Dual-Purpose Tacoma

(NARRATOR)>> IF YOU WANT TO GO FAST IN THE DIRT YOU'RE GONNA NEED A GOOD SUSPENSION. TODAY ON XTREME OFF ROAD THE DUAL PURPOSE TACOMA GETS 13 INCHES OF TRAVEL AND SEVEN INCHES OF TRACK WIDTH, ALONG WITH AIR LOCKERS AND LOWER GEARS FOR MAXIMUM ACCELERATION. WHEN WE'RE DONE WITH IT THIS TOYOTA WILL BE NO TOY.

(IAN)>> WE'VE GOT OUR BF GOODRICH GIVEAWAY TOYOTA TACOMA IN THE SHOP TODAY. NOW THE PLAN FOR THIS TRUCK IS PRETTY AGGRESSIVE. BASICALLY AN EVERYDAY TROPHY TRUCK. HIGH PERFORMANCE SUSPENSION THAT YOU CAN STILL DRIVE TO WORK EVERY DAY OF THE WEEK, ALL ROLLING ON A SET OF BF GOODRICH KOTWO TIRES. WE'RE BUILDING THIS TRUCK TO CELEBRATE THE FACT THAT 40 YEARS AGO BF GOODRICH CREATED THE ALL TERRAIN TIRE CLASS, AND HAS COMPETED IN MANY DIFFERENT TYPES OF MOTORSPORTS ALL OVER THE WORLD WITH THAT TIRE. THE BEST PART IS, IS ONE OF YOU GETS TO WIN IT.

FIRST STEP IN THIS PROJECT IS TO STRIP THIS TRUCK DOWN, AND I MEAN ALL THE WAY DOWN. THE REAR OF THE TRUCK IS TAKEN APART UNTIL WE HAVE AN EMPTY SET OF REAR FRAME RAILS.

[ impact drill spinning ]

(IAN)>> UP FRONT THE ENTIRE SUSPENSION AND FRONT DIFF COME OUT. [ hammer tapping ]

(IAN)>> POW! [ impact drill spinning ]

(IAN)>> THERE WE GO!

THE FIRST THING WE'RE GONNA DO IS REGEAR OUR TOYOTA BECAUSE WE'RE GONNA BE STEPPING UP TO A LARGER TIRE AND WHEEL PACKAGE. SO TO COMPENSATE FOR THAT I'M GONNA CHANGE THE GEAR RATIO BOTH FRONT AND REAR. OUT BACK I'M GONNA DEAL WITH A WHOLE NEW REAR AXLE ASSEMBLY THAT'S MUCH MORE RACY. UP FRONT I'M SIMPLY GONNA REBUILD THE FACTORY TOYOTA TACOMA CLAM SHELL FRONT IFS DIFFERENTIAL WITH SOME NEW 4.88 GEARS.

OH, STUB SHAFT OUT!

WHENEVER YOU REPLACE A RING AND PINION INSIDE A DIFFERENTIAL YOU ALWAYS WANT TO GET SOME TYPE OF INSTALL KIT. NOW THAT INSTALL KIT WILL COME WITH NEW BEARINGS AND RACES. NOW RESIST THE URGE TO LEAVE THE ORIGINAL RACE IN THE HOUSING, AND JUST INSTALL THE NEW BEARING ONTO THE PINION, AND MIX AND MATCH OLD WITH NEW. YOU HAVE TO REMEMBER, AN AFTERMARKET BEARING AND RACE, WELL THEY'RE DESIGNED TO WORK TOGETHER. JUST BECAUSE THEY MAY LOOK THE SAME, THE NEW BEARING MAY HAVE A SLIGHTLY DIFFERENT TAPER TO IT THAN THE ORIGINAL RACE. I HAVE TAKEN APART DIFFERENTIALS IN THE PAST THAT PEOPLE HAVE BROUGHT TO ME AND SAID THEY'VE GOT SOME BEARING NOISE IN THE PINION. JUST CAN'T FIGURE OUT WHY, AND I TEAR IT DOWN, AND IT'S PRETTY OBVIOUS THAT SOMEBODY HAS JUST RUN A NEW PINION BEARING WITH AN ORIGINAL PINION BEARING RACE. THE TAPER WAS OFF AND IT JUST WASTES THE BEARING. IT'S A LITTLE BIT EXTRA WORK BUT IT'S WELL WORTH IT. WE PICKED UP OUR NEW 4.88 GEAR SET FROM RANDY'S WORLD WIDE, ALONG WITH A COMPLETE INSTALL KIT. ONCE THE MASTER PINION SHIM IS REMOVED FROM THE FACTORY PINION, IT'S PLACED UNDERNEATH OUR NEW BEARING AND THE NEW BEARING IS PRESSED ONTO OUR NEW PINION. WITH NEW BEARING RACES IN THE CLAM SHELL, THE PINION IS INSTALLED AND THE CRUSH SLEEVE IS CRUSHED UNTIL PROPER ROTATIONAL LOAD IS ACHIEVED. THE NEW RING GEAR IS BOLTED ON TO THE FACTORY DIFFERENTIAL, AND THE FRONT AXLE IS REASSEMBLED. [ impact drill spinning ]

