Wrapping up the Bumper Project – At long last: here’s the details on Ulysses’ rear swing-out. This swing-out carries a full-size 285/65R18 (33×11.50) spare, Hi-Lift Jack, small Eezi-Awn K9 Table, 42-liter Alubox to store water/propane hoses and the water heater, and a 10# propane tank to fuel the stove, water heater, and fire pit. License plate lighting is provided from a set of LED bolt lights. The framework is made almost entirely from upcycled steel salvaged from a friend’s old teardrop frame, and it all rides on an A-to-Z Fab Mega-Duty Hinge. Building the swing-out atop the already squared and straight bumper was a much simpler feat than building the bumper, so on to the fabrication photos…… Swing-out
Sometimes you just have to D-I-Y – After two years of waiting for either delivery of the rear bumper I purchased, or a full refund of the rather large deposit, I’d had enough: it was time to look elsewhere. Discovery II rear bumpers are a tricky thing—a combination of unusual curves and angles, lack of frame tie-in points on the long overhang, and the general lack of symmetry on these trucks creates many challenges in the design process. As a result, most bumpers on the market are either prohibitively expensive or extremely ugly. RTE Fabrication’s rear bumper is arguably the best looking of the bunch and has a beautifully near-factory appearance, but I couldn’t get over the jungle gym they use for their swing-out. It was clear there was only one way to get what I wanted: a custom build. Once again I enlisted help from the exceptionally talented Dave Argust to design and fabricate all the little (and big) parts necessary to pull this project off. Prototyping on something like a Jeep can be fairly easy—straight lines and a body tub that ends cleanly before the bumper mean you can bolt on practically anything from the frame back. While the mounts are similar on a Discovery, the body is blended into the (frame mounted) bumper through several pieces of molded plastic, all designed to flex and bend just enough to allow for body movement. This meant building much of the bumper in place on the vehicle, and installing and removing the bumper dozens of times to check clearances…tedious work. I’m not a huge fan of the ubiquitous 2 x 6″ oval lights found on so many aftermarket bumpers, but I do understand now why they are used so often: few DOT-legal brake lights exist that are small enough to fit on a slim 4-inch bumper. I wanted brake lights, not for legality, but because I needed the “high” lamp to restore the rear fog functionality Land Rover gave us. Fortunately, just as the bumper was nearing completion Grote released a brand new tail/brake lamp with integrated reverse lights dubbed the “2-in-1.” Installation hardware attaches via the original bumper mounts on the frame. Access to the bolts hides underneath the new lights, which sit almost exactly where the original reverse and rear fog lamps once did. As an added bonus the trailer wiring is now safely up and away from trail obstacles, with 4- and 7-pin connections built in. Building… Rear Bumper
A Budget Overlander, Part I – My first introduction to Subaru was a rally-ready “bugeye” WRX I happened upon while visiting a Jeep dealership many years back. It looked like a blast to drive, but I was too wrapped up in the rock crawling thing to give it a second thought. Somehow, that bugeye stuck in the back of my mind, and years later when Scott asked if I’d like to take over the ExPo Forester project I immediately thought “oooh, FUN!” It’s All Yours, Now Make It Go The first order of business on our little project was to get the vehicle running. The 2003 Forester had been flogged hard for the first 100,000 miles of it’s life, and the rebuilt EJ251 motor sourced to replace the original motor turned out to have the exact same problem—disintegrated bearings. Our little project was not off to a good start, but clinging tight to Subaru’s reputation for reliability we pressed on. With a little help from our friends at AT Overland I was able to pull the motor and tear it down for rebuilding, then build it back up on the new block over two weekends. The post-rebuild fine tuning tasks such as adjusting the valves and replacing the broken valve guide rod proved simple enough to do in an afternoon. Replacement parts for the EJ251 motor are both cheap and readily available. Do I still recommend the vehicle as a budget-minded overlander, after putting in the work to get the car running? Absolutely: it’s very easy to work on with a minimal tool kit and little knowledge, a valuable trait for any adventure vehicle to have. I have complete confidence I’d be able to find and fix any problem I’m likely to encounter in the field. Note: I am not a mechanic—this was my first experience with anything more complicated than a fluid change. The Most Boring Fun Car I’ve Ever Driven I’d be lying if I said the Forester was nothing but fun. Driving the twisting mountain roads outside Prescott, tires squealing out in pain through the torture of every turn is fun; launching over cattle guards at foolish speeds is fun; drifting around dusty backroad switchbacks is fun. But when it’s parked, it is one of the most generic looking vehicles ever created… A tastefully built-up SG Forester is a true sleeper. Simple, subtle, and unassuming in it’s appearance; devoid of anything flashy that… Capability
The Forester project stretches its legs – It was the shop calling, and far too early for new tires to be mounted and a four-wheel alignment done. I had been warned the tire size I selected for the project “just barely doesn’t fit,” but ever the optimist elected to follow the well-documented build of a certain Forester-of-the-Month—a build with the same size tire and no lift. “We can squeeze it in there if we do a little trimming on the plastic bits.” Reluctantly, I gave the go-ahead… Make It Taller