Follow the buildup of our 2006 Ford 4X4 van
We’ve released a limited production run of the first do it yourself 4x4 conversion kit for 92-current Ford vans! The kit includes everything you need to install an axle from a 99-04 Ford Super Duty using 92-97 F350 leaf springs. This kit is an exact copy of what we custom made for Vanaconda. Pics of that build are below. The kit price is $550.00 plus shipping. Call or email for more details.
Vanaconda has arrived. Our 06 E350 Diesel arrived 3 months after ordering at Galpin Ford.
The first upgrade we made was a trip to Valley Line-X in North Hollywood. (818-503-4700) They sprayed the interior to our exact specs.
Not satisfied with the stock Dana 60 semi-floating rear axle, we contacted Marty at Southern California Truck, Van, and 4x4 parts (323-587-3144) to see if he had any Sterling 10.5" axles. He had a few axles from some nearly new Excursions, so we had him drop one off.
We stripped the axle, cut off the spring perches, and prepped the axle for rebuild.
We set the axle up with 4.10 gears and a Detroit locker. www.detroitlocker.com
The axle is ready for install after we install the ORU differential cover, new brake calipers, and ORU cryo treated rotors. We sandblasted the diff cover and painted it the same as the rest of the axle to make sure everything matches, and cut the brake dust shields off. The stock speed sensor plugs right in, and we had Crown Performance (760-599-0090, www.crownperformance.com) make us some custom steel braided brake lines for the rear, as well as the calipers.
We want everything for the interior to be space efficient and modular, so we have started with this all-in-one frame. It will contain the rear bench seat mount, slide out tool box, fresh water tank, stereo system, auxiliary battery, power inverter and also have room for general storage.
The next step was to deliver the unfinished cage to Soundmaster Auto Sound in Burbank (818-846-0606) so they could fabricate the stereo boxes. This box will house the Amplifiers. We also had them install an Autopage alarm system.
Here you see the bench seat mount as well as the sub box that will house 3 10 speakers.
We got this sliding tool box from Tuffy security. (www.tuffyproducts.com) it is made for a Jeep, and should help us keep all of our smaller items organized
One more trip to Mammoth Mountain before the end of summer gave us a good opportunity to try out our new Sportworks bike rack that we got from mtbr.com. This rack is solid as a rock, and transported our 3 bikes easily. Its also the fastest loading carrier I have ever used.
The first major teardown for the 4wd conversion consisted of removing the transmission, fuel tank, and rear axle. The output shaft of the tranny needs to be swapped out to a 4x4 unit so we can install a t-case adapter and transfer case from an F250. We chose to go this route to keep the transmission/transfer case assembly as short as possible. This enabled us to shorten the fuel tank as little as possible. While the tranny was at the shop, we swapped out the rear axle and shortened the fuel tank.
We ordered a new transfer case from Galpin Ford and installed it with the new adapter. We like this t-case for several reasons: its light weight, and has a better low range gearing than a NP205. Weve only seen them break when a front driveshaft bottomed out, so theyre plenty strong for this application.
For the front axle, were starting with a Dynatrac pro 60 front housing. Starting with a new axle enabled us to set the axle up exactly the way we want. It has 38" spring pad width, ball joint end forgings, and a 13 degree pinion rotation. We will build the axle using super duty knuckles and a Dynatrac hub conversion kit, keeping the ABS functional.
We had our pal Karl @ Knoll Racing build a powerlock
front diff for our Dana 60. We chose this differential
for several reasons. Powerlocks can be setup
agressive, or they can be setup light. Unlike a full
locker, the front wheels are easy to turn, even when
you're on the throttle. Contact us if you're
interested in one of these units.
Ready for install is the Powerlock, 4.10 gears, and
1410 yoke.
Gears installed, another perfect pattern from
Mauricio.
We made a last minute change on our steering knuckle
choice. Originally, we planned on runnung Super Duty
knuckles so we could use the ORU cast one piece
crossover steering unit. We came across a set of
knuckles, rotors & calipers from an F550, and decided
to mock it up and see if it would work. We will have
to run a larger wheel due to the massive size of these
brakes, so we ordered some 20x10 AXIS Warlocks.
The next step for the knuckles is sandblasting,
followed by machining for crossover steering. The 550
knuckles are slightly different that standard
F250/F350 knuckles, so some material had to be removed
to make room for the steering arm.
