GLBMotors.com – Transportation Specialists

We’ve all seen the ads for Geico telling us we COULD save 15% in 15 minutes. Why is that? Because all insurance companies have their own algorithms for determining premiums based on a large laundry list of parameters, some companies can offer you lower premiums. That’s why they say “”could.”” It’s all a big hoax but you have to give them credit, they have done an amazing job with their ad campaign. If we didn’t have a good insurance company that we’ve been with for many years, we may even be tempted to call Geico. Thankfully we’re not, because they are a terrible insurance company. Quantity over quality to be sure.

That said, what can you do to lower your premiums no matter what company you use? Follow these advice tips and you will no doubt be able to save because no matter the company, they all lower your premiums for these features.

Airbags

Almost all cars these days come with airbags, but they don’t all use rear airbags. These are really cool features that will not only potentially save your life or the life a loved one, but can drop those premiums down with a simple yes to the question: does you car have rear airbags? If you browse for your new car on metronissanredlands.com, you’ll be able to see what cars do or do not have this feature of the rear airbags. If you see that one car does have them, definitely take note. The savings on your insurance could more than pay for them, even if it’s a feature that you hope you never have to use.

Security Systems

Ever wake up in the middle of the night to that ongoing annoying repetitive car alarm sound that you can pretty much sing along with in your now-broken sleep? Of course you have. Everyone has. And when was the last time you heard that and immediately ran to the window to try to catch an ID on the culprit who is breaking into your neighbor’s car? You haven’t; no one ever has. That alarm is no longer functioning as a way to alert people that something is going wrong. We ignore it. However, insurance companies still for some reason place a value on having a security system in place. So even if you disable it, it can still save you money. Check out which cars come with a security system stock at http://metronissanredlands.com.

Off Street Parking

The best ruse we have to save money is to just tell your insurance company you park off-street. Do you? Hopefully! But even if you don’t, they have no way of knowing if you’re lying or not, so might as well tell them you have off-street parking. It doesn’t save a lot but it saves more than zero. Of course it’s best if you actually do park off street or even better have a garage of some sort, but what they don’t know won’t hurt them.

I really wanted a great, fun driver (2009 Ferrari F430 Scuderia) that made about 700 hp, explained Sriyantha Weerasuria. It sounds reasonable. Like planning to exclusively date supermodels, or making Friday casual beer day, or never having to visit an in-law to the holidays-all totally reasonable requests. Underground Racing was there to answer the phone callWhile we joke, Weerasuria’s request sounds far more reasonable if put into context. You can see, he’s the dog owner of Elite Motorsports in Austin, Texas, and has been modding cars since before most of us were born. So, his collection of tuned vehicles leaves us drooling every time we think about it.

While surveying the fleet within his garage, he walks past a 700hp Mercedes SL65 and this Ferrari F430 Scuderia set up for your track. You’d think he’d get into his MP4-12C or maybe the Aventador, but he might pass those to reach the 1,750-whp Underground Racing (UGR) Lamborghini Gallardo LP560 with all the rare R package. But usually, Weerasuria passes them all and opens the door to his Ferrari F430 Scuderia twin-turbo.

Just the brave try to work on the 430’s V8, but those intercoolers and also heat wrap supply the game away.

It’s my favorite by far, he told us. The Scud is raw. The shifts are violent, it sounds like an F1 car, and it’s considerably more nimble. I really like the handling. It’s just the perfect package.

He claims it’s better still than the Ferrari 458 Italia he once owned, but found it too smooth and lacked emotion.When considering the options for his 700hp fun driver, Weerasuria test-drove an Ferrari F430 enhanced using a Novitec twin-supercharger system, but apparently wasn’t impressed. UGR makes 700 at the wheels and sounds much better, he told us, although They create 720 hp to the engine.

