2019 Ram 3500 4x4 Diesel, R&D

Ram 3500 - Factory Leaf Springs [fusion_youtube id="https://youtu.be/IYKN9zWZB8w" alignment="center" width="" height="" autoplay="true" api_params="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" css_id=""][/fusion_youtube] The first truck we saw from the 19 platform was the Auto-Leveling Air Assist, that article can be found below. Next up was the 2500, now, we got a 2019 3500 SRW with the factory leaf springs in the back. Sure enough, the changes we found in the sister-platforms mirrored the changes on this truck with a few to add. The newly developed front end parts - 2019 specific Adjustable Track Bar and Torsion Sway Bar – bolted up exactly as we anticipated they would. Something new to the 3500 platform, the truck only had a 1-1.5” rake to the rear. All others we’d seen to date have measured 2.5”-3.0” down in the front respective to the rear. With this, the 2.5” Leveling system will now carry the option for a 1” block or Progressive Add-a-Pack to level the rear to the left provided by the Carli Leveling Springs. These products will be 2019+ specific as this truck also sports a larger 4.25” axle tube compared to the previous generation’s 4”. Moving up to the 3.25” Systems, the changes above made the installation seamless. As with the leveling kit, the rear height required slight adjustment and will now carry the option between an Add-a-Pack/Block Combination of the Full Progressive Leaf Springs. The only products we were not able to complete were the high mount stabilizer (due to drag link changes) and the Long-Travel Airbags thanks to the 4.25” Axle Tube and redesigned upper cross member; these products are still in the works. The website should be updated with a “2019+” 2500/3500 within the next few weeks and we’ll make all products and systems available for preorder. Our current Ship ETA for the completed systems is December, 2019. [fusion_separator style_type="single solid" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" sep_color="#000000" top_margin="20" bottom_margin="20" border_size="3" icon="" icon_circle="" icon_circle_color="" width="" alignment="center"][/fusion_separator] Ram 3500 - Auto Leveling Air Assist The Facelifted Exterior and Interior bring the biggest changes, by far. Inside the cabin of this "5th Gen", you'll find a level of luxury elevated to a level yet to be touched by any other HD truck manufacturer. Leather-wrapped elegance in a virtually silent cockpit topped with a massive touchscreen adorning the dashboard. Think Range Rover Meets Tesla; we're impressed! In question for quite a while was the exterior facelift; people had their concerns from concept to release. The color matched exterior of this truck put all those concerns to rest. No easy feat, Ram ensured the exterior redesigned matched the fit and finish of the interior feeling both grown up and dressed to impress all while keeping the look and feel of an HD truck. The part for which you're here - the suspension... This truck was equipped with the Auto-Leveling Air Assist from the factory. Despite all the aesthetic refinement to the platform, this truck rode horribly off the showroom floor - not surprising respective to the truck's payload capability. First thing's first, we have a production system tailored to the 2013-18 predecessor and the suspension appeared similar in all press. A local customer picked up the first 2019 off the lot and dropped it at our shop before his 2nd fill-up. We won't bore you with the details - the new platform is strikingly similar, suspension-wise, to the 2013-18. We went to work and were impressed with the steering and suspension changes outlined in the video above. Everything installed with relative ease. The Adjustable Track Bar and Torsion Sway Bars needed a tweak to work on both platforms, changes noted and game-plan formulated. The exhaust on this rig is so massive, we needed to change the hardware on the Radius Drops as we could not fit a standard nut between the frame and exhaust. All in all, the front was the best we could've hoped for requiring only minimal tweaks to existing products while showing massive improvements in the overall factory design - namely the steering and track bar bracket (see the video for more details). In the rear, the Full Progressive Leaf Spring Packs (Auto-Leveling Air Assist Springs), Airbag Spacers, and Leveling Sensor Drops bolted directly in. We were pleasantly surprised to find that Ram relocated the air tank and it no longer interfered with our Radius Arm Drops or the Amp Power Steps. Wheel and tire fitment remains the same as the previous years. Fuel provided our customer a set of 20x9" Podium Wheels - we wrapped these in 37x13.5" Nitto Ridge Grapplers requiring minor trimming to clear. Overall, we're beyond happy with the new RAM. In the day and age of manufacturers neutering vehicles into crossover aesthetics with concern only for fuel economy, it's refreshing to see a truck that looks and acts like a truck. We're Excited to get a 1500, 2500 and 3500 (standard leaf spring) for the next round!

