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1992 Chevy 1500 Suburban: Super Suburban

This Former School Bus Rocks

By Ken Brubaker, Photography by Ken Brubaker
True story: The Suburban spent the early years of its life as a school bus in New York. Obviously those days are long gone and nowadays the rig has been signifcantly modifed with a laundry list of off-road-centric items including Boatec front fenders and a fberglass hood. The lightweight hood is held on with four Autofab hood pins and the fenders are attached with two small bolts and four quarter-turn fasteners. The inner fenders are custom fabricated from aluminum and are also attached with quarter-turn fasteners. The hood and fenders can be removed in about fve minutes. The Chevy grille is a stock unit that has been modifed to ft around the rig’s tube chassis and Warn 16.5ti winch. The tube chassis main rails are made from 6x2-inch, 0.120-inch-wall material and they have 3-inch sleeves welded in to reduce chassis fex. The side bars, bumpers, engine cage, rollcage, and spare tire rack are all integrated together. Other exterior mods include front and rear receiver hitches and a full array of lighting including Pro Comp HID forward-facing, Hella rear-facing, and tractor lights serving as rock lights under the front and rear of the rig. Exterior mods also include a BCFab removable roof rack made from 1x0.83- inch HREW tubing and ¾-inch fattened expanded metal for easy bungee cord use. The roof rack was designed with mounts for a propane tank and fve 2½-gallon rectangular water jugs and the rack is mounted a bit forward on the roof to help center the weight between the rig’s axles (empty, the vehicle’s 8,040-pound weight is split almost equally between the front and rear axles). The Sub rolls on 37x12.50R17 BFG All-Terrain T/A KO tires mounted on 8.5-inch-wide Walker Evans aluminum beadlock wheels. Internal Allen hex-drive lug nuts are used on all the wheels and 1.75-inch aluminum wheel spacers are used to match the track width of the rear axle and to eliminate tire rub at full steering lock.
True story: The Suburban spent the early years of its life as a school bus in New York. Ob

There are some 4x4s that are so unique they leave you slack-jawed and speechless. This ’92 Chevy Suburban 1500, owned by Doug Hampton of Pagosa Springs, Colorado, is one of those vehicles.

We met Hampton at this year’s Easter Jeep Safari in Moab, Utah. In a landscape mostly dominated by Jeeps his large Suburban stood out like King Kong in a monkey house. There’s absolutely nothing docile about his rig. Its bright School Bus Yellow paint grabs your attention and mods like the furious, heavily modified twin-turbo Cummins diesel engine hold it hostage. The truck is loaded with fascinating components including some that are a bit unusual.

The Details
General Owner/Hometown: Doug Hampton/Pagosa Springs, Colorado
Vehicle/Model: 1992 Chevy Suburban 1500
Estimated value: N/A

Engine
Type: 5.9L 12-valve Cummins twin-turbo diesel
Aspiration: Fuel injection, K&N intake, HY9 and HT3B turbochargers, custom 5-in-diameter exhaust with Flowmaster muffler
Output, hp/torque (estimated): 500/1000

Drivetrain
Transmission: ATS 47RE Stage 3 4-spd auto
Transfer case: NP205 w/JB Conversions 3:1 ratio LoMax gearset

Suspension
Front: 60-in Deaver Spring long-travel leaf springs, 16-in-travel Sway-A-Way RaceRunner remote-reservoir shocks, modified Currie sway bar
Rear: 63-in Deaver Spring long-travel leaf springs, 10-in-travel Sway-A-Way RaceRunner remote-reservoir shocks, modified Speedway Engineering sway bar

Axles/Differentials
Front: GM Dana 60, 35-spline stub shafts, Warn lockout hubs, Howe hydraulic-assist steering/ARB Air Locker
Rear: Dodge Dana 80/ARB Air Locker
Ring and pinion: 3.73:1

Wheels/Tires
Wheels: 17x8.5 Walker Evans beadlock
Tires: 37x12.50R17 BFGoodrich All-Terrain T/A KO

