New 4x4s are cool, but some will argue that older 4x4s are cooler. Why? Well, there are a bunch of reasons, including simplicity and style. “They don’t make ’em like they used to” isn’t a cliché—it’s a fact. Thicker, tougher body panels; manual-shift transfer cases; solid front axles; and simplified engines are often bundled into vintage 4x4s.

Of course, with age comes wear, but thanks to a solid number of aftermarket sources for vintage 4×4 parts, keeping an old 4×4 alive isn’t impossible. We speak from experience. Thanks to these sources, this author is keeping his 20-year-old Dodge Power Wagon alive and kicking as a daily driver.

The vintage 4×4 scene is varied. Some owners choose to retain their vehicles’ factory-stock equipment, while others update specific components with modern tech. Usage also varies. Some rigs are pointed down trails, while others rarely see dirt.

In the end, how a vehicle is used and modified depends on the needs and desires of the owner. With that said, we’ve collected four vintage 4x4s from the 2024 Fall 4-Wheel Jamboree Nationals in Indianapolis, Indiana. Each may have a transfer case, but they’re dramatically different and each has a story to tell.

Rare Camper-Equipped 1972 GMC Jimmy

Gary Knight, a machinist by trade, had finished restoring a 1970 GMC Jimmy, so he set his sights on something he had always wanted—a Jimmy with a camper. After a 10-year hunt, he discovered this 1972 GMC Jimmy fitted with a Four Wheel Campers unit. The rig met his criteria for condition, equipment, and price, so he purchased it sight unseen from a seller in Oregon and had it shipped to his home in Ohio. What he acquired is a unique, droolworthy time capsule that he has improved with upgrades and lots of labor.

The truck is powered by the original 350-cubic-inch V8 engine, topped with an Edelbrock intake and four-barrel carburetor. Power is routed downstream through the factory SM465 four-speed manual transmission and NP205 transfer case. Up front is the factory Dana 44 front axle with original manual lockout hubs, while out back is the factory GM 12-bolt axle. Both are fitted with the optional 3.73:1 gears for the model year.

When Gary took delivery of the Jimmy, its paint was faded from sitting outdoors. Fortunately, it was in good shape overall, and it responded well to a trio of hand-buffing sessions. Gary eventually added the front spare tire carrier, giving the truck a look similar to a K5 Blazer Chalet. The truck rolls on 31×10.5R15 BFGoodrich All-Terrain T/A tires mounted to GM rally wheels.

The vintage Four Wheel Campers unit is a 1980 model. To make it fit, the Jimmy’s factory hardtop was cut and removed from behind the cab area. A gasket resides between the roof and camper to act as a weather seal. The camper’s equipment includes a refrigerator, heater, and more—everything except a bathroom, Gary notes.

Along the way, Gary has made other modifications to his Jimmy. For example, when he got the truck, it was fitted with aftermarket seating, so he hunted around for factory seats and swapped them in. He also installed a new dash pad in the correct color.

Gary’s Jimmy snagged a Second-Place finish for Best Full-Size Truck (up to 1980) in the Street Zero class at the Fall 4-Wheel Jamboree Nationals.

Cummins-Swapped 1949 Dodge Power Wagon

Carl VanRooy grew up on a farm and on that farm was a Dodge Power Wagon. His memories of that truck inspired the build of this incredible 1949 Dodge Power Wagon. The build was completed by John Conrad and his talented crew at Indiana-based JB’s 4×4. The company has a long legacy of building incredible 4x4s.

Under the Power Wagon’s hood is a 5.9-liter Cummins 12-valve turbodiesel sourced from a 1996 Dodge truck. It was completely rebuilt and has a lengthy modification list. It includes 60-pound valve springs, a custom-grind fuel plate, and higher rpm governor springs. Also, a 63mm BorgWarner S300SX-E turbocharger with 3-inch diameter downpipe. The engine is fed by an AirDog fuel supply system and a JBs 4×4-built 35-gallon fuel tank. JBs 4×4 also made the custom exhaust system, complete with baffled stack and heat-shield. The engine is said to produce at least 350 rear-wheel horsepower and 700 pound-feet of torque.

Bolted to the Cummins is a heavily modified 47RE automatic transmission. Its list of upgrades includes a RevMax Stage 5 Billet Triple Disc Torque Converter and high-pressure valve body, Firepunk Diesel Anteater STC transmission controller, and a Mag-Hytec oil pan. The 47RE sends power to an NP205 transfer case that includes an e-brake assembly made by Moonshine Mafia Motorsports. A pair of Patterson Driveline & Machine-built prop shafts carry power to the axles.

The front axle is a Dana 60 with a limited-slip differential. The truck’s 39×13.5R17 BFGoodrich Mud terrain KM3s on 10-inch wide TrailReady beadlocks are easily pointed thanks to PSC Motorsports hydro-assist steering. The system also includes a relocated steering box, a high-steer arm, custom pitman arm, and heavy-duty tie-rod assembly. The front suspension includes first-gen Dodge truck leaf-spring packs and Bilstein 5100 shocks. Out back is a GM 14-bolt axle with Eaton Detroit Locker locking differential. The axle tubes serve as mounting points for a pair of traction bars. The suspension includes custom rear leaf springs and Bilstein 5100 shocks. Both axles have 3.73:1 gearing.