(IAN)>> WHENEVER YOU INCREASE THE SIZE OF THE TIRES ON YOUR PROJECT YOU NEED TO CONSIDER CHANGING THE GEARS INSIDE THE AXLE BECAUSE WHEN YOU STEPPED UP TO A LARGER TIRE ON YOUR VEHICLE YOU'VE CHANGED WHAT IS CALLED THE "EFFECTIVE GEAR RATIO". A LARGER TIRE ON YOUR VEHICLE THAN IT LEFT THE FACTORY WITH ROTATES A DIFFERENT NUMBER OF TIMES INSIDE ONE MILE THAN THE STOCK TIRE. NOW THIS EFFECTS THINGS LIKE THE SHIFT POINTS IN THE TRANSMISSION, THE ENGINE RPM AS YOU'RE DRIVING DOWN THE HIGHWAY, EVEN THE ABILITY OF THE VEHICLE TO ACCELERATE FROM A DEAD STOP. NOW THERE IS AN EASY MATHEMATICAL EQUATION TO DETERMINE WHAT YOUR NEW GEAR RATIO NEEDS TO BE. YOU SIMPLY TAKE THE SIZE OF THE NEW TIRE THAT YOU PLAN TO INSTALL ON YOUR VEHICLE, DIVIDE IT BY THE SIZE OF THE OLD TIRE, AND MULTIPLY IT BY THE STOCK RATIO THAT IS IN YOUR TRUCK, AND THAT WILL TELL YOU WHAT GEAR RATIO YOU NEED TO CHANGE THE AXLES TO IN ORDER FOR THE VEHICLE TO ACT AS IF IT'S STILL DRIVING ON THE STOCK SIZE WHEELS AND TIRES. AS AN EXAMPLE LET'S JUST SAY THAT WE WANTED TO INSTALL A SET OF 35 INCH TALL TIRES ONTO A TRUCK THAT LEFT THE FACTORY WITH SOME 28 INCH TALL TIRES, AND THE STOCK GEAR RATIO WAS SOMETHING LIKE, I DON'T KNOW, 3.72 TO ONE. NOW YOU CAN DO THAT MATH EASILY WITH A CALCULATOR AND YOU WILL FIND OUT THAT THE NEW REQUIRED GEAR RATIO IS FOUR POINT SIXFIVE TO ONE. WHAT YOU THEN DO IS LOOK FOR A SET OF AFTERMARKET GEARS THAT ARE CLOSE TO THAT RATIO. TWO POPULAR SIZES THAT ARE CLOSE TO THE FOUR POINT SIXFIVE IS A 4.56 OR POSSIBLY A 4.88. IN THIS CASE I WOULD OPT FOR A SET OF 4.88'S BECAUSE THAT WOULD GIVE ME JUST A LITTLE BIT MORE POWER WHEN I TRIED TO ACCELERATE TO COMPENSATE FOR THE EXTRA MASS OF OUR WHEELS AND TIRES, AND IT'S CLOSE ENOUGH TO THAT 4.65 NUMBER THAT THE REST OF THE DRIVETRAIN WILL ACT LIKE WE'RE STILL ROLLING ON A SET OF 28'S.

(NARRATOR)>> COMING UP, A NINE INCH THIRD MEMBER THAT'S SO EASY TO SET UP THAT, REALLY, THEY'RE ALREADY DONE. PLUS REINFORCED AND UPGRADED LONG TRAVEL SUSPENSION.