So, he shipped his ’09 Scuderia to Underground Racing in Charlotte, North Carolina, for the company’s stage 1 twin-turbo system. Noted for its work on Gallardos, such as Weerasuria’s aforementioned 1,750-whp weapon, Underground Racing branched out and started modifying the Audi R8 (which shares much of the Gallardo’s DNA) before eventually turning to Ferraris. We assume this is because the Ferrari guys were fed up with being beaten by Lamborghinis at high-speed shootouts such as thein addition they offer packages for the 360, 599, and 458. For Weerasuria’s Scuderia, they kept the internals stock and left the 11.9: 1 compression ratio unchanged. The owner ensured the reduced-end power and torque didn’t suffer, for that reason. But once the turbos start working, it pulls like an 800ci big-block!

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The kit uses a pair of billet 67 turbos from Precision Turbo. These cram more air in the 4.3L V8’s chambers, while the intake air temperature is lowered by the Underground Racing water-to-air intercoolers and larger injectors. In fact, it offers an upgraded fuel system and MoTeC 800 ECU to meter more fuel.

Tial wastegates and blow-off valves maintain the pressures precise, and what doesn’t flow into the chambers, flows out through 3.50-inch tubes and Burns mufflers. Peak boost on 93-octane is a safe 6 psi for 700 whp, or 900 whp on C16 race gas at 9 psi.the automobile was lowered on the stock coilovers and optimized through corner balancing.

In place of the stock wheels is some 20-inch HRE P47s, with Michelin Super Sport tires keeping it glued to terra firma. The axles and other driveline components were deemed sufficient and remain untouched.

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“, if and TTSCUD you were to discover it take off under full throttle, you’d think it was actually powered from the same rocket engines within the Gulf War missiles of the same name, his Underground Racing Ferrari F430 wears the license plate TTSCUD, ” and. Those Scuds, however, were renowned for not going where these people were aimed, something Weerasuria enjoyed a taste of when he put C16 within the tank. At 900 whp, it was just too much, though I had race fuel inside once. It could spin the tires in Fourth and Fifth. It was crazy, but it was enormous fun!

Everyone’s got a sob story. Before you realized tuning is kind of important, the engine you blew to smithereens. The about 6 weeks you waited for that ultra-rare, Japanese-only ashtray that nobody cares about. The hangnail you got when cutting your bucket. It’s time to wipe those tears away because Justin Nakamoto’s story is a whole lot more disparaging than yours.

Nakamoto wasn’t requesting a whole lot, that was to put together his version of the ideal 240SX. Its aesthetics, its styling-that’s what he says first attracted him to the chassis more than several years ago. I like all types of cars, he admits, but I fell in love with Nissans. It was Nakamoto’s first car, the only one that he’s modified to date, which implies the shopping process, its ownership and every single change he’s made to it possesses a sort of sentimentality associated with it that you just don’t get when plopping a B-series into your 14th Civic hatchback. However the state of Hawaii got in howusing its BN Sports kit and Blueberry Magenta paint job.