TRUCKS X TRAILS [fusion_separator style_type="single solid" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" sep_color="#e07e27" top_margin="" bottom_margin="" border_size="2" icon="" icon_circle="" icon_circle_color="" width="" alignment="center"][/fusion_separator] I squinted towards the neon lights of the Robber’s Roost motel as we rolled into town. It was only 8:30pm, but you’d think it 2am given the tranquility of small-town Green River, Utah - not a soul in sight. After cruising the strip in search of food, we settled on a little spot called Ray’s Tavern; choices are easy when you’ve only got one. We snuck in just before closing - anything is good after 13 hours of driving but that cook whipped up some mean patties. You could tell it was a local’s hang out; well-worn furniture and a bar edge polished by years of elbows almost begged to share stories. This was our last stop in civilization before heading into the unknown. After paying the bill, we rolled out of town and hit the dirt. Our first campsite pin was tucked in a narrow canyon surrounded by towering orange cliffs. The dirt roads leading to our site were rutted, the low spots filled with dried mud flows testament to the previous week’s heavy rains. The road wound through the canyon as I pitched the truck around the turns eventually revealing the perfect spot. The temperature falling fast, we made quick work of setting up shelter. Our friend, Austin, was driving separately and supposed to be rolling in soon; we decided to hit the sack and hoped he’d find us in the dark. It’s hard to sleep when you’re cold, even with a decent sleeping bag and a down comforter, I was shivering in my tent and rest seemed like a pipe-dream. My ringtone broke the silence amidst my fruitless attempt to sleep. It was Austin, expected hours earlier - “Did you get my text? Not sure I’m going to make it tonight… or at all,” he said. I looked at my phone and saw a photo of his truck on the side of the road resting on the front brake rotor, his fender was smashed upward into the door. “You lost your wheel?” I asked. “No, I found it,” Austin said. “It went through a ditch and into a horse corral near the highway. I’m getting towed a few hundred miles away from you to a Ram dealer. My wheel passed me while going 80 down the highway… I’ll call you in the morning and we can figure things out.” Suffice is to say this wasn’t how the trip was supposed to start. The rising sun awoke us from our frozen slumber; we emerged from our icy tents to convene in the warmth of the morning glow. The grey soil bathed in the warm light. Looking around, I could already see the lines. From the initial review of our surroundings, we were in for a treat. My excitement was quickly hampered in remembering the 3am phone call. “Where’s Austin?” asked Sammy. I brought Sammy and Tommy up to speed on Austin’s situation. Naturally, things became more complicated given Austin had all of our food, two bikes and our cooking supplies. We decided to call him to figure out what to do next. On the other end of the phone, a clearly exhausted Austin reported that he had spent the night in his truck, beached on three wheels, in the service lot by the tow truck - afraid someone would steal his stuff while he slept, he spent the entire night awake. The dealer had the Hubs and Brakes in stock to get his truck rolling again but he was bummed. “I’m just going to drive home after I sleep a bit; come meet me and get the food,” his voice crackled in the phone. That meant a 5-hour detour south and away from the staked camp site and riding zone and an entire day of the trip lost. After talking with the crew, we had no choice… if Austin didn’t want to come, we had to drive south and meet him. In our discussion, we decided our goal of the detour would be to rally Austin to rejoin the trip. Without him, we’d be a one-truck show that started as three; we’d lost our buddy Cody before we even left LA! We drove to his GPS pin and found him asleep in his tent in a dirt lot. His truck was mangled, but still drivable despite the tire smashed fender. After a sandwich, some sleep and a bit of peer pressure, we had Austin’s mood turned around. With a bunch of high fives, and freshly filled tanks we headed north back to Green River, Utah. We decided to check out a different spot, Blue Castle, on the advice of local MTB ripper, Erik Hendrickson. The satellite imagery revealed it to be a bit more extensive than the previous campsite; we rolled the dice and set the coordinates. Our pin led us down a farm road that meandered away from a little town back into the hills. The flat farmland began to elevate and the soil transformed to the familiar grey. Good visibility meant we could make up some time in the dirt. Austin and I weaved