(IAN)>> WITH 4.88'S IN THE FRONT AXLE FOR OUR TOYOTA, YOU'D THINK THE NEXT STEP WOULD BE TO REBUILD THIS STOCK TOYOTA REAR AXLE WITH A SET OF 4.88'S AS WELL, BUT SINCE THIS IS A SERIOUS HIGH SPEED OFF ROAD PRERUNNER STYLE TRUCK, AND ONE OF YOU IS GONNA WIN IT, I OPTED INSTEAD TO GO WITH AN ENTIRE NEW CRATE AXLE ASSEMBLY. THIS IS A CURRIE ENTERPRISES FNINE AXLE HOUSING. NOW THIS IS A FULLY CUSTOM, FULLY FABRICATED AXLE HOUSING. THE SAME AXLE THAT THEY BUILD TO GO UNDER HIGH SPEED TROPHY TRUCKS. IT HAS THREE AND A HALF INCH CHROMOLY AXLE TUBES AND A BACK BRACE THAT TRAVELS THE ENTIRE LENGTH OF THE AXLE TO KEEP IT GOOD AND STRONG. AN OVERSIZED FILL PLUG THAT MAKES IT EASY TO FILL THE AXLE WITH OIL AND ALSO ALLOWS YOU TO INSPECT THE GEARS INSIDE WHEN IT'S FULLY ASSEMBLED. BILLET BIG BEAR ENDS THAT WILL WORK WITH OUT TOYOTA TACOMA REAR BRAKE PACKAGE, AND IT CAME WITH A THIRD MEMBER WITH A SET OF 4.88 GEARS AND A LOCKER ALREADY INSTALLED. OUR CURRIE REAR AXLE WILL BE GETTING AN ALL NEW YUKON NODULAR IRON THIRD MEMBER EQUIPPED WITH 4.88 GEARS MOUNTED TO AN AIR OPERATING ZIP LOCKER. CURRIE SHIPPED THE THIRD FULLY ASSEMBLED AND READY TO DROP INTO THE HOUSING. THE ORIGINAL BACKING PLATES WILL NEED TO BE TRANSFERRED ONTO OUR NEW AXLE SHAFTS. THAT REQUIRES PRESSING THE ORIGINAL BEARING OFF OF THE TOYOTA AXLE. I HAVE A SHOP BUILT TOOL THAT HOLDS THE BEARING IN PLACE WHILE THE SHAFT IS PRESSED OFF. WITH THE BACK PLATE IN PLACE, THE NEW BEARING AND RETAINER ARE PRESSED ONTO THE CURRIE AXLE SHAFT AND SLID INTO THE HOUSING. WHEN I ORDERED OUR CUSTOM REAR AXLE HOUSING I HAD CURRIE ADD AN ADDITIONAL THREE INCHES TO EITHER SIDE OF THE AXLE. WE'RE GONNA BE INSTALLING A LONG TRAVEL SUSPENSION SYSTEM ON THE FRONT OF THIS TRUCK, AND BY ADDING MORE WIDTH TO THE REAR AXLE THE TRACK WIDTHS WILL BE THE SAME, AND I WON'T HAVE TO RUN WHEEL SPACERS ON THE BACK. NOW THE CURRIE NINE INCH IS OBVIOUSLY A LOT STRONGER THAN THE FACTORY TOYOTA EIGHT, BUT WE ALSO PICK UP SOME ADDITIONAL STRENGTH IN THE AXLE SHAFTS. NOT JUST BECAUSE OUR NEW NINE INCH SHAFTS ARE 35 SPLINE SHAFTS. OBVIOUSLY A LOT LARGER THAN THE TOYOTA, BUT ALSO THE DESIGN OF THE SHAFTS. WHENEVER YOU HAVE A CHANGE IN SHAFT DIAMETER, LIKE THIS MACHINED SURFACE RIGHT HERE BY THE SPLINES, AND ALSO THIS KICK UP DOWN HERE NEAR THE BEARING SURFACE, THOSE ARE WEAK POINTS IN THE SHAFT. THE CURRIE SHAFTS HAVE A LONG, SMOOTH TAPER OVER THE ENTIRE LENGTH OF THE SHAFT. THAT ALLOWS THE SHAFT TO DEFLECT AND NOT PUT STRESS ON ONE PARTICULAR AREA. THEREFORE MAKING IT A LOT STRONGER.

