The ‘Burb: A Classic Chevy SUV With A Ford 6.0L Power Stroke Under The Hood
It’s test not the engine you would expect to find in a fourth-generation Chevy Suburban, but a 6.0L Ford Power Stroke diesel makes perfect sense when you work on them every day. Such is the case for Jeremy Flanders of TMS Diesel in Weare, New Hampshire. “We repair a lot of them,” he tells us. “And the 6.0L fits in the ‘Burb pretty nice, actually.” But contrary to how it may appear, Jeremy’s creation is actually a body swap (not engine), with the vintage sheet metal sitting atop a Ford E-250 cargo van frame, suspension and axles.
Joining forces with friend and fellow diesel-head, Chris Battey, Jeremy set about mounting the 65-year-old Suburban shell on a modern, heavy-duty chassis. To effectively trap the vintage Chevrolet in time, its Patina was clear coated. The 6.0L V8, infamous for its reliability problems, has been “bulletproofed,” fitted with a larger turbo and graced with higher-flowing injectors. It also remains mated to the carryover TorqShift transmission. The interior offers a mix of original, aftermarket and era-appropriate touches, while the Asanti wheels fit the build to a “T.” In Jeremy’s own words: “It’s a hell of a conversation piece.” Let’s check it out…
Classic Chevy Up Top, All Ford Underneath
After getting the original gasoline V-8 running “for the hell of it,” it was yanked out of the way, followed by the Suburban body being lowered onto a shortened, ’04 E-250 frame. The cargo van foundation was chosen for its flat frame rails (vs. a Super Duty frame with notable bends at the front and rear sections). The E-250’s front coil spring and rear leaf spring suspension remains, along with the semi-floating Dana 60 axle out back. Whether he's driving the ‘Burb up town for parts or standing next to it at a truck show, Jeremy’s creation attracts more than its fair share of attention.
Hassle-Free Fitment
Surprisingly, wrapping the Suburban body around the 6.0L Power Stroke turned out to be less of a challenge than Jeremy originally assumed it would be. “We did have to cut the firewall to make it fit, so there is a custom doghouse on it now,” he tells us. “But it wasn’t horrible.” The reworked firewall allows the downpipe to snake down and hook on to the Suburban’s 4-inch, side-exit exhaust system. Meshing with the ‘Burb’s patina, the intake and boost tubes were powder coated to match. The latter piping connects to a factory 6.0L intercooler.
Added Power And Reliability
Like a lot of diesel enthusiasts, Jeremy is familiar with how to make the ill-fated 6.0L Power Stroke anything but the troublesome boat anchor many believe it to be. One of the biggest keys to improved reliability entails fresh head gaskets and ARP head studs. After the studs went in, a set of 190cc injectors, topped off with 30-percent over nozzles, were installed beneath the valve covers. To complement the injector upgrade, the factory VGT was replaced with a Stage 1 Garrett PowerMax drop-in, a turbo with a larger, 63.5mm compressor wheel. A cold air intake from S&B Filters feeds the higher flowing VGT.
Retaining The Ford-Built Five-Speed
Seeing no reason to reinvent the wheel, Jeremy and Chris kept the 6.0L Power Stroke attached to its native TorqShift transmission. In contrast to the Navistar-produced 6.0L, the Ford-built, five-speed slushbox is about as tough as it gets in the world of diesel-specific transmissions, and it has no problem sending an estimated 500 hp (and 1,000 lb-ft) to the rear wheels. The con-rod shifter assembly is a nice touch, too. To keep everything factory-functional, the E-250’s gauge cluster made its way into the Suburban’s original dash.
Chevy, Ford, Aftermarket And Custom Parts In The Interior
As mentioned, the interior is a mix of aftermarket, custom, factory Ford van, and original Suburban hardware—and we like all of it. Believe it or not, the front seats are 100-percent original. However, the split bench was fitted with a pair of RaceQuip 5-point harnesses. Behind the seats, you’ll find wood paneling, although it’s not exactly what you’d expect. “It’s just laminated flooring you’d find at Home Depot,” Jeremy admits. Also notice the fab work performed at the firewall, which was required to clear the rear of the engine.
All Seasons & 20’s
With Super Duty-like suspension, you get Super Duty-like ride quality—which is lightyears ahead of how a ’57 Suburban rode. One contributor to ride comfort, along with traction, solid performance in dry and wet weather, and lack of road noise, is the set of 285/50R20 NittoNT420V all seasons the ‘Burb is equipped with. “We sell every Nitto tire at TMS Diesel,” Jeremy tells us. “And we love the 420V’s. We’ve bought multiple sets of them for various vehicles.” And while the Asanti wheels measure 20x9-inch, the Gunmetal finish—combined with their overall design—just seems to fit.
Subtle Touches
The pinstriping designs you might’ve noticed are part of a theme that’s present both inside and out on the ‘Burb. To get the specific, unique touch he was after, Jeremy enlisted the same shop that handles all of TMS Diesel’s service truck lettering.