back and forth in each other’s dust, flying along at 40-50mph. Even loaded with gear, the trucks stayed composed and didn’t skip a beat. As we hammered along, we could see the riding zone from the satellite maps emerging in the distance. Our eyes lit up and Tommy and I instantly started pointing out lines. Our group decided to set up camp then explore. The zone was a wonderland of lines. It was like nothing any of us had ever seen or ridden before. At the center was a towering formation with steep chute lines that branched into finger-like ridges at the bottom. Jumps and previous hits from bike movies I grew up watching traced the landscape. It was surreal to ride a place normally reserved for the pros as an average Joe. By the time we finished scouting, dusk fell and we headed back to the trucks to fire up the Skottle to cook dinner. The trip south to grab Austin proved worth the effort when he unveiled a cornucopia of good eats for the group. With full bellies, we crawled into our sleeping bags. The next morning, it was game on. We geared up anxious to get some shots in the bag while riding dream lines. We’ve watched enough videos to know you don’t just drop in here. Everything is bigger and way gnarlier than it seems at first glance. Features that looked small as we walked around the day before were actually 20-30 foot gaps and many lines that appeared rideable from a distance boarded suicidal. On the way up the spire, I scouted a steep side-chute and decided it to be our first victim. It’s one of the steepest lines we’ve ridden, but manageable once we broke into the soft soil under the crust. I rolled up to the chute and dropped in only to immediately rethink my game plan. The soft soil I’d hoped for wasn’t as soft under the tires - the braking traction just wasn’t there. Normally I wouldn’t mind opening it up, but the line had a five foot drop part way through. At speed, that five feet could quickly turn into a whole lot more. When in doubt, throttle out, right? Again, the decision was easy with only one option as there’s no stopping on stuff this steep. After a white-knuckle ride down the face I made it onto the lower ridge at break neck speed. Of all the places I’ve ridden my bike, none have ever been as exhilarating as Green River. The next morning, Austin treated us to some burritos. We cooked chorizo, eggs and hash browns and topped it all with salsa and guac. Pro tip: if you ever do a camping trip, invite a friend that has a portable fridge set up! With Tommy left to lounge at camp after an injury the day before, Sammy, Austin and I took to the hills in search of more lines. After a few days on the front terrain, it was time to explore the back. Though we had only seen them from afar, there were several promising ridgelines that grew from a steep central face under a bright orange cliff. As was becoming a theme in the Green River zone, the terrain looks more ridable the further you are from it. Once you’ve called out a line, there’s no going back. A double drop line had been haunting me all week. I knew it would be gnarly, but wanted to push myself. Sammy cued up the drone, there was no turning back. After taking more chicken runs than I’d like to admit, I told myself I’d send it on the next one. There’s always an odd feeling when you push yourself to do something you know is toeing the line on the wrong side of your comfort zone. In 30 seconds time, you can either be in a world of hurt or at the bottom celebrating with your friends. Taking a deep breath, I rolled in - my mind forcing my body. I don’t think I took another breath until my victory yell as the high fives went around. With a massive sigh of relief, we headed back to the trucks for a final dinner before heading out. There’s no better feeling then leaving a riding spot knowing you hit every line you wanted to send and successfully pushed yourself in the process. To say it’s exhilarating wouldn’t do it justice. This was the coolest terrain I have ever put my tires on. With the riding in Green River checked off the list, we set our sights for the next camp spot – a waterfall near Zion National Park. Austin had been before sharing tales of its picturesque serenity. The drive in was said to be miles of rough roads with plenty of opportunities to stretch the trucks’ legs. This was our chance to really get after it in the trucks as we were hankering for some solid seat time. We fueled up in town, replenished the firewood and headed back out. Austin led as we climbed the road up to the falls. Pavement turned to dirt and we felt right at home. The rocky soil made for a rough, cobbled road full of square edges and rock slabs. It’s the kind of place that would put you in a world of hurt driving in a stock vehicle at anything above a crawl. The