Join Date: Mar 2004
Location: BAY AREA
It is overlooking emerald bay. It's the falling eagle falls. It is a state park and parking is limited so I went early. Beautiful spot and about an acre of granite to play on. Spent a total of 3 hours there and never got bored. Takes about 12-15 min to get there from state line (depending on traffic). Here is a few pic of the spot.
Emerald bay state park.
Last edited by skipstr71; 02-16-2015 at 04:14 PM.
1999 Chevy Tahoe 4door 4X4 LT
freshly Smogged for Sale 8/3/18
All fabrication done by Shaffers Offroad.
Ford High pinion Dana 60 front
GM 14bolt 4.10 Detroit rear.
Deaver rear springs with 2" radflo Remote resi shocks
3link panhard front with 2" radflo remote resi coil overs
37" military good years on 12 bolt recentered humvee rims rubber inner bead lock rings.
Tan Leather interior front buckets and rear 60/40 split
5.7 vortec. Less than 60k (per prev owner) newer tranny too.
New intake manifold gasket
full tune up
Brand new Optima battery
Brand new manual shift tcase with slip yoke eliminator and HD chain from Transfercase express.
brand new HD driveshafts
Arb front bumper
Brand new smitty built 12k winch with synthetic winch rope never installed
Custom rear bumper with tire carrier.
All line x'd exterior
Currently non op'd cause I don't drive it no back fees and is Currently Smogged and ready for title transfer.
Cut floor and find factory shifter and install. or buy this one and install https://jb-custom-fabrication.myshopify.com/products/cable-shifter-single-np241-billet-style-p-n-np241c
A/c doesn't blow cold.
Carpet or bed liner in interior.
I have a 30 gal 2 door Tahoe rear tank and filler and sending unit to do fuel tanks. Stock 4 door tank is a saddle tank that's 30gal
The 2 door goes behind the axle and is 30 gal too.
Price reduced to $9,500
Lexus IS300, 90's 5.8l bronco or ext cab F150 4x4 , jeepster comando, jeep LJ auto trans, jeep grand wagoner, 2000 or newer jeep Cherokee auto trans, 4Runner, Toyota fj55,60,80, Pre smog muscle cars or classic sports cars like BMW E30, datsn 510, 240Z, cellica, carolla either 70's or 80's AE86, FD or FC RX7, Nissan Skyline, C5 or newer corvette. RZR 900 or 1000 CANAM X3 show me what you got no Junk please.
I have a rock crawler I have a track car I have a tow rig so cash is preferred but I will entertain trades.
Obviously I will add cash to so trade or will ask you to add cash depending on trade value. I prefer all trades to be mostly stock if not completely stock and no project cars
Pre smog is preferred where applicable
please email me and with your info and i will text or call back asap.
Tahoe NF, Partners Conduct Fordyce Jeep Trail Improvements and Restoration
Recently equipped with a second Jeep Rubicon modified for “Rock Crawling” through off-highway vehicle (OHV) “Green Sticker” funding, the Tahoe National Forest (TNF) has the capability to better manage the renowned Fordyce Jeep Trail, an extreme rock crawler trail that traverses 12 miles of granite-strewn terrain from Indian Springs OHV Staging Area near I-80, to Meadow Lake.
In June, the TNF teamed-up with Adopt-A-Trail partner Friends of Fordyce (FOF) to create a passible route in the Winch Hill #3 Bypass, which had become more difficult than the main Winch Hill itself, creating a major obstacle for trail users. FOF provided the new bypass concept and dimensions, and the Forest Service used explosives to carve out the new route in the granite wall.
Bypass before improvements (left) and after (right)
In July, the TNF, through a grant provided by the California Off-Highway Motor Vehicle Recreation Division, hired a contractor with a unique piece of equipment called a “Spider Excavator” to conduct restoration and maintenance work on the Fordyce Jeep Trail. The tires on the powerful excavator are attached to independently articulating legs, which enable the machine to travel along the extreme rock crawler trail.
Several years ago, Adopt-A-Trail volunteers partnered with the TNF to circumvent the “mud hole” (a 100-foot long and six-foot deep trench in deep organic soil) and other problem areas below Winch Hill #1 by creating a reroute on stable rocky terrain. The Spider Excavator rehabilitated and closed the “mud hole,” along with damaged stream banks and other user-created secondary routes.
With the machine’s hydraulic hammer attachment, the Spider Excavator also improved the bypass at Winch Hill #1 and Committee Trail to make them more passible.
