Blog Buggy Part 1

(ANNOUNCER)>> WE TOOK AN EMPTY CHASSIS AND ASKED YOU TO FILL IT. TODAY ON XTREME FOUR BY FOUR WE BEGIN PROJECT BLOG BUGGY, A SICK ROCK CRAWLER BASED ON YOUR CHOICES. PLUS OUR LOW DOLLAR WHEELER GETS A TRANSFER CASE UPGRADE WORTHY OF WHEELING.

(IAN)>> THERE IS ONE VEHICLE THAT HAS BECOME VERY COMMON PLACE IN THE WORLD OF OFF ROAD, AND THAT IS THE TUBE BUGGY. NOW DON'T GET ME WRONG, THERE'S STILL LOTS OF BODIED RIGS OUT THERE CONQUERING TRAILS LIKE JEEPS AND SUZUKIS, BRONCOS, AND EVEN SOME FULL SIZE RIGS, BUT WHEN YOU'RE TALKING ALL OUT 100 PERCENT PURE OFF ROAD PERFORMANCE, THE TUBE BUGGY IS KING. YOU SEE THEM BUILT AS WEEKEND CRAWLERS USED JUST FOR FUN. OR PURPOSE BUILT RACE RIGS CRAWLING OVER ROCKS OR HAMMERING THROUGH THE DESERTS. IF YOU'VE NEVER BUILT A TUBE BUGGY, YOU'VE PROBABLY DREAMT ABOUT IT. RECENTLY WE DECIDED TO HELP YOU GUYS OUT WITH THAT DREAM. WE PUT A POLL TOGETHER AND PUT IT UP ON OUR WEBSITE WITH EVERY CONCEIVABLE OPTION YOU CAN THINK OFF WHEN DESIGNING A TUBE BUGGY. BASICALLY YOU DREAM IT AND WE'LL BUILD IT HERE AT XTREME. NOW ONE OF THE FIRST QUESTIONS HAD TO DO WITH THE ENGINE, AND WE GAVE YOU THREE DIFFERENT CHOICES, AN OLD SCHOOL SMALL BLOCK AND TWO VERSION OF THE MODERN LS ENGINE, AND THE TWO LS ENGINES JUMPED OUT IN FRONT RIGHT AWAY. YOUR FIRST CHOICE WAS A BRAND NEW CRATE ENGINE, 100 PERCENT FRESH OFF THE FACTORY FLOOR, NEVER PUT INTO A RIG. YOUR OTHER OPTION WAS A JUNKYARD SERIES LS ENGINE AND THIS IS THE ENGINE THAT ENDED UP BEING THE CHOICE THAT YOU GUYS WANTED. SO WE PICKED UP THIS FIVE POINT THREE LITER VORTEC LM SEVEN ENGINE. NOW IT'S BASICALLY A TRUCK VERSION OF THE POPULAR LS. IT'LL GIVE US ALL THE HORSEPOWER AND ALL THE TORQUE WE'RE GONNA NEED IN OUR TUBE BUGGY, AND THE BEST THING IS IT'S GONNA GIVE THIS BUILD KINDA A BUDGET SWING. FOR THE TRANSMISSION WE ALSO GAVE YOU THREE CHOICES, A FOUR SPEED AUTOMATIC FOURL-60, A HEAVIER DUTY FOUR SPEED AUTOMATIC, THE FOURL-80, OR THE TRIED AND TRUE TURBO 400. AND ONCE AGAIN YOU GUYS JUMPED ON THE BUDGET SIDE OF THINGS AND PICKED THE TURBO 400. SO WITH THE DRIVETRAIN SQUARED AWAY, IT WAS TIME TO PICK UP OUR ROLLING CHASSIS, A MAGNUM THREETWOONE FROM ESSENTIALLY OFF ROAD. NOW ESSENTIALLY OFF ROAD IS NOT JUST A HARDCORE ROCK CRAWLING FACTORY. THEY ARE THE GO TO SHOP FOR ANY TYPE OF FOUR WHEEL DRIVE WORK, FROM CRAWLERS TO JEEPS, DIESEL TRUCKS OR SUV'S, AND EVEN A MONSTER TOYOTA TUNDRA PICK UP ON A HIGH LOCK SEMI FRAME. BUT WE'RE HERE TO PICK UP OUR THREETWOONE CHASSIS, A TUBE BUGGY THAT STARTED AS A KIT AND GREW INTO A POPULAR NEW MODEL, THE MAGNUM THREETWOONE.

