’94-’01 Dodge Ram 1500
When Dodge rolled out the second-generation Ram as a ’94 model, even Chrysler probably didn’t realize what a profound effect it would have on sales. Its styling was a far cry from anything else on the market and it was a shot of adrenalin for the Dodge light truck brand. If we were in the market for a Ram of this vintage for everyday driving and light wheeling, we’d look for a ’98-’01 Quad Cab model because they had swing-open “suicide” doors to the backseat area and the pre-’98 extended cab models did not, which made ingress and egress a bit inconvenient. We also like that the 5.9L V-8 in the ’98 models saw an increase of 15 horsepower and 10 lb-ft of torque for a total of 245hp and 335 lb-ft of torque. This engine was backed by a 46RE four-speed automatic or an NV3500 five-speed manual transmission. We’d look for a truck equipped with the lever-actuated NV231 HD transfer case. With this truck you get a Dana 44 solid front axle (with center axle disconnect, sorry), Chrysler 9.25 rear axle, front coil spring suspension, and rear leaf spring suspension.
Pros:
- Solid front axle
- Good overall ride
- Strong aftermarket support
Cons:
- The long-side axletube on the front axle can bend when running larger tires
- Prone to track bar failures at the frame-end
- Problematic 46RE transmission
Be on the lookout for:
’98-and-up 5.9L V-8-equipped models
’71-’80 International Scout II
The Scout II was produced from 1971 through 1980. There were several versions of the Scout II including a Terra pickup as well as the longer, 118-inch-wheelbase Traveler that offered optional third-row seating and a removable fiberglass top. We like the basic 100-inch-wheelbase Scout II because it’s nimble and the entire steel top is removable. It was available with a variety of powerplants over the years, including four-, six-, and eight-cylinder engines. It was even available with a diesel engine for a time, though they’re very rare. Scouts had a simple leaf spring setup and a pair of solid axles. If we were looking for a Scout II we’d hone in on a pre-emissions-choked ’74-’78 model. We’d hunt for one with a bulletproof, IH-built 345ci V-8 engine mated to a Chrysler TorqueFlite 727 three-speed automatic transmission and a compact and tough Dana 20 transfer case. A Scout made during that five-year span would’ve come standard with a pair of Dana 44 axles with disc brakes up front. There are still numerous sources for Scout parts in the aftermarket, including complete body tubs to help combat the corrosion that is the Scout’s biggest enemy.
Pros:
- Nimble
- Great approach angle
- Still many sources for parts
Cons:
Be on the lookout for:
’74-’78 models with the IH 345ci V-8 engine
’99-’02 Ford Super Duty F-250
It may be rudimentary by today’s Super Duty standards, but the ’99-’02 Ford Super Duty F-250 is a great buy. Apparently many people feel the same way as they’re still in high demand with very strong resale values. Why do we like the ’99-’02 models? Let’s start with our favorite feature, the 7.3L Power Stroke turbodiesel. Once again, it’s not as refined as the newer Power Stroke turbodiesels, but it’s reliable, powerful, and it returns good fuel mileage. Also available were two gasoline engines, the Triton 5.4L V-8 and the 6.8L V-10, both of which were very high-tech for the time. The Power Stroke was mated to a 4R100 four-speed automatic transmission or a five-speed manual transmission prior to ’02 when it was replaced by a six-speed manual transmission. An NV271 transfer case sent power to the axles. The rear axle was the tried ’n true Ford 10½-inch axle, while the front was a Dana 50. Another bonus was that the front axle could be had with manual locking hubs. Between the axles and frame was a simple leaf spring suspension. Any Super Duty in this four-year span is a good choice for a daily driver/workhorse, but we’d go for the newest one we could afford to get all the latest Ford tweaks.
Pros:
- Available with manual hubs
- Very strong aftermarket support
Cons:
- Unitized wheel bearings can wear prematurely when the vehicle is fitted with larger tires
Be on the lookout for:
A 7.3L Power Stroke turbodiesel-equipped truck
’73-’91 Chevy K5 Blazer/GMC Jimmy
Pre four-door SUV mania, the two-door Blazer and Jimmy were the envy of those wanting a fullsize rig in a more compact, easy-to-maneuver package. These SUVs oozed simplicity with a solid front axle and a simple leaf spring suspension. Over the years they were available with a wide variety of engines ranging from a six-cylinder to a V-8 diesel. There are good things about each year of these vehicles, but if we had to choose our favorite it would be a ’89-’91 model, which came standard with the TBI 5.7L V-8. This engine produced 210 horsepower and 300 lb-ft of torque, which made it one of the most powerful engines available in the Blazer or Jimmy. The engine was mated to a 700-R4 four-speed automatic (4L60E in ’91) or a SM465 four-speed manual transmission. A chain-driven NP241 transfer case routed power to a pair of GM 10-bolt axles with 30-spline axleshafts. Body-wise, these had a removable fiberglass half-top, which was introduced in ’76 and used through ’91. Prior to ’76, the Blazer and Jimmy had a fully removable top. Common problems of the Blazer and Jimmy included frame cracks in the steering box mounting area, cracks in the engine crossmember, and weak steering that can’t hold up to trail use. Fortunately there is strong aftermarket support to fix these problems.
Pros:
- Simple suspension
- Parts are easy to acquire
Cons:
- Poor steering design created bumpsteer when a suspension lift was installed
- The 10-bolt axles can fail when fitted with larger tires
Be on the lookout for:
’89-’91 models with the 5.7L TBI engine