built cars only vaguely resembled their off-track counterparts. The cars became smaller, which NASCAR claimed was to help the showroom equivalence, but they were generally very different.The Gen-4 era saw the departure of three GM brands—Buick in 1992, Oldsmobile in 1994, and Pontiac in 2004. It also saw the return of Dodge in 2001 and the debut of the first Asian manufacturer in Toyota in 2007. NASCAR regulations still required the showroom equivalents be built in the United States with Toyota plants located in California, Texas, and Kentucky.
The bodies changed as well with steel bodies being phased out by fiberglass. This reduced the weight of the car and gave it an even greater weight-to-power ratio. While the parts kind of resembled the showroom models, many teams used these features as merely cosmetic. This extended to the bumpers, nose, and tail of the car.This car will be used through the duration of the 2021 season and will be replaced by a new generation of spec car in 2022—currently christened the Next-Gen.
The cars also used a 110-inch wheelbase, which was a significant reduction from previous years. This generation had the shortest lifespan to date, lasting just a single decade—and the ‘90s introduced a completely different game.In a departure from the “anything goes as long as it’s stock” approach from previous years, NASCAR sought increased parity with its new rules package. While the win on Sunday, sell on Monday approach was still a driving factor, NASCAR permitted teams to be more liberal with the modifications made to the frame. The teams were allowed to adjust the chassis but the body was to remain stock. The cars no longer featured doors, but still closely resembled the on-the-road counterpart. Richard Petty’s 1973 Dodge Charger looked almost identical to one that a customer could have purchased at a local Dodge dealer.
This car did produce the greatest safety gains in the history of the sport. The COT was a variable tank of a platform, evident by a 2008 crash at Texas Motor Speedway when Michael McDowell struck the wall at nearly 200 mph and barrel rolled down the straightaway. After 10 rollovers, McDowell climbed out without injury. Violent incidents involving Carl Edwards, Ryan Newman, Kyle Busch, and Kasey Kahne also provided a testament to its safety.
These cars were increasingly bulkier, faster, and tougher, relying on maximum aerodynamic grip to make speed at every type of racetrack. The on-track action on some of the biggest tracks took a hit during this era, but the real competition was found in the shop. The cat-and-mouse game between the sanctioning body and teams had never been more intense.
Three companies were contracted to build and design chassis for NASCAR—Holman-Moody, Banjo Matthews, and Hutchensen-Pagan. This started NASCAR’s move away from stock cars and toward specially designed race cars. This was ever more apparent when the 1980s came around.The only things that will be different from car-to-car is the engine inside and the body outside. Chevrolet, Ford, and Toyota have each created individual body styles that are the closest representation to stock cars since NASCAR stopped using production models in the 1980s.
Chevrolet, Ford, and Toyota unveiled the now current generation of NASCAR machines. The Gen 6 featured the return of manufacturer identity with individual bodies designed to reflect showroom counterparts. The chassis beneath the shell was largely spec and featured very little competitive wiggle room.
NASCAR routinely hired some of the best veteran crew chiefs to serve as competition directors during this era and eventually introduced a state-of-the-art laser light inspection station to do what traditional templates were unable during the first half-decade of its tenure.We are happy to welcome you to TSCO Racing. You’ll find some interesting information about us. We design and fabricate championship winning off-road race cars and trucks.
When heavy loads are placed in the truck’s bed, it sits directly above the rear axle, which balances the load’s weight over the vehicle’s power center.
Pickup trucks, SUVs, and all-terrain vehicles often have RWD because it provides more power and better weight distribution. When towing, trucks with RWD have more traction and can pull more weight than FWD vehicles.Before discussing the standard RWD drive train in pickup trucks, it’s important to understand the differences between front-wheel drive, rear-wheel drive, four-wheel drive, and all-wheel drive.Some trucks have variable AWD, which allows drivers to activate it under certain driving conditions, while some compact trucks used for everyday driving are produced with FWD.Most pickup trucks come with rear-wheel drive because they’re more affordable and fuel-efficient than AWD vehicles but provide more power for towing and hauling than FWD vehicles.
What size engine is in a trophy truck?
Powering the truck is an 1100-hp 7.7-liter big-block V-8 built by Dougans.
RWD works the same way with towing as it does with hauling. With RWD, the truck’s power center is more evenly spaced between the truck’s weight and the weight of the trailer.
What chassis do trophy trucks use?
