Ultimate Adventure is our weeklong trip where we wheel and drive and wheel and drive across some of the toughest trails we can find. This year we're building an '01 Toyota Tacoma as the official vehicle. We started the buildup last month with the plan to build a lightweight rig (last year's pig tipped the scale at 9,000 pounds-way too much), and give it some race-truck tricks. We're not looking for a full-on Trophy Truck, but rather a slimmed-and-skinned rig with just enough room for tools, camping gear, cameras, and a cooler. We're doing most of the custom work at 4Wheelers Supply in Phoenix with awesome results. This month we'll show you the teardown and rebuild of the suspension, and the cage work, and next month we'll leave Phoenix and head for some final add-ons and amenities. NOTE: Most of the parts shown in this article are just tack-welded together, and some parts, such as the link, are made out of thin-wall tubing for mock-up. This is done in case any changes need to be made. Final welding will occur before the truck leaves the shop, so don't copy it till you see the final pics. We pulled the Taco into the fab shop and tore the old suspension and axles out from under it to make room for the Pro-Rock 60 rear and low-pinion Dana 44 front that Dynatrac built (see "Ultimate Taco," Aug. '04). After the IFS junk was removed, the fab-shop crew went about cutting and grinding the frame clean and smooth.We pulled the Taco into the fab shop and tore the old suspension and axles out from under We pulled the bed off the truck and started measuring for the rear suspension. We had thought for a short while that having a bed would be good for hauling supplies on the trip. But we quickly decided, through some helpful prodding by shop foreman Rob Bonney, that when you are building a truck like this, you don't want a lot of extra weight. And since we won't have much of a bed, we'll be packing light this year.We pulled the bed off the truck and started measuring for the rear suspension. We had thou With the front axle in place, it quickly became apparent that our steering tie rod was going to be in the same place as the engine oil pan.With the front axle in place, it quickly became apparent that our steering tie rod was goi Luckily the oil pan from a two-wheel-drive 3.4L V-6 T100 was found to have a rear sump, so we ordered one along with a new windage tray, pickup tube, dipstick, and dipstick guide, as well as the proper gaskets and strainer.Luckily the oil pan from a two-wheel-drive 3.4L V-6 T100 was found to have a rear sump, so Mocking up the rear-link suspension is tricky because you need to figure out both the correct geometry of the suspension and also what will fit on the frame around the other parts-like the gas tank. It is very important to make sure the rear axle is centered and square to the frame-notice the plumb bob.Mocking up the rear-link suspension is tricky because you need to figure out both the corr One of the concerns with building a late-model truck is trying to get around all the emissions issues, and in California that means keeping the stock fuel tank. We had seen a trick rear suspension for Toyota pickups from Shaffer's Off-Road that uses a Panhard bar in the rear so that the tank can stay in its original place. We borrowed that design when we built our Taco. Our rear suspension is shown at full stuff with some mock-up links.One of the concerns with building a late-model truck is trying to get around all the emiss The upper rear link will attach to the rear attachment point of the rock sliders, just behind the cab of the truck.The upper rear link will attach to the rear attachment point of the rock sliders, just beh Meanwhile, the lowers will be longer and attach under the cab and on the lower side of the slider supports.Meanwhile, the lowers will be longer and attach under the cab and on the lower side of the The two upper links and Panhard bar will all be made out of 1 1/2-inch 7076 aluminum bar stock drilled and tapped for 3/4-inch QA1 rod ends for the final version, and the lowers will be 1 3/4x0.250-inch-wall DOM tubing with 7/8-inch QA1 rod ends.The two upper links and Panhard bar will all be made out of 1 1/2-inch 7076 aluminum bar s On the axle end the fab crew runs the lower link to a point just below the axletubes centerline, while the upper links attach to these suspension towers. These towers will also support the rear bumpstops. It is important to keep the upper and lower axle mounts of the links spread apart to deal with the twisting loads of the axle under power.On the axle end the fab crew runs the lower link to a point just below the