1993 Toyota T-100 - Off Road Magazine

Click here for more photos and specs.

Click here for more photos and specs.

We remember the printed ad as if it had jumped off the press yesterday. "If we've heard it once, we've heard it a thousand times," went the first page. We had no choice but to investigate further. The next page read, "If only Toyota made a bigger truck." With those two lines, Toyota jumped into the fullsize truck market more than a decade ago. Looking back was not an option.

The new-for-'93 T-100 held big potential. Generous cab space replaced the compact surroundings Toyota pickup owners were used to. Hauling a full 4x8 sheet of plywood in the bed was at last a reality for T-100 owners. Finally, the T-100 was built with the same commitment to quality that has earned Toyota a reputation for longevity and reliability.

On paper, it was a match made in automotive heaven. On terra firma, the T-100's 3.0L V-6 was a lukewarm performer, and the truck's dimensions were more Dakota-size than fullsize. Before it was replaced by the Tundra, the T-100 saw a progression of intelligent, functional improvements that made it more of a contender. The T-100 and the Tundra passed each other in the hallway in 1998.

For the right off-roader, the T-100 can still be a heavenly choice. Since the newest T-100 is 7 years old, they're attractively priced in the used market. The not-quite-fullsize dimensions mean better ability on tight trails compared with fullsize, full-blood-American heavy metal. Although suspension kits are not plentiful, long-travel suspension kits from Total Chaos can be bolted onto T-100 4x4 frontends.

For Curtis Guise, a T-100 was the only way to go. "I have always wanted a fullsize race truck, but didn't have the money, so I bought a T-100 to build as a prerunner. I did most of the work myself to save as much money as possible."

Did we mention that Guise is a terminal Toyota fan? His first 'Yota was an '83 straight-axle 4x4, followed by a '90 pickup equipped with a T.C. front suspension. Other Toys in the lineup have included an '85 4Runner built for 'crawling and an '82 2WD pickup built to race Class 7. The '82 Class 7 fabrication was the perfect segue into the T-100 buildup: Curtis designed and built the rollcage and front coilover suspension. The '82 Guise-built was raced in MDR and VORRA for about two seasons. "The '82 was pretty compact inside, and it was still leaf-sprung in the rear. I was able to sell my old race truck and use the proceeds to buy the T-100 and some of the parts for the build."

There was another reason to sideline the Class 7 effort: filming. Curtis teamed with RaceDezert.com owner Klaus Rasch to film the Dezert People video series. To date, three DP films have been released, and a fourth is on the way. Curtis has also taken a solo venture into high-articulation world with the release of Gription, reviewed in this same issue of OR.

How's this for ground clearance?

The Trophy T-100 was built in snippets of time squeezed between filming at races and editing the footage. In addition to balancing filming and building, Curtis also tried not to spend too much time away from his wife Jannel. We have to hand it to the guy: The videos are released, his truck is built, and he's still joined at the hip with his significant other.

Off-Road Warehouse limit straps protect the coilovers and bypass shocks from harsh top-out as the TT-100 becomes airborne. The upper and lower Newhan control arms join at a custom spindle. Wilwood rotors and calipers sit at attention, ready to do their job of converting kinetic energy into thermal energy.
Off-Road Warehouse limit straps protect the coilovers and bypass shocks from harsh top-out
Custom coilovers, bypass shocks, and bumpstops tackle the damping chores at each corner of the TT-100.
Custom coilovers, bypass shocks, and bumpstops tackle the damping chores at each corner of

Here's where Mark Newhan sliced the stock framerails at the firewall and began putting tubing in their place. Newhan's '73 Chevy shortbed prerunner sports many of the same building tricks as were incorporated into the TT-100. Newhan's machines can be seen in motion in the Dezert People parts one and two.

Here's where Mark Newhan sliced the stock framerails at the firewall and began putting tub

How does the TT-100 ride? Remarkably. We had the chance to blast around the gnarled terrain of Barstow in the Toy' and can attest that Curtis' building time was well spent. The stock frame all but disappeared to make way for the fully fabricated front and rear suspensions. Mark Newhan, whose creations have graced the pages of OR in previous issues, designed and built the front suspension and 'cage.

Mark chopped the stock 'rails at the firewall, and Curtis chopped the 'rails near the back of the cab when he built the rest of the rollcage and the rear suspension. The truck's 19 inches of front and 25 inches of travel serve to smooth the desert floor. The cab does the floating, while the wheels do the dancing. The Toy's supercharged 3.4L V-6 does the motivating. Lessons learned? During the two-year project, "I learned to be patient and to do it right the first time. This project also enhanced my fabrication skills."

