wrath
Club Member
This is my project that I did a marathon build during Spring Break of 2005. I moved to Wisconsin in August 2007 and it got parked. The dog doesn't like riding in it so it's time for something with a back seat so he can see out.
It's a 1987 R10 cab (1/2 ton fleetside 2wd half ton) on a 1979 K5 frame.
Registration is cheap and so is insurance. I used to drive it to work at MTU during the summer months, which is why you'll find the Lot 31 sticker on the windshield. I think it's $34 for registration and ~$36/month for PLPD.
It's probably more valuable as parts than an assembled vehicle but I want to get rid of the whole thing or else I'm going to cannibalize it.
Most everything that could be purchased new, probably was purchased new. That means all new silly things like body mount rubber and cups, fuel line, brake line, et cetera.
So, we'll start out with what it is:
1979 K5 frame slightly modified. The wheelbase is 113". The spring hangers were moved around. Basically, the rear hanger of the front springs were all that stayed in place. The front springs are 56" Superlift Chevy rear springs with 4" of lift. They have less than 800 miles on them and are still settling. The initial spring rate is ~300lbs/in and I figure there will be another 350lbs of sprung weight going on it. The rear springs are new take-off Chevy GMT800 2500HD 64" springs with leaves removed. They have around 2,000 miles on them. The engine was moved rearward 2.5". Between the front axle centerline moving forward 4.5" and the engine moving rearward 2.5" it is actually a "mid-engine" vehicle. I believe I moved the cab 3" rearward but it might be 3.5". I forget. The cab is raked towards the front ~1". There is nothing that hangs below the frame between the springs. There is no welding on the frame.
It's got a 10 bolt front with 3.73 gears and a LockRight in it. There are all new balljoints (Spicer or TRW, I forget), new universal joints (Neapco Brute Force), Sky Manufacturing Tall steering arm on the passenger side, new steering joints (all are TRW or Moog, whichever I could find at the time that were Made in USA or Japan), and a Superlift #1104 steering arm. The calipers were new with Wearever Silver pads (the only ones I've found that UP mud doesn't ruin). The lockouts are Warn standards.
The rear axle is a 12 bolt with a gov-lock that has been welded. It has rear disc brakes.
It has a Wilwood proportioning valve and a Biondo Electric Line Lock for the rear brakes.
The engine is a TBI 350 out of a 92 3/4 ton GMC van. It is stock.
The transmission is a hydraulic-clutched SM465 mated to a clocked-flat NP208. The clutch is made by Perfection. The slave, master, and fork are new GM Stealership units. I forget what brand the flywheel is, but I suspect it's made by MotorMite/Doorman as I remember I had a hard time finding anything but that brand that wasn't made in China.
The radiator is out of a 82-93 S10, but it was intended so one out of a 82-86 Corvette would fit. It currently does not have any cooling problems, even without a shroud. I intended to use LS1 F-body fans.
The fuel tank is a ~32 gallon one out of a K5. I intended to put a ~23 gallon tank out of a K5 in it so it has a fuel pump/sender for a ~23 gallon tank (same one as what's used in a pickup). I have a fuel pump/sender for a ~32 gallon tank.
It is intended to have two batteries mounted under the cab on the passenger side, only one is there currently.
The cab is barebones. It was a 1987 2wd cab. The bad metal was cut out and replaced with patch panels. Much of it was body-filled with JB Weld. The drip edges were removed. The floor is cut so the 465 can peek through since a 2wd hump is smaller and even though it has a body lift the transmission and transfer case are lifted up so they do not protrude under the frame. All non-essential wiring was removed (that means no power windows/doorlocks/radio). The heat is designed such that only defrost or floor vents work but it has never been set up. There are no visors. The windshield wipers would work if they were hooked up. The switch is loose in the glovebox as well as the new resistor pack for the blower. There is no glass in the doors or locks in the doors. The doors are pinned so they can be removed. The steering column is a automatic transmission one with tilt, the selector is removed. It is not a smart-stick column so wipers go on the dash. It has a basic instrument cluster in it. The seats are out of a 79K5, and they are high-back. The seats independently slide fore and aft using bench seat rails.
The front clip is narrowed and dropped, I forget how much. The mirrors were moved to the front fenders. Visibility is much better with them mounted on the front fenders. I never got around to finishing the hood or the inner wheelhouses. Or the bed for that matter.
The body is painted first with Durabak Smooth and then painted with Krylon. The Durabak did not stick in certain areas very well, particularly the roof.
I've driven it on 40" TSLs and 44" TSLs. It drove nicest on the 40" TSLs but with 44s it did best. I didn't break any shafts but that was probably due to the fact that it's so light. Plus, the 44s did a better job of protecting the driveshafts when driving over logs. Basically, if I could get the front bumper to slide up it I could drive over it. Was nice for scouting.
It still drives just fine. I drove it around the yard to make sure the brakes still worked. I don't have much faith in remanufactured calipers.
I'd like to trade it for a modern YJ, a TJ, or a CJ8. I'd also consider a tractor with a 3 point hitch. If you've got something I want I can put cash with it. Or just sell it for $1800. Might be interested in chainsaw(s). I have many other parts. Chances are as long as it doesn't involve ZFs or a jungle gym of tube I've probably got it somewhere. It's currently located at my parents' in Owosso, MI.
