reporter

About ten years ago I was in the market for a reliable, foolproof anti-theft system for the Porsche 911SC Roseann and I owned at the time. I didn’t want the usual complex electronic type, with the siren everyone ignores. After quite a lot of research I landed on a device called the Ravelco. The Ravelco, visually, comprises a plug installed in the dash or elsewhere, incorporating a cluster of 16 female pin receptacles. A male plug, which rides on one’s keychain, fits into it, completing a cryptic connection through an armored cable leading to the engine compartment. The system can be wired to interrupt the starter, fuel, or ignition, usually a combination. A would-be thief who tries to bypass the system by randomly jumping the pins with a wire faces odds of thousands to one just to successfully regain one function, much less two or three. Since there are no moving parts it was advertised as supremely reliable, and the company claimed no vehicle had ever been stolen by bypassing the system. So, on a visit to friends in L.A. we had one installed in the Porsche (with the plug positioned under the carpet on the transmission tunnel behind the seats, adjacent to the engine compartment). It gave us great peace of mind while we owned the car. There was nothing to prevent a thief breaking into the car and stealing the stereo, but wherever we parked the car, we knew it would be there when we came back unless said thief had a tow truck. It was natural to also have a Ravelco also installed in the FJ40, as its value was skyrocketing. So in 2018 an installer came down from Phoenix and put one in, which interrupted the starter and ignition. I wasn’t happy with the metal drill shavings the installer left on the floor, but the unit worked perfectly. I was so impressed with the concept and its simplicity that I included an endorsement of the Ravelco in the Vehicle-dependent Expedition Guide I co-authored with Tom Sheppard. A security device that used no moving parts seemed ideal for a vehicle that might travel to remote parts of the world. By this time the Porsche was gone and we owned a lovely 1976 Triumph TR6, so I contacted the new Ravelco representative for Arizona—the same who’d done the fine job on the Porsche—and enquired about a unit for the new car, which he said they could do. However, an issue arose that made me decide to call off that appointment. I began to have an intermittent issue with the starter on the FJ40. I’d turn the key but get nothing. Turn it again, and it would work. Sometimes the starter would operate correctly for weeks, then suffer a spate of failures. I immediately, precipitously presumed the original, 45-year-old factory starter had finally met its end, and ordered a new one—which functioned perfectly. For about a week. Then the same issue arose. Belatedly it occurred to me to wonder if it was possible the Ravelco was failing to make the connection to the solenoid. I first cleaned all the contacts in the dash plug. No difference. Then I disconnected the unit’s wiring at the starter and restored the original factory connection. Problem solved. To say this was troubling would be putting it lightly. This was a device I’d recommended to several thousand people in print. However, at the time there were many other things on my mind, and the ignition interrupt was still functioning, so I didn’t pursue the issue—until this May, when Roseann and I drove our 70-series Troop Carrier and the 40 to Flagstaff for the Overland Expo. Driving up Highway 188 alongside Roosevelt Lake at 65 mph the engine abruptly died completely for about a second, then cut in again, to run fine the rest of the way to Flag. This was more than troubling; this was shocking. I was driving a vehicle that in my entire ownership had never once failed to start and get me where I needed to go, except when a battery died. Next day, driving in town, it happened again. And again. I checked every connection I could, and found nothing obviously amiss. The float level in the carburetor was fine; it clearly wasn’t a fuel issue. We made it through the weekend and headed home. Driving south on 77 the ignition cut out again, this time for several seconds before I had power. And again. Rather unbelievably, I again did not immediately suspect the Ravelco, but tried several other fixes. It was difficult to diagnose because the issue was so frustratingly intermittent. Finally, pulling out of a gas station on Ajo one morning, the engine quit and wouldn’t start despite repeated attempts. It turned over healthily but would not fire. Miraculously there was no one behind me, so I put the vehicle in reverse, turned the key with the clutch engaged, and let the battery back me around and out of the way. This time I knew what to do. I got out the electrical kit, disconnected the Ravelco at the coil, and re-connected the factory wiring. You guessed it: problem solved. I now faced another problem. I had an expensive anti-theft device—along with a hole in my FJ40’s dash—that did nothing. Zero theft protection for a vehicle that was insured for over ten times what it cost new—not to mention the value of 40 years of memories. How could a product with no moving parts fail—twice? I decided to email the new Arizona Ravelco representative. I did not ask directly for help, since it was clear this wasn’t a warranty issue—the unit was five years old—and had been installed by a different representative. I simply explained the situation completely and asked for his thoughts, hoping that as the current public face of the company he might volunteer to take care of it as a courtesy. The response contained no such offer, and mostly disavowed any responsibility for another installer’s work. Perfectly justified, but disappointing. I emailed back and told him that in light of the situation I couldn’t very well justify recommending the Ravelco any longer. At which point, suffice to say, the conversation went downhill quickly. Ravelco featured in the Vehicle-dependent Expedition Guide Let me be clear: my experience is essentially an N=1 experiment, 1 being the sample size. Statistically a conclusion from such an experiment is worthless, pure anecdote. There are undoubtedly thousands of Ravelco owners who have had no issues with their units—in fact several people who installed them after reading my endorsements have written to tell me how pleased they were. Nevertheless, the fact remains that I’ve owned two Ravelcos, and one of them failed, not just in one circuit but both. Was the double circuit failure in mine due to poor workmanship on the part of the installer, the same one who was careless enough to leave metal shavings on the floor after he finished? Or was it a degenerative failure in the plug itself? I’ll never know—I cut off the Ravelco’s cable at the firewall and engineered my own double-backup security device. I certainly wasn’t going to spend money on a new Ravelco unit. I’ve not yet decided what to do with the one-inch hole in the middle of the FJ40’s dash; for the moment the Ravelco plug is still there—and possibly acting as at least a visual deterrent. My conclusion is this: if you own a Ravelco or have one installed in the future, I strongly urge you to have the installer instruct you on where and how to bypass it. Do not take no for an answer. Write down where the device interrupts the functions of the vehicle, and carry sufficient tools and materials in the vehicle to return the wiring to its stock configuration. View the full article