For the third year running, in August the TNF joined about 60 other modified vehicles in the 47th annual Sierra Trek event’s Thursday run that traversed the Fordyce Jeep Trail from Pierce OHV Loop to Meadow Lake. The event provides the Forest Service the opportunity to connect with users and view the needs and issues along the length of the trail. The recent work conducted on the Fordyce Jeep Trail not only restored sensitive habitat near the trail, according to this year’s participants, it also made the event more pleasurable.
The TNF’s partnerships, and cooperation by all the users of the Fordyce Jeep Trail, are helping to keep this unique trail opportunity available to future generations. Users are urged to: stay on the designated trail; obey fire restrictions, and; properly dispose of human waste along the trail and Fordyce Creek. Human waste can be properly disposed of by either burying it at least 200 feet away from any body of water and eight inches deep in the ground, or by removing it in a personal human waste bag. Courtesy of the TNF and California Off-Highway Motor Vehicle Recreation Division grants program, free personal human waste bags are available in a dispenser located at the Fordyce Jeep Trail/Pierce OHV Loop intersection, and soon to be located at the bottom of Rattlesnake Road. Garbage bins are also available for disposing of the waste bags at the Indian Springs Staging Area and bottom of Rattlesnake Road.
BowTie Adventure: Giving a Chevy Tahoe Real Off-Road Chops
When it comes to off-road capable fullsize SUVs, the contenders are few and far between. While the long-removed Hummer H1 and H2 were serious trail machines, they lacked in practicality and affordability for the masses. Though the Toyota Land Cruiser is a great alternative for those looking for a fullsize SUV with real off-road chops, it comes with a hefty price tag. Today, most fullsize SUVs are not created with the off-road enthusiast in mind.
For this reason, we wanted to take dive into one of the most common SUVs still found on the road today- the Chevy Tahoe. While a new one will set you back tens of thousands of dollars, dig into the classifieds, and you will find that these once pricy SUV’s can often be had for less than 10k. While there are many generations of the Tahoe with varying ranges of aftermarket support, for this article, we are going to focus on a past project rig- a 2004 Chevy Tahoe 4x4.
Starting off with this generation Tahoe was done primarily because these are extremely common, very inexpensive, and have sizeable aftermarket support. In this article, we will take you through a series of upgrades that helped make this classic domestic platform a more dynamic backwoods exploration vehicle.
The Teardown Begins
Our 2004 was picked up with a little over 90,000 miles on the odometer, which is not much concern for the 4.8L V8 engine or 4L60e transmission. The SUV had been a pavement pounder for its entire life, so we got lucky that there was not much in the way of overly worn components out of the gate. If you are curious as to why we did not start with the more powerful 5.3L, it simply comes down to this Tahoe was a few grand less than others with the 5.3L. Both make good power and can easily be beefed up if you’re looking to pump up the power.
One of the biggest known weak links for the ½-ton Chevy truck and SUV platforms are the tie rods. To make sure yours will not collapse, you have a few options. One being a basic sleeve that gets welded onto the existing steering link. The other is a full replacement link such as the one shown here from CST Suspension. The sleeves are much cheaper, but you’re getting a better overall product when you upgrade the entire steering link. Whatever your budget can stomach is what you should do. Stock just isn’t a safe bet off-road.
There are a few companies that offer full suspension systems for the 2004 Tahoe. We opted for a six-inch lift from Skyjacker as it was cost effective and gave us more than enough room for our 35-inch tire goals. This generation Tahoe uses a torsion bar IFS setup with a multilink coil-sprung solid axle configuration out back. Admittedly, the torsion bar independent front suspension is probably one of our least favorite setups as it limits your travel and ride quality over a more modern coil-over-strut or coilover configuration. Skyjacker does a good job of optimizing what is there, but keep in mind that these styles of kits are not really designed for hardcore wheeling. If you want more off-road performance, expect to pay more for a custom long-travel setup.
One area that you’ll want to invest to keep the performance where it needs to be is differential gearing. Adding on larger tires and extra gear is going to make a major impact. For ours, we moved up to a numerically higher 4.56 differential gearset. This put us closer to factory power with our 35-inch-tall tire.