[ impact drill spinning ]

(IAN)>> SINCE WE JUST GOT DONE ASSEMBLING THE REAR AXLE FOR OUR TRUCK, WE'RE GONNA START BY INSTALLING THE REAR SUSPENSION. NOW FROM THE FACTORY OUR TACOMA CAME WITH A REAR LEAF SPRING SUSPENSION SETUP IN WHAT'S CALLED SPRING OVER FASHION. THAT MEANS THAT THE LEAF SPRING SITS ON TOP OF THE AXLE HOUSING. NOW NORMALLY WE WANT THAT FOR OFF ROAD ROCK CRAWLING, BUT WHEN YOU HAVE A VEHICLE THAT YOU WANT TO TRAVEL AT A HIGH RATE OF SPEED OVER ROUGH TERRAIN YOU WANT A DIFFERENT SETUP, AND WHEN YOU'RE PUTTING TOGETHER A TOYOTA TACOMA FOR HIGH SPEED OFF ROAD TRAVEL ONE NAME ALWAYS COMES UP, AND THAT IS TOTAL CHAOS FABRICATION. TOTAL CHAOS FABRICATION ARE TOYOTA DESERT RACING, PRERUNNER, AND ADVENTURE SPECIALISTS. BASED OUT OF SOUTHERN CALIFORNIA, THEY NOT ONLY BUILD SOME HARDCORE SUSPENSION SYSTEMS, THEY RACE WHAT THEY SELL. NOT ONLY HERE AT HOME, BUT ALSO IN MEXICO AND INTERNATIONALLY AT EVENTS LIKE THE REBELLE RALLY. FROM THEM WE GOT A COMPLETE REAR SUSPENSION SYSTEM. NOW IT ALL WORKS AROUND A SET OF DEVER LEAF SPRINGS MADE SPECIFICALLY FOR TOTAL CHAOS. NOW THESE ARE A MULTI PACK LONG TRAVEL LEAF, AND THESE WILL BE INSTALLED UNDERNEATH THE AXLE, OR IN SPRING UNDER FASHION BECAUSE IN A HIGH SPEED OFF ROAD RIG THAT WILL ALLOW US MAXIMUM AMOUNT OF WHEEL TRAVEL AND PREVENT AXLE WRAP ON THE REAR AXLE HOUSING. NOW TO MAKE THIS MODIFICATION THEY PROVIDE EVERYTHING THAT YOU WOULD NEED, FROM THE SHOCK HOOP, TO A NEW HANGER, NEW SPRING PLATES, SHOCK MOUNTS, AND A BUNCH OF WELD ON ITEMS FOR THE FACTORY TOYOTA AXLE. WE WILL NEED TO MODIFY THOSE SLIGHTLY TO WORK WITH OUR NINE INCH, BUT IT WON'T BE THAT DIFFICULT. ONE OPTION THEY GIVE YOU IS TO UPGRADE TO AN ACTUAL FOX SHOCKS AIR BUMP THAT YOU'VE SEEN US USE ON MANY PROJECTS. THIS PACKAGE TOGETHER WILL GIVE US THE MAXIMUM AMOUNT OF WHEEL TRAVEL ON THE BACK OF THIS RIG.

(NARRATOR)>> UP NEXT, WE TOUGHEN UP THE TACOMA WITH UPDATED CONTROL ARM SUSPENSION. LOOK AT THOSE GUNS!

