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Inside Alex Honnold’s Tricked-Out New Adventure Van
Back in 2014, pro climber Alex Honnold gave us a tour of the 2002 Ford Econoline E150 he used as his mobile base camp. That van served him...
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You might be thinking more about snow than water right now. But that means it’s a great time to invest in off-season gear. And a bunch of BO...
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No one wants to have to use first aid. But everyone wants the goods when bad stuff goes down in the backcountry. You don’t have to try to f...
Saturday, March 30, 2019
Why Swamp Monsters Support David Bernhardt
Let’s just say it: Thursday’s Senate confirmation hearing for acting Interior Secretary David Bernhardt was absurd. The former lobbyist for the oil, gas, and agriculture industries has barely tried to cover up the fact that he’s spent his tenure at the Department of the Interior working in the sole interest of his former clients. Just this week, news broke that he'd not only kept oil and gas permits flowing for his former clients during the recent 35-day government shutdown, but also risked the fate of over 1,200 endangered species by suppressing a scientific report that could have been detrimental to the pesticide industry. Yet Republican Senators at the hearing fell over themselves to laud Bernhardt as a model of ethical behavior.
Heck, Colorado Senator Cory Gardner (who's taken $47,000 in campaign donations from Bernhardt's former lobbying firm), even apologized to the acting secretary after Oregon Senator Ron Wyden asked the nominee if he could explain the above as anything other than flagrant corruption.
As far as swamps go, the hearing was basically knee deep in muddy water. So, when three audience members donned rubber swamp monster masks and sat behind Bernhardt in silent protest, the absurdity felt fitting.
The protest was carried out by Greenpeace activists Adrienne Lowry, Layla Anthony, and Irene Kim. For two hours, they sat silently in their masks, before security escorted them away. Eager to hear what they had to say, in character, I reached out once the hearing had wrapped up.
OUTSIDE: How should we refer to you?
SWAMP MONSTERS: We're just swamp monsters. Three of many.
Why does the swamp monster coalition support the nomination of David Bernhardt?
Us swamp monsters, we got a little worried when Trump was saying that he wanted to drain the swamp. Like, that’s us. But, when Bernhardt was nominated to run the Department of the Interior, we were overjoyed. He’s really someone who can bring our corporate interests into the government. Now there’s nothing in the way of drilling for more oil and gas. The biggest swamp monster of us all is about to become secretary of the Interior.
Wouldn’t a swamp-dwelling monster benefit from clean water?
What we really benefit from is money. With all the money that Bernhardt is going to make us, we can buy all the bottled water we need. We don’t really care about anyone else.
Is corruption something inherent in being a swamp monster or is it something swamp monsters seek out?
I don’t think swamp monsters start out corrupt; I think it’s something we’re exposed to, then adopt as our own.
As a relatively rare creature, do you not feel some sympathy for endangered species?
Maybe it’s their fault that they’re going extinct? Couldn’t they have just worked harder at avoiding becoming endangered? As swamp monsters, we really just care about ourselves.
How does one swamp monster recognize another? Is there a secret handshake?
You can really see it in their eyes, one swamp monster can definitely recognize another. Also, Google is really great. Being able to just look up someone’s background, you can tell pretty quickly if they’re a swamp monster or not.
Do you think other swamp monsters in attendance today appreciated your show of support?
Bernhardt did not seem very happy about it. He didn’t say hello. He didn’t turn around. I’m going to be honest, it was a little hurtful.
What qualities does the swamp-monster community look for in a leader?
I mean, to work as a senior lobbyist for oil and gas, and then be put in charge of public lands and water? I think it’s pretty clear that we’ve found our leader.
One of Bernhardt’s main achievements so far is a proposed budget that would slash national park funding. What specific beef do swamp monsters have with that agency?
They’re something we can’t make money off of. The parks are beautiful, but if I defund them, then I can open them up for drilling and make money. Which is the entire point of being a swamp monster.
Is there one achievement of Bernhardt’s for which you’re most proud?