Speaking of 35s, that was the max tire we felt we really needed. This was never going to be a rockcrawler of any sort. So, going with anything larger would be a hit to our wallet and performance. Not to mention, the wheelwells of the Tahoe are not overly spacious. For the type of terrain this SUV would see in the Southeast, we opted for a 35x12.50 Nitto Trail Grappler. This is one of the most versatile mud-terrain radials we’ve tested. Given the type of knuckle-lift suspension we were using, we opted for an 18x9 AX186 wheel. This gave us the backspacing we needed and enough sidewall to drop the air pressure safely on the trail.
Normally, we are not big fans of cold-air intakes on our off-road rigs. Often times they are not as good as filtering out dust, dirt, and water as the stock air box. However, we were willing to try a few easy mods to try and increase the power of the 4.8L. We ended up installing an S&B Filter system, which proved to be a very easy-to-service and well working setup. Seat of the pants, it felt better, but we never placed it on a dyno.
The one area our SUV had a bit of rust was on the exhaust. So, we used an Ultra Flow kit from DynoMax to replace the rotted original pieces. The single-in, single-out muffler gave a bit more rumble, but was not overly obnoxious. A great balance of value and performance for sure.
To calibrate the speedometer correctly for the new gears, we picked up a handheld programmer from Superchips. This unit also allowed us to correct for the new tire size. We didn’t utilize many of the performance (octane) functions of the programmer as we were satisfied with the power overall.
In stock form, the Tahoe is a great multipurpose rig. There is a ton of interior space, making it great for camping and everyday hauling. Adding the lift made for a nice visibility boost and gave way for a much better set of treads that what were on it. The 4.56 gears were really all it needed to keep overdrive active on the highway and make high-range useable in the sand and mud. We would classify it as only OK as a tow rig. So long as you have a good brake controller, towing is livable, but the coil sprung rear suspension could have benefited from a set of helper air bags.
If you’re just doing light wheeling and backwoods exploring, these rigs work great. They have plenty of room for gear and enough power that being loaded down with your friends or family doesn’t impact performance. It’s no Jeep Wrangler and should not be used as an alternative for one. Dropping our Trail Grapplers to 15psi made the ride quality and traction work for our needs. The interior space is great, so we never ran out of room for gear storage. Overall, this was a vey cost-effective way to build light-duty wheeler with V8 power and excellent highway manners.
Looking for the ultimate bugout vehicle? Check out Alpha Van.
Crawler tahoe rock
The unveiling of the new Chevrolet Suburban and Tahoe has a lot to unpack. The SUVs have received quite a few changes—new frames, new suspension, even a new diesel. Among the changes was the news that the Z71 off-road package would become its own separate trim. But would that still make the Z71 good off-road? Jalopnik’s resident Jeep and off-road enthusiast, David Tracy, crawled underneath the Chevy Tahoe Z71 to find out.
The Chevy Tahoe Z71’s helpful off-road features
The new Z71 retains the previous model’s automatic locking rear differential. In addition, compared to the standard Chevy Tahoe and Suburban, the Tahoe Z71 has had its ‘chin’ chopped. The lower bumper has been modified, and the underside fitted with an aluminum skid plate. As before, the two-speed transfer case also gets its own skidplate.
A big change, though, is the Tahoe Z71’s optional air suspension. Combined with magnetic shocks, it not only raises the SUV by 2”, it also gives 4” of adjustable ride height. Meaning, a possible 6” total additional ground clearance. This, plus the changes to the front bumper, also improves the Tahoe Z71’s approach angle. The new air suspension and magnetic shocks also, according to Motor Trend, result in a pleasant ride.
Although, that might also have a lot to do with the Tahoe’s new independent rear suspension. Compared to the old SUV’s rear axle design, the IRS allows the suspension to better soak up imperfections and gives the driver better handling. As Tracy pointed out, these changes will definitely help the Z71 in high-speed sand and dirt driving.
However, David Tracy also noticed a few slightly worrying issues underneath the Chevy Tahoe Z71.
What might limit the Chevy Tahoe Z71 in off-roading
For one, although the front bumper was modified for a better approach angle, the Z71’s rear bumper is the same as the standard Tahoe’s. Meaning, departure angle hasn’t improved. In addition, the rear differential gets no additional protection. Tracy did note though, that the rear differential is placed fairly high in the SUV.
A bigger worry, though, is the unprotected fuel tank. Tracy does claim that, in discussing the GMC Sierra AT4, engineers weren’t worried about the fuel tank getting damaged, because it sat above the truck’s frame rails. That appears to be the case here, although Tracy would have appreciated some additional rock protection.
The exhaust and transmission oil pan are also unprotected, although they sit close to the front wheels and high above the rails. Tracy reckoned they would be fine off-road, and mentions that even the Jeep Wrangler’s transmission oil pan is similarly unprotected.