(IAN)>> THE REAR SUSPENSION INSTALL STARTS BY REMOVING THE FACTORY REAR SHOCK MOUNT AND BUMP STOP PAD OFF OF THE FRAME. THE FRAME IS THEN PREPPED AND GIVEN A COAT OF PAINT. THE BRACKET FOR OUR REAR FOX SHOCKS AIR BUMP IS BOLTED ONTO THE FRAME USING THE FACTORY BUMP PAD HOLES. THE SHOCK HOOP COMES WITH SOME THICK PLATE STEEL FRAME REINFORCEMENT PUCKS. THEY ARE LOCATED BY PLACING THE SHOCK HOOP INTO ITS FINAL POSITION, TACKING THEM TO THE FRAME, AND THEN FULLY WELDING THEM. ONCE PAINTED, THE HOOP BOLTS UP. OUR DEVER SPRINGS ARE THEN INSTALLED INTO THE FRAME. THE INCLUDES SPRING PERCH IS PLACED ONTO THE SPRING, AND THE REAR AXLE IS LIFTED OFF THE STAND. IF WE WERE USING OUR FACTORY TACOMA REAR AXLE, OUR TOTAL CHAOS FABRICATION KIT COMES WITH ALL THE BRACKETS NEEDED TO SIMPLY CLAMP THAT AXLE ONTO OUR NEW DEVER LEAF PACK, BUT BECAUSE WE'RE USING OUR AFTERMARKET CURRIE AXLE WE HAVE SOME ISSUES TO DEAL WITH. THE SPRING PERCH THAT COMES FROM TOTAL CHAOS, WELL IT'S CONTACTING THE BACK BRACE ON THE AXLE. NOT ALLOWING ME TO PIVOT THE PINION UP INTO THE CORRECT LOCATION. I'M NOT 100 PERCENT SURE WHAT THE PINION ANGLE IS, AND I WON'T KNOW THAT UNTIL THE TRUCK IS ACTUALLY SITTING DOWN ON ITS TIRES AND WHEELS, AND THEN I WILL BURN THESE PERCHES ONTO THE AXLE, REMOVE IT, AND PAINT IT. SO THE NEXT LOGICAL STEP RIGHT NOW IS TO HEAD UP TO THE FRONT. ON THE FRONT OF OUR TACOMA WE'RE USING A THREE POINT FIVE INCH TRUE RACE KIT FROM TOTAL CHAOS FABRICATION. NOW THE KIT COMES WITH AN ALL NEW LOWER PLATE CONTROL ARM AND A TUBULAR UPPER CONTROL ARM WITH UNIBALLS AT THE END THAT CONNECTS TO THE KNUCKLE. NOW THE WAY THAT THIS SUSPENSION SYSTEM WORKS IS ACTUALLY VERY SIMPLE. THE LIMIT TO THE WHEEL TRAVEL ON THE FRONT OF AN AARM TRUCK, OR A TRUCK WITH INDEPENDENT FRONT SUSPENSION, IS THE LENGTH OF THE CONTROL ARMS. IT'S KIND OF LIKE WHEN YOU'RE A KID AND YOU GO IN THE BACK YARD, AND YOU PRETEND THAT YOU'RE A TREX, AND YOU PULL YOUR ARMS IN REAL CLOSE. WELL THOSE SHORT ARMS CAN ONLY GO SO FAR. IF YOU HAVE LONG ARMS THEN YOU CAN TRAVEL FURTHER. SO BY ACTUALLY INCREASING THE LENGTH OF THE UPPER AND LOWER CONTROL ARM WE GET MORE WHEEL TRAVEL. NOW THAT DOES INCREASE THE TRACK WIDTH OF THE TRUCK, OR THE OVERALL WIDTH. TRACK WIDTH IS THE MEASUREMENT FROM CENTER OF THE TIRE ON ONE SIDE OF THE TRUCK TO THE CENTER OF THE TIRE ON THE OTHER, AND THIS MAKES OUR TRUCK ESSENTIALLY SEVEN INCHES WIDER, BUT BECAUSE OF THAT ADDITIONAL SEVEN INCHES WE NOW HAVE 13 INCHES OF WHEEL TRAVEL. WE MAKE UP FOR THAT EXTRA WIDTH BY SIMPLY INSTALLING FIBERGLASS FENDERS TO COVER THE TIRES. NOW THE KIT STARTS WITH A WHOLE BUNCH OF GUSSETS THAT NEED TO BE WELDED TO THE FACTORY FRAME FOR EXTRA STRENGTH. THE STOCK CAM TAB GUSSETS USED FOR FRONT END ALIGNMENT ON THE TACOMA ARE NOTORIOUSLY WEAK. SO WE'RE GONNA UPGRADE THEM WITH A SET OF LASER CUT UNITS FROM TOTAL CHAOS. ONCE WELDED TOGETHER, THEY ARE LOCATED ON THE TRUCK WITH THE FACTORY CAM BOLTS AND WELDED ONTO THE FRAME. THE FACTORY KNUCKLES NEED SOME GUSSETS TO ENSURE THAT THE UPRIGHT DOES NOT FLEX WHEN RIPPING THIS TACOMA THROUGH THE WHOOPS. THE GUSSETS LOCATE OFF THE UPPER BALL JOINT, AND ARE MIG WELDED DIRECTLY TO THE SPINDLE AND GIVE A COAT OF PAINT. A NEW BUMP STOP EXTENSION LOWERS OUR FACTORY BUMP STOP, AND UPPER COIL TOWER GUSSETS WILL NOW PLACE THE UPPER AARM PIVOT INTO DOUBLE SHEER. THIS NOT ONLY MAKES OUR PIVOT STRONGER, BUT THEY ALSO HELP STRENGTHEN OUR UPPER COIL OVER MOUNT ONTO THE TRUCK'S FRAME.

