Easter Jeep
Safari:
How to do Moab During Spring Break
by Bill Burke
 Part
II Getting on the Trail...
In my last article, I
discussed how to get to the Easter Jeep Safari. Running the
Moab trail routes can be done on one's own, but knowing
which turn, section and sequence to use that make all the
little dirt tracks into one good trail is best left to the
guides and trail leaders.
When deciding which trail
to run, it's important to consider skill and vehicle level.
On any one day there could be 6 trails offered, and on Big
Saturday there are 27 offered. Be very careful to read the
descriptions and difficulty level; do not go over your head.
Trip leaders are not trainers or babysitters, but they, the
"waist-gunners" and "tail-gunners," will help ensure safety
and generally everyone on the trip will pitch in to help
with a strap or spot, if needed.
My skill level and vehicle
set-up allow me to do some of the more challenging trails in
the Moab area. Once in a while, though, I like to take it
easy on my rig and psyche so I look forward to less
demanding routes to relax a little and enjoy the
sights.
I do have some pet peeves
(besides the one about men wearing hats indoors!). They are
about trail riding in groups, especially with spotters and
spectators on the side. One is about whip CB antennas--they
whip everyone near the vehicle. A well placed 48" antenna
will transmit just as strong.
Another is "driving the
left front tire." I watched one guy hold his head out the
window all day, driving the tire. He kept hitting the right
side fenders with trees and rock ledges, climbing the right
tires on rocks, chewing the rims and pinching the tires. But
the left side did really well!
Take the time to practice
driving and looking over the hood of the rig. Don't get in
the habit of following the bumper of the vehicle in front.
Leave room for sighting obstacles, observe the rig in front
and the line the driver takes. It may not be the line for
your rig.
I like to "grid" the trail
in front of me. I make a mental grid picture and group it
according to where I want to place my tires. I keep this
picture in my mind and translate the data to my butt and
feet, driving by the seat of my pants so to speak! Of course
my hands on the wheel have a little contribution. I adjust
my driving feel to compensate for tire slip on loose rock or
dirt. As I look over the hood directly down the trail, I use
the grid system to let me "feel" when that rock, hole,
ledge, etc. is under my rig. Occasionally I'll look out the
driver side window, like on severe drops, but I always try
to get the "feel" of the trail and the rig underneath me
while looking out over the hood. Remember the rear of the
vehicle has to come through also!
I
let the vehicle approach the obstacle slowly, almost
to a stall, then I squeeze the throttle lightly with
my foot to allow that part of the finesse to happen.
That "feel" is hard to come by and takes lots of
practice.
I spend about 200 days a
year driving off-highway, so it comes to me handily. The
average driver may spend one or two weekends a month
off-highway. It takes some time to forget the habits of
on-highway driving and get the habit and feel of being
off-highway. I call it the "stoplight mentality." Adjusting
driving habits for the trail takes time. By then, Monday
morning is back and so is the rush hour!
The
finesse of off-highway driving is much more important
than all the power and big tires in the world! Be one
with the rig, the trail Zen will flow its Qi, and the
universe will be at peace as the tires grip the
slick-rock while ascending the "double
whammy."
My last peeve is rigs (and
people) that aren't prepped with maintenance and spare
parts! It seemed that Murphy was on the trail with the group
I was in the first day. My buddy Gus and I must have bled 5
different people's fuel filters and lines and checked fuel
flow. Usually the problem was related to the so called
"vapor-lock."
When running trails in
groups, it's SLOW going. Not a lot of air is moving to keep
the engine compartment and vehicle cool. Since the fuel is
not moving fast enough through the lines, the excess heat
will sometimes boil or bubble the fuel in the line. This is
usually near the exhaust parts, or as it runs on top of the
engine, causing what is known as vapor lock. One of the rigs
did have a fuel pump problem and I ended up towing the rig
about 35 miles back to Moab!
I really only see the
vapor lock problem on trails with high performance engines
that don't seem to have the air/fuel mix correct or are
undercooled. When building a big performance engine in a rig
for trail use, make sure that the radiator and water pump
capacity are matched. Coolant flow and air flow are very
important to HiPo engines at slow trail speeds.
Although I can empathize
with trail breakdowns, it does get exasperating to others in
the group. Before leaving for any off-highway trip, ensure
that the rig is in good mechanical shape--especially when
trailering or towing the rig. I've noticed that those
particular rigs get less use and are less likely to be
inspected. Carry the extra equipment I have suggested
below.
There are always willing helpers with some shade-tree
knowledge, but the parts need to be available, as do the
tools. It's hard to plan for every contingency and hard to
carry all those parts especially while on the trail, but be
as prepared as possible.
There
have been times that I have had (voluntarily) to tow
someone off a 4+ trail and arrived back into town
after midnight! Now that's a bonding experience that I
could live without!
Don't get the idea that
I'm preaching from a soap box! I've had most things happen
to me at one time or another, usually when it was the most
inconvenient! Mr. Murphy has looked over my shoulder many
times, believe you me!!
What's fun about the EJS
is you get to see all types of rigs on the trail. The
different types of driving styles and rig set up will help
educate those of us who can learn from those in front of us
in line as they make progress or just hack along.
So, please
make sure:
- the rig is well
tuned up
- the tires are strong
enough to handle the trail
- a good supply of parts
and tools are on hand
- the proper type of
recovery equipment and a plan on how to use them is on
hand
- the suspension is up
to speed
- the drive train is
lubed and true
- the tow hooks are in
place
- the cooler is full of
lunch, snacks and water
- the maps are checked
- you're in the right
line-up for the trail chosen.
In Part III of this
series, I'll discuss how to negotiate the trails of Moab,
including trail technique for the slick rock and
ravines--how to get through routes like Strike Ravine,
Golden Spike, Steel Bender and Metal Masher! I will talk
about how to do the "Launch Pad," "Mirror Alley,"
"Widowmaker" and other challenge sections of trails that
require thought, finesse and positive attitude!
Don't be a
stick-in-the mud!
©Bill Burke’s 4-Wheeling America LLC
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Bill
Burke's 4-Wheeling America LLC