Inside, the Power Wagon features a significant number of modifications that culminate to create a comfortable interior with modern features. JBs 4×4 made the custom floor pan, gauge panel, center console, drink holder, and electric window switch panel. Wise Guys Seats & Accessories supplied the six-way electric power adjustable seats, while Don’s Auto Trim handled the upholstery. Other interior features include an Old Air Products air conditioning system, Dakota Digital gauges, and cruise control.

The Power Wagon’s exterior features custom JBs 4×4-built bumpers, a Warn 12,000-pound capacity M12 winch, and a new wood floor in the bed. JBs 4×4 also modified a tire carrier to accept a 39-inch diameter tire.

Carl’s Power Wagon earned a First Place award for Best Mopar in the Modified class at the 2024 Fall 4-Wheel Jamboree Nationals.

Big-Block-Powered 1979 Dodge Ramcharger

Rick Taylor has been wheeling for over 37 years, and he has owned his 1979 Dodge Ramcharger for more than 25 years. He’s an auto technician by trade, and he says, “I love Dodge trucks!” When Rick acquired this Ramcharger for $700, it needed a ton of work. For example, the body was rusty, the transmission was shot, and the axles were full of water. Rick went to work and turned the machine into a rig that excels in the sand—Rick’s favorite type of wheeling.

The Ramcharger is powered by a 440 cubic-inch V8 engine that Rick snagged from a Dodge Coronet. The engine’s modifications include a Summit Racing 750cfm four-barrel carburetor, Edelbrock Torker II intake manifold, ported and polished heads, aftermarket camshaft, 9.5:1 compression pistons, headers, and dual exhaust. The engine is cooled via a Summit Racing four-core aluminum radiator and the stock fan.

The big-block engine sends power to a rebuilt TorqueFlite 727 three-speed automatic transmission that’s bolted to an NP205 transfer case. The T-case is controlled by twin-stick shifters sourced from Summit Racing. Up front is a trussed Dana 44 axle with Mile Marker manual locking hubs. Out back is a Dana 60 that Rick pirated from an old Dodge pickup. It has a spool differential, and both axles have 3.73:1 gearing.

The Ramcharger’s suspension is a tried-and-true leaf-spring setup. The front includes 6-inch-lift Alcan springs that are longer than the rig’s stock springs. Rick fabricated custom spring hangers and added 14-inch-travel Bilstein shocks. He says the setup produces a flexy 12 inches of travel. Out back, longer-than-stock 4-inch-lift Deaver Suspension springs are combined with a shackle flip and Bilstein shocks. The rear suspension also includes ADS 4-inch-travel bump stops and is said to produce 10 inches of wheel travel. On the topic of wheels, the Ramcharger is fitted with 10-inch-wide aluminum Mickey Thompsons, each wrapped with a 35×12.50R16 BFGoodrich Mud-Terrain T/A tire.

Outside, Rick’s doorless Ramcharger sports a collection of modifications, including a custom soft top, custom front light bar, a trio of KC lights, and custom rocker protection. The rear fenders and the rig’s hood are stock, but Rick added new rocker panels and front fenders. The front fenders were enlarged by 4.5 inches at the front and 2 inches at the rear to provide room for the tires to travel without contact.

Inside, there are three rows of seating for up to seven passengers. The fronts are suspension seats, while the others are racing seats acquired from Summit Racing. All are fitted with four-point Crow Safety Gear harnesses. Other interior mods include a roll cage (affixed to the Ramcharger’s reinforced frame), a custom aluminum dash, a TCI Auto transmission shifter, Auto Meter and Summit Racing gauges, and power ports for charging cell phones and such.

Rick routinely uses his Ramcharger off-road, mostly for sand running at Silver Lake Sand Dunes in Michigan. He says if he had to build it again, he’d “start with a non-rusty truck.” Like many other wheelers, Rick says he’ll probably never be done modifying his rig.

Retired Mud Racing 1968 Ford F-100

Shands Shepard’s 1968 Ford F-100 has an interesting history that you would probably never guess by looking at the truck. You see, it was once used for mud racing—and that is not an easy life for a 4×4. In fact, Shands reports that the truck has been “sunk, flipped, and caught on fire,” though you’d never guess that by looking at it now.

The F-100’s colorful history took place prior to Shands purchasing the truck from his uncle in 2016, and it’s “retired” from racing now. Under the hood is a transplanted 460-cubic-inch V8 engine fed by a 750cfm double-pumper four-barrel carburetor. Other mods include an aftermarket intake manifold and exhaust headers. Bolted to the engine is Ford’s robust and reliable C6 three-speed automatic transmission. The unit is paired with an NP205 transfer case, which is known for its stout design. The transfer case routes power to the front Dana 44 axle and the Ford 9-inch rear axle. Both are fitted with 4.11:1 gears.

The rig’s suspension is said to be a “stock F-100 with a lift,” and it’s fitted with a Rancho shock at each corner. This added clearance helps make room for the 35×14.50R15 Nitto Mud Grappler tires on 14-inch-wide Weld wheels.

Shands F-100 features a Warn front bumper, which houses a Warn 8274 winch. This winch has earned legendary status in the off-road community for its fast and dependable performance. Other modifications to the truck include aftermarket headlights and a bed-mounted toolbox. The F-100 is badged with Ranger trim, which was the top of the line for the model year. It’s cool that the truck retains mid- and lower-body trim, wheel well trim, and bedside tie-down hooks.

What’s the one thing Shands wishes his truck had but doesn’t? Air conditioning. Of course, this is totally understandable given that he lives in Mississippi, where it’s often hot and humid.

In the end, the F-100 is a fine example of a rare truck—and it has a great story.