1994 Toyota Pickup 4x4 Truck - No One Gets Left Behind

Rockworx set a modified radius-arm suspension in place of the deleted leaf springs. On a side note, the leaf springs had replaced the original Toyota IFS A-arm system. The driver-side radius arm eliminates axle twist via the short link between the main arm and the upper axle bracket. The passenger-side link locates the axle front-to-rear but does not control axle twist. This system flexes like mad - all the better to conquer the trails with.

A pair of King coilvers provides clean mounting, easy adjustment, and consistent action up front. Since this is a trail rig that won't reach Baja-style velocity, 2-inch coilovers have sufficient oil capacity and damping for this application.

Captured coils and parallel-mounted shocks work well under the rear of the Jeeps that Rockworx builds, so that same combo does duty here too.

Here's one of four points at which the All-Pro in-cab 'cage was tied into the frame using sandwich plates.

A 4.3:1 Atlas II transfer case was bolted to the back of an Inchworm crawler box using a custom adapter. For maximum ground clearance, the Atlas was clocked upward, resulting in a nearly flat rotation. A cove was built into the floor that tucks the Atlas higher without the need for an additional body lift.

DrivelineSolutions.com provided the front and rear 'shafts and used big-boy 1350 CV joints in keeping with the 1-ton theme of the drivetrain.

The baby seat, which is securely fastened in place when it is occupied, is a key component of this truck.

All-Pro's in-cab 'cage saves a lot of fabrication time since it comes precut and prebent. It stands well on its own, or it can be used as a base to build from, as Rockworx did.

Out back, Rockworx built a four-link system between the stock framerails and the swapped-in Dana 70, which was fitted with a 5.13 gearset and a Detroit Locker to match the front. Disc brakes replaced the original drums. Also matching the front are lower links built from double layers of DOM tubing, one sleeved inside the other. Judging by the extent of the rock rash and the lack of trail-induced bends, the links are more than strong enough.

Even with all the ground clearance and high-clearance transfer case clocking, there's still a rock out there waiting to reach up and snatch something expensive underneath. A BudBuilt skidplate will see to it that the rock slinks back to its corner to lick its wounds.

For now, the 1-ton theme is exclusively downstream of the transmission. The 3.0 V6 is still alive and well. Given the gear reduction that Pat has at his fingertips, the 3.0 has plenty of power for the rocky and technical trails this truck was built to do battle with.

Shift levers aplenty. Behind the main gearshift is the transfer case shifter that toggles between High and Inchworm-geared Low range. From there, the power is fed into an Atlas II. The Atlas is actuated by a cable-controlled twin-stick shifter, which lends versatility to the shifter's mounting location.