The fact that a man who once sued to dismantle the Endangered Species Act is now in charge of implementing it is just the con of all cons. As a swamp monster, I think that’s great.
from Outside Magazine: All https://ift.tt/2UpxVXm
It's About Time for the Running World to Embrace Change
It’s not just you; the world really is changing. We know it’s true when even professional running is trying to contemporize. Earlier this month, the IAAF surreptitiously announced that starting next year, it would be culling the 5,000-meters from its Diamond League series in an effort to create “a faster paced 90-minute television event.” At this year’s Boston Marathon, the men’s professional field will have their own separate start time—a first in the event’s 123-year history—in what seems to be a belated attempt at equity. (The pro women have had their own separate start since 2004.)
“Change is never easy,” IAAF President Seb Coe said in the press release announcing the Diamond League’s new format. He’s got that right. It’s another way of saying that change often makes people nervous. That might be especially true for running, a sport whose long legacy and inherent simplicity can make any tinkering seem like an assault on something ancient and pure. But, in running as elsewhere, we shouldn’t cling to the idea that the old way is always the best way.
Easier said than done. Last year, I wrote about the razing of Hayward Field, the University of Oregon’s historic track, which is currently being rebuilt into a tricked out super-stadium. Many longtime Hayward loyalists viewed the project as an act of desecration. When I spoke to a local preservationist named Scott Krause at the time, he compared Hayward’s East Grandstand to the Sistine Chapel. On the other end of the spectrum, retired professional runner Lauren Fleshman, who had contributed much Hayward magic in her day, cautioned that perhaps we shouldn’t “get too precious about a stadium,” particularly one whose history is primarily a “history of white distance-runner dudes.”
Indeed. But can we apply the same thinking to the IAAF’s decision to drop the 5,000-meters—an event that’s largely dominated by non-white distance runners? In a recent Twitter thread, Fleshman suggested that we should be more open to new venues for the 5,000-meters, which has been rendered stale in recent years thanks to rabbited world record attempts, among other things.
“You can love something and not be beholden to freeze it in time,” Fleshman’s thread concludes.
Others, of course, saw it differently. In an article published on fastrunning.com, author and columnist Adharanand Finn gave a spirited rebuttal to the notion that the 5,000 should be canceled, arguing that the problem wasn’t with the race itself, but with the inept way it was being presented. “No, endurance events aren’t inherently boring to watch,” Finn writes. “When the story of a race is told well, when the fans can connect with the competitors, long-distance running can be a compelling drama in many acts, with lots of unpredictable, gut-wrenching plot twists.”
Finn also notes that cutting the 5,000 would be disproportionately detrimental to East African nations like Kenya and Ethiopia, two countries whose national athletics federations have been unsurprisingly outspoken critics of the IAAF’s changes. Right on cue, Eliud Kipchoge, the marathon world record holder from Kenya, took to Instagram last week to state how crucial the 5,000 was to his development as a runner.
I hate to be the one to say it, but as gut-wrenchingly riveting as it may be for some, a twelve-and-a-half lap track race is a tough sell for many people—especially when most of the racing only happens over the final laps. Not that I entirely disagree with Finn. In his article, he rightly points out that distance running’s great asset is that it’s “basically the most popular participation sport in the world.” But the vast majority of participatory 5Ks aren’t run on a track. So why not move the world’s premier 5,000-meter (and 10,000-meter) events to the roads? Would it really be so tragic if Olympic and World Championship 5Ks became road races? The format would be familiar to the legions of hobbyjoggers around the globe. What’s more, Olympic or Diamond League 5K courses could be repurposed to subsequently host events for the masses. There was a time when the world’s premiere marathons were staged in an enclosed arena. We seem to have evolved away from that (more or less), so perhaps other distances could follow suit. And just look at how the running media world is flipping out over the course at this weekend’s Cross Country World Championships in Denmark. It’s hard to generate that kind of excitement when you’re confined to the oval.