The problem with the suspension
It appears, then, that Chevy engineers are counting on the Z71’s air suspension and increased ride height to be the main defense against off-roading obstacles. And, to be fair, ground clearance is one of the most important things to keep in mind when off-roading. That’s why so many off-road truck and SUV owners install big wheels.
However, the air suspension in the Chevy Tahoe Z71 may face some issues off-pavement. It’s supplied by an air tank mounted underneath the SUV—and it’s fairly unprotected. It also hangs pretty low, lower potentially than even the transfer case skidplate. Let’s just hope Chevy’s air suspension is less glitchy than the Range Rover’s.
The IRS itself also limits the Tahoe Z71 somewhat. Yes, it makes for a comfier ride and better control at speed on sand and dirt. However, as FourWheeler has explained, IRS vehicles struggle with low-speed rock-crawling. That’s why the Jeep Gladiator has solid axles: it compromises on-road behavior, but it’s better for tackling the crags of Moab.
What about the diesel?
All this makes the lack of a Tahoe Z71 diesel option sting somewhat less. Due to the front skid plate and front bumper changes, Jalopnik reported, the 3.0-liter turbodiesel engine’s hardware won’t fit. Compatibility issues like this aren’t uncommon: it’s why the Ram Power Wagon can’t be ordered with a diesel, for example.
But if the Tahoe Z71 isn’t meant to be a hard-core off-roader, not having a diesel’s low-end torque doesn’t matter all that much. Although the improved fuel efficiency couldn’t have hurt.
What’s the Z71’s real purpose?
It appears, then, although the Tahoe Z71 is a separate trim now, its overall intended mission hasn’t changed. Jalopnik noted in a review of the previous Tahoe Z71 that the SUV wasn’t really a hardcore off-roader. Not exactly a counterpart for the Colorado ZR2 Bison. And that appears to be the same case for the new Chevy Tahoe Z71.
In fact, a Chevrolet spokesperson told David Tracy that the SUV “is not…intended to be [a] hardcore rock crawler like [the] ZR2”, but that it would be “awesome for getting through deep snow.” So, the Tahoe Z71 can go off-pavement, just not too far. Less Baja route scouting, more slightly steep gravel road.
In short, if you’re after serious off-roading capability, the Chevy Tahoe Z71. But, let’s be honest, few every-day commuters really want a rugged rock-crawler. They want something that’s quiet on the road but can tackle snow, gravel paths, and the occasional dune excursion. If that’s what you’re really after, you could do worse than the Tahoe Z71.
2001 Chevy Tahoe - Room To Roam
If you've ever had a frustrating day on the trail because your rig's vital components let you down, then you'll appreciated Joe Hill's '01 Chevy Tahoe. While on a weekend wheeling excursion in the mountains of Southern California Joe learned firsthand how factory 1/2-ton components don't always pair well with tough and rocky terrain. What started with a bent tie rod early in the day quickly escalated into a blown ball joint, a disconnected steering knuckle, and a rear differential explosion.
Though he was unsure at first how to react to the drivetrain demolition, Joe soon chalked it up to a great learning experience and perfect opportunity to upgrade. To get the Tahoe up to par he sent it over to the fullsize experts at One Ton Off Road in Littlerock, California. While there, Joe worked with shop owner John Hughbanks to craft the four-door Chevy into a more durable and trail tough machine.
Since completing the conversion with One Ton, Joe no longer worries about the light-duty parts getting in the way of his trail fun. And if any of the remaining 1/2-ton equipment ceases to be up to the task, he'll be ready to upgrade it as well. For now, he continues to enjoy the spacious SUV throughout the California trail system and explore the possibilities of his daily driver and weekend wheeler.
2001 Chevy Tahoe
Transfer case: NP246
Front Axle: Dynatrac Trail Series 60, ARB Air Locker, 4.88 gears
Rear Axle: Hummer H2 with factory E-locker, 4.88 gears
Springs & Such: One Ton Off Road straight-axle conversion with Bilstein coilovers, three-link radius arm front, and factory multilink rear
Steering: Dynatrac high steer with hydraulic assist
Tires & Wheels: 38x15.50 Baja Claws on 20x10 Moto Metal 951s
Other Stuff: 3-inch Performance Accessories body lift, Hella lights, ORU Defender rack, Warn winch with front and rear receiver mounts
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Here's A Quick Look At The 2021 Chevrolet Tahoe Z71's Off-Road Hardware
Say what you want about the new 2021 Chevy Tahoe Z71, but I think it looks good. Chevy was going for “ruggedness” (that’s literally the word in the press release), and I think they nailed it—well, at least from styling standpoint. As for actual hardware? Well, I crawled underneath the vehicle to find out; here’s what I saw.
