1998 Chevy S-10 4BTA Cummins Diesel

Chevy S 4Bta 1998 Chevy S 10 Front Three Quarter

Hummel kept exterior mods to a minimum, installing only components that served a functional purpose off-highway, like the Trail-Gear Toyota-application rock sliders. The result is an all-business demeanor devoid of all frou-frou. The S-10 rolls on 37-inch-diameter Goodyear MT/R tires mounted on “cheap” 17x8 black steel wheels.

Hummel kept exterior mods to a minimum, installing only components that served a functiona

What you’re looking at is one of the most unique Chevy S-10s you’ll probably ever see. This truck has been repowered with a Cummins 4BTA turbodiesel engine and it sports a stout drivetrain including a solid front axle. Best of all, it was built to use.

The Cummins 4BTA four-cylinder turbodiesel engine rests on custom motor mounts. This intercooled engine has been treated to a number of mods by Toxic Diesel in St. George, Utah, including pump tuning and fuel pin. Hummel says these mods increased the engines output by approximately 60hp and 100 lb-ft of torque, which helps the 4BTA generate approximately 180hp at 2,400 rpm and 400 lb-ft of torque at 1,800 rpm. The exhaust system includes a 3-inch “almost straight” pipe and the header and downpipe are heat tape-wrapped to help control underhood temperatures. And speaking of temperatures, the engine is cooled by the stock S-10 radiator with some “creative hose adapting.” Other underhood mods include a GM one-wire alternator, Optima YellowTop battery, and a stock oil pan with “smashed areas for clearance.”

The Cummins 4BTA four-cylinder turbodiesel engine rests on custom motor mounts. This inter

The owner/mad scientist behind the truck is Allan Hummel of Waterford, Michigan. He’s a field electrical controls engineer with an obvious knack for creating cool stuff. “This truck was built to handle anything I threw at it, anywhere it happened to be. It was not built for show, not just for rocks or mud, and this truck will not be seen on a trailer. I looked at what worked in vehicles from all over the world from small SUVs to large trucks and took from them the ideas I liked personally. For better or worse I did it all myself at home in my garage with simple tools and a big imagination. I needed a truck that was simple to work on if/when it broke and no help was available, which might be 50-75 miles, not some 2-mile-long trail or 5 miles from a town. This truck is so simple. It can start and run with no battery or alternator, the hydro lines can be bypassed in less than an hour if a fitting breaks, brakes can be turned off if a line breaks, and if a shackle breaks the spring can ride on the frame. I used as many stock parts as possible so problems could be solved by limping into town and ordering the parts. I did my best to keep it street legal in 49 states and Canada even if it looks a little stupid or compromised some off-road ability,” Hummel says.

From this angle you can see how high the Cummins 4BTA engine sits in the bay. This height forced Hummel to install a body lift. “I don’t like body lifts, but I needed to get the hood to close without a cowl hood,” he says. His solution was to get a “cheap” first-generation S-10-application 3-inch Summit Racing body lift and cut it down to 2 inches.

From this angle you can see how high the Cummins 4BTA engine sits in the bay. This height

We met Hummel in Johnson Valley, California, while he was “testing” the truck. He left his home state of Michigan with only 417 miles on the conversion. He ended up driving over 6,000 miles on his “test,” and the vast majority of that was on the trail in places like California, Nevada, New Mexico, and Colorado. Along the way the throttle cable broke (he drove using the hand throttle), a power steering line came apart, and a front stock axleshaft broke. “None of this stopped me for more than an hour,” Hummel says.

A conversion of this caliber required some help from friends. “Thank you to all my friends around the country. And a special thanks to those neighbors who always lent a hand when I needed it, to those who told me to keep on the path when I was straying or lost focus, to those who troubleshot over the phone, and to those who lent tools or took a part to work to get it working for me. Most of all, those caring individuals who checked to see if I was crushed under the truck when I had not been seen for a few days. Without your help I would have never been able to get this far,” Hummel says.

The Details
General
Owner/Hometown: Allan Hummel, Waterford, Michigan
Vehicle/Model: 1998 Chevy S-10 extended cab pickup
Estimated value: “Make offer. If on the side of trail broken, discount will be given.”
Engine
Type: 3.9L Cummins 4BTA four-cylinder diesel
Aspiration: Turbocharger, intercooler, custom 3-in-diameter exhaust Output, hp/torque (estimated): 180/400
Drivetrain
Transmission: NV5600 6-spd manual
Transfer case: NP205
Suspension
Front: Leaf springs, 1-ton Dodge-application shocks
Rear: Leaf springs, Superlift add-a-leaf, Jeep TJ 4-in-application shocks
Axles/Differentials
Front: Ford Dana 44, Chevy Astro steering box, Avalanche Engineering high-steer arms/Lock-Right
Rear: Ford Dana 60/Lock-Right
Ring and pinion: 4.10:1
Wheels/Tires
Wheels: 17x8 steel
Tires: 37x12.50R17LT Goodyear MT/R