Most feature a 4130 chromoly steel tube-frame chassis covered by an aerodynamically engineered composite body. All trucks are equipped with a steel tube roll cage. The SCORE International Rule Book defines and specifies the trophy truck requirements. Cached
However, you won’t find a mid-sized or larger truck with FWD as they’re commonly used as work trucks or for off-roading – activities that require more power and the better weight distribution provided by RWD.There are four kinds of drive trains available for motor vehicles: front-wheel drive (FWD), rear-wheel drive (RWD), four-wheel drive (4WD), and all-wheel drive (AWD).Generally speaking, however, mid-sized and larger trucks use RWD because it’s the most effective drive train for hauling, towing, and driving on rough or uneven terrain.Making way for two new trucks,TNC Machine offers TNC Trophy Truck for Sale. 2” Score Legal Chassis, 125” Wheel Base, 90” Track Width, Strapped to 26” Front, 34” Rear. 5,000 lbs In race trim. All powdercoated sheetmetal. Exceptional Detail. Fresh 800hp Carbureted Dry Sump Aluminum Kincaid Racing 443ci Small Block, Weldon Fuel Delivery, Culhane C6, TCS Converter, new Currie Axle Housing with 5.43:1. CNC Brakes, Howe Rack, King 4” Shocks, 4/5 tube Bypass, 2.5” bumps, 10 ea. 39” Projects on TrailReady HD17 Wheels. 65 gallon fuel cell. 7” Lowrance, new harnesses.Flame out system. Parker Pumper, Full complement VisionX internal HID on bar and bumper. Compete redundant ignition and fuel systems. This truck is prepped and 100% ready to compete. 100% parts availability as this truck exists completely in CAD. Complete spare package available including transmission, loaded rear housing, suspension links, hubs, brakes, etc. Ready to race Trophy Truck or could be easily converted to 6100 with engine swap. For more information email here.
An idea about the higher speed limits would help you plan your races no matter how short or long your courses are. If you can afford a premium truck, this won’t be a matter of concern, as most high-end trucks have a high revving motor. But taking the budget-friendly options into account, an understanding of the speed limit of your truck will be invaluable.Stability is the prime consideration, going for a larger tire than stipulated would harm than good. Larger tires add to the overall weight of the truck which disturbs the stability and thrust forward. Moreover, it puts greater stress on brakes, hubs, and shocks.
The performance of the truck won’t be the same when the power generated at the engine transferred through the axle fails to reach the surface. The tire should be large and heavy treaded as it imparts better ground clearance and cushioning.
If you are an Unlimited Truck owner, you know the extent of customization and upgrade options that are available in the market. But the real question lies in the kind of upgrades you should do on your Unlimited Truck or what are the components that would make an ideal racing truck for challenging situations?The evolution of Unlimited Trophy Trucks has undergone a paradigm shift ever since its debut in desert racing. The toughest of trails where these trucks are to be operated broke all existing barriers in the design and chassis manufacturer dimensions.
Apart from these standard checks, you should look for a crew truck with additional features like communication systems or skid plates, or digital mapping systems. A good communication system and the mapping system will keep you on track in the race patch. It is also one of the must-haves if you are planning to participate in race events in deserts.I. TH400: It is one of the oldest transmissions in the market. Although it might seem obsolete in its design and performance, the endurance and the capacity to take the damage in the harshest of weather make it the favorite of many. When it comes to enduring abuse, there are not many options left other than a TH400.
Is a Ford Raptor a trophy truck?
Overview. The Ford F-150 Raptor is a SCORE off-road trophy truck living in an asphalt world. It wears extra-wide fenders, long-travel suspension, big tires, and the high-performance demeanor of a Baja-bashing race truck. It even earned a place on our 10Best Trucks and SUVs list for 2023.
This article will discuss in detail what to look for when buying a trophy truck. While a perfect trophy truck is still beyond reality, the following are some of the key hints you should look for when you plan to own a trophy truck.Even though 4×4 trucks are known for high-speed stability, it is less labor-intensive, and lighter 2WD transmission is the most sought-after choice for many. For those who are less financially concerned we’d recommend them to choose an all-wheel-drive truck due to its stability and drift resistance.
What truck is the trophy truck based on?
While Recoil 4 technically stars BJ, the real stars are his trophy truck and the streets of Havana, Cuba. Baldwin’s trophy truck is based off a Toyota Tundra TRD Pro, but little besides the badge remains from the road-going automobile.
Choosing the right transmission matters a lot while handling the high speeds in the desert trails. While 4-wheel drive trucks would be an obvious choice in the desert tracks because of their improved traction and lesser chances of getting stuck, 2-wheel drive trucks are more popular.It is a 6-speed Sequential transmission that is recognized as a game-changer by all means in the history of trophy truck racing. It is known for its rugged design and lightning-fast gear shifts. The smoothness of shifts is unmatched when compared to other options in the market if you can afford one of this kind.Cast wheels are manufactured by pouring the molten metal into the mold and left to harden. As the process is simple, cast wheels are easily available in the market and make a compromise in their durability. While there are better alternatives considering the rough patches, they can be comparatively expensive.