You think Hawaii is the bastion of sleeveless year and shirts-round flip-flops that the rest of the country tells you it is actually, and you’re mostly right. But it’s no friend to car lovers. Tuning shops are sparse, and the state’s lone racetrack has always been shuttered. , though hawaii’s labyrinth of automotive emissions and safety regulations are the real enemy Here, annual safety inspections that penalize not only powertrain modifications but also those made to your body, suspension and brakes mean registering and legally driving around in something such as Nakamoto’s S13 is nearly impossible and usually unlawful. Usually, no modified vehicle will pass this inspection, Nakamoto warns. As with every other law worth the weight in bureaucratic ink, there are ways around it, which Nakamoto intends on following up with later this current year. He shares: If you want to modify your car in Hawaii, you have to pay a tax and, yet again, pass another inspection. After [that], you’re [sent] returning toexpensive, convoluted and silly, that’s since it is, which is precisely what prompted Nakamoto to relegate his already completed 240SX to dedicated show duty, if the whole process sounds expensive. The 31-year-old dabbled in the drifting movement, before any ofthough and that. The project began with the ubiquitous, factory-turbocharged SR20DET engine. I’ve always wanted to go SR20, Nakamoto says. [But] I never expected the motor being how it is today. It was supposed to be a plain SR swap with mild upgrades for daily use. Just what it turned into was something entirely different. First, the block was upgraded with the usual suspects that include forged pistons and rods, and up top Tomei valvetrain and cams were put in place. All this works in tandem with the Garrett GT2871R turbo that’s regulated by a SARD boost controller and an A’PEXi SAFC-2. It’s a whole lot of excitement going on under the hood of yourWhen first learning how the 240SX was the car for him, though nakamoto had no idea that being able to thoroughly enjoy his rear-wheel-drive coupe would be the form of nuisance to the Hawaiian legislature that it’s become. After seeing the 240 personally and drifting, I think it is the coolest car, he says of the first time he laid eyes on a friend’s newly bought S13. The motor ran good. Nakamoto goes on to outline a decade’s amount of modifications that culminate in to a third paintjob, aero from BN Sports and Chargespeed and staggered 18-inch Work Meister S1 wheels, though I was determined to buy one as my first car, and after months of searching, I found one which was in my price range-beat up. His 240 wasn’t always so refined, though, and, like many projects, began with entry-level parts and cheap-o wheels. After purchasing [the car], my dad and that i painted [it] a fire-engine red inside our garage, Nakamoto says. Once painted and with the SR engine in place, Nakamoto hit the shows. That’s when I noticed that my car looked identical to all the other 240s, he says. I decided to redo the entire exterior again, this time having a wider body kit and rims. 2 years later and Nakamoto started off with a four-year-long path of winning show after show.

Nakamoto’s passage on the 240SX that he’d always wanted wasn’t easy. The us government didn’t want him to do it, mainland retailers didn’t always want to ship to him, and the island’s only track was boarded up all because of the smells and sounds of roasted tires wafting about trade winds. , although he’s managed to find a way to enjoy his creation in his own way Since our only race track got shut down and due to strict laws, I ended up being making it a show car. Maybe this can be no sob story all things considered but instead the history of a once part-time track car that’s been decommissioned and found new life turning heads at shows, although It was built for daily use and for the track.

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We’ve all seen the ads for Geico telling us we COULD save 15% in 15 minutes. Why is that? Because all insurance companies have their own algorithms for determining premiums based on a large laundry list of parameters, some companies can offer you lower premiums. That’s why they say “could.” It’s all a big hoax but you have to give them credit, they have done an amazing job with their ad campaign. If we didn’t have a good insurance company that we’ve been with for many years, we may even be tempted to call Geico. Thankfully we’re not, because they are a terrible insurance company. Quantity over quality to be sure.

That said, what can you do to lower your premiums no matter what company you use? Follow these advice tips and you will no doubt be able to save because no matter the company, they all lower your premiums for these features.

Airbags

Almost all cars these days come with airbags, but they don’t all use rear airbags. These are really cool features that will not only potentially save your life or the life a loved one, but can drop those premiums down with a simple yes to the question: does you car have rear airbags? If you browse for your new car on metronissanredlands.com, you’ll be able to see what cars do or do not have this feature of the rear airbags. If you see that one car does have them, definitely take note. The savings on your insurance could more than pay for them, even if it’s a feature that you hope you never have to use.

Security Systems

Ever wake up in the middle of the night to that ongoing annoying repetitive car alarm sound that you can pretty much sing along with in your now-broken sleep? Of course you have. Everyone has. And when was the last time you heard that and immediately ran to the window to try to catch an ID on the culprit who is breaking into your neighbor’s car? You haven’t; no one ever has. That alarm is no longer functioning as a way to alert people that something is going wrong. We ignore it. However, insurance companies still for some reason place a value on having a security system in place. So even if you disable it, it can still save you money. Check out which cars come with a security system stock at http://metronissanredlands.com.