(JIMMY)>> WHAT WE DID WITH THE MAGNUM WAS WE MADE IT A LITTLE BIT WIDER, A LITTLE TALLER, AND ONLY SELL IT AS A FULL PRODUCTION CHASSIS. AND WE GOT SO MANY REQUEST FOR PEOPLE PUTTING THEM TOGETHER THAT WE JUST DECIDED TO SELL IT THAT WAY.

(IAN)>> SINCE WE KNOW WE'RE GONNA BE USING AN LS STYLE ENGINE AND TURBO 400, EOR PREBUILT ALL THE MOUNTS INTO OUR RIG.

(JIMMY)>> AND IT WILL ALREADY BE SET UP WITH THE MOTOR, TRANSMISSION MOUNTED IN IT, ALL THE LINK TABS, ALL THAT DONE FOR Y'ALL TO FINISH UP.

(IAN)>> PLUS WITH OVER 30 OF THESE BUGGIES IN THE DIRT AND FEEDBACK FROM GUYS WHEELING THEM COAST TO COAST, JIMMY WORKED WITH THE GUYS FROM BILSTEIN TO DEVELOP A SPECIFIC SHOCK PACKAGE.

(JIMMY)>> IT'S VALVE SPECIFIC FOR HOW THE VEHICLE'S SETUP. SPECIFIC LENGTHS, SPECIFIC TRAVELS, WORKS REALLY WELL, TAKES A LOT OF THE GUESS WORK OUT OF BUILDING ONE OF THESE THINGS.

(IAN)>> SO AFTER A FEW MORE HOURS OF CUTTING AND GRINDING, WE HAD A COMPLETE ROLLING CHASSIS WITH OUR AXLES UNDERNEATH IT, ENGINE, AND TRANSMISSION MOUNTED IN PLACE, READY TO ROLL BACK INTO THE SHOP TO KEEP BUILDING YOUR CRAWLER.

(ANNOUNCER)>> WE'LL START THE BLOG BUGGY FROM THE GROUND UP WITH AXLES, LOCKERS, WHEELS, AND MORE!

(IAN)>> SO WITH THE CHASSIS BACK IN THE SHOP, YOU CAN SEE THAT WE HAVE THE GUYS AT ESSENTIALLY OFF ROAD BASICALLY GIVE US SORT OF A ROLLING CHASSIS. THEY PUT ALL THE LINK MOUNTS ON THE FRAME AND THE AXLES, AND SET THE WHEEL BASE FOR US. BUT IN ORDER TO DO THAT, WE HAD TO GIVE THEM THE AXLES THAT YOU GUYS CHOSE FOR THIS PROJECT, AND YOU SPLIT THIS BUGGY UP RIGHT DOWN THE MIDDLE. UP FRONT, YOU CHOSE A KING PIN DANA 60. OUT BACK, THE CLASSIC 14 BOLT. YOUR THIRD OPTION WAS A FABRICATED FORD NINE INCH THAT CAME NOWHERE NEAR THESE TWO OPTIONS. NOW THIS IS A GREAT BUDGET AXLE SETUP SO FAR, AND I'M REALLY LIKING HOW THIS CRAWLER'S TURNING OUT. IF YOU RECOGNIZE THIS 14 BOLT, WELL THAT'S BECAUSE IT WAS PART OF A SHOW THAT WE RECENTLY SHOT WHERE WE TOOK A 14 BOLT AND SHOWED YOU HOW TO SHAVE THE BOTTOM FOR MORE GROUND CLEARANCE AND LIGHTEN IT UP BY ADDING DISC BRAKES. SO AS SOON AS WE FOUND OUT YOU GUYS PICKED A 14 BOLT, THIS WAS OBVIOUSLY THE RIGHT HOME FOR THIS AXLE. NOW BEFORE WE PULL THEM OUT FROM UNDERNEATH THE CHASSIS, WE'RE GONNA MEASURE FOR THE SUSPENSION LINKS. THEN WE'LL DEAL WITH THE LOCKERS. FOR THIS BUGGY WE'RE GONNA BE USING 7075 ALUMINUM LINKS. AND ONCE WE'VE MEASURED ALL THE UPPERS AND LOWERS, WE CAN CUT THE AXLE OUT FROM THE CHASSIS. GRAVITY IS ABOUT TO TAKE OVER. I ALMOST CRUSHED THE CAMERA MAN'S FEET. HEE, HEE, HEE!