Why are trucks RWD not FWD?
Pickup trucks, SUVs, and all-terrain vehicles often have RWD because it provides more power and better weight distribution. When towing, trucks with RWD have more traction and can pull more weight than FWD vehicles.
Race versions of V8 engines are the most preferred choice when it comes to Unlimited Trophy Truck. These V8 engines can churn out well in excess of 800hp and are made for the most demanding of conditions in deserts. The engine should always be in the higher band of rotations, so choosing a V8 would be a safer option rather than choosing a different one as the components can be shared with fellow mates.It was an industry where there was no hard and fast when it came to the design part. But with the present-day key players such as Geiser Bros., Jimco, Herbst-Smith Fab, TSCO, Racer Engineering, and ID Designs staging into the competition things started changing for good. Repeated trophy wins reiterated their names and designs which later became a new norm for the designs.
How much hp is a trophy truck?
Limited 4-wheel vehicles similar in appearance and size to SCORE Trophy Truck® Class limited to specified Sealed Motors with maximum 525 hp.
The E40Ds introduced by Ford was for the larger diesel-powered engines in the late 1990s. A set of hybrid injectors when mated to these engines generate trophy truck level power outputs which are easily handled by the automatic 4R100 transmission. Just in case you are looking for a trusted partner with whom you can reach, for the components of your truck, then you should consider tab zone. Being in the service for the past years, they handle all the queries for your needs delivering you the best components at the most competitive price in the market. Reach their website for more details now. Among the many reasons for the popularity of 2-wheel drive cars, the lesser number of parts that are prone to damage in a 2WD truck when compared to a 4WD is the most popular one followed by the affordable service cost of the 2WD vehicles.There is no predefined limit for speeds, as making the truck quicker will be advantageous for the driver provided the stability is maintained. Note that the higher engine rotations shouldn’t compromise the engine smoothness which can deteriorate the driving experience on the trails. Suspension is another important component to look for while investing in a trophy truck. While most people would recommend you to go ahead with a longer travel suspension we recommend you go ahead with the combination of boxed suspension, known to have better durability in the front, and the linked suspension in the rear. Forged wheels are comparatively dense and resistant to the hard hits the trucks are bound to take, all thanks to the heat treatment and mechanical energy input given into the metal block in the process. Taking all factors into account, it would be wise to choose a forged wheel over a cast one.
The tech behind the suspension is always improving. In 2013, for example, one of the main issues was keeping the shock oil’s temperature low to avoid decreasing the viscosity. Four Wheeler elaborates how suspension companies Fox and King went about this in different ways. Fox’s had an additional heat sink and built it so that “as the shock works harder and goes through its stroke faster, the more fluid is pumped through the system”, claiming to reduce temperatures by up to 100 F. King’s involved some simple calculus; their shock oil reservoir is “heavily finned” (i.e., star-shaped) to increase the surface area exposed to cool outside air.
Trophy truck suspension is the stuff of legends. It has to be when you’re in a race with ruts up to four feet deep. Generally, there are two shocks up to 5.25 inches thick on each wheel; many combine a coilover and a bypass shock. The springs can get at least two feet up to nearly a meter of travel, complemented by huge 37-40 inch tires that can weigh up to 100 lbs due to their reinforced sidewalls. Off-Road Xtreme explains in detail: “most utilize an A-arm suspension system on the front of the truck, and a three or four- link system with a solid axle in the rear. There are chassis available that employ various types of independent rear suspension systems, but the four-link systems seem to be the norm.”
Thankfully, there is a variety of sports pickup – the “trophy truck” – that is intended to be an unstoppable off-road machine. The trophy truck class was invented in 1994 as an unlimited off-road class. Granted, a trophy truck’s ability to “pick up” anything at all is completely absent, but these are racers. Besides, they usually pack a spare tire and some gas cans back there.However, trophy truck engines might just beat them out. These days, they can displace over 9 liters and make anywhere from 700 to 1000+ hp – many of them naturally aspirated, no less! Trophy truck engines need to make a lot of torque, and they need to make it across a very broad power band because of the wide variety of speeds you might hit in a race: anything from rock crawling to doing 140mph down a wadi.
The power isn’t being filtered through some eight-speed paddle-shifted doppelkupplungsgetriebe either. Quite the opposite. Trophy trucks have mostly used GM’s ancient TH400 automatic – a three-speed transmission that debuted in 1964 – or Ford’s slightly less aged E4OD four-speed automatic dating back to 1989, because they’re the only boxes that are tough enough. It was only in 2013 that Robby Gordon won the Baja 500 race with a six-speed sequential Albins ST6-I transmission.