The S-10 began life as a two-wheel-drive pickup. Hummel removed all of the IFS parts and installed a simple leaf spring suspension and solid axle. The leaf springs are “hybrid” and include Dodge Durango rear-application leaves (Hummel was still in the process of tuning the springs for the weight of the Cummins when we photographed the truck) and the shocks are from a Dodge 1-ton application. The axle is a Dana 44 from a ’79 Ford F-250 and it has been fitted with 4.10:1 gears, a Lock-Right differential, and Yukon 4340 chromoly axleshafts. The steering system consists of a Chevy Astro van steering box and pitman arm, Avalanche Engineering high-steer arms, and a 1 1/2-inch-diameter, 0.250-inch-wall drag link and tie rod with right hand-thread QA1 rod ends (less spares to carry). “All hydro lines are adapted to the same fitting sizes so I can carry one long piece of hose and two ends. I can then make up whatever I need on the spot,” Hummel says.
The S-10 began life as a two-wheel-drive pickup. Hummel removed all of the IFS parts and i
The no frills functionality design continues to the interior. It’s mostly stock with the exception of switches for the exterior lighting, winch control, clutch bypass, and air compressor. The interior also includes a pawn shop-sourced head unit, Garmin GPS, and a console by Triple J Ductwork in Waterford that was fabricated from a sketch that Hummel created.
The no frills functionality design continues to the interior. It’s mostly stock with the e
When the stock engine went away, the stock gauges had to go too. Hummel modified the trucks wiring harness and removed the no-longer-needed ECM. He replaced the stock gauges with VDO units. “I had to remove some supports, reroute wiring, and melt ductwork to get them to fit due to gauge depth. The speedo cable is thicker due to bends and a hole is drilled through the steering column to help routing before going to a normal cable,” he says. The LED lights are indicators for the turn signals, high-beams, and forward-facing lights.
When the stock engine went away, the stock gauges had to go too. Hummel modified the truck

Underneath the rig is an NV5600 six-speed manual transmission sourced from behind a 5.9L Cummins in a Dodge truck. An Advance Adapters mount mates the transmission to a Ford-application NP205 transfer case. Modified F-250 driveshafts carry the power to the axles. Hummel customized a number of crossmembers under the S-10 including rebuilding a crossmember to make it removable to ease transfer case removal.
Underneath the rig is an NV5600 six-speed manual transmission sourced from behind a 5.9L C
A collection of shifters and levers allow Hummel to control a number of the S-10s functions. They include the large Craftsman wrench, which is the transmission shifter and at its base are two bicycle shifters. One is for manual throttle control and the other is for mechanical fuel pump shutoff. Other levers and shifters allow control of the transfer case, cutting brake, and line lock.
A collection of shifters and levers allow Hummel to control a number of the S-10s function
The rear axle is a Dana 60 pirated from a ’79 Ford F-250. It has 4.10:1 ratio cogs, a Lock-Right differential, and Chevy disc brakes mounted with Blue Torch Fab brackets. There’s also a cutting brake on the rear brakes with an on/off valve for a parking brake. The suspension consists of the stock S-10 leaf springs with a Superlift Chevy 3/4-ton add-a-leaf and a pair of Jeep TJ 4-inch-application shocks.
The rear axle is a Dana 60 pirated from a ’79 Ford F-250. It has 4.10:1 ratio cogs, a Lock

The garage-built front bumper is made from 3⁄16-inch-thick steel and it houses two pair of lights. The Warn 9,000-pound winch is actually mounted to the front frame crossmember and not the bumper. The winch has been fitted with Smittybilt synthetic rope.
The garage-built front bumper is made from 3⁄16-inch-thick steel and it houses two pair of
Hummel’s S-10 is often his lodging for the night in the backcountry. He has outfitted the cargo bed with a Craigslist-sourced fiberglass shell and gear includes a sleeping platform, 15-gallon water tank, and Edgestar 12-volt refrigerator. He also has a 60-watt solar panel at his disposal and it charges a single deep-cycle battery.
Hummel’s S-10 is often his lodging for the night in the backcountry. He has outfitted the
The rear bumper/tire carrier/rack is also garage-built. In addition to the spare tire it securely holds a 10-liter Czechoslovakian military fuel can and a Hi-Lift jack. About the bumper, Hummel says, “I can do way better, but I was running out of time and just used scrap I had. It’s definitely on the redo list.”
The rear bumper/tire carrier/rack is also garage-built. In addition to the spare tire it s