axletubes cente With the rear suspension mocked up we assembled the semifloat 35-spline Dana 60. The custom shafts are made by Dynatrac.With the rear suspension mocked up we assembled the semifloat 35-spline Dana 60. The custo The Ford Explorer-style disc brakes have an internal parking-brake drum. At first we thought we wanted an external rollcage to protect ourselves from headbanging in case of a severe rollover, but upon discussion with Bonney, we agreed to move the cage inside. With the cage inside it will be a stronger design, plus the idea of protecting the body was kind of silly the more we thought about it.At first we thought we wanted an external rollcage to protect ourselves from headbanging i To protect the cab during welding, we had the walls covered with cardboard. The cage is built of 1 1/2x0.125-inch-wall DOM tubing.To protect the cab during welding, we had the walls covered with cardboard. The cage is bu Eventually, the rear bed cage/shock mounts will tie into the internal cage, so we began by cutting two holes in the cab with a hole saw.Eventually, the rear bed cage/shock mounts will tie into the internal cage, so we began by Before we started on the front suspension we assembled the axles. Dynatrac built the Dana 44 axle to fit the truck, but also so that off-the-shelf axles would fit in a pinch. Our long-side axle is from a '74-'79 Jeep Wagoneer and the short-side is a '73-'78 GM 1/2-ton truck, both with 30-spline ends. The stub shafts are 19-spline deals like GM used in '77-'87 1/2-tons for strength purposes. We are running chromoly shafts from Superior Axle and Gear, 300M U-joints from CTM Racing, and some Warn premium hubs. This should hold up to our abuse with a lightweight vehicle.Before we started on the front suspension we assembled the axles. Dynatrac built the Dana The front suspension will also be a link design, but rather than four links with a Panhard, the space requirements dictated only three links. To make this work we have two lower links with only one upper link on the driver side to control fore and aft movement and axlewrap. Then we will use a Panhard to control lateral movement. Again, we locate the axle square under the frame and attach the lower links.The front suspension will also be a link design, but rather than four links with a Panhard An important part of the front geometry is having the Panhard bar running parallel to the steering drag link. The optimum design would have the Panhard and drag link the same length and parallel while running as horizontally level as possible at ride height. But of course, redesigning a suspension around a vehicle's frame means making concessions. Our Panhard bar will also be made of 1 1/2-inch 7076 aluminum bar stock.An important part of the front geometry is having the Panhard bar running parallel to the With the front suspension mocked up, we flexed the axle to be sure everything would clear, and then measured for front driveshafts. We sent our old driveshafts to Tom Woods Custom Driveshafts to be modified. Notice the upper link mounts.With the front suspension mocked up, we flexed the axle to be sure everything would clear, For steering we decided on a Scout II steering box. We first mocked everything up, and then sent the box to BenchWorks in Phoenix to have it rebuilt. The marks on the box show the full throw from left to right. Howe Performance Steering will use these marks when we later send the box to them for a hydraulic-assist setup.For steering we decided on a Scout II steering box. We first mocked everything up, and the It soon became apparent that the inner fenderwells would need to be removed to clear the tires and front 14-inch Bilstein 9100 Rockcrawler shocks. This also required moving all the stuff that mounts on the fenders. We decided at this point to remove all the ABS parts and go with a standard braking system. That's all the space we have this month, folks. Check in next time when we finish up the suspension, and head for some more tricks.It soon became apparent that the inner fenderwells would need to be removed to clear the t SOURCES Precision Gear Shaffer's Off-Road CTM Racing www.ctmracing.com BenchWorks Steering Systems www.benchworksteering.com Tom Woods Custom Driveshafts 877-497-4238 www.4xshaft.com QA1 800-721-7761 qa1.net Bilstein 14102 Stowe Dr. Poway CA 92064 858-386-5900 www.bilstein.com 4Wheeler's Supply www.4wheelers.com Howe Performance Steering www.howeperformance.com Superior Axle & Gear N/A superioraxle.com Drive Line Service Marlin Crawler 1543-B N. Maple Fresno CA 93703 www.marlincrawler.com Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!