Under the hood is a potent 12-valve 5.9L Cummins turbodiesel that is said to produce an estimated 500 horsepower and 1,000 lb-ft of torque. Modifications include an ATS Fire Ring cylinder head with 12mm cylinder head studs; Bosch P7100 pump with custom grind fuel stop plate by ATS and 3,400 rpm governor spring set; 300hp ATS injectors; HY9 and HT3B two-stage compound turbos; TiAL Sport wastegate; air-operated 5-inch Pacbrake exhaust brake; and a custom 5-inch-diameter exhaust with Flowmaster muffler. The intercooler is a stock Cummins unit. Keeping the powerplant cool is a custom aluminum 19x39-inch Ron Davis Racing dual-pass radiator fitted with Lincoln Mark VIII dual cooling fans. A thermostat housing from a ’90 Cummins aims the radiator hose to the right. Other underhood mods include a Painless Performance wiring harness, high-mount K&N air filter, and an engine-driven, water-cooled, two-cylinder Bendix gear-drive air compressor from a Freightliner FL60 semi-truck that feeds a pair of 2.5-gallon air tanks. Engine power is routed through an ATS 47RE Stage 3 four-speed automatic transmission. The transmission is controlled by the Chrysler ECM and torque converter lockup is handled by an ATS CoPilot controller that is adjustable while driving. The trans is cooled via a pair of fan-cooled fin-type coolers with stainless braided lines; the fans are controlled automatically by a temperature switch, or they can be activated manually by a switch on the dash. Power is split to the axles by an NP205 transfer case with JB Conversions LoMax 3:1 ratio gearset. A custom linkage was designed so the T-case could be operated by the stock-position shift lever. High Angle Driveline-built driveshafts carry the power to the axles and the front ’shaft is a long-spline unit made from 2.5-inch-diameter, 0.095-inch-wall material and it has a 1350 CV and 1350 U-joint. The rear ’shaft is made from 3-inch-diameter, 0.120-inch-wall material and has 1410 U-joints.
Under the hood is a potent 12-valve 5.9L Cummins turbodiesel that is said to produce an estimated 500 horsepower and 1,000 lb-ft of torque. Modifications include an ATS Fire Ring cylinder head with 12mm cylinder head studs; Bosch P7100 pump with custom grind fuel stop plate by ATS and 3,400 rpm governor spring set; 300hp ATS injectors; HY9 and HT3B two-stage compound turbos; TiAL Sport wastegate; air-operated 5-inch Pacbrake exhaust brake; and a custom 5-inch-diameter exhaust with Flowmaster muffler. The intercooler is a stock Cummins unit. Keeping the powerplant cool is a custom aluminum 19x39-inch Ron Davis Racing dual-pass radiator fitted with Lincoln Mark VIII dual cooling fans. A thermostat housing from a ’90 Cummins aims the radiator hose to the right. Other underhood mods include a Painless Performance wiring harness, high-mount K&N air filter, and an engine-driven, water-cooled, two-cylinder Bendix gear-drive air compressor from a Freightliner FL60 semi-truck that feeds a pair of 2.5-gallon air tanks. Engine power is routed through an ATS 47RE Stage 3 four-speed automatic transmission. The transmission is controlled by the Chrysler ECM and torque converter lockup is handled by an ATS CoPilot controller that is adjustable while driving. The trans is cooled via a pair of fan-cooled fin-type coolers with stainless braided lines; the fans are controlled automatically by a temperature switch, or they can be activated manually by a switch on the dash. Power is split to the axles by an NP205 transfer case with JB Conversions LoMax 3:1 ratio gearset. A custom linkage was designed so the T-case could be operated by the stock-position shift lever. High Angle Driveline-built driveshafts carry the power to the axles and the front ’shaft is a long-spline unit made from 2.5-inch-diameter, 0.095-inch-wall material and it has a 1350 CV and 1350 U-joint. The rear ’shaft is made from 3-inch-diameter, 0.120-inch-wall material and has 1410 U-joints.
  • The front axle is a Dana 60 pirated from a ’91 Chevy 1-ton Crew Cab pickup. It has 3.73:1 ratio cogs, 35-spline outer axleshafts, Warn hubs, and an ARB Air Locker. The front suspension consists of 60-inch Deaver Spring long-travel leaf springs in a spring-under setup, Sway-A-Way RaceRunner remote-reservoir shocks, Prothane bumpstops, and a modified Currie sway bar. The 37-inch BFGs are pointed via a Howe Performance hydraulic-assist system that includes a 1 1/4-inch ram and steering box. The steering system also includes an aluminum reservoir with filter, ZF hydraulic pump (from a Freightliner FL60 semi-truck), and a B&M plate-style cooler with fan. The push/pull steering has a drag link (seen in this photo running parallel to the driver-side leaf spring) in sync with the leaf spring main centers for minimal bumpsteer and axle push. The steering stops have been adjusted to the maximum, which gives the Sub a tight turning radius for its size. The front skidplate is mounted with quarter-turn fasteners so it c
