1976 Chevrolet K10 Rock Crawler

This big truck drives great on the street AND on the trails, and was built with a focus on offroad performance AND being able to drive on the pavement to/from the trails over Colorado mountain passes. It does all of that and still maintains its classic Chevy truck looks.
I have itemized all of the following add-on parts to show what it costs to build this particular truck to what it is today. If you're familiar with these parts and modifications (and their prices), you'll appreciate this effort. Some of these parts are 6 years old now, and some are only 6 months old. Everything has very low mileage (approx. 2000-3000 total miles), with some parts only having 100 miles on them!. ALL of the "wearable" parts like brakes, steering joints, u-joints, all the fluids, belts, and hoses are all practically NEW, and have been very well maintained during their life. All of the 40-year old factory rubber mounts -- the body mounts, engine mounts, transmission mount, and suspension bushings have ALL been replaced with new polyurethane parts for better durability and performance than replacement rubber. This truck has extensive heavy duty upgrades, and has conquered many "Difficult-Extreme" rated Moab and Colorado trails; some even in 2wd! This truck is built for the trails, and will also safely and comfortably "pound the pavement" on the way to the trails. -No trailer required for this rig to go 4-wheeling!
Specifications and Details:

• GM Dana 60 1 ton front axle. Open differential. Factory 4.56 ring and pinion. Warn Premium Locking Hubs. This was a New Old Stock (NOS) unit from military surplus. Its a "new" axle, for all intents and purposes, and now has approx. 3000 miles on it.

• GM Corporate 14-bolt Full Floating rear axle, Detroit Locker, Yukon Gear 4.56 ring and pinion, disc brake conversion. Simple, rugged, and reliable. Fully rebuilt 3000 miles ago (all bearings and seals).

• GM 350 engine with a mild RV cam, Edelbrock Performer Intake Manifold, custom built Sean Murphy Industries (SMI) Rochester Quadrajet carburetor, Hooker Comp full-length headers, Walker OE style replacement mufflers - the exhaust sounds great, and not annoyingly loud. All fresh AC Delco ignition parts; full tune-up last summer. Radiator also flushed and fresh thermostat installed. Very reliable engine, starts every time with no fuss, performs fantastically on the street AND the trails. Has a minor oil leak from the timing cover/oil pan area. I just have no time to fix it.

• GM "Muncie" SM465 4-speed manual transmission mated to a completely rebuilt NP241C transfer case with a Slip Yoke Eliminator (converted from TH350 and NP203 in 2013). This transfer case has a low range of 2.72:1. The crawl ratioof this truck is 81:1. VERY respectable gearing for off-road, considering the factory ratio was a sad 19:1. Driving this rig on technical trails means simply shifting the transmission into Granny gear, shifting the transfer case into Low range, and then creeping along. Downhilldescents are very controlled and enjoyable - just let the gearing and engine braking slow you down and control your speed. Speaking of "speed", the speedometer driven gear andrequisite housing were also replaced to correct the speedometer reading, which is now very accurate (near perfect) for the axle gear ratio and tire size.

• Custom front driveshaft from High Angle Driveline with 1410 u-joints throughout (including the dual cardan/CV joint). The front suspension articulates so well on the trails, that this driveshaft was necessary. This driveshaft can operate at 42* before it even begins to bind -- compared to factory driveshafts that bind at around 19*. Flanged connections at both ends means much more strength than the common "strapped u-joint" style attachment.

• Custom rear driveshaft by Rocky Mountain Driveline, with 1350 Dual Cardan/CV and 1410 u-joint at the rear axle. The driveline angles are spot-on with modest 4* shims. No driveline vibrations on the road.

• Custom built flatbed with wood floor and is the same size as the factoryfleet side bed (6.5 feet long). I did not shorten the frame. Matching full size spare tire and wheel, and bed toolbox full of gear, spare parts, spare fluids, Warn Winch Recovery Bag, Viair system accessories, and a 5 gallon Jerry Can for the trails. "An ounce of prevention is worth a pound of cure!" (Especially on the trail).

• Offroad Design Crossover Steering with PSC Hydraulic Assist system. Driver can literally turn the 42" tires with one finger on the steering wheel at a dead stop. No bump steer on the road either.

• Suspension lift is approx. 9" via DIY4X B52 brackets with 52" long springs in the front, and 56" long springs in the rear with Offroad Design's Shackle Flip. Bilstein shocks at all 4 corners have 16" of travel.

• Polyurethane suspension bushings, engine, transmission, and body mounts throughout the entire truck. No 41-year-old, crusty, oil-soaked rubber bushings anywhere.

• Viair 444C series Onboard Air System with dual compressors and a 2.5 gallon air tank. Air down the tires to 10 psi when you hit the trailhead, own the rocks, then air them back up to 30 psi to hit the pavement again! Plenty of remaining ports in the air manifold for adding other accessories like air locker(s), air horn, etc.

• Five (5) Pitbull Rocker Radial 41.5x13.50R17 tires mounted on 17x9.5 Raceline Monster aluminumdeadlockwheels with 4" of backspacing. Approx. 2000 miles on the set, and I've already rotated them twice using a 5-tire rotation pattern to ensure they all continue to wear evenly. Tires are balanced internally using 12 oz. of Dynabeads in each tire. These tires are incredible both on and off-road. They roll smooth and true at 70 mph with a modest mud tire "hum" that isn't annoying at all. -Just a reminder that you're rolling on 42" tires. Aired down off-road, they grip every type of terrain better than any tire I've ever run. In Moab's "slick rock" they stick like glue. On the slippery granite rock and silty sand/dirt of Colorado, traction is great.

• Warn VR series 10,000 lb. winch (without a single "pull" on it) mounted on a vintage Warn Transformer winch mount/brush guard. -These brush guards are difficult to find anymore, and when you can, they can often cost as much as a winch does. Functional, and also just a cool vintage piece.

• Single 31 gallon K5 Blazer gas tank that replaces the stock dual 16 gallon tanks. No more turning the truck around at the gas station to fill up two gas tanks. The 31 gallon tank is tucked up nicely under the flatbed out of harm's way and a factory skid plate protects it. The sending unit and all rubber hoses are newer.

I can provide more pics and greater detail upon request. I have $22,000 invested into PARTS ALONE, with documentation to prove it. Also, 90% of the parts on this truck have only a few thousand miles on them.
The only negative thing I can say about this truck is the common rust in the rocker panels and rear cab corners. The fenders and bottom of the doors also have a bit of rust as well. I didn't want to use my allotted 24 pictures on eBay showing the rust. Its a 41 year old truck, so rust is to be expected. I'm happy to provide extra pictures of these "problem areas". But... its a cheap fix, considering everything else this rig has to offer.

On Feb-24-17 at 16:52:28 PST, seller added the following information:

I will assist in anyway with transportation arrangements. You are responsible for all shipping cost.