Which isn’t to suggest that every innovation needs to be embraced. The Boston Athletic Association’s decision to start the professional men two minutes ahead of Wave 1—effectively creating an entirely separate race—doesn’t really benefit anyone. As far as I can tell, this move merely expands a logistical unfairness that so far has only plagued certain sub-elite women to also impact certain sub-elite men. (By giving the professional men their own separate starting time, prize money at Boston will for the first time only be available to those in the pro field, while in the past it was, in theory, open to everyone in Wave 1. This has already been the case for women since 2004.) The B.A.A. was right to expand the women’s elite field. They should expand it further. But they also should have left the men’s race alone. Maybe I’m more of a crusty reactionary than I thought.
The old way isn’t always the best way. Except, of course, when it is.
from Outside Magazine: All https://ift.tt/2HPEGeR
Jeep Gladiator Pickup Truck Review: First Drive Impressions https://ift.tt/2FL1gDe
I was among the first lucky few to get behind the wheel of the full new lineup of 2020 Jeep Gladiator pickups. From highways to curvy back roads, and some muddy and rocky off-road terrain, I experienced it all.
Let’s get right to the meat of it. The much-anticipated new Jeep Gladiator is the only midsize U.S. pickup that offers a solid front axle and 33-inch tires from the factory. This truck is very much Trail Rated — and good-looking to boot!
With some time behind the wheel and miles under the tread, I discovered some standout features on this truck. I also uncovered a few things this Jeep left to be desired. Let’s dive into some of the details — including the long-awaited pricing and fuel economy.
In short: In the Gladiator’s plus column are truly impressive off-road capabilities, lots of payload and towing capacity, surprisingly competitive pricing, and great brakes. Drivers will also love that it’s the only pickup truck on the market to offer open-air driving, courtesy Jeep’s beloved removable hard and soft tops.
2020 Jeep Gladiator: The Solid-Axle, Open-Air Truck of Your Dreams
We’ve waited 26 years for a new Jeep truck. And now, the 2020 Jeep Gladiator is officially on its way! Read more…
In the negative column, the Gladiator has an extremely long wheelbase, pathetically small rearview mirrors, pretty loud road noise within the cabin, and a very snug rear seat. After driving the line around, I’d appreciate a smoother ride, more power, and a better manual transmission.
Jeep Gladiator Rubicon: Off-Road Pickup Truck
If you’re looking for the most capable midsize truck in North America, the Gladiator is it. There is no other midsize truck that offers a solid front axle, up to 33-inch tires from the factory, and an impressive 11 inches of ground clearance.
Plan to take this truck off road? The Gladiator Rubicon is the trim level you want. It comes with stronger 17-inch wheels wrapped in 33-inch tires. Plus, it has front and rear differential locks, a remote front sway bar disconnect, and 4.10 gears. It also comes with a winch-compatible front steel bumper, sliders, bed corner protectors, and an aluminum vented hood. Add all that up and you have an impressively capable off-road truck!
Jeep Gladiator Rubicon Off-Road Test
I drove the Gladiator Rubicon through some deep mud up hillsides and over steep, wet, off-camber rocks. The truck performs exactly as you’d expect off road — exceptionally well and just like a super-long wheelbase Jeep Wrangler.
But do note that that long wheelbase will take some getting used to and will hang up on some obstacles. So expect to put the sliders and rear bed corner protectors to good use off road. Like everything on this truck, the rear bed corner protectors are built right. They can hold up to one-third of the vehicle’s weight before they start to deform.
As with any modern vehicle, there is also plenty of computer wizardry built in. There’s an “Offroad+” button that tunes the vehicle based on conditions. In low-range 4×4, the button engages Rock Mode. In high-range 4×4, the button engages Sand Mode. And the Selectable Speed Control setting is basically cruise control for trail driving below 5 mph.
Jeep confirmed there will be huge accessory support, both from Mopar and the aftermarket. In fact, Mopar will offer more than 200 parts for the Gladiator at launch. In general, upgrading the truck’s off-road capabilities will be easy to upgrade. Likewise, expect the ability to tailor the Gladiator to your exact tastes and needs.
Jeep Gladiator: On-Road Handling, Comfort
While its off-road prowess is as you’d expect, the Gladiator’s ride on pavement isn’t all that plush. You feel every small bump in the road. The 2-inch Fox monotube shocks on the Rubicon didn’t seem to help smooth it out any, either.