More than a century after it first came to fame, this lost art still has a way of enhancing the curves of a vehicle in a subtle (yet favorable) manner. The hand painted TMS Diesel sign on each door was added by the same, talented set of hands, and also represents a throwback to an earlier time.
If you want to build a Jeep Gladiator that stands out, you’ll need more than big tires and a bed rack to grab attention. Unlike most new pickup platforms, the aftermarket wasted little time making the Gladiator a priority. Given the Gladiator shares so much DNA with the Wrangler, it was no surprise that its popularity with the aftermarket has been thriving. Based out of Miami, Florida, Roco 4x4 has been customizing off-road vehicles for decades.
With the popularity of the Gladiator platform very evident, the Roco team decided to invest in one all their own. Starting off with a 2021 Jeep Gladiator Rubicon, Roco 4x4 wasted little time in dismantling the Jeep as soon as it rolled into the shop. Wanting to grab attention and push limits of the new platform, the team devised a build plan that would increase the Gladiator’s potential exponentially.
With a 392 V8 engine under the hood, dual 9-inch rear axles, and six 40-inch-tall Nitto Trail Grapplers, this Gladiator is far beyond your run-of-the-mill overland build. While it was partly built to get your attention, this JT was built with a variety of domestic and international off-road destinations in mind. We recently got a chance to check out the build at the 2023 Jeep Beach event in Daytona Beach, Florida.
In House Build
While 6x6 conversions are not something the full-service off-road shop specializes in, Roco 4x4 took this project on from start to finish. This included the monumental task of building the custom stretch conversion to accommodate the extra rear axle.
392 V8
Powering six 40-inch-tall tires was a lot to ask from the factory 3.6L V6. So, it was pulled and a 392ci V8 was swapped in along with a stronger 8-speed automatic transmission. Splitting the power between the drivelines is the original 241OR transfer case.
Power to All Wheels
The rear axle assemblies come from Currie. Each is fit with 4.88 differential gears and an ARB Air Locker. The factory-style four-link suspension with track bar is used on both axles.
Connected
The first fabricated housing uses a pass-through gear which powers the next driveline. Both axle housings use low-pinion 9-inch third members.
Wrapped Up
Four Fox air bumps, JKS lift coils, and Fox 3.0 shocks make up the rear suspension. The factory rear sway bar was also used to regulate body roll.
Front For Now
At the time we shot this, the Jeep was still running the factory Dana 44 Rubicon axle. The current plan is to replace this with a Currie fabricated housing to match the rears. A draglink and tie-rod upgrade came via RPM Steering, while a Fox through-shaft stabilizer helps keep the Jeep tracking straight.
JKS Lift
Acos adjustable coil spacers work with JKS 3-inch lift springs to provide lift up front. Control arm drops work with adjustable JKS arms to improve the suspension geometry and overall strength. As is the case in the rear, Fox 3.0 shocks with DSC adjusters make it easy to dial in the ride on-road and off.
40x6
Roco 4x4 has been a long-time distributer (and user) of Nitto tires. When it came time to put six tires under the Gladiator, the decision wasn’t which brand to use, but which Grappler was the best fit for the build. Given the mix of highway and serious trail use this JT is built for, they opted for a 40x13.50R17 Nitto Trail Grappler. These are mounted on 17-inch Method beadlocks.
Expedition Ready
Giving the Trail Grapplers some added breathing room is an AEV stubby series front bumper. It’s outfitted with a Mile Marker 9,000lb winch, Baja Designs lightbar, and AEV 7000 series off-road lights.
Accessory Runner
With a massive bed stretch, there’s plenty of room for gear. The bed rack and cargo slider come from Front Runner. When the Roco crew gets done hanging ten, they can grab a beverage from the Dometic fridge. For cargo that you need to keep out of the elements, there are two large Pelican cases.
Rack It Up
A Front Runner roof rack provides additional space for hauling gear, while LP4 LED lights from Baja Designs increase nighttime visibility. Note the air deflector mounted on the bottom of the rack which cuts down on wind nose.
Interior Upgrades
The Gladiator received two main interior upgrades. The first was an entire sound system and head unit boost from Alpine. They next were the custom leather seats.
Custom Cues
Wrapping up the exterior mods is a steel hood from a Mojave Gladiator. The rear fenders of the Jeep are a one-off upgrade, that match with the overall high-arch style of the front.
Going The Distance
Making it easier to climb in and out of are a set of retractable steps from AMP Research. In the event that six-wheels isn’t enough to get the job done (or the vehicle behind needs a little assistance), there’s a 16,000lb Mile Marker rear winch out back.
The Last Van Standing: 2014 Ford E-350 4x4 By Ujoint Offroad
For as long as we’ve been immersed in car culture, we’ve heard the same phrase time and time again: "They don’t build them like they used to." Whether it’s referencing style, reliability, build quality, or overall complexity of modern vehicles, the saying rings true in many ways. For fans of the Ford Econoline van, it means something a little different.