Off Street Parking

The best ruse we have to save money is to just tell your insurance company you park off-street. Do you? Hopefully! But even if you don’t, they have no way of knowing if you’re lying or not, so might as well tell them you have off-street parking. It doesn’t save a lot but it saves more than zero. Of course it’s best if you actually do park off street or even better have a garage of some sort, but what they don’t know won’t hurt them.

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With every new generation of mid-engine Porsche Boxster and Porsche Cayman, they move closer to the performance in the 911. For 2015, both models will probably be offered in base, S and now GTS-the second being the very best of breed to date. The Porsche Cayman GTS in particular ought to havearound 330 hp. In the Cayman, GTS means the 325hp S turns into a bump approximately 340. For all those keeping score, that brings a Cayman to within 10 hp of your base 911 Carrera.

Both GTS versions include the Sport Chrono package and Sport Exhaust, which would normally set you back $4,740 to option up an S model. These two features, along with a software change, take into account the increased performance. Besides the go-faster additions, each gets new front and rear fasciae, bi-xenon lighting (including Porsche Dynamic Lighting System) and model-specific interior trim with either red or silver stitching, together with extra splashes of carbon fiber and Alcantara. Buying a GTS will save roughly $9,000 spanning a comparably equipped S.

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I attended the launch in the latest Boxster at Barber Motorsports Park back in May 2012. I reveled from the newer, bigger car’s added stability, its refinement and how easy it was actually to drive. I also alluded to the fact that it might be slightly underpowered for the abilities of the chassis. Now I needed the chance to drive all three variants of both models in the legendary Mazda Raceway Laguna Seca, whose asphalt still hadn’t cooled from the annual Motorsports Reunion. The backdrop of this vintage motorsport event is ideal for driving Porsche’s mid-engine family. Right from the start, the middle of the automobile is where the business has chosen to place the powerplant of the majority of its purpose-built racing cars. FromWhile I love these seats and would probably try to get them through the parts department for any new Porsche I found myself buying, they were apparently right behind the most notable in terms of customer concerns about the Spyder. If you want them inside the States, Make sure you contact Porsche Cars Canada And America and make sure they know.

I began my track session together with the base Cayman. Which is good. The longer wheelbase (compared with the earlier generation) can make it easy and stable to drive. In earlier Caymans (Caymen? ), the thought of typical mid-engine snap-pirouettes was always at the back of my mind. The newest car is entirely predictable. And also with stability and traction control active, a few levels of slip from the corners can be done. Steering feel, while not air-cooled Porsche hyperactive, is still about as good as it gets.

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The 2 are incredibly similar overall, though jumping from base to S is large in terms of performance. It’s difficult to say the S is better, but it’s certainly faster and more capable in every aspect. All the things that define an auto are the same: It rotates into turns dutifully, brakes straight and predictably and puts down power almost in addition to a 911. , although it does feel a little heavier I don’t seem like I want to move the car around as much; I would like to be more efficient and precise within the S. Acquiring a little sideways bleeds off more speed, and getting a bit offline during turn-in takes a bit more effort to get it back. But have it all correct and it will run away from the base car. Driving them back to back really makes the base car feel underpowered. Alternatively, maybe it would be more appropriate to state the chassis feels under-utilized.

The GTS seems to split the difference. For this exercise, Porsche’s GTS cars have manual transmissions. In Sport Plus mode, the automobile will blip the throttle to rev-match on downshifts. While this works seamlessly, the thought of the car heel-toeing for me negates the purpose of purchasing the manual. I freely admit that I’m always faster in PDK-equipped cars, but Porsche’s manual transmissions are some of the best in the industry, and rowing my own does make me smile. About the track, give meInside the Cayman lineup, the GTS is without doubt my favorite. It’s easy to lose yourself in a IMSA GTP fantasy, driving what is like a prototype racer. In high-speed turns, it settles down and grabs asphalt like a machine with higher downforce. Damping rates are firm, but suspension travel is plentiful, even with the .8-inch drop in ride height in comparison with the base cars. It never gets upset by track irregularities or running on the curbing. I can brake late and acquire on the power early; I’m never waiting on the car. After just a couple of corners, I do believe Porsche may shortly remove the term understeer from its vocabulary. High speed, low speed, under braking, hard on the throttle…the car just won’t practice it without being forced. Part of this is torque vectoring, but the majority is just good old-fashioned chassis tuning.

