1984 Chevy Shortbed - Sneak Attack

Yes, a Dana 60 front axle can sometimes be found in a wrecking yard. When you find it, will it be the correct width? Will it have the differential on the same side as your existing transfer case? Will it have the superior ground clearance and ring-and-pinion strength offered by using a high-pinion centersection? Finally, will it be in good, usable shape, or will it need a complete rebuild? All of the above questions were circumvented by using a custom-built Dynatrac Dana 60 in the front, complete with a high-pinion centersection. The 332-x U-joints are above and beyond the task of all but the most extreme four-wheeling situations, and are part of the reason this Dynatrac axle is a primo plug-and-play component. Internals include a Detroit Locker, 35-spline stub shafts, and Warn locking hubs.

Even if you're not a GM fan, you have to concede that the General is king when it comes to parts interchangeability. A 4x4 steering box has incorrect pitman arm clocking for crossover steering, so it was deleted and a 2x4 steering box was bolted up in its place along with a Jeep J10 dropped pitman arm from Superlift. Lee Performance Steering built the box and matching power steering pump. This box is plumbed and ready for a hydraulic assist ram.

We looked up the word "bulletproof" in the dictionary and found an NP205 pictured next to it. Not really, but the geardriven 205 is ultratough and can be found in many different 4x4s. The 205's weak spot has always been that the anemic 1.96:1 Low range isn't low enough to conquer today's creepy-crawly trails. Enter the JB Conversions LoMax 205. The LoMax drops the Low range to 3:1, allowing 205 owners to enjoy the best of both worlds: NP205 durability and rocky trail crawl-ability. Three to one may not sound huge, but imagine dropping your ring-and-pinions from 3.72 to 5.58. Changing the Low-range ratio wasn't just a matter of machining a new set of Low-range gears: the 205's dimensions necessitated manufacturing a whole new case to house the 3:1 gears. The proof was in the steep, rocky Moab pudding: We watched as the LoMax let John's Chevy idle upward on a high-pucker-factor ascent, easy as you please.

Coilovers were considered, but Superlift 4-inch leaf packs won out for simplicity's sake. Antifriction buttons on the leaf ends make the most of a suspension design that goes back to horse-and-buggy times, netting a smooth ride even with the old technology. Superlift SSR remote-reservoir shocks control the rear end's bump and droop.

All-around grip comes from a set of 35-inch Dick Cepek Radial Fun Country IIs wrapped around Mickey Thompson Classic II aluminum wheels with steel lug hole inserts. This rolling stock setup looks great and works just as well. The Cepeks run quietly on the pavement and authoritatively grip steep rock faces or soft sand.

In the center of the Mickey Thompson Classic II wheel is an indicator of another GM jewel: the AAM 14-bolt, full-floating rear axle. Not only are these rear axles obscenely strong, they're also criminally common and ripe for the swapping. To match the front, a Detroit Locker quashes wheelspin and is propelled by a 4.56 ring-and-pinion set.

Stepping inside treats driver and passenger to a comfortable interior that's classy and not overly ostentatious. The dash, steering wheel, and assorted components were snagged from an '87 Suburban loaded with the extras of the day. Instead of using stock seats...

...John went for a pair of Smittybilt American Classic buckets ordained in black and gray leather, complete with a center console. The red paint is $400-per-gallon (and you thought gasoline was expensive) Corvette Red put in place by the talents of Trent Bowers at Law's Motorsports.

A Warn bumper and a Ramsey Patriot 9500 winch somehow bolted together sans anti-rejection drugs. Both companies make great products.