beginning was rocky and technical from the recent rains erosion of the surface. Getting ample chance to stuff the 37’s into our fenders, we climbed further up the trail, tires clawing for grip on the rock slabs. Following the climb, the road opened into sweeping corners along a steep hill that were the perfect width to let the trucks run at 40mph+ as they trailed massive clouds of red dust. While all our gear didn’t appreciate the roller coaster, we were all smiles as we carved the dirt canyons. Behind us, a perfect sunset lit up our dust and made for some incredible views. The road dropped downward and the shrubs grew denser. As we emerged from a cluster of trees, the sight of a picture-perfect waterfall greeted us. The best part? There wasn’t a soul in sight! We made quick work to pop out the roof top tents and took a beeline for the falls. After not showering for a week, a dip in the creek sounded perfect. We basked in the 70-degree temps in an attempt to forget the low 30’s to which we were subjected in Green River. Utopia comes to mind. We whipped up a spaghetti and meatballs feast on the skottle and discussed the plan for the following morning. Sitting around the campfire, we planned out our last big breakfast - everything left in the fridge - and a day spent hanging out in the sun by the falls. Though we had planned to leave in the morning to head home a group decision postponed the departure to the afternoon for a little more time at the falls. We all hopped in our tents lulled to sleep by the Mother Nature’s white-noise courtesy of the falls. This was set to be our best night yet. Seem too perfect? Shortly after falling asleep, my whole truck was shaking violently from side to side. The rain fly on my tent whipped around. I stuck my head out the zippered door and was smacked with freezing wind and clouds of dust. I could barely make out Sammy’s sleeping bag flying sideways with him in it. In a mater of minutes, our tranquil scene was shattered by an intense windstorm. The forecast had warned about winds but we figured we’d be safe this deep in the canyon. The night dragged on forever as the winds howled and tore through camp. Morning came and we recounted our cumulative 30 minutes of sleep. Covered in dust and yelling over the wind and flying dirt, we all agreed to hightail it to town for a warm breakfast inside anywhere with walls. A small hole in the wall breakfast joint answered the call as the steaming food and coffee lifted our spirits. Bedraggled from the miserable night, we shook off our negativity opting to make the most of the day; off to Sand Hollow for some fun in the trucks! Having just finished my Dominator suspension build, I was excited to give it a proper high-speed break in on some sand. Austin had also recently installed some new parts and was itching for some wide open sending. Utah’s incredible landscape once again blew us away when we saw the bright red sands of Sand Hollow Park. Miles of sandy double track roads and dunes boarder a lake at the center of the park. With no itinerary, we set out for a little fourth vs third gen shake down. Both trucks soaked up whoops and chatter like nothing – the faster we went, the better they handled. It was my first time really driving on sand, I am hooked. The sensation of floating while throwing the trucks sideways was controlled chaos but strangely comfortable. The howling wind wasn’t a bother inside the cabs; conversely made for one hell of a roost show! After miles of aimless driving, we found the perfect curved dune and took turns throwing the trucks into the massive banked corner. Coming down the straight away at full throttle, we’d carve up and onto the dune as sand flew over the roof of the trucks. We ran repeats to see who could get the biggest spray of sand roosted up. After spending most of the day in our trucks shoveling and compacting the red sand, we decided it was time to head back to home. With sore bodies, a hurt ankle, a busted truck, and a million good memories packed in the quiver, we hit the road. Few things on the trip had gone according to plan - sometimes you have to scrap the playbook and embrace the adventure. Everyone agree, it was one hell of a time. It’s always a bit daunting trying to organize an adventure that far from home; with the help of a few friends that share your wanderlust ability to adapt, the cards are stacked in favor of an awesome trip. As we drove south towards SoCal, radio chatter quickly turned to plans for the next trip. I guess we didn’t get enough. Then again, that’s probably why we do all this in the first place. We want to say a massive thank you to everyone that made this trip possible, including Erik Hendrickson and Austin French for the invaluable advice and location guidance.

