In last month's issue, we started to answer questions we're often asked: "How can I convert my two-wheel-drive truck to four-wheel drive? Is it worth the time and money?" We then reviewed the list of parts you'd need to make the conversion, and tallied up some ballpark costs if you purchased them used or from a junkyard. The results? We would have spent a good deal more money on the parts for the conversion than we would have paid for the 4x2 truck-in this case, a '92 Chevy C1500 bought for $2,500 by Maurice Rozo, owner of Off Road Unlimited.
But we know some of you who like a challenging project might still want to see how it all comes together, so this month we'll show you how to transform that street-only 4x2 into a four-wheel trail machine using a new ORU conversion kit for '88-'98 GM pickups.
Because Maurice gave us full control of this buildup, and because we wanted to end up with a cover-worthy pickup, we started the project with a visit to Julian's Body Shop in North Hollywood, California. Julian specializes in custom paint jobs and collision repair. We discussed various paint schemes with Julian, hoping his creative experience would net a unique color scheme that would look good on the trail. In the end, we decided to use a bright blue color for the basecoat. Stay tuned for more on this in an upcoming issue about paint and bodywork.
Looking better, and back from...
Looking better, and back from the paint shop, this 1/2-ton is about to grow up.
With the vehicle suspended...
With the vehicle suspended on the lift, ORU's technician started by removing the stock front bumper. We plan to replace it with a better aftermarket unit that accepts a winch. We'll tackle that modification in another issue.
Harnacker is shown here disassembling...
Harnacker is shown here disassembling the front suspension components. A heavy-duty cart was used to remove junk componentry from the work area.
Next, an acetylene torch was...
Next, an acetylene torch was used to remove the lower portion of the front crossmember. ORU's detailed instructions mapped out where exactly to cut.
The new rear spring hangers...
The new rear spring hangers for the front leaf packs required that several holes be drilled in the pickup's framerails.
This is how the front leaf-spring...
This is how the front leaf-spring setup looked shortly before the front axle was installed. Notice the additional tubular crossmember spanning the area between each front spring hanger. This additional support is necessary because the ORU kit required removal of nearly half of the OE crossmember. You can also see how ORU's kit incorporates a track-bar mount right into the new bumpstop mounts (arrow). This addition is known to tighten up steering response significantly.
For suspension, we wanted to keep things simple-no fancy coils, no superfluous airbags, just tried-and-true leaf springs front and rear. So we contacted Atlas Spring Company and ordered a bulletproof set of springs. The front leaves sported 6 inches of lift with double military wrap and a total of eight individual leaves. Out back, our 6-inch Atlas packs also sported double military wrap and eight leaves each, though we also had Atlas add a kicker leaf on top of each pack to help prevent axlewrap. We picked this setup because it most accurately represents what many would-be wheelers would want under this type of multipurpose truck.
Both axles were equipped with...
Both axles were equipped with 4.56:1 gearing from Randy's Ring & Pinion. We chose this ratio because we planned to run 37-inch tires.
In the rear, we installed...
In the rear, we installed a Corporate 14-bolt rear axle built by ORU. We picked this axle because of its strength. We scored a Detroit Locker to simplify the search for traction. One of the nice things about the 14-bolt axle, aside from having the added support of an extra pinion bearing (see arrow), is its ability to accommodate an affordabl Detroit Locker. Due to its simplicity of design, a 14-bolt Detroit Locker typically runs under $400.
While we were at it, we decided...
While we were at it, we decided to throw in one of ORU's heavy-duty finned aluminum 14-bolt differential covers. This cover offers added oil capacity and cooling while contributing to the tough look we were after.
The front Dana 60 axle was also built by ORU. This axle is the first of a new production series ORU plans to offer customers. It features a high-pinion Dynatrac centersection, heavy-duty tubes, and Dedenbear inner Cs that accept kingpin knuckles. We like this setup because it offers greater strength over ball-joint-style knuckles while maintaining the superior lubricating properties of a Dynatrac Dana 60. We chose a Detroit Truetrac limited-slip to aid with traction duties.
With both axles assembled...
With both axles assembled and secured to a rolling cart, Mike lowered the truck so each axle could be attached to the leaf springs.
Once both front axles were...
Once both front axles were in place, Mike moved on to details like mounting the new shocks. Up front, two small weld-on brackets included with the conversion kit were used to mount each shock to the framerail. We chose a Bilstein 5150-series shock with piggyback reservoir for each corner. These shocks offer superior performance for an affordable price.
After the shocks, Mike tackled...
After the shocks, Mike tackled the brake lines. Noticed how a short section of hard line was used to route the braided lines out of harm's way.
This is a new tubular transmission...
This is a new tubular transmission crossmember that ORU offers separately from the conversion kit. This part is sweet because it replaces the OE stamped sheetmetal crossmember, providing a significant increase in strength. For this particular application, Mike had to drill four holes in the bottom of the framerails to accept the new crossmember, though in some applications, this unit will bolt right up to the existing framerail mounting holes. We also liked how easily this part would be to modify for custom skidplating or other add-ons later down the road.
We sourced two very stout...
We sourced two very stout custom driveshafts for the project from General Drive Shaft of Monrovia, California. It turned out we didn't need a high-angle CV driveshaft up front, though anything taller than 6 inches of lift probably would require one.
Because we wanted to run this...
Because we wanted to run this truck on our cover once it was completed, we insisted on a wheel-and-tire combo that would really make it stand out. We contacted Pro Comp Tire and Wheel to get a set of chromed Series 6005 cast-aluminum 17x9-inch wheels and a set of 38.5x14.50x17 Pro Comp Xterrain tires. This package was exactly what we were after.
When we drove our 1/2-ton around the block shortly before the conversion, little was said about the quality of the ride. After the conversion process, the ride was smooth and comfortable. We realized the brand-new leaf packs were probably going to settle a bit in the coming months, meaning the ride would probably get even better. As for capability, there's no comparison-this rig will simply walk over just about any obstacle we point it at. Maurice says he's planning on using the truck mainly as a shop rig, but he also invited us to borrow it whenever we wanted to tow one of our project rigs or wheel at events. Needless to say, we're planning on taking him up on the offer.