After experiencing the Trophy T-100, we've got new respect for Toyota's pre-Tundra big truck, but we've got even bigger respect for the hands that built it. Job well done.

DOM and 4130 chromoly were used in constructing the 'cage and suspension. Here's the front 'cage and suspension laid out and tacked into place. Why not finish the welds tube by tube? The heat of welding pulls the tubing out of line, resulting in a twisted mess that's way out of alignment. Getting the tubing notched, fitted, and tacked before burning in the final welds is the way to go. The big aluminum tank is a Unique Metal Products intake that incorporates circular baffles and a drain to channel big dust particles and water out of the cylinder before it ever gets a chance to get trapped in the air filter's element.

There's a reason Ford 9-inch rearends appear under Chevys, Toyotas, and most other high-performance off-road trucks: They're rugged, lightweight, and easy to get performance parts for. This housing and full-floating 35-spline axles are from Speedway Engineering. A 5.29 ring-and-pinion bolts to a spool for simple, lightweight traction. We also like the Pro Werks alloy fill cap.
There's a reason Ford 9-inch rearends appear under Chevys, Toyotas, and most other high-pe
A Speedway Engineering antisway bar snakes its way between the dampers and 'cage tubing. Eibach coils surround the dual-rate coilover hardware. Mark Newhan also designed the rear suspension, but Curtis was the man to take the concept and turn it into metallic reality. The rearend cycles at 25 inches.
A Speedway Engineering antisway bar snakes its way between the dampers and 'cage tubing. E

Massive boxed lower trailing arms were TIG-welded by Johnson Bicycles of Antioch, California.
Massive boxed lower trailing arms were TIG-welded by Johnson Bicycles of Antioch, Californ
Eighty and forty-four. Those are the number of quarts the ice chest and the number of gallons the fuel cell hold, respectively. Extended desert adventures mandate starting out with both containers properly topped off.
Eighty and forty-four. Those are the number of quarts the ice chest and the number of gall

Thirty-five-inch Goodyear M/TRs mount to American Racing bead-lock-equipped wheels for rugged traction with a touch of red-anodized class.
Thirty-five-inch Goodyear M/TRs mount to American Racing bead-lock-equipped wheels for rug
Wilwood calipers and rotors are squeezed into duty on the truck's rear flanks, too.
The 3.4L V-6 was offered from the factory beginning with model year '95. Much better than the 3.0L it replaced, the 3.4L can be pumped to higher output levels by bolting up a TRD-supercharged dose of steroids. The 'charger needed a bit of tuning to work with the '95 motor, so an Underdog Racing Development kit was called on to coordinate the 'charger with the motor.
The 3.4L V-6 was offered from the factory beginning with model year '95. Much better than

The owner plans to use a smaller pulley for even more boost in the near future. As it is, the motor does a respectable job of moving the TT-100, and does so with the light weight and compact size of a V-6. A Beko radiator in a custom core support dissipates the heat.
The owner plans to use a smaller pulley for even more boost in the near future. As it is,
Saginaw steering boxes have made their way out of America's wrecking yards onto many a dirt machine. They're easy to come by and incredibly rugged. The short sector shaft is very stout. Custom hoses were assembled to let the Saginaw box work with the Toyota power steering pump.
Saginaw steering boxes have made their way out of America's wrecking yards onto many a dir
Subtle, trick touches include the dual stacked-plate power steering coolers, and front bumper that attaches with Camburg tube clamps.
Subtle, trick touches include the dual stacked-plate power steering coolers, and front bum

Four Hella lights are great for lighting up the night and for creating extra wind drag during daylight. This mount flips down when not needed and pivots into position with the pull of a pin. Gas-charged lift struts keep the Hellas positioned while in service.
Four Hella lights are great for lighting up the night and for creating extra wind drag dur
Many full-race trucks are left with a bare-metal finish so that cracks are more easily detected. That's fine if you don't mind constantly tending to rust with a Scotchbrite pad.
Many full-race trucks are left with a bare-metal finish so that cracks are more easily det

Gray paint looks classy and is easy to touch up when needed.

The dash is stock for now, but Curtis added a Grant quick-release steering wheel and a Lowrance GPS unit for vehicle control and proper navigation. Beard Ultra seats cradle the occupants, who are strapped in place using Crow restraints.
The dash is stock for now, but Curtis added a Grant quick-release steering wheel and a Low