    The front axle is a Dana 60 pirated from a ’91 Chevy 1-ton Crew Cab pickup. It has 3.73:1
  • The rear axle is a Dana 80 unit from a Cummins-equipped ’98 Dodge 2500 pickup. Like the front axle it has 3.73:1 ratio gearing and an ARB Air Locker. The rear suspension consists of 63-inch-long Deaver Spring long-travel leaf springs, 10-inch-travel Sway-A-Way RaceRunner remote-reservoir shocks, Prothane bumpstops, and a modified Speedway Engineering sway bar.
    The rear axle is a Dana 80 unit from a Cummins-equipped ’98 Dodge 2500 pickup. Like the fr
  • One of the nice things about a large vehicle like the Suburban is that it offers lots of space for stuff. When we photographed this rig the cargo area was fitted with a cooler, ammo-can storage, tools, and general supplies. The cargo area can also be used for camping and will accept a foldable mattress. A roof-mounted Olympian catalytic propane heater can be used to keep occupants warm when cold weather camping.
    One of the nice things about a large vehicle like the Suburban is that it offers lots of s
  • Among the underhood mods is a complete, securely mounted Premier Power Welder system. It includes a Premier 190-amp alternator.
    Among the underhood mods is a complete, securely mounted Premier Power Welder system. It i
  • To facilitate the front 16-inch-travel RaceRunner shocks the upper shock mounts jut through the fiberglass hood. Also projecting through the hood are a pair of liquid-filled Precision gauges that provide turbo boost information and the pressure reading of the dual air tanks.
    To facilitate the front 16-inch-travel RaceRunner shocks the upper shock mounts jut throug
  • The custom spare tire rack is tied into the rollcage, so it’s super strong. It opens barn door-style, and it’s designed with secure mounting points for a Hi-Lift Jack and two shovels.
    The custom spare tire rack is tied into the rollcage, so it’s super strong. It opens barn
  • Here you can see one of the front Sway-A-Way RaceRunner remote-reservoir shocks. These are 16-inch-travel, 2.5-inch-diameter units. The rear shocks are also 2.5-inch-diameter RaceRunner remote-reservoir units, and they offer 10 inches of travel.
    Here you can see one of the front Sway-A-Way RaceRunner remote-reservoir shocks. These are
  • The interior of the Suburban has no unneeded frou-frou items. It sports vinyl floors, a vinyl headliner, manual crank windows, and manual locks. Occupants are protected by a 12-point rollcage made from 1 3/4-inch-diameter, 0.095-inch-wall DOM tubing. The custom aluminum dash was designed in conjunction with the rollcage and it features Auto Meter Z Series gauges that include mechanical transmission temperature, mechanical coolant temperature, a cable drive speedometer, pyrometer, and fuel level. Second Skin Audio sound deadening mats were applied to the body tub floor and firewall to alleviate engine and road noise. Other interior mods include a Lowrance Baja 480, Cobra CB radio, Yaesu race radio, and an audio system comprised of Alpine, Memphis Audio, and Boston Acoustics components. Under the driver-seat are a Perko heavy-duty battery selector switch and an Auto Meter battery voltage meter that shows the voltage of the battery in use (a pair of Optima BlueTop batteries are located near the transfer case).
    The interior of the Suburban has no unneeded frou-frou items. It sports vinyl floors, a vi
  • Everything on the Suburban was designed for functionality. An example is this area on the driver-side rollcage, which houses an easy-to-access flashlight, a switch for the forward facing rock lights, and a green monitor light that shows when the radiator cooling fans are operating.
    Everything on the Suburban was designed for functionality. An example is this area on the
By Ken Brubaker
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John Cappa
 It's really not all that different than the factory GM solid axle push-pull steering, in fact it's very similar except the steering box is at the opposite end of the driver side leaf spring. So imagine the steering box being mounted to the frame just under the drivers feet. The drag link then goes down to the rest of the steering linkage on the axle. This is done to eliminate bump steer. The drag link ends up being exactly half the length of the leaf spring and they pivot together as the suspension cycles without causing bump steer. It's a great set up for long travel leaf spring suspensions but a bit overkill and complex for anything under 8-10 inches of wheel travel.
Ftmbogner
 I really like this suburban! The only question I have is how does the steering setup work? Seen full-hydro, hydro assist and the normal crossover steering but this is new. If some light could be shed on the setup that would be helpful!
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