(IAN)>> NOW ALL OF THE GUSSETS THAT WE'VE ADDED TO THE TRUCK'S FRAME AS WELL AS TO OUR SPINDLE ARE THERE TO STRENGTHEN EVERYTHING UP BECAUSE THIS SUSPENSION SYSTEM IS DESIGNED TO HANDLE SOME SERIOUS ABUSE OFF ROAD. NOW IF YOU REMEMBER, I SAID WE'RE GONNA ADD THREE AND A HALF INCHES TO EITHER SIDE OF THIS TRUCK'S TRACK WIDTH. THERE'S A COUPLE OTHER ITEMS THAT TOTAL CHAOS INCLUDES. THEY INCLUDE A TIE ROD EXTENDER. NOW THIS BASICALLY MOVES THE TIE ROD EXACTLY THREE AND A HALF INCHES FURTHER OUT AS WELL AS A NEW CHROMOLY AXLE SHAFT THAT WILL REPLACE THE SHAFT BUT WILL REUSE OUR FACTORY C/V'S BOTH INSIDE AND OUT, AND THAT'S BECAUSE, AS I SAID, EVERYTHING IS BEING MOVED FURTHER AWAY FROM THE VEHICLE CENTER LINE. NOW THERE'S ONE MORE ITEM THAT WE NEED TO INSTALL, AND THAT IS THIS ADDITIONAL SHOCK HOOP. IT SIMPLY BOLTS IN PLACE OF THE TOP OF THE COIL TOWER AND THERE IS A SMALL STUB THAT GETS WELDED ONTO THE FRAME RAIL. THIS IS BECAUSE WE HAVE CHOSEN TO RUN BOTH COIL OVERS AND BYPASSES ON THE FRONT OF THIS TRUCK. NOW IT DOESN'T GO IN RIGHT NOW BECAUSE TOTAL CHAOS SHIPS IT WITH THE TABS JUST TACK WELDED INTO PLACE IN CASE THERE ARE SOME SUBTLE VARIATIONS IN YOUR SHOCKS ONCE YOU GET THEM BOLTED UP. ONCE THEY'RE IN PLACE, THEN YOU LOCATE THE HOOP, CHECK THE POSITION OF THE TABS, MAKE SURE THERE'S NO BINDING ON THE SHOCKS, AND THEN YOU CAN REMOVE THE HOOP, WELD THE TABS, AND THEN INSTALL THE HOOP FOR GOOD. NEXT UP FOR US, PAINT ALL THESE GUSSETS, AND THEN START BOLTING UP SOME SUSPENSION.

ANOTHER BENEFIT TO THE TOTAL CHAOS UPPER AND LOWER CONTROL ARM IS THAT THEY DON'T USE BALL JOINTS AS THE PIVOT POINT FOR THE KNUCKLE. THEY USE THESE HEAVY DUTY OVERSIZED UNIBALLS. NOW NOT ONLY ARE UNIBALLS STRONGER THAN A BALL JOINT, THEY ALSO OFFER MORE ARTICULATION, AND IN AN AARM SUSPENSION SYSTEM MORE ARTICULATION EQUATES TO MORE WHEEL TRAVEL. NOW RIGHT NOW I BASICALLY HAVE THE DRIVER'S SIDE OF OUR TACOMA COMPLETELY MOCKED UP INTO PLACE. THE NEXT TIME YOU SEE THIS TRUCK IN THE SHOP WE'LL GO AHEAD AND HAVE ALL THE SUSPENSION ON. THEN WE'LL BE READY TO BOLT ON A SET OF BF GOODRICH TIRES.