That said, it corners far flatter than you’d expect from a truck this size and weight. The rear end is also a bit light and twitchy when the truck is unloaded, but this is to be expected.
The seats are pretty nice but do have a few faults. The adjustable lumbar support and soft lower cushions mark the seats’ highlights. However, the angle on the lower cushions isn’t adjustable. And the upper seat backs aren’t bolstered very aggressively, which allows you to slide around a bit.
Overall, my biggest pet peeve about the driving position inside the Gladiator is that there is no dead pedal to rest your left foot on. This means your foot is flat on the floor, putting your ankle at a weird angle. Also, the limiter strap for the driver-side door intrudes on the footwell and rubs against your shin. Both of these items are tiny — but annoying.
Jeep Gladiator: Bed Space, Hauling
The Gladiator takes some cues (and parts) from its big brothers in the RAM truck lineup. The rear suspension on the Gladiator is actually nearly the same five-link coil setup found in the RAM 1500.
At only 5 feet long, the truckbed is tiny. It’s also quite shallow. The bed offers four D-ring tie-down points for securing gear, which swivel out of the way to maximize space. Still, Jeep claims that 95 percent of all motorcycles will fit in the bed, with the tailgate down.
As for the tailgate itself, it’s both dampened and able to be fixed in a midway position. This allows you to carry sheets of drywall or plywood in the truckbed on top of the wheel wells. It also allows you to carry bigger kayaks, SUPs, and other long gear in the truckbed without having them stick up abruptly.
For a midsize truck, the Gladiator has the capability to carry quite a bit of gear. It offers a max payload of between 1,105 and 1,600 pounds depending on trim level and transmission.
Gladiator Towing, Interior Space
From the back of the rear doors forward, the Gladiator is nearly exactly the same as a Jeep Wrangler JLU. The big difference is the redesigned front grille. It’s specifically designed to allow more airflow and cooling, which is necessary for trailering. An 800W cooling fan also helps with engine cooling.
Jeep rates the Gladiator’s max towing at 4,000-7,650 pounds depending on trim, options, and transmission. In my test, I towed a 25-foot, 5,837-pound Airstream trailer behind a Gladiator Sport S with the maximum tow package.
It towed the trailer pretty well, but the engine did seem to be working very hard on the relatively flat route I drove. The eight-speed automatic transmission felt as though it shifted appropriately and smoothly, even without any tow/haul button present in the truck.
Two big towing issues popped up with the Gladiator: the axle-to-hitch distance and the tiny mirrors. The hitch sits way behind the rear axle, which can make trailer sway more prevalent. And while I can handle that small nuisance, I can’t get past how tiny and inadequate the Gladiator’s mirrors are. You can’t see anything past the trailer at all. Plus, there is no tow mirror option, and Mopar has no current plans to offer any tow mirror solutions.
Finally, a four-door Wrangler provides a ton of open space behind the rear seats. But in the Gladiator, that’s where the truckbed sits. So Jeep offers lockable storage space behind and under the 60/40 split rear seats. These useful storage areas can be accessed by folding the rear seatbacks forward or folding the seat cushions up.
Jeep Gladiator: Buy the Automatic Transmission!
This might be the first time I’ve ever told someone to buy an automatic transmission over the available manual. But the truth is that the six-speed manual in the Gladiator just doesn’t work well with the V6 under the hood. While it has an easy clutch, the gear changes are a bit clunky and entail a long throw of the shifter.
Build Your Ideal Jeep Pickup: Online Gladiator Customizer Is Live
Pick your model, trim, features, and all the other Jeep goodies to build the Gladiator pickup of your dreams. Just don't expect to see a price yet. Read more…
The big fail with the manual is that there’s very little room to the left of the clutch pedal to rest your foot. With my size 12 shoes (U.S. men’s), I needed to pull my foot back off the clutch and then position it up under the pedal when not shifting. This made for a lot of work to quickly position my foot back on the clutch to change gears.
