The final product in our opinion...
The final product in our opinion is worth the added effort. The new deluxe punch grille and billet logo emblem finish off the project pickup and give an added classy look. Our total transformation had a retail cost of $5,855.25, but the price has been well worth it in smiles-per-mile.
When you think of the term sleeper, what comes to mind? We're guessing a very plain truck stuffed with all kinds of motor, lots of nitrous, and a set of cheater slicks. But what if we reverse that mentality just a bit? With gas prices going up by the second, that kind of truck would empty our wallets faster than a new girlfriend-on-crack-induced shopping spree. We decided to throw our money at the truck a different way, making it look mean and dealing with performance when gas levels off or we hit the Lotto.
Here's the truck we're talking about, a good daily driver '00 GMC Sierra pickup. What it lacks in coolness, it makes up for in economy. The slab-side pickup is powered by a V-6, delivering 175 hp to the rear wheels. While not ground-pounding power numbers, it doesn't drink gas like our feature editor drinks free beer. The question is, Do we want to drive it looking like this? No way. What kind of magazine guys would we be driving a stock truck? After some thought about up or down, we chose up - we really don't feel like slowing down for bumps or dodging potholes.
So after some time on the Internet, we ordered up a 7-inch CST lift kit, 18-inch Weld wheels, Nitto LT325/60R18 (33s) Terra Grappler tires, some urethane fender flares from Stillen, and a new FX grille from Putco. These parts will help us obtain the look we are picturing in our demented editorial minds, a mean-looking truck with big, fat tires that we can mob to our weekly meetings.
1.Here is our economizer fullsize...
1.Here is our economizer fullsize right before it was taken into the shop for the transformation.
2.Raising a pickup isn't any...
2.Raising a pickup isn't any more difficult than a common front-suspension rebuild. Dirt Werks owner Bill Scott prefers to start with the frontend assembly. After securing the truck on a frame rack, it's off with the tires. With the tires removed, Bill began by removing the brake caliper from the spindle assembly. All hydraulic lines remained intact, as the caliper was pulled to the side and secured out of the way.
3.We chose a kit from CST...
3.We chose a kit from CST Performance Suspension Parts to raise both the front and rear of the truck and used Fabtech shocks to complete the job. Total suggested retail is $1,495.95. The front kit consists of 4-inch-lift spindles, tubular upper control arms, a coil spring set, and lift blocks for the rear. The spindles are constructed of precision-laser-cut 1/4-inch steel and CNC-machined ball joint tapers, and are completely MIG-welded.
4.The rack was lowered to...
4.The rack was lowered to allow the use of a garage floor jack to support the lower control and spring tension. This was done to allow the disassembly of the upper ball joint from the spindle. With only slight tension on the spring, the upper ball joint easily came apart from the spindle with a slight tap of a large ball-peen hammer. Lifting the truck slowly removed all spring tension and facilitated removal of the spring. Note the 1-inch lashing strap and its use in securing the brake caliper and antisway bar.
5.The CST Performance Suspension...
5.The CST Performance Suspension tubular control arm kit comes complete with new ball joints, a bolt kit, bushings, and zerk fittings.
6.The first step in upper-control-arm...
6.The first step in upper-control-arm assembly is to install the bushings. All rubber inserts are the same, simplifying the process. With the inserts installed, the zerk fitting was screwed into the provided threaded hole. Grease was applied to the brass upper-control-arm bushing; a thin coat is all that's needed to allow easy installation into the rubber inserts.