[fusion_builder_container hundred_percent="no" hundred_percent_height="no" hundred_percent_height_scroll="no" hundred_percent_height_center_content="yes" equal_height_columns="no" menu_anchor="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" background_color="" background_image="" background_position="center center" background_repeat="no-repeat" fade="no" background_parallax="none" enable_mobile="no" parallax_speed="0.3" video_mp4="" video_webm="" video_ogv="" video_url="" video_aspect_ratio="16:9" video_loop="yes" video_mute="yes" video_preview_image="" border_size="" border_color="" border_style="solid" margin_top="" margin_bottom="" padding_top="" padding_right="" padding_bottom="" padding_left=""][fusion_builder_row][fusion_builder_column type="1_1" layout="1_1" spacing="" center_content="no" link="" target="_self" min_height="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" background_color="" background_image="" background_position="left top" background_repeat="no-repeat" hover_type="none" border_size="0" border_color="" border_style="solid" border_position="all" padding_top="" padding_right="" padding_bottom="" padding_left="" margin_top="" margin_bottom="" animation_type="" animation_direction="left" animation_speed="0.3" animation_offset="" last="no"][fusion_text columns="" column_min_width="" column_spacing="" rule_style="default" rule_size="" rule_color="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id=""] So we've given you the tools to expand your perception of the term "off road" and in short order you've been getting more comfortable behind the wheel. In an attempt to see what your bad ass truck can do, you are deliberately looking for obstacles to plow through to find that threshold where the truck says "nuh-uh, didn't like that." Gone are the days when splashing through a monsoon-soaked service trail a hair faster than a horses trot would bring a permanent smile; you've seen what a GOOD shock can do for control and performance and you now demand more for satisfaction and entertainment. Have we created a monster? From now-on-out, the old adage "there's no replacement for displacement" isn't just ringing true, it has become your truck's cadence as you hear the cacophony of American metal and brawny rubber ruthlessly pounding Dirt like it owes Metal & Rubber money. There's a stretch of a rutted-out unpaved service road you've found that haunts your daydreams like that limber redheaded college cheerleader that crawled up on your truck's hood during a Car Wash Fundraiser and you are determined to see what you can get away with. Well, like many things in life you can't just go let the bull out of the pen without thinking of protection first. For your truck, whether you're going to be slamming it around, taking a "short cut" at break-neck speed, or just riding it hard and putting it away wet, there are a couple areas of concern that need to be addressed before a repair bill with far too many zero's is thrown in your face. You've got the suspension: CHECK. You've got the Ball Joints: CHECK. You've got Stabilizers and a Differential Guard: CHECK. Do you have an Axle Truss? Uhh..... no? For the pent-up dirt animal that is clawing it's way out of your psyche, this is a definitive MUST-HAVE. One minor drawback to the Dodge trucks is their AAM front axle doesn't dig extreme abuse. The axle can bend in a few different areas that weren't intended to be bent, resulting in crazy tire wear and an axle "smile" that makes an on-looker say "Aww, bless his heart, he's trying!". Solution? AXLE TRUSS. In simplest terms, its a means of reinforcing the axle to prevent bending. Many styles have been presented to the world, but few have been customer friendly enough to allow them to be installed by the motivated DIY'er. We set out to take a new approach with a truss that would yield easy fitment with no requirement of being an overly experienced fabricator or expert metal man. What we came up with almost looks like it was born from the playbook of the U.S. Corps of Army Engineers. Stacked with precision laser-cut 1/4" cold-rolled plate and gussets upon gussets, an interwoven series of triangles snakes its way across the axle creating an unbreakable backbone of strength. The inner x-braces converge to an outer clam-shell casing that is then welded on all contact points, shoring up any potential for flexing and movement on several axis. The overall appearance is intended for a tucked up, high clearance attack to keep away from as many obstacles as possible while still being able to withstand a direct impact from some of those "oops!" moments. The whole assembly is welded here at Carli by our experienced welders on a table-top fixture to ensure accurate and repeatable results. The end product is a complete truss ready to be installed while the axle is ON THE TRUCK by anyone with a decent knowledge of welding, particularly to dissimilar metals like cast steel and rolled plate steel. For something of this importance, its function and service life will be dependant on whomever welds it to the axle. To keep things on the sunny side of life, make sure the installer knows a thing or two about buzzing metal together. We highly recommend a mild pre-heat and nickel-based rod for the cast center section and knuckles, such as Ni-Rod. The rest of the truss can be married to the axle with your standard MIG gun. Also featured in the this Axle Truss is an "Upper C" Gusset that prevents the bending of the ear that