The outgoing “K2 platform” Chevrolet Tahoe Z71 wasn’t exactly built to be an off-road beast (“What it’s not is a super hardcore off-road vehicle,” our Andrew Collins said in his review). It was basically just a standard Tahoe LT with a Z71 package, which added skid plates, off-road-ish suspension, all-terrain tires, tow hooks, skid plates, revised exterior styling, a two-speed transfer case, a shorter axle ratio, hill descent control, and a few other bits.
Now that “Z71" has changed from a package to its own trim level, and brought with it styling that looks significantly more off-road oriented than the standard Tahoe, you might be tempted to think the new “T1"-platformTahoe has stepped up its off-road game. After all, on its website, Chevy says the vehicle has “legendary off-road capability.” But that’s not really the case. Even with the meaner face, the Tahoe Z71 still appears to be built for only mild off-roading.
This shouldn’t be surprising to most, and indeed, a Chevy spokesperson even told me in a text that the Tahoe Z71 “...is not...intended to be [a] hardcore rock crawler like [the] ZR2...[it] will be awesome for getting through deep snow to the cab.” Still, let’s look at some hardware, anyway.
“Z71 now includes more unique visual and performance attributes than ever before,” Chevy says in its press release. “The Z71 front fascia not only signals ruggedness, it also has a higher approach angle to aid off-road capability.” The document continues by saying a two-speed transfer case with Hill Descent Control is standard, as are 20-inch wheels with all-terrain tires, a front skid plate, and red tow hooks.
In other words, not a whole lot has changed from the last gen when it comes to what the Z71 brings over a standard Tahoe. Well, other than the much more “rugged” face and air suspension (which I’ll get to in a bit). I crawled underneath to get an idea of what this SUV could do when driven onto some uneven, rocky surfaces, but before I show the hardware, it’s worth noting that the Tahoe is now 6.7 inches longer than its predecessor with a 4.9-inch distance between the axles. Size is the enemy of off-road capability (well, after a certain point), so this isn’t a great start.
What also isn’t great is how many vulnerable bits there are under the vehicle:
The new independent rear suspension will likely reduce overall wheel articulation over the outgoing Tahoe, and while that’s not great for rock-crawling, it could be a godsend for sandy and gravely overlanding. Still, those lower control arms sit low to the ground, as does the sway bar, which attaches to the frame far in front of the rear axle.
I also notice that the cast aluminum rear diff doesn’t have any skid protection below, though it does seem tucked fairly high in the vehicle.
The images above also highlight another potential vulnerability which seems to be common in GM products: An unprotected fuel tank. If I recall correctly, an engineer told me that on the GMC Sierra AT4, the tank did fine in validation testing because it sits above the frame rails. And while the tank seems high-mounted on the new Tahoe—especially when compared to the location of the tank on a Jeep Wrangler—I’d still like something to keep rocks from scratching that plastic.
I also noticed that just below the transfer case sits the seven-liter air tank for the air suspension. It’s basically just a metal tank that houses compressed air to help pump the air springs up quickly, and it appears to be packaged with very little protection. It actually hangs down as low as, and possibly even lower than, the transfer case skid plate.
And by the way, that transfer case skid plate is actually cantilevered off of the transmission crossmember, which seems odd:
Here’s another look at that general area:
The transmission oil pan and exhaust look unprotected, but these parts are close enough to the front wheels and high enough above the frame rails that I bet they’re fine. (Even the Jeep Wrangler’s trans oil pan is largely unprotected).
Still, even though the Tahoe has gotten significantly longer and heavier, and it’s got a number of underbody components that aren’t that well protected, there is some good news. Namely, the new Z71 gets optional air suspension, which allows for four inches of ride height adjustment, and two inches of added ride height over nominal. That, plus the new chinless face, seem to be the main off-road improvements of the new Z71 over the outgoing one.
With the same Eaton G80 automatic locking rear differential as the outgoing model, I bet the new Z71 will do okay in the dirt. But don’t let the face have you thinking it will be Colorado ZR2-esque. It won’t be. It was never meant to be.
This post has been updated with some additional hardware photos, some with captions.