ONE OF THE COOL THINGS ABOUT HAVING YOU GUYS DESIGN THIS BUGGY FROM HOME WAS WATCHING THE POLL AS IT PROGRESSED. YOU COULD HAVE EASILY DESIGNED A RIG THAT COST WELL OVER $100,000 DOLLARS BY CHOOSING ALL TOP OF THE LINE PARTS. BUT INSTEAD, WHAT SEEMED TO PREVAIL WAS A LOT OF BUDGET OPTIONS LIKE A USED ENGINE AND USED AXLES. BUT WHEN IT CAME TO THE LOCKERS, YOU SPENT YOUR MONEY RIGHT. YOU WANTED SELECTABLE LOCKERS BOTH FRONT AND REAR INSTEAD OF A SPOOL OR A MECHANICAL LOCKER. SO WE'RE GONNA INSTALL ARB'S NEW 14 BOLT AIR LOCKER IN THE REAR, AND TO MATCH IT UP FRONT, AN ARB AIR LOCKER FOR THE DANA 60. NOW THE NICE THING ABOUT THE ARB AIR LOCKER IS WHEN UNLOCKED OR OPEN, IT IS A TRUE OPEN CARRIER, GIVING YOU INDIVIDUAL WHEEL MOVEMENT AS YOU DRIVE. BUT WHEN YOU WANT 100 PERCENT TRACTION, IT'S JUST A FLIP OF A SWITCH AWAY. IT ENGAGES THE AIR PISTON AND YOU BASICALLY HAVE A SPOOL IN YOUR AXLE FOR TONS OF EXTRA TRACTION. NOW BECAUSE WE HAVE THAT SHAVED 14 BOLT IN THE REAR, WE'RE GONNA NEED TO INSTALL A PREMACHINED RING GEAR THAT WE GOT FROM BALLISTIC FABRICATION. AND THE GEAR RATIO FOR THIS BUGGY, 4.88'S. THE INSTALL STARTS BY PRESSING ON THE REAR PINION BEARING. THEN THE PINION SUPPORT IS STRIPPED...

AND CLEANED, AND NEW RACES ARE INSTALLED. THEN THE CRUSH SLEEVE AND FRONT PINION BEARINGS ARE DROPPED ONTO THE PINION INSIDE THE SUPPORT FOLLOWED BY THE YOKE. THE NUT IS TIGHTENED UNTIL THE CORRECT ROTATIONAL LOAD IS ACHIEVED. THEN THE YOKE IS REMOVED TO INSTALL THE SEAL, AND THEN REINSTALL THE YOKE BUT BE SURE NOT TO OVER TIGHTEN AND CRUSH THE SLEEVE MORE. NEW NOSE BEARING AND PINION DEPTHS SHIMS ARE INSTALLED ON THE HOUSING, AND THE PINION SUPPORT IS BOLTED BACK INTO PLACE. RING GEAR BOLTS GET SOME 263 RED LOCTITE THREAD LOCKER. IT'S DESIGNED TO WORK IN AREAS WHERE OIL CONTAMINATION IS COMMON. THE ARB USES SQUARE CUT SEALS FOR THE ACTUATOR RING. BE SURE NOT TO ROLL THEM INTO THE GROOVES WHEN INSTALLING THEM. AFTER DRILLING A SEVENSIXTEENTHS INCH HOLE IN THE HOUSING, IT'S TAPPED WITH A QUARTER INCH NPT TAP AND THE ARB BULKHEAD FITTING IS THREADED IN WITH SOME THREAD SEALER. THE ACTUATOR RING IS PLACED ON THE ARB AND THE SIDE BEARINGS ARE PRESSED ONTO THE CARRIER, AND FINALLY IT'S DROPPED INTO THE HOUSING. WHEN INSTALLING AN ARB INTO A 14 BOLT, THE CLEARANCE IS VERY TIGHT. ADD TO THE FACT THAT WE'RE USING A SHAVED HOUSING, AND IT GETS EVEN TIGHTER. YOU HAVE TO CHECK FOR ROOM AROUND BOTH THE CARRIER AND THE RING GEAR AS IT ROTATES. IF IT CONTACTS THE HOUSING, YOU HAVE TO PULL IT ALL OUT AND GRIND SOME CLEARANCE IN. IN OUR CASE IT'S TIGHT, BUT WE'VE GOT GOOD CLEARANCE FOR BOTH THE CARRIER AND THE GEAR. BACK LASH IS ADJUSTED USING THE THREADED SIDE ADJUSTERS, AND ONCE THE DESIRED SEVEN TO 10 THOUSANDTHS OF AN INCH IS ACHIEVED, THE CAPS CAN BE TORQUED DOWN AND THE COPPER ARB LINE IS CAREFULLY MANIPULATED OUT OF THE BULKHEAD FITTING. FINALLY THE COVER GOES BACK ON TO COMPLETE THE JOB.