encapsulates the upper ball joint. The design of the axle allows a bit too much leverage to be applied during hard hits. This Gusset sandwiches itself between the "C" and the coil bucket making it nearly impossible for the Upper C to deflect and bend, a bad situation that could make steering difficult and again wear your tires prematurely. The Carli Fabricated Truss isn't exactly for the faint of heart or rookie hobby welder; it's an easy installation for most people with decent welding experience. The benefits of the Carli Axle Truss will allow you to breathe a sigh of relief knowing that the investment in your truck is solidly insured with brute strength and design. We assure you that the grins culminated over a treacherous section of dirt will come more easily knowing that your front axle is laughing at all the mayhem thrown in it's path.[/fusion_text][/fusion_builder_column][/fusion_builder_row][/fusion_builder_container]

[fusion_builder_container hundred_percent="no" hundred_percent_height="no" hundred_percent_height_scroll="no" hundred_percent_height_center_content="yes" equal_height_columns="no" menu_anchor="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" background_color="" background_image="" background_position="center center" background_repeat="no-repeat" fade="no" background_parallax="none" enable_mobile="no" parallax_speed="0.3" video_mp4="" video_webm="" video_ogv="" video_url="" video_aspect_ratio="16:9" video_loop="yes" video_mute="yes" video_preview_image="" border_size="" border_color="" border_style="solid" margin_top="" margin_bottom="" padding_top="" padding_right="" padding_bottom="" padding_left=""][fusion_builder_row][fusion_builder_column type="1_1" layout="1_1" spacing="" center_content="no" link="" target="_self" min_height="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id="" background_color="" background_image="" background_position="left top" background_repeat="no-repeat" hover_type="none" border_size="0" border_color="" border_style="solid" border_position="all" padding_top="" padding_right="" padding_bottom="" padding_left="" margin_top="" margin_bottom="" animation_type="" animation_direction="left" animation_speed="0.3" animation_offset="" last="no"][fusion_text columns="1" column_min_width="" column_spacing="" rule_style="default" rule_size="" rule_color="" hide_on_mobile="small-visibility,medium-visibility,large-visibility" class="" id=""] Delivering performance and ride quality has always been the nucleus of our pursuits, and it comes as no surprise that we are always looking for new ways to definitively ascertain our products are meeting the stringent demands we have bestowed upon them. After the dial calipers and wrenches are put away… after the welding machines and powder coat have cooled down.... the most critical test comes with real-world torture. It’s the same old formula we have followed from day one: engineer a lifetime part. Abuse it so horrifically that Metalurgists mourn these unfortunate metallic subjects. If it fails expectations, redesign and abuse again. Repeat until the components are unscathed and beyond satisfactory. Our offerings have been put through just about every fathomable ringer in existence, so when we ran across the early planning stages of a cross-country trek by an avid fan of our suspension systems, our curiosity was piqued. Perhaps it was time for a first-hand story from the end-user: someone who is on the outside looking in and longing to give our word of quality a run for its money. Enter Richard Wright, a born adventurist, accomplished Mechanical Engineer and self proclaimed Overlander. He describes “Overlanders” as a group of people who enjoy the challenge of exploring isolated terrain while relying on their preparations for their comfort and survival. Honestly, we can’t think of a better way to test the merits of our claims, so it is with great pleasure we hand the helm over to Richard and let him tell you in his own words how his adventure culminated into a smash summer success and the drive of a lifetime. So begins the first part of his adventure: Throughout my time at Cal Poly studying Mechanical Engineering, I made sure to balance work and play—continuing to learn about 4x4s and Overlanding through trial and error while simultaneously taking courses that compounded my hard-earned practical knowledge with intellectual understanding. I took “Ground Vehicle Performance Analysis and Design,” an elective course offered by a professor with a background in Formula One race team engineering. The application of what I learned about suspension geometry, spring/damper rate selection, and chassis engineering gave me a critical eye for properly engineered suspension systems and vehicle platforms. The combination of busted knuckles and book learning has provided me with the ability to pursue Overlanding and 4x4s with a new level of zeal. After graduating with my BSME, I took a field engineer position in the energy sector. I’m on the road working crazy hours during spring and fall, but am given substantial freedom in the time between outage seasons. In the fall of 2012 I found out just how much freedom that meant, and I learned I would be relocating back out west. At this point, I began to hatch a grand scheme. I developed a plan that included many highlights of my father’s stories of national parks and scenic byways while blending in the best dirt roads and off-road trails that connected the dots. Piece by piece, region by region, I