After renewing our spirits and getting some much needed rest in San Antonio, we were ready to load up our vehicles and begin our journey west toward El Paso. Up to this point of our trip we really hadn't had to worry about anything other than fuel and a final destination for the day, since everyone had been sick. Each evening Jennifer and I would plan out a route that allowed for four to six hours of driving that would ultimately end at a hotel in which we would make reservations in advance for. This guaranteed a warm and safe place to rest and gave us the best chances to recover quickly from whatever it was that we all had. Leaving San Antonio, now feeling renewed and rejuvenated, we were ready to become a little more cavalier in our travels again. We knew that we wanted to visit our friends in Tucson and that we had to be in NV in thirteen days, so we were pretty fluid from here on out. Trying to keep with the four to six hours of driving that we had been doing, we figured that would place us somewhere near Fort Stockton, Tx for the evening. I have to say, I very much preferred traveling the western half of Texas, compared to the Easter half. I’m sure they both have their good and bad but it seemed like west of San Antonio the landscape started to dramatically change and we could tell by the terrain that we were finally entering into the southwestern region of the U.S. The humid marshlands and green landscapes of the east were beginning to give way to the arid and rugged brown terrain of the west. A change we welcomed. Just before arriving in Fort Stockton, we scoured our maps looking for public land or national Forrest in which to stay on. Unfortunately, like most of our trip through Texas, there was nothing close by. Switching over to iOverlander, the only options we were presented with were hotels, street camping, a Walmart parking lot or the Hilltop RV Park. Not wanting to stay in a hotel again and definitely not wanting to deal with the Walmart parking lot, we chose to check out the RV Park. Pulling in and surveying the grounds, we instantly realized that this was not the place for us. The RV park being almost completely full, more than $40 a night with massive fifth wheel campers, golf carts and people all over the place, this was definitely not the environment we were looking for. Retreating back toward interstate I-10 in defeat, Jennifer had noticed an old metal shop like building down the road that had a few sporadic campers throughout its lot. Pulling in to check it out, we noticed that there was a faded sign above on the front fascia that said Hillside RV. This looked more like an abandoned commercial lot than a campground. Could it really be? Confirming on Google maps, yep it was an actual RV park. As we were attempting to find any information what so ever about check in and fees another couple had approached us from their camper further down in the lot. This was their third or fourth time staying here and they said they much preferred the privacy and the quiet over the resort like atmosphere up the road from which we left. They said “Pay box is on the side of the decrepit building and the owner used to show up in the morning with donuts. He’s an older gentleman and we’re not sure if he makes it around too much anymore. There’s bathrooms, showers and laundry in the building, but we’re not sure if they still work… We usually just park our rig, place some money in the pay box and enjoy the evening.” With the surrounding views of the area, almost no one there and the only noise being that of the passing traffic on I-10 in the distance, this sounded like music to our ears. “So how much is it to camp?” I asked. “We don’t really know.. It’s not posted anymore so we usually drop a $20 in the envelope and place it in the pay box.” They chuckled as they replied. As they turned to head back to their RV we thanked them for the information and we started to scan the lot for which site we wanted to occupy. Dropping our fee in the pay box I contacted the phone number that was listed on Google and left a brief voicemail stating who I was, which site we were staying at and for how long, just for good measure. With the van all set up we took a walk down the road to stretch out our legs from the long day of driving. The sun began to hang low in the big Texas sky and the colors were absolutely mesmirizing. Off to the south we could see storm clouds and small flashes of lightening. The wind was starting to pick up, the air was starting to cool and all of it was headed in our general direction. Out of nowhere, we started getting hit with patches of heavy rain and wind gusts over 40mph. We quickly dropped the top, secured anything outside that could be turned into a projectile and took shelter inside of the van. Twenty minutes worth of excitement later we were able to crawl out of our hiding place and resume the evening. Jennifer whipped up a delicious dinner inside, we enjoyed the finally bits of that big Texas sunset and finally succumbing to the exhaustion we all felt, turned in for the evening to get some much needed rest. View the full article