(ANNOUNCER)>> WE GAVE YOU THREE OPTIONS FOR TIRES, BIG, BIGGER, OR BIGGEST. WHAT DID YOU DECIDE, STICK AROUND!

(IAN)>> SO WITH THE DRIVETRAIN PRETTY MUCH SORTED OUT, IT'S TIME TO DEAL WITH THE WHEELS AND TIRES. NOW I KNOW SOME OF YOU GUYS ARE PROBABLY THINKING THAT THESE 20 INCH RIMS AND LOW PROFILE STREET TIRES ARE PRETTY COOL, BUT FOR THIS RIG WE'RE DEFINITELY GONNA NEED SOME OFF ROAD TIRES. AND FOR THOSE TIRES, JUST LIKE EVERYTHING ELSE, WE GAVE YOU THREE DIFFERENT OPTIONS. THE FIRST OPTION WAS A 39 AND A HALF INCH TALL TIRE, AND FOR THE LONGEST TIME THIS WAS THE GO TO TIRE SIZE IN OFF ROADING. BUT BELIEVE IT OR NOT, THAT HAD MORE TO DO WITH SANCTIONING BODIES THAN THE ACTUAL TIRE SIZE ITSELF. ROCK CRAWLING AND MUD RACING SANCTIONING BODIES USED TO CLIP THEIR CLASSES AT THE 40 INCH TIRE LEVEL. 40 INCHES AND ABOVE WITH ONE CLASS, 40 INCHES AND BELOW WAS ANOTHER. SO THE 39 AND A HALF INCH TIRE WAS DESIGNED SO GUYS COULD RUN A BIG TIRE AND STILL FIT INTO THAT LOWER CLASS. NOW WE STILL RUN 39-FIVES, BUT USUALLY ON SMALLER RIGS. AND THIS IS THE SOUTH, AND THIS IS A BIG BUGGY, SO WE GAVE YOU A BIG TIRE OPTION, A 44. A 44 INCH TALL TIRE IS DEFINITELY THE GO TO TIRE OPTION FOR SOUTHERN STYLE HILL KILLING RIGS. YOU GET TONS OF GROUND CLEARANCE WITH A 44. THE ONE DOWNFALL TO IT IS ITS ROTATIONAL MASS IS HUGE. SO BEING ABLE TO SPIN THIS TIRE AND CLEAN IT OUT WHEN YOU'RE CLIMBING A HILL GETS DIFFICULT UNLESS YOU'RE PACKING SOME SERIOUS HORSEPOWER UNDERNEATH THE HOOD. NOW FOR A WHILE THE 44 WAS IN THE LEAD AND IT LOOKED LIKE WHAT WE MAY BE RUNNING ON THE BUGGY, BUT IN THE END YOU GUYS STEPPED DOWN AND THE 42 INCH TALL TIRE WON. NOW I THINK THAT THE 42 IS A VERY VERSATILE TIRE SIZE. IT'S ONE OF MY PERSONAL FAVORITES. YOU'LL SEE 42'S ON HILL KILLING RIGS ALL THE TIME. AND AT THE SAME TIME, YOU GO OUT WEST, YOU'LL SEE THEM RACING THROUGH THE DESERT AND CRAWLING OVER ROCKS. NOW THESE 42'S WE'VE GOT SETUP FOR A 17 INCH RIM. THAT'LL GIVE US A GOOD SIZE SIDE WALL THAT WE CAN AIR DOWN AND COMPRESS WHEN WE'RE ROCK CRAWLING. AND IT SHOULD BE NO SURPRISE TO YOU GUYS THAT WE CHOSE THE PIT BULL ROCKER. THE ROCKER IS A VERY GOOD ALL AROUND TIRE. WORKS GOOD IN THE MUD, GOOD IN THE DIRT, AND GOOD ON THE ROCKS. BUT BEFORE WE CAN BOLT THESE ON TO OUR RIG, WE DEFINITELY NEED SOME WHEELS. THE THREE CHOICES FOR YOUR WHEELS STARTED AS ONE, A STEEL WHEEL WITH A WELDED ON BEAD LOCK. A GREAT LOW DOLLAR OPTION, OR MAYBE AN INTERNAL AIR LOCK, THE ULTIMATE IN SUPER SECRET BEAD LOCK TECHNOLOGY WHERE NOBODY KNOWS THAT YOU HAVE ONE. BUT THIS IS WHAT YOU GUYS EVENTUALLY CHOSE, A 100 PERCENT CUSTOM ALUMINUM BEAD LOCK. AND THE ONLY WAY TO GET THAT IS TO FIRST START WITH A SET OF ALUMINUM WHEELS THAT YOU LIKE. NOW WE CHOSE THE MICKEY THOMPSON CLASSIC TWO WHEEL. IT'S THE CLASSIC EIGHT HOLE STYLE FULLY POLISHED HEAVY DUTY ALUMINUM WHEEL THAT WE GOT WITH A 17 BY NINE INCH SIZING. THE EIGHT ON SIX AND A HALF BOLT PATTERN HAS HEAVY DUTY STEEL INSERTS INSIDE THAT GIVE IT A LITTLE BIT OF EXTRA STRENGTH. THEN WE BOXED UP THOSE WHEELS AND SENT THEM OUT TO CHAMPION BEAD LOCK. CHAMPION BEAD LOCK CUTS THE OUTER FLANGE OF THE WHEEL OFF AND ADDS ONE OF THEIR BEAD LOCK CLAMPING FLANGES. NOW THIS FLANGE IS A NEW DESIGN FOR CHAMPION BEAD LOCKS. SEE, PIT BULL TIRES, LIKE A LOT OF THE HEAVIER DUTY OFF ROAD TIRES, THE SIDE WALLS ARE STARTING TO GET THICKER FOR EXTRA STRENGTH. THE PROBLEM IS WITH TRADITIONAL BEAD LOCK WHEELS, IT MAKES IT HARDER TO INSTALL THEM. SO CHAMPION CAME OUT WITH THIS EXTRA THICK FLANGE DESIGNED SPECIFICALLY FOR THOSE HEAVY DUTY TIRES TO MAKE IT EASIER TO INSTALL.