incorporated advice from area locals, overland trip diaries, trail reports, backcountry discovery routes, and my some of my personal favorite back roads to form a massive 11,000 mile route. I planned on taking 7 to 10 weeks, covering 2,500 to 3,000 miles of dirt roads and 4x4 trails, and avoiding multi-lane highways as much as possible while exploring the most beautiful and isolated locations North America has to offer. As I began preparations for the expedition, I decided that the ideal platform would be a Cummins powered, heavy duty 4x4. I stuck with the 2006 Dodge Cummins 2500 quad cab short box 4x4 automatic ST package truck I already owned instead of blowing my budget acquiring a mechanical 12-valve alternative. I was quite happy with the aftermarket and active forum community support of the late model truck. After building rock sliders, installing heavy-duty bumpers, and dropping an electronic locker in my front differential, I found the stock suspension performance to be quite lacking. I researched what sort of suspension systems were available and found a few standout firms with what appeared to be exceptionally robust and well-engineered designs. After contacting them, describing my plans, and weighing my needs versus the crunch timeline of my preparations, I opted to go with the Carli’s 3-inch lift Dominator suspension system. I needed a well-rounded suspension system, one that could handle every sort of terrain imaginable while providing a comfortable, planted street ride and maintaining the ability to tow as required. From initial contact through installation and into field support, Carli Suspension’s customer service and engineering prowess proved to be outstanding. The kit was received undamaged, professionally palletized, and promptly shipped. My eye for quality construction was never let down, and the Carli bolt on promise went unbroken with the exception of a stitch weld needed on a limit strap tab. Installation was uneventful and took a weekend with access to air tools, a welder, a “lift”, and a couple friends (coerced with several cases of Coors Original). Fit and finish was excellent and the instructions were spot on. A complete amateur could complete the install with the help of a handy and experienced friend or two, a lift did facilitate things, but jack stands and a floor jack would certainly have sufficed. I began my trip the day after the installation was complete. I drove several long highway days to escape the dripping heat of the gulf coast and head toward the west. The new ride was plush but planted. Speed bumps, potholes, expansion joints, and roadway debris that had once violently jarred the truck were now soaked up with ease. To say I was excited to hit the dirt and see what the truck could do would be a gross understatement. I was thrilled to beat on this truck through the desert, through the mountains, and everywhere in between. Carli’s Dominator kit has easily been the best performance enhancing and longevity increasing modification I can imagine. My first planned destinations were to Great Sand Dunes and a revisit at Mesa Verde, but acquiring the 35-inch Toyo M/Ts had set me behind schedule. Instead, I pushed on to Page, AZ, Lake Powell, and explored Grande Staircase – Escalante along the western edge of Lake Powell. The beauty of the lake and the landscape surrounding it was a great first taste of America’s wilderness. The route from Grande Staircase – Escalante along Lake Powell and then south towards the Grande Canyon through the Vermillion Cliffs monument provided views of iconic rock formations and an excellent shakedown of the Dominator kit. After tightening a few bolts, I was quite confident that the truck could tackle any variation of formidable terrain. This was confirmed after reaching the summit of a steep sandy hill climb during my exploration of the Vermillion Cliffs area along a road that led me to a unique rock formation. I then had to make tracks to the Grand Canyon north rim in order to maintain my schedule; the next day, I was slated to meet up with some old friends who would accompany me through the Utah and Colorado portions of my adventure. I was again very pleased with how well the truck held the road on the steep, corner-filled grades that carried me along my path. The view at the north rim was breathtaking, and the bison along the road were the first of many incredible species that I would encounter. The geology at Zion left a lasting impression; however, the heat and density of tourists spurred my newly formed party out of the park after just a day and onward toward Bryce Canyon and Capitol Reef National Parks. The scenery and views at these stops and along UT highway 12 are not to be missed if you are exploring southern Utah. The road condition was fantastic—a low-slung sports car would be ideal—but the Carli-equipped Dodge handled the curves well, despite the flat-towed Jeep YJ as a handicap. From Capitol Reef we began to take roads far less frequented. We headed into Hanksville, UT to resupply and to fill every ounce of fuel and fresh water capacity before heading into the Maze district of Canyonlands National Park. Rather than enter via the Hans Flats ranger station, we opted to take Poison Springs road. It is a more challenging route that follows a flash flood wash and winds along canyon walls with striking views for 40-some miles and provides a fantastic introduction to the scenery awaiting the visitor to the Maze. I acquired permits for 