Ready for paint & install.
We installed the steering knuckles, followed by the
new axle shafts. The innners were custom made by
Dynatrac, and the stubs are 35 spline Dana Spicer.
Next step is to prep the hubs & spindles for install.
We're using Dynatrac's Super Duty hub conversion so we
can run traditional Dana 60 bearings as well as retain
our ABS.
While everything was drying, we started the task of
restoring our Spicer hubs. We've been saving these
for a special build, and this is it.
After cleanup and paint, they look as good as new. We
had the inner gear broached for 35 spline shafts, and
ordered some new knobs from Custom Differential in
Missouri.
After pressing in the wheel studs, we installed the
spindles & hubs. The axle is finally starting to take
shape, and we can't wait to get it under the van!
The first step of the final 4wd conversion is to drill
the frame and prep for the front spring hanger install.
The frame will be drilled larger on the outside in
order to install a sleeve through the frame.
After the spring hangers were mocked up and welded,
they´re ready for paint and final install.
Last day as a 2wd! Our 38/15.50/20 Mickey Thompson MTZ
tires have arrived, as well as the AXIS 20X10 Warlock
wheels.
After removing all of the factory front suspension,
the torch came out to cut off the spring buckets.
The front axle is finally in. Now we can check the
ride height and take some measurements.
The front dual shock hoops took more time than
anything to mock up.
Here´s the final outcome of the dual shock hoops after
the Bilstein 5150 series shocks.
The van is mobile, and here you can see the crossover
steering installed. Still to come is the trac bar and
torsion sway bar. Also notice the custom tie rod.
Finally! Here´s the finished ride height. There´s
still plenty of work to do.
A little clearance was needed for the 38´s,
so the van payed a visit to Carbody Repair in Burbank, CA for some trimming. Both the front & rear were cut to make some room.
Before our camping trip in the Sierra´s,I knew
the van would need some "support" in the rear suspension. The van has a super soft ride, which is great,but it needs overload airbags for when its
loaded with 5 people & camping gear. I set the bags so I lost as little articulation as possible, and I can
also lift the van several inches with the bags. The bags didn´t clear the factory exhaust, so I installed the RBP stainless 4" exhaust at the same time. The power increase was noticeable.
airbags installed.
First step of the front bumper build was to
find the placement of the winch since the bumper was being built around it.
We first made a template from poster board, and then traced it onto the sheet metal. The plasma cutter then came out to make all of the cuts.
Next came the process of bending everything into place, then welding & grinding.
The custom sway bar has arrived from Schroeder Racing products. We machined some custom adapters to mount this bar using some pillow blocks.
The factory oil filter location is in a very bad area from the factory, way too close to the front driveshaft. Quigley Motor Co makes a nice adapter for their own 4wd conversion, and they were nice enough to sell me the parts I needed.
Once the bumper was ready to bolt on, we began to bend tube.
Tube bent, ready for welding!
New u-bolt plates were needed as a landing pad for the new nitrogen bump stops. The bumps were rebuilt " I limited the travel to 2" so the van had enough room to travel before hitting them. On a daily
basis, the van uses up all of the up travel on the suspension (5"). The plates also have the sway bar link attaching point.
Once the shocks got back from the body shop,shock hoops were powder coated, and sway bar arms were completed, it was time to bolt everything up for the final install.
While the front end was being buttoned up, the bumper was being welded up. Here, it's ready for powder coat.
The next morning, we made the trek to Vegas & got in line with all of the other feature vehicles.
We got very lucky with our spot (it pays to get up very very early) right in front of the main hall.
Once the show board listing all of the sponsors was up, it was time to go home!
Since SEMA 2006, we’ve been using the van as much as possible. This pic is from TDS 2007.
We had the opportunity to drive the famous Mojave rd with some guys from Four Wheeler magazine & Bilstein.
Who says the van never goes offroad? We picked up a few scratches on Mojave road.
Water crossing on Mojave road.
The van was featured in the Oct. issue of Petersons 4Wheel & Offroad.
We used the van to haul all of our gear plus six people for our Mt. Whitney climb in July.
We joined a group of rigs for a four-day excursion in Death Valley over President’s Day.
On the last day of the death valley trip, we saw some snow in the higher elevations.
The last trail was fun in death valley.
Labor Day 07 camping spot got us far from the heat of LA.
The van made an appearance of the 2007 Pomona Offroad Expo.