In 2014, Ford announced that this would be the last year of the full-bodied Econoline. While the Econoline still exists today, it can only be ordered as a cutaway chassis. At this point, a 2014 E-Series is an extremely sought-after item. Finding one with low miles and the coveted V10 engine is becoming increasingly more difficult. However, it’s something that Chris Steuber managed to do.
Not only does the E-350 you see here have the V10, but it was found with less than 10,000 miles on the odometer. As the owner of Ujoint Offroad, which specializes in Ford E-Series 4x4 conversions and upgrades, Steuber wasted no time getting it outfitted with the company’s latest offerings. With 37-inch-tall Nitto Tire Recon Grappler A/T’sunderneath, Dana 60 axles, and seating for 12, this van serves as the ultimate multipurpose rig for Steuber’s needs. While you can watch this van in action on our YouTube channel, here, we’re breaking down this last of a kind build.
V10
Steuber has owned and built countless vans over the years. But his favorite engine by far is the V10. While the fuel economy isn’t anything to write home about, the power and reliability of the 6.8L is well worth the price of entry.
Drivetrain
Aside from the power, another selling point of the V10 is the 5R110 automatic transmission that comes behind it. To date, Steuber states it’s been the strongest and most reliable E-series transmission he’s found. Another benefit is that you can easily mate it with a NV271 transfer case, which cuts down on the complexity and conversion time of making the van four-wheel drive.
4x4 Conversion
Converting the van from 2WD to 4WD is fairly easy as the Ujoint conversion kit uses bolt-on leaf-spring mounts to secure a live-axle. This setup also pushes the wheelbase forward a few inches to allow room for a much larger than stock tire.
Solid Front
Ujoint uses high-pinon Dana 60 front axles on its conversions, which provides tremendous strength, and it works with Ford’s roll stability control system. This particular axle was upfitted with 4.88 differential gears, a Detroit Truetrac, Spyntec hub conversion, and massive SSBC brake kit. A crossover steering system makes it easier to control the 37 tires while a set of 6-inch lift springs and Fox 2.0 reservoir shocks provide altitude and comfort.
Semi 60
The original low-pinon Dana 60 rear resides outback and is fit with a matching 4.88 gearset that works with the stock limit-slip differential. Like the front, upgraded differential covers were installed. For times when Steuber needs to use the van for towing, the Ujoint overland air bag kit is there to help. Since the bottom of the air bag is not mounted to the leaf springs, the suspension travel is not limited to the bag length. This is ideal for getting the most suspension performance on the trail.
Recon Innovation
Tires are always a critical part of the build equation. This is true from both a looks and performance aspect. At the time we shot the van, the Nitto Tire Recon Grappler A/T’s under the van had just over 10,000 miles on them. Steuber states that he loves the Recon Grapplers. His two biggest praises were how quiet they are and how well they perform in a variety of conditions. While his previous van had this same Recon Grappler in a 35-inch, these are a 37x12.50R17. Securing the tires in place are 17x8.5 G400 wheels from Innov8 racing.
Racked Up
Up top, you’ll find Ujoint’s all-aluminum roof rack with a full flooring system. Steuber states that the flooring upgrade not only increases cargo capacity but helps tremendously with keeping the interior temps down in the summer. To access the top, a ladder from Aluminess was installed.
The Baja Approach
One of biggest changes to come out of Ujoint recently has been the expansion of the bumper line. This is the company’s latest Baja-inspired bumper. Weighing in at just 65 pounds, the aluminum bumper provides an increase in strength and approach angle without a major weight penalty. Along with an assortment of Baja Designs lighting, you’ll find a Warn VR-12s winch, Factory 55 Prolink, Agency 6 fairlead, OBA port and Anderson connector.
Under Cover
The back bumper is a dual swing out which provides a secure place for the full-size spare and a massive Pelican case. Ujoint designed the bumper to be frame mounted using 3/16-inch steel. To provide a clean finish to the bumper, Ujoint covers the powder coated steel section with an aluminum skin.
Entry and Awing
With six inches of lift and true-to-size 37’s, the van has a fairly tall step-in height. To make entry a little easier for his family, Steuber installed Ujoint aluminum steps. For those long days in the sun camping, a 270-degree awning from Kinsmen is there to provide shade.
On The Trail
For normal driving, the van relies on a Hellwig front sway bar to keep any bodyroll in check. For the trail, Steuber simply disconnects a link to allow the front suspension to move freely.
Pod Control
Given the amount of exterior lighting the van has, Steuber needed a simple and clean way to control it all. The solution comes from sPOD. Using the sPOD controller and Ujoint driver’s door switch mount, Steuber can easily access his controls, while having limited wiring coming into the van.
Seating For 12
With four children, it’s easy to run out of seating and storage with most vehicles. This E-350 can easily fit 12 passengers and that’s with one of the benches removed.
Ujoint
Despite the long body, the van’s wheelbase is only a few inches longer than a Jeep Gladiator, which keeps it fairly maneuverable. While this van isn’t meant to be a hardcore rock crawler, it has excellent off-road chops.