2014 Porsche Cayman S front three quarter in motion

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When switching to Boxsters, I decided not to drop down to the base version but opted to start with the mid-level S. The first noticeable thing regarding the Boxster is, ironically, the absence of headroom using the top up. I’m 6’2 and, by using a helmet, my seating position is certainly compromised. Although there is an evident fix, closed-top driving will be the order during the day, so reclining the seat is the best approachis great, full stop. Anyone who doesn’t like this car doesn’t like sports cars. It isn’t quite as precise as the Cayman S-and you should have a tough time pretending you’re nestled in a Le Mans-winning 962-nevertheless it will turn your favorite freeway ramps into switchbacks chiseled into the side of the Alps. It loves to be thrown around over the Cayman S, that could be as a result of the slightly softer chassis, or maybe it merely instills a larger sense of fun. I pulled into the pits after my Boxster S laps concerned that it would render a GTS version pointless.

Sliding my less-than-svelte self to the un-American sport seats in the GTS helped quell my concerns somewhat. First, you select up an inch roughly of headroom with these seats, which (unfortunately) is a moot point for North American customers. The sound of the Sport Exhaust alone is almost worth the sticker price. I can’t imagine buying an S and never getting Sport Chrono and Sport Exhaust, both standard GTS fare. If people would still buy an S, concerns about seeing the point of the Boxster GTS now switched to wondering.the greatest eye-opener during the day. Half a lap into my session and this car is competing for top honors. The simplicity and basic goodness of the Boxster is what connects to the car-guy genes within our DNA. A plain Boxster is comparatively average when it comes to numbers on paper, by modern standards. There exists magic towards the connection you are feeling with this car, though about the track. It offers the closest communication of anything in the lineup. It exists to corner, although it never feels fast. It dives, rolls and squats more than the others, but complaining about too much movement in this Boxster is like wishing a dancer would just stand still and listen to the background music.

Brake pedal actuation is silky smooth and yardstick linear. Whether stepping into or from the brakes, it feels as if the ball of your foot is pressing the pad to the rotor with no middleman to try and include an interpretation. Turn-in may not be as precise or aggressive as the others, but it happens with more rotational yaw. The Cayman GTS bull’s-eyes apexes with sniper-like precision, while the Boxster can be tossed at them, sliding by them in a beautifully controlled drift. The Boxster transforms you into Hans Herrmann drifting a 550 Spyder around Italy in the Mille Miglia if the Cayman GTS making you Hurley Haywood racing a 962 at Le Mans. This test car is optioned simply, and that’s exactly how it must beThe cost gap between a base Boxster and a Cayman GTS is $23,800. It doesn’t even begin to tell the whole story, though a good chunk of change. The base Boxster along with the Cayman GTS are my two favorites, and while they can seem a similar on paper, they sit on the palate as alike as chocolate frozen treats and lemon sorbet.

I will tell you from past experience the Boxster is a phenomenal road car that carves canyons as happily since it commutes. It could handle track days and excel at driver education sessions.

A first aid kit is one of the essentials which every driver should carry in their car at all times. Unfortunately many drivers give this essential item a pretty low priority when it comes to kitting out their cars along with customized seat belt covers and gearshift knobs. Some people may even think that they won’t need a first aid kit because they always have their cell phone with them, but unfortunately a cell phone isn’t much use when it comes to stemming bleeding or even dealing with an insect sting or bite.
All drivers should carry first aid kits just in case they need them, and particularly if they are planning to take an extended road trip where some of the journey may be off the beaten track. Carrying the right gear with you can be a life saver in many situations but unfortunately some people only recognize the importance of a first aid kit when they actually need them – which is often too late.

