Front end swap to chev. Possibly a dumb question.

[Grey poupon]

I've been wondering for a while if an entire half ton chev front clip will adapt to our rigs. I'm sure there's a reaso that I'm not seeing. This is my first time owning anything with torsion bars, and I'm no fabricator, but I would think if there was a way to make it adaptable from the frame down everything could be chev 1500. I'm sure I'm missing something obvious or we'd be seeing this already.

 

[4speedfunk]

"half ton chev front clip" leaves much for interpretation. Need more info on the donor truck.

I've done dozens of H3 solid axle swaps, and the 73-91 GM front axles fit very well. Leaf springs can be done but, you're ride height will be need to be quite high. I would recommend beefing up the front frame rails, as the point load with leaf springs will be out on the very end of the frame. This is a factory crumple zone, and the frame is probably not going to like it. I've only seen two leaf-sprung H3's and both had bending and cracking issues on the frames in front of the motor mounts. All of the SAS's I've done have been three-link with coils or coilovers.

As far as using a donor GM IFS truck from later than 1991 (GMT-400 or GMT-800)...you'll have to get very creative as these trucks have the diff on the wrong side. While an IFS axle swap may be possible, you'll need to swap out the transfer case for a drivers-side drop (NP-241), and probably do some exhaust work as well. Expect some electronic issues with any other t-case than the stock BW4493/4. Frankly, its probably more work than doing a pre-91 solid swap. Most importantly, of the ten or so reasons to ditch the stock IFS...replacing it with another larger IFS doesn't really get you much bang for the buck. The ride quality and steering feel will be very much like stock and you can probably run 4.88 or 5.13 gearing but, those are about the only benefits I see. I would scrap the torsion bar system entirely and go with coilovers. Its less weight, less cost, and better performance than trying to come up with custom torsion bars, or (gulp) adapting the full-size bars to fit the H3. My two cents.

 

[Jeepwalker]

I've wondered that myself. Then switch it over to V8 possibly which would of course fit in the frame you chose. I haven't done this, but I personally would look at a dodge 2500 which is solid axle, coil springs ...and also has a HD box frame with crumple zones. No problem with winches, etc . Might check into it. See how one measures up. Or even a jeep wragler front end (they don't seem to be as strong). Of course, it'll never line up perfectly and that's where the extra time suddenly starts to add up. Getting the radiator support to mount up right and all the other things would chew into time. Once you're into it, a guy can cut/bend as necessary to get any frame to match up. Just depends on how much time a guy wants to invest. If you wanted to go with like a diesel or something like that, where you needed the extra beef up there ...then it might start to make more sense.

Probably going with 4SpeedFunk's experience above is the better way to go.

 

[Grey poupon]

"half ton chev front clip" leaves much for interpretation. Need more info on the donor truck.

I've done dozens of H3 solid axle swaps, and the 73-91 GM front axles fit very well. Leaf springs can be done but, you're ride height will be need to be quite high. I would recommend beefing up the front frame rails, as the point load with leaf springs will be out on the very end of the frame. This is a factory crumple zone, and the frame is probably not going to like it. I've only seen two leaf-sprung H3's and both had bending and cracking issues on the frames in front of the motor mounts. All of the SAS's I've done have been three-link with coils or coilovers.

As far as using a donor GM IFS truck from later than 1991 (GMT-400 or GMT-800)...you'll have to get very creative as these trucks have the diff on the wrong side. While an IFS axle swap may be possible, you'll need to swap out the transfer case for a drivers-side drop (NP-241), and probably do some exhaust work as well. Expect some electronic issues with any other t-case than the stock BW4493/4. Frankly, its probably more work than doing a pre-91 solid swap. Most importantly, of the ten or so reasons to ditch the stock IFS...replacing it with another larger IFS doesn't really get you much bang for the buck. The ride quality and steering feel will be very much like stock and you can probably run 4.88 or 5.13 gearing but, those are about the only benefits I see. I would scrap the torsion bar system entirely and go with coilovers. Its less weight, less cost, and better performance than trying to come up with custom torsion bars, or (gulp) adapting the full-size bars to fit the H3. My two cents.

Thank you so much for that. you've gotten me to understand why this wouldn't be a cheaper, easier upgrade than SAS. It sounds like no one thing is impossible. There's just so many issues. Most of the one you brought up I hadn't even thought of. I was looking at a 2010 chevy half ton with about a 5" lift and wondering why those parts wouldn't be somewhat adaptable. then one thought led to another ....