Trophy truck tech is a juggling act in some ways. The fact that the individual parts are getting larger to enable higher speeds means more surface area for dust to accumulate – and more surface area that needs to be cooled. Still, there are some marked improvements. More advanced electrical modules have made them much less complex, and the advent of extremely tough, bright and compact LEDs is promising. We look forward to seeing what milestones the trophy truck will reach next.Pickups are, in principle, supposed to go off-road half their lives. Watch the average commercial and you’ll get the sense that pickups are owned by men, manly men with dusty work gloves – men who are definitely honest despite working in construction, a notoriously corrupt sector, and longtime Mafia cash cow. In truth, most pickups are only that big in order to keep pace with the crash safety arms race and will never see the business end of any dirt road an FWD Corolla couldn’t handle.
What is the best engine for a trophy truck?
Race versions of V8 engines are the most preferred choice when it comes to Unlimited Trophy Truck. These V8 engines can churn out well in excess of 800hp and are made for the most demanding of conditions in deserts.
Interestingly, it’s because of the suspension that most trophy trucks are not in fact all-wheel drive. Even now, they tend to be rear-wheel drive despite the intense demands of the terrain. It was only as recently as 2016 that an AWD trophy truck (by Geiser Brothers) actually nabbed first place at Best In The Desert Parker 400. Generally AWD platforms can’t handle the suspension travel or the abuse that the terrain forks out.
There has historically been some debate about what determines the most difficult kind of engine to build. Engine Builder Magazine suggests that the previous champion was the mills fitted to offshore powerboats. These are engines that are constantly tilting along the X, Y, and Z axes, propellers lunging in and out of the water, all while viciously bouncing up and down like a kangaroo on PCP. Add that to the sheer power demands and you have a very difficult piece of machinery to keep running.
Sources: Engine Builder, The Drive, DriveTribe, Off Road Xtreme, History Garage, FastR, Moto Networks, Four Wheeler, Industrial Metal Supply Company, Gotham Center For New York City History, World Economic ForumAll that power makes them very thirsty for air, and many of the courses they run (most notably the infamous Baja races) are absolutely choked with dust, which demands high-quality filtering. Virtually every part of the engine ends up tuned even if there’s a mass-produced crate engine serving as the base. The engines also need to be able to run on full throttle for hours, which also necessitates massive 60-100-gallon fuel tanks to compensate for the 2-3 mpg they manage.
What are the 3 main Nascar chassis?
Three companies were contracted to build and design chassis for NASCAR—Holman-Moody, Banjo Matthews, and Hutchensen-Pagan. This started NASCAR’s move away from stock cars and toward specially designed race cars.
Trophy trucks are heavy. Jimco’s 2012 R&D Motorsports truck was just under 5400 lbs, and that’s considered very light. They can weigh up to 7000 lbs (with a 60/40 weight distribution) and it’s very intentional. A lighter truck would get zero grip on the bumpy surfaces, bounce merrily along and hurtle into a gulch the moment it got any momentum.As advanced as trophy trucks get, there are a number of ways in which the optimal build flies in the face of conventional wisdom. Generally, for a vehicle with this huge amount of horsepower on rough terrain you want all-wheel drive (AWD) for grip and acceleration, you want a state-of-the art transmission to handle the power, and you want to shed weight wherever you can. None of these things are a given for trophy trucks.Harry Green is a lifelong auto enthusiast layman taking the opportunity to learn and inform through writing. A graduate of Yale University’s African Studies program, he aims to bring his intensive research skills to bear in an entirely new field. He has had a book and movie review published by Providence web magazine and 40 album reviews written for Metal Temple. When not writing, he draws, watches anime and listens to metal, synthwave and the occasional K-pop banger.My cousin Eddie has been jabbering all week about getting a trophy truck and getting into desert racing. He waves me off when I tell him he’d never be able to afford a trophy truck on his barista. Just out of curiosity, how much does a trophy truck cost?
Complete with funny car cage, shock mounts, wishbone tabs, 4-link brackets, 360 degree drive shaft loop, lower control arm tabs, upper strut mount tabs, and rack and pinion tabs.
With basic fabrication skills, building your own racecar is easier than ever with TMRC\u2019s unwelded chassis kits! Unlike most generic chassis kits that are simplified for universal fit, these premium kits follow the same blueprints used in TMRC\u2019s chassis shop for complete Pro Modified and Top Sportsman builds. The result is a race-proven chassis design that is specifically tailored for your truck. Check out the information and video below to learn more!