Also, the eight-speed automatic transmission offers much higher max towing capabilities than the manual. The auto trans is a well-designed unit that works flawlessly with the Pentastar V6. It offers smooth shifts and always seems to keep you in the power band. This is especially noticeable (and appreciated) when trying to pass at speed on the highway.
Gladiator Drive Line
In 2019, the Gladiator will just be offered with the 3.6L Pentastar V6. It’s rated at 285 hp and 260 pound-feet of torque. But in 2020, the Gladiator will also get a 3.0L EcoDiesel V6. The diesel will be rated at 260 hp and 442 pound-feet.
As for EPA fuel economy numbers, the gas V6 will offer the following:
- Eight-speed automatic transmission: 17 city, 22 highway, 19 combined
- Six-speed manual transmission: 16 city, 23 highway, 19 combined
If you opt for the automatic Gladiator, as you should, then expect a range of 400-plus miles thanks to the standard 22-gallon fuel tank.
I will admit that the engine start-stop feature on the Gladiator is a bit aggressive. You very much notice when the system turns back on, but the shutoff is quiet and seamless. There’s a button to turn this off, but you need to activate it every time you start the vehicle.
Overall, I was most impressed by the throttle, brake, and steering response during testing. There’s very little play in the pedals and only a tiny bit in the steering wheel. There was a bit of lag from the computer when mashing the throttle, but the brakes are super direct and linear. And the brakes are also the largest of any midsize pickup — so they work quite well.
2020 Jeep Gladiator Pricing
Jeep just announced the 2020 Gladiator pricing, and I’m happily impressed! Sure, you’ll spend north of $60,000 for a top-of-the-line Gladiator with all the bells and whistles. But the flip side of that coin is that you can drive off the lot with a Jeep truck for about $35,000, including the $1,495 freight charge.
Jeep 'Gladiator' Pickup Truck Photos, Details Leaked
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The 2020 Jeep Gladiator will come in four trim levels: Sport, Sport S, Overland, and Rubicon. Sport is your base, no-frills trim level. Above that, the Sport S offers a few more features. Overland is the luxury, more street-oriented version. And the Rubicon is ready for serious off-road adventures.
2020 Jeep Gladiator Base Prices
- Sport $33,545
- Sport S $36,745
- Overland $40,395
- Rubicon $43,545
- $1,495 destination fee
Those prices are impressively low for the amount of truck and go-anywhere capability. It’s only about a $2,000 premium over a comparably equipped Jeep four-door Wrangler.
While most of the other midsize trucks on the market have the Gladiator beat on the super-low end, nearly all are extremely comparable on price when appointed similarly.
Gladiator Launch Edition
On April 4, better known as 4×4 Day, Jeep will sell up to 4,190 Launch Edition Gladiators through its website. The Launch Edition will be a full-spec Gladiator Rubicon with special badging. It will carry a $60,815 sticker price, but we expect many dealers to mark them up a bit when completing the sale. Expect these trucks to ship in May.
Launch Edition customers are also entered into the Find Your Freedom Contest. One lucky customer will get a year’s salary paid for by Jeep. The idea is to offer the chance to get out and explore with the new Gladiator.
Jeep Gladiator Driving Impressions
There’s no other vehicle that gives you the utility of a truck, the open-air driving experience of a roadster, and the off-road capability of a Jeep. The 2020 Jeep Gladiator is really in a class of its own.
While the Gladiator isn’t an inexpensive vehicle, you do get a lot for the money. If you want next-level off-road capability, truck utility, modern vehicle amenities and safety features, a proven chassis and drivetrain, and the ability to enjoy open-air motoring, the 2020 Jeep Gladiator is really your only choice.
The post Jeep Gladiator Pickup Truck Review: First Drive Impressions appeared first on GearJunkie.
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Friday, March 29, 2019
A Guide to Dealing Cougars, Bears, and Wolves in the Woods
tips from someone living alone in the woods for the past four years: if you hear a mouse outside your tent, squawk like an bird. If you hear a bird, hiss like a cat. If you hear a cougar crying, yell like a man. If you hear a man, growl like a bear. If you hear a bear, howl like a wolf. If you hear a wolf, light a fire and feed it. Know who to trust.
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