It doesn’t take a medical degree in order to be able to put together a simple, basic first aid kit which could make a world of difference. The first thing you’ve got to do is to decide whether you want to store your kit in a pouch or in a box. If there is a limited amount of space available in your vehicle then you might even consider keeping a few first aid essentials in a sealable, waterproof pouch or Ziploc freezer bag. This flexibility means that it can be stored in side door shelves or pockets, glove compartments or even underneath the front seat. If you choose a clear, transparent pouch you will be able to get to whatever you need in a hurry and in some emergency situations every second counts.
A box may be okay if you have plenty of storage space. Perhaps a tool box or tackle box which allows you to organize the contents and provide quick, easy access as required.
Whatever type of container you choose, you need to make sure that it is stocked with the following equipment:
• Adhesive tape
• Antibiotic ointment
• Antiseptic solutions or alcohol
• A variety of bandages in a selection of sizes
• Instant cold packs
• Cotton balls and swabs
• Latex gloves
• Gauze pads and a variety of sizes of roller gauze

• First aid manual
• Safety pins in an assortment of sizes
• Petroleum jelly
• Scissors
• Needle
• Tweezers
• Thermometer
• Sterile eyewash or saline solution
• Triangular bandage
• Plastic bags to dispose of any contaminated materials
• Hand sanitizer or soap
• Anti –diarrhea medicine which can help to prevent dehydration
• Calamine lotion – perfect for bites and stings
• Oral antihistamine tablets
• Aspirins or other over the counter pain relievers
• Personal medications
• Medicine cup, spoon and syringe
• Small flashlight, waterproof with supply of extra batteries
• Sunscreen
• Matches and candles (fire may be essential if you get caught out in a colder climate)
• Emergency telephone numbers including family doctor and pediatrician telephones and other emergency services
If you are traveling with children:
• Disposable diapers

• Child safe sunscreen
• Insect repellent
• Hot water bottle
You should also make sure that you have a good supply of drinking water and snacks for in case of emergency, as well as warm clothes, blankets etc.

1993 Mazda RX-7 – Rocket Bunny Widebody & LS-Powered

The early ’90s were a unique time for anybody who cared about going fast. The shackles once placed upon the auto industry were letting go, which resulted in all of a sudden 1993 had a whole lot more opting for it than flannel shirts and America Online trial CDs. The American auto landscape was riddled with all sorts of Japanese performers, through the mid-1990s.Difficult to beat 421 and 451hp lb-ft of torque from this reliable LS1.

The RX-7’s turbocharged rotary engine demanded respect while also causing fear. The car’s lines, however, while two decades later, hid its age well. Such is obvious for Scott Sengpiel, who’s admired the factory-turbocharged chassis since its creation but has since gone onto replace its temperamental Wankel engine with eight cylinders worth of American intensity. The automobile doesn’t look 21 years, and I love that, he says. People come up to me all the time, asking what it is, and when I [tell them] what year it is, they’re shocked.

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Its near-perfect balance and affinity for grip don’t cherish its age, although mazda’s third-time RX-7 may be of sufficient age to buy beer. The engine, however, can wane fast and hard. At just 85,000 miles, Sengpiel’s was on its fourth, which explains why the swap was planned even before settling on a particular car. I’ve always wanted to execute a V8, and also this was the right chassis for doing it, he says. I bought the automobile intending on putting the LS in there because of its potential, its reliability, and its [ability to make] big power at a low cost.One of the first Rocket Bunny FDs hitting the States-damn, it looks good!