WELL WE MADE REALLY GOOD PROGRESS ON THE BUGGY TODAY. WE'VE GOT ALL THE DRIVETRAIN SORTED OUT, THE SELECTABLE LOCKERS, AND A GREAT SET OF SHOES TO PUT ON IT. NOW THE NEXT TIME WE BRING THIS RIG BACK IN THE SHOP, WE'LL DEAL WITH THAT JUNKYARD DRIVETRAIN, CLEAN IT UP A LITTLE BIT AS WELL AS THE TRANSMISSION. I'LL SHOW YOU GUYS WHAT TRANSFER CASE YOU'VE CHOSE FOR THIS PROJECT, AND FINISH OUT A FEW ODDS AND ENDS TO GET THIS THING INTO MORE OF A COMPLETE CHASSIS. AND IT'S REALLY NEAT TO SEE HOW YOU GUYS MIXED SOME NEW WITH SOME OLD AND SOME JUNKYARD STUFF, BECAUSE BELIEVE IT OR NOT, RIGHT NOW, WE ARE STILL WELL UNDERNEATH THE $10,000 DOLLAR MARK.

(ANNOUNCER)>> OUR SLIP YOKE IS A JOKE! LETS GET RID OF IT!

(ANNOUNCER)>> XTREME'S LOW DOLLAR WHEELER IS BROUGHT TO YOU BUY FOUR WHEEL PARTS, YOU TRUCK AND JEEP ACCESSORY SUPER STORE, ONLINE AT FOUR WHEEL PARTS DOT COM.