At the launch of its all-electric concept car, NASCAR was at pains to state that it likely wouldn’t ever be its Cup Series platform or race in the Daytona 500. So why build it then? For a series that prides itself in being faithful to its roots, and being the oldest of schools when it comes to racing, the multi-billion dollar sanctioning body has been flexing its muscles recently when it ...Keep readingView the full article

Hailie Deegan is probably more important to NASCAR racing than it realises. Since Danica Patrick retired from competition, Deegan has emerged as the most likely successor to her standing as the leading lady of stock car competition in America. But this week Deegan’s hype train hit the buffers, as at the age of 24, her Xfinity Series team pulled her from its No. 15 Ford Mustang and left her at a ...Keep readingView the full article

The Art of Airing Down: Unlocking the Benefits for Your Overland Adventure Embarking on an overlanding journey promises the thrill of exploration and the serenity of nature. However, navigating off-road terrain requires more than just a capable vehicle; it demands an understanding of how to optimize your ride for comfort, safety, and performance. One of the most effective techniques in the off-road arsenal is airing down your tires. In this blog, we’ll delve into the benefits of reducing tire pressure for your overland adventures and why it should be an integral part of your off-road preparations. What Does “Airing Down” Mean? Airing down involves reducing the air pressure in your tires to levels lower than the standard highway pressure. For most vehicles, this means dropping from around 30-35 psi to 15-20 psi, though the exact numbers can vary based on vehicle weight, tire size, and terrain. The Benefits of Airing Down Tires Enhanced Traction Off-road terrains such as sand, mud, rocks, and snow require a different approach than paved roads. Lowering your tire pressure increases the tire’s contact patch with the ground, providing better grip and reducing the likelihood of getting stuck. This enhanced traction can make a significant difference when climbing steep inclines, traversing slippery surfaces, or navigating loose gravel. Improved Ride Comfort Off-roading can be a bumpy experience. By airing down, your tires become more pliable, effectively absorbing shocks and vibrations from rough terrain. This not only enhances the comfort for you and your passengers but also reduces the strain on your vehicle’s suspension system, leading to a smoother and more enjoyable ride. Reduced Risk of Tire Damage When driving over sharp rocks or uneven surfaces, fully inflated tires are more susceptible to punctures and cuts. A lower tire pressure allows the tire to flex and mold around obstacles rather than being forced against them. This flexibility can significantly decrease the chances of damaging your tires, keeping you moving forward without interruption. Better Vehicle Control Airing down your tires can improve your vehicle’s stability and handling on uneven surfaces. The increased footprint of the tire provides a more stable base, reducing the risk of slipping or sliding. This enhanced control is particularly crucial when maneuvering through technical trails or when precise driving is required. Less Strain on the Environment Overlanding is about enjoying and preserving the natural world. Lower tire pressures reduce the impact on the terrain by distributing the vehicle’s weight more evenly. This minimizes trail erosion and damage to the environment, helping to maintain the beauty and accessibility of off-road paths for future adventurers. How to Air Down Safely While the benefits of airing down are clear, it’s essential to do it correctly to avoid any negative consequences: Use a Tire Deflator Using a tire deflator allows you to reduce pressure accurately and efficiently. These tools can help you achieve consistent pressure across all tires much faster than using a tire gauge. Ask us if you would like to take a set of auto-deflators with you. Monitor Tire Pressure Carry a reliable tire pressure gauge to monitor your tire pressure. It’s crucial to ensure that all tires are evenly deflated to maintain balance and control. We have digital tire gauges available. **Reinflate Before Returning to The Road** The importance of airing back up before getting on the highway can’t be emphasized enough! Driving on highways with low tire pressure can be dangerous and cause excessive tire wear. Always reinflate your tires to the recommended pressure before returning to paved roads. For all of our vehicles that means at least 35psi. Portable air compressors are handy tools to carry on your overlanding trips for this purpose, and if you need it we can add a portable CO2 tank with hose and fittings. Just be sure to ask us before your pickup date. Know Your Limits Each vehicle and tire combination has its limits. If you plan to air down please consult with us prior to leaving so we can go over recommended pressures for your specific vehicle. Conclusion Airing down your tires is a simple yet powerful technique to enhance your overlanding experience. The improved traction, comfort, control, and reduced risk of damage make it an essential practice for any off-road enthusiast. As you prepare for your next adventure, take the time to properly manage your tire pressure, and you’ll find yourself navigating the wild with greater ease and confidence. Happy trails and safe travels! View the full article