3 days of camping within the Maze district, months in advance, and planned to cover a lot of ground each day. The friends that joined me were experienced 4x4 enthusiasts, allowing us to travel at a pace much more rapid than recommended for the novice visitor. I carried enough tools to repair most anything, and each vehicle carried spare parts. A breakdown here could be potentially deadly during the summer heat, and I would not recommend traveling with only a single vehicle. Apparently, other travelers found the summer heat too extreme, so we were left with what seemed the entirety of the Maze district to ourselves. The only other human beings we encountered accessed the area by raft. We spent our first night along Poison Springs Road instead of the Cleopatra’s Chair site, which is along the much more heavily trafficked Hans Flat ranger station park entrance to the north. Poison Springs Road provided a fantastic introduction to both the unfettered and unforgiving Utah wilderness and the utter isolation we were to experience, which contrasted tremendously with the hordes of tourists at the other national parks. The second day, we took the Maze Overlook trail, set up camp, and decided to head to the Green River at Millard Canyon to escape the heat. The road there was over 20 miles each way of two-track road, often cut into the canyon walls or following along the edge of the rim. I recommend that most people ought to plan to camp at the river, but we had many miles to go and a short schedule. The views along the way and a break from the baking sun along the shores of the Green River were a fantastic reward for the time and effort spent accessing this desolate area. Late in the afternoon, we returned to the Maze overlook camp and tried to appreciate the incredibly complex scenery and the geological forces that shaped the landscape. The next planned camp was at the Dollhouse in the Land of Standing Rocks region of the Maze district, named due to the pillar-like columns left behind as the rock eroded away. The trail leading to the Dollhouse is a 20-mile-long stretch of rock that winds through and around canyons; often, the only indications of where the “road” leads are gouges left in obstacles by previous travelers. I was able to see why the guidebook recommended that the Land of Standing Rocks trail should be a multi-day excursion for most visitors. This section tested Carli’s slow shaft speed valving of the 3” King reservoir shocks and utilized the progressive spring rates a great deal. I was very pleased with the performance of Carli’s rear leaf pack, and with the travel it afforded. I was equally happy with the controllable and predictable nature of the ride over large obstacles at slow speed with Carli’s sway bar connected. Initially I had planned on disconnecting the sway bar for sections like this, but found it wholly unnecessary with a locking front differential. The Dodge remained so composed and proved so effortlessly capable that my friend who brought his built Jeep YJ along dubbed it “the Juggernaut,” venting his frustration after a breakdown—the first of three broken Jeep leaf spring packs, this time the main leaf on the driver’s side front. We were able to mend it by drilling through the spring steel on the main and secondary leafs and bolting them together! Camp at the Dollhouse was a very unique setting. We camped between a cluster of rock formations, which provided some great bouldering and exploration. When exploring the desolate areas within Canyonlands or in any other desert environment, be sure to carefully study the trail maps for any hikes you set out on. At the Dollhouse camp we decided to take what looked like a short hike to the Colorado River on our non-topographical map. It turned out to be 1.5 miles each way with 1200 feet of elevation change following an ancient Anasazi Indian footpath. The following day had many miles in store. We returned over the Dollhouse trail to Waterford Flats and took the Flint trail out the southern Maze district access road. Once on pavement, we hitched the Jeep to the Dodge again for the drive to Moab. We elected to head south with a brief detour to Monument Valley and again at the Natural Bridges monument. After an evening and long morning spent in Moab enjoying civilization after the scarcity and desolation of desert dwelling, we set out again into the Islands in the Sky district of Canyonlands to run the famous White Rim trail. We entered from the west and camped at Hardscrabble on the Colorado River. The scenery was incredible once again, with river overlooks, canyon vistas, and the serene feeling of being surrounded by largely undisturbed natural beauty. The next morning we set off early to beat the heat, and around lunch took a more challenging spur down to the Colorado to cool off at Lathrop Canyon. The White Rim trail turned out to be more scenic than challenging, but then again we had just cut our teeth on the Maze District’s famous trails. By the early evening we had climbed the Schaffer Trail switchbacks, briefly visited Arches National Park, resupplied in Moab, and headed into the La Sal Mountains for a chance to camp in a cooler climate. The La Sal Mountains were a glimpse into the next climate, topography, and beauty that we were soon to experience in Colorado. Stay tuned for Part 2 of Richard's West Coast Expedition happenings. Click on the thumbnails below for their full-size counterparts. 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