(IAN)>> SO FAR WE'VE MADE PRETTY GOOD HEAD WAY ON OUR LOW DOLLAR WHEELING JEEP CHEROKEE. WE HAVE IT SITTING UP IN THE AIR ON A SET OF 33 INCH TALL TIRES THANKS TO A FOUR AND A HALF INCH LIFT KIT, AND WE REPLACED THE REAR AXLE WITH A TRAIL READY FORD EXPLORER EIGHT POINT EIGHT THAT'S FULL OF CHROMOLY SHAFTS AND A SELECTABLE LOCKER. SO WE KNOW THE RIG IS PRETTY MUCH READY FOR THE TRAIL. THERE'S ONE MORE DRIVETRAIN UPGRADE THAT WE WANT TO TAKE CARE OF BEFORE WE LEAVE THE SHOP THOUGH. THIS IS A TRANSFER CASE OUT OF OUR PROJECT. AND LIKE ALL JEEP CHEROKEE TRANSFER CASES, THE REAR OUTPUT HAS A SLIP YOKE BUILT INTO IT. NOW WHAT THAT IS DESIGNED FOR IS AS THE REAR SUSPENSION MOVES UP DOWN WHEN YOU'RE DRIVING, ANY DRIVETRAIN LENGTH DIFFERENCES ARE MADE UP BY THE DRIVE SHAFT SIMPLY SLIDING IN AND OUT. NOW THE PROBLEM COMES WHEN YOU LIFT YOUR TRUCK UP IN THE AIR WITH A LIFT KIT LIKE WE HAVE. TAKE IT WHEELING AND YOU MOVE THAT AXLE WAY MORE THAN THIS SYSTEM WAS DESIGNED TO ACCOMMODATE. EVERY NOW AND THEN YOU'LL GET THE DRIVE SHAFT RIGHT TO THE END OF THE SPLINES OF THE TRANSFER CASE, OR WORSE CASE SCENARIO, DISENGAGE IT COMPLETELY WHEN YOU'RE OUT ON THE TRAIL. SO TO KEEP THAT FROM HAPPENING, WE NEED TO ELIMINATE THIS SLIP YOKE WITH A SHORT SHAFT SLIP YOKE ELIMINATION KIT. NOW THIS WILL REPLACE THE OUTPUT SHAFT IN OUR TRANSFER CASE AND GIVE US A NEW HOUSING TO CONVERT IT OVER TO THE FIXED YOKE STYLE. THE FIRST STEP IS TO COMPLETELY DISASSEMBLE THE TRANSFER CASE IN ORDER TO REMOVE THE OUTPUT SHAFT.

THEN THE INTERNALS ARE SWAPPED ONTO OUR NEW SHORT SHAFT.

THE CASE HALVES ARE CLEANED. THE CASE IS REASSEMBLED.

AND THE NEW REAR HOUSING AND YOKE ARE ATTACHED. NORMALLY WHEN YOU PERFORM MODIFICATIONS LIKE THIS TO YOUR TRANSFER CASE, YOU HAVE TO PLAN FOR SOME DOWN TIME IN YOUR RIG, AND THAT IS BECAUSE YOU NEED TO ORDER A CUSTOM REAR DRIVE SHAFT. NOT ONLY HAVE YOU CHANGED WHERE IT MOUNTS UP TO THE BACK OF THE TRANSFER CASE, BUT BY INSTALLING THE FIXED YOKE YOU REMOVE THE SLIP FROM THE SYSTEM AND IT NEEDS TO BE PUT BACK IN. BUT THE NICE THING ABOUT USING A JEEP CHEROKEE FOR OUR PROJECT IS THERE'S A SOLUTION FOR THAT. WHEN WE ORDERED OUR SHORT SHAFT KIT FROM FOUR WHEEL PARTS, WE TOLD THEM OUR FOUR DOOR JEEP CHEROKEE WAS WHAT WE WERE BUILDING. THEY SENT US AN ALL BRAND NEW CUSTOM LENGTH SHAFT. IT HAS A C/V JOINT UP AT THE TRANSFER CASE TO REMOVE ANY DRIVELINE VIBRATIONS, AND THEN DOWN AT THE OPPOSITE END THE SLIP YOKE IS NOW BUILT INTO THE DRIVE SHAFT ITSELF. NOW THE NICE THING ABOUT THIS PACKAGE PUT TOGETHER IS YOU CAN EASILY INSTALL IT IN YOUR RIG AT HOME IN YOUR DRIVE WAY IN ONE DAY AND BE BACK OUT WHEELING BEFORE THE END OF THE WEEKEND. FOR DETAILS ON ANY OF THE PRODUCTS SEEN IN TODAY'S EPISODE, HEAD ON OVER TO POWERBLOCK TV DOT COM.