The party starts with the five.7-liter small-block sourced from 1998-2002 versions of Chevrolet’s Camaro SS. Sengpiel, whose background could well be more Mitsubishi than Mazda, ditched the car’s turbocharged heritage at the beginning and instead relegated the LS1 to naturally aspirated status. Here, the cylinder heads have already been modified by Racing Head Service and have oversized valves and Comp Cams valvetrain that are orchestrated by one of the company’s street cams stuffed inside the block. The rest of the all-aluminum V8’s internals remains mostly stock, while outside the intake and exhaust tracts are already updated with higher-flowing pieces. The result: 451hp and 421 lb-ft of torque.

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Consider Sengpiel’s affinity for the racetrack and the eight pistons below the hood and it’s very easy to dismiss any sentiments he could have toward an RX-7 that looks just like it is quick. Your dismissal would be wrong, though, and that’s mostly because of the Rocket Bunny aero package that made its RX-7 debut on his chassis but in addition because of the car’s remarkably tidy engine space. I built the car to be a really fun street car, race it in an HPDE [high-performance driving event], and then drive it home, Sengpiel says after explaining why he put so much effort into just how the car looks. I take a lot of my inspiration in the pro touring guys who happen to be building really clean, old cars, he says. I make a plan on how I want it to function and then the way i want it to look.””, Just before I do anything on the car””to follow along with function. At the start, the detailed wiring harness and thorough ensemble of the plumbing don’t just look nice, they allow the engine to be pulled and set aside in less than a couple of hours, which is a positive thing for Sengpiel, who does most of the work himself. He did, however, leave the bodywork to the professionals and the wiring to Jordan Innovations. Wiring has always been a trouble area for me, he admits, and so i decided to hand it off to Jeff Jordan. Everything else below the hood is actually all Sengpiel, though; he’s even building a completely new engine to replace the LS1 on his own, this time an LSX that he says will be beneficial to about 600whp.

What Sengpiel wants out of his RX-7 isn’t all that distinct from what the original buyers in the 1990s were looking for: a purpose-built performer that may be abused whenever and wherever he pleases. A dedicated track car this isn’t and, inspite of the aero package and attention to detail, an expensive-pants showpiece, it most certainly will not be. To that end, Sengpiel simply says, I really want people to know that this car was built with the intention of being a street car that is raced. If you ask the 1990s, its ensemble of Japanese sports car heritage is better because of it., it doesn’t sit from the garage simply to come out for parking lot shows. All of that is entirely okay.

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Summer is, without a doubt, the best time for camping and being outdoors. Whether you like to sleep in a tent or want an RV with all the comforts of home, you and your family can have a blast this summer, even in your own back yard. Here are four tips to having the best camping trips this summer.

1. Good Equipment

A good set of camping equipment is essential when you are camping. Tent camping may be one of the best ways to cut down on the costs of you summer travels as just a few hundred dollars invested can give you everything you need for a great campout. If RV camping is your thing, you still want to have some typical camping equipment such as a screened in shelter and everything you need for roasting those marshmallows at night.

2. Bad Weather Plans

Having a contingency plan for when the weather isn’t so great is always a necessity. If you don’t have a portable DVD player, think about downloading a couple movies on your tablet or computer so that your kids will have something to do both when the weather isn’t great and when you are travelling to your destination.

3. Try Someplace New

While many people like going to the same parks when they go on vacation, think about going someplace new this year. Search out cool places at state or national parks near you that will give you plenty of things to do with your family during the day. Off the beaten path places can be the best since there will be fewer people there, meaning you can have peace and quiet.

4. Make Sure You Can Take What You Need

One thing that is always needed for a camping trip is a vehicle that can take everything you need, such as the Ram 2500 from www.ocauto.com. Not only does the Ram have the power you need to tow your RV, you also have plenty of cargo room to take all of your camping equipment if you are tent camping. The Ram also boasts an extended cab, meaning that you can bring all of the family without having to bring a second car. Find out more about the Ram 2500 at http://www.ocauto.com.

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