In the wee olden days with 40s and wore-out 56" springs in the front:
In the not as olden days with 44s and Superlift 56" 4" lift springs in the front:
It's a 1987 R10 cab (1/2 ton fleetside 2wd half ton) on a 1979 K5 frame.
Registration is cheap and so is insurance. I used to drive it to work at MTU during the summer months, which is why you'll find the Lot 31 sticker on the windshield. I think it's $34 for registration and ~$36/month for PLPD.
It's probably more valuable as parts than an assembled vehicle but I want to get rid of the whole thing or else I'm going to cannibalize it.
Most everything that could be purchased new, probably was purchased new. That means all new silly things like body mount rubber and cups, fuel line, brake line, et cetera.
So, we'll start out with what it is:
1979 K5 frame slightly modified. The wheelbase is 113". The spring hangers were moved around. Basically, the rear hanger of the front springs were all that stayed in place. The front springs are 56" Superlift Chevy rear springs with 4" of lift. They have less than 800 miles on them and are still settling. The initial spring rate is ~300lbs/in and I figure there will be another 350lbs of sprung weight going on it. The rear springs are new take-off Chevy GMT800 2500HD 64" springs with leaves removed. They have around 2,000 miles on them. The engine was moved rearward 2.5". Between the front axle centerline moving forward 4.5" and the engine moving rearward 2.5" it is actually a "mid-engine" vehicle. I believe I moved the cab 3" rearward but it might be 3.5". I forget. The cab is raked towards the front ~1". There is nothing that hangs below the frame between the springs. There is no welding on the frame.
It's got a 10 bolt front with 3.73 gears and a LockRight in it. There are all new balljoints (Spicer or TRW, I forget), new universal joints (Neapco Brute Force), Sky Manufacturing Tall steering arm on the passenger side, new steering joints (all are TRW or Moog, whichever I could find at the time that were Made in USA or Japan), and a Superlift #1104 steering arm. The calipers were new with Wearever Silver pads (the only ones I've found that UP mud doesn't ruin). The lockouts are Warn standards.
The rear axle is a 12 bolt with a gov-lock that has been welded. It has rear disc brakes.
It has a Wilwood proportioning valve and a Biondo Electric Line Lock for the rear brakes.
The engine is a TBI 350 out of a 92 3/4 ton GMC van. It is stock.
The transmission is a hydraulic-clutched SM465 mated to a clocked-flat NP208. The clutch is made by Perfection. The slave, master, and fork are new GM Stealership units. I forget what brand the flywheel is, but I suspect it's made by MotorMite/Doorman as I remember I had a hard time finding anything but that brand that wasn't made in China.
The radiator is out of a 82-93 S10, but it was intended so one out of a 82-86 Corvette would fit. It currently does not have any cooling problems, even without a shroud. I intended to use LS1 F-body fans.
The fuel tank is a ~32 gallon one out of a K5. I intended to put a ~23 gallon tank out of a K5 in it so it has a fuel pump/sender for a ~23 gallon tank (same one as what's used in a pickup). I have a fuel pump/sender for a ~32 gallon tank.
It is intended to have two batteries mounted under the cab on the passenger side, only one is there currently.
The cab is barebones. It was a 1987 2wd cab. The bad metal was cut out and replaced with patch panels. Much of it was body-filled with JB Weld. The drip edges were removed. The floor is cut so the 465 can peek through since a 2wd hump is smaller and even though it has a body lift the transmission and transfer case are lifted up so they do not protrude under the frame. All non-essential wiring was removed (that means no power windows/doorlocks/radio). The heat is designed such that only defrost or floor vents work but it has never been set up. There are no visors. The windshield wipers would work if they were hooked up. The switch is loose in the glovebox as well as the new resistor pack for the blower. There is no glass in the doors or locks in the doors. The doors are pinned so they can be removed. The steering column is a automatic transmission one with tilt, the selector is removed. It is not a smart-stick column so wipers go on the dash. It has a basic instrument cluster in it. The seats are out of a 79K5, and they are high-back. The seats independently slide fore and aft using bench seat rails.
The front clip is narrowed and dropped, I forget how much. The mirrors were moved to the front fenders. Visibility is much better with them mounted on the front fenders. I never got around to finishing the hood or the inner wheelhouses. Or the bed for that matter.
The body is painted first with Durabak Smooth and then painted with Krylon. The Durabak did not stick in certain areas very well, particularly the roof.
I've driven it on 40" TSLs and 44" TSLs. It drove nicest on the 40" TSLs but with 44s it did best. I didn't break any shafts but that was probably due to the fact that it's so light. Plus, the 44s did a better job of protecting the driveshafts when driving over logs. Basically, if I could get the front bumper to slide up it I could drive over it. Was nice for scouting.
It still drives just fine. I drove it around the yard to make sure the brakes still worked. I don't have much faith in remanufactured calipers.
I'd like to trade it for a modern YJ, a TJ, or a CJ8. I'd also consider a tractor with a 3 point hitch. If you've got something I want I can put cash with it. Or just sell it for $1800. Might be interested in chainsaw(s). I have many other parts. Chances are as long as it doesn't involve ZFs or a jungle gym of tube I've probably got it somewhere. It's currently located at my parents' in Owosso, MI.
In the wee olden days with 40s and wore-out 56" springs in the front:
In the not as olden days with 44s and Superlift 56" 4" lift springs in the front:
