Ultimate Avalanche - Part 3

The bumper is backed with some stainless steel to make the logo jump out at the guy behind us. Finally the whole thing was welded and gusseted to the frame for a good solid mount.

While in Denver we also stopped in at Super Trucks USA to have a new Trail Ready bumper installed. The guys there did a great job of wrestling the 3/16-inch-thick prototype bumper into place on the front of our Avalanche. The first step was to install some frame-mounting brackets. We had to modify the brackets a bit to work with our front leaf-spring hangers, but they were solidly bolted in place when we were finished.

Before we installed the bumper on the truck, we first bolted in a Warn 15,000-pound winch with an estimated final weight of more than 8,000 pounds. This winch should be adequate. We have had good experience with these winches and will not be surprised at all if it gets a workout on our Ultimate Adventure trip to the southeastern United States. With 90 feet of 7/16-inch wire rope, and a 3.15:1 gear ratio, we should be able to drag ourselves out of most any mess we get in.

In order to install the more than 300 pounds of bumper and winch, the Super Trucks crew used a combination of hydraulic lift and muscle to get the bumper in perfect position. One warning we will give you is that getting the final bolts on can be about as much fun as digging a dime out of a running garbage disposal. However, we really like the final fit and finish of the bumper and already feel confident enough to bounce it off rocks and other trail obstacles.

During the rebuild ATS also installed one of its triple-lock converters. This innovative design not only has a stator that matches the stall speed specific to the engine torque curve, but also has a three-clutch design to reduce heat, increase the locking ability, and help the longevity of the transmission. Plus, the converter comes with a billet cover instead of a stamp-steel version to give it the strength to hold up to diesels so strong that some are used in drag racing cars. In the end we should have more than enough transmission to hold up to the 496ci engine and even a possible future supercharger.

After the tranny was back in the truck, we hit the road again and headed back towards sunny California. We did have the small problem of running out of gas along the road in Utah, and when we stopped for a speed run at the Bonneville salt flats, we found only mud as can be seen in the lead photo. Another stop was made in Moab where we tried to blend in with the many Jeeps that live there.

When we finally made it to Santa Rosa, California, we headed to FabWorx to get an internal cage built. Our goal was to build a safe internal cage that would survive a reasonable rollover and yet not make the truck uncomfortable. Thus the seats had to still recline, all the gauges and buttons had to be accessible, and we preferred that no one would be bouncing their head against the cage during normal wheeling. Luckily FabWorx took all our wants and didn't just laugh, but rather pulled out some tube and started working.

Welding in a brand-new truck with leather seats and fresh Rhino-Lined floors is nerve-wracking for any fab guy, but add the fact that this is a national magazine's truck that will be at some of the biggest shows around, and that there is a demanding photographer in the way, and most guys would crack. The guys at FabWorx instead set up all types of fire protection, sent us out to get lunch, and just started laying some beads.

The final product was, in a word, awesome. Even now, with more than a few thousand miles in the truck, the cage has never been in the way. The seats recline perfectly and the light switches are all within reach. We would never claim this to be a NASCAR-approved cage, but with six points at the floor, we are not scared to get a bit crazy on the trail if need be.