If you’re an off-road junkie, chances are the Rubicon Trail has been calling your name for a while now. It’s the crown jewel of rock crawling—an iconic route that’s topped the bucket list for wheelers for decades. While many have accomplished the goal of tackling the trail (with a few new dents and stories to show for it), countless others have yet to point their 4x4s onto the legendary obstacles.

If you’re one of the folks still waiting for the green light—watching YouTube videos, browsing recovery gear, and wondering, “Will my rig actually make it?”—you’re not alone. The answer to that question is complicated and depends on several factors. Some of these include which 4×4 you’re starting with, your rigs setup, your off-road experiences, and yea… a little bit of luck never hurts.

That’s where this story comes in. We’re diving into the mechanical side of the equation: how to get your 4×4 ready to take on the legendary Rubicon Trail. To do that, we looked at a handful of rigs that recently completed the trail. The twist? Each one was piloted by a first-timer.

We’ll break down what mods they ran, what worked, what didn’t, and what lessons they learned the hard way—so you don’t have to. Whether you’re still wrenching in your garage or ready to air down and hit the granite, you’ll come away with real-world advice to help you prep your rig for the Rubicon.

About The Rubicon Trail

The Rubicon Trail is located in the Sierra Nevada mountain range, east of Sacramento, California, and west of Lake Tahoe. It’s approximately 22 miles in length, though there are multiple trailheads. Elevations run from approximately 5,400 feet to over 7,000 feet. Most Rubicon runners begin the trail at Loon Lake, which is the trail’s midpoint. This results in a trail length of approximately 12 miles. The trail can be driven in a day, but most folks take a leisurely approach, resulting in two to three days on the trail. You can read more facts about the Rubicon on the El Dorado County, California Rubicon website. Another great source of info is the Rubicon Trail Foundation website. This foundation’s mission includes ensuring responsible, motorized, year-round trail access.

The Rubicon Trail is festooned with car-sized boulders, but it also features rocky climbs, steep inclines, granite slabs, and sharp rocks. Many of the obstacles on the trail have names, including Little Sluice, Cadillac Hill, Gatekeeper, Walker Hill, The Soup Bowl, The Big Sluice, and Property Line, though there are scores of unnamed obstacles. Each of these is challenging in its own way.

Three Days, Two Nights On The Rubicon Trail

The 10 4x4s we’re going to examine in this story run the gamut of sizes and modification levels, so there’s valuable build information no matter what type of 4×4 you own. The owners of these rigs are friends who have years of wheeling experience but had not run the trail previously. The group began the Rubicon Trail at Loon Lake and took its time, covering the trail in three days with two nights camping along the way. As is typical on the Rubicon Trail, there was some mechanical drama involving broken parts and such. However, each vehicle completed the trail under its own power.

Steve Copley’s 2018 Toyota Tacoma

Steve’s Tacoma made it through the Rubicon Trail mostly unscathed. He says, “Nothing broke on the run except the front license plate getting torn off. Easy fix!” He goes on to say, “The modifications I made to the Tacoma were exceptional and impactful to the success of this trail run. The most impactful mod for the trip was a high-clearance bumper we threw together out of scrap metal that saved my rear end.”

His Tacoma is upgraded with 5.29:1 differential gears to offset the larger 315/75R16 (35-inch-diameter) Falken Wildpeak A/T3 tires. To help ensure the tires can travel freely within the wheelwells, he installed a Dobinsons Spring & Suspension 3-inch suspension lift. Other mods to the truck include Dobinsons’ IMF monotube shocks, Timbren bump stops, Ironman 4×4 skidplates, C4 Fabrication rock rails, and a cab mount chop to increase clearance for the front tires.

Steve wishes he had installed a front locker when he regeared the front differential, but nonetheless, he says, “The truck still performs better than I can drive and has been a reliable and comfortable vehicle.”

Tyler Hoepfner’s 1990 Toyota 4Runner

Tyler lists his rig as a 1990 Toyota 4Runner. It has a 3.4-liter V6 from a 2002 Tacoma, an R150 five-speed manual transmission, and a dual transfer case setup with 2.8:1 low-range gearing in the front unit and 4.7:1 low-range gearing in the rear unit. The front axle is a Trail-Gear Rock Assault housing with Six Shooter knuckles, RCV Performance Products axleshafts, 5.29:1 gears, and a locker. Out back is a custom-made axlehousing, and it has chromoly axleshafts, 5.29:1 gearing, and a locker. Both axlehousings are five inches wider than stock. The front suspension is a three-link design with 16-inch-travel Fox coilovers, while out back is a triangulated four-link with 18-inch-travel Fox air shocks. His rig rolls on 40-inch Milestar Patagonia M/T-02 Black Label tires mounted to Raceline beadlock wheels. Other mods include a rear driveline disconnect and hydraulic steering.

Tyler says, “The only breakdown I experienced on the Rubicon was when I slipped the front driveshaft apart going up and over two big rocks. My skidplate was bottomed out and my front end still had traction, and it pulled my front axle forward more than normal and pulled it apart.” He says it was a quick fix to be mobile again.

Cody Hubert’s 1985 Toyota Pickup

Cody purchased his truck for only $650. It has a fuel-injected, LC Engineering-sourced 22RE four-cylinder engine, a W56 five-speed manual transmission, and the stock transfer case. The front axle has been relocated 1.5 inches forward, while the rear axle has been relocated 1.5 inches rearward. The front axle has a USA Standard Gear Spartan Locker locking differential, and the rear axle has a spool. Both have 5.29:1 gears. Three-inch-lift leaf springs help make room for the 37×12.50R15 Interco Super Swamper IROK radial tires that are mounted to 8-inch-wide Mickey Thompson wheels. Other modifications to the truck include a three-core aluminum radiator, a custom flatbed, and a rear winch.

Cody says his rig broke the high-steer’s upper studs on the passenger-side knuckle. He was able to utilize some lower studs from each side to continue on. Since then, he has upgraded to ARP studs.

Tyson Jumper’s 1992 Jeep Cherokee Sport

Tyson bought his Cherokee for $1,000, and he’s been modifying it ever since (over 10 years). He drove his XJ to and from the Rubicon, a distance of 900 miles.

The SUV’s modification list is lengthy, and highlights include a Dana 30 front axle pirated from a Wrangler TJ and fitted with chromoly axleshafts, a USA Standard Gear Spartan Locker, and a Dana 44 rear axle snagged from a 1988 Cherokee that he got for free. He fitted the Dana 44 with Sierra Gear & Axle chromoly axleshafts and a Spartan Locker. Both differentials are fitted with 4.88:1 gears.The XJ’s front suspension includes Bilstein 5100 shocks and “secondhand” 4-inch-lift springs, while the rear suspension includes Ironman 4×4 leaf springs, Rough Country shackles, and Bilstein 5100 shocks. The SUV rolls on 35×12.50R15 Mastercraft Courser MXT tires (purchased used off Facebook Marketplace for $200) mounted on factory Jeep wheels. Tyson fabbed the rock sliders (installed right before the Rubicon run) and rear bumper with swing-out tire carrier, among many other things.

Tyson reports that he had no breakage on the trail and says, “I also managed to keep from getting stuck, somehow.” However, he later found some issues, including a bent steering arm and clutch pressure plate damage. Nonetheless, he says, “I can’t wait to go again and do all the hard lines I missed the first time around!”

Sean Lea’s 1994 Toyota Land Cruiser

Sean’s Land Cruiser is packed with modifications. Under the hood is a Chevy LQ9 stroker engine adorned with go-fast accessories, and it’s bolted to a modified GM 4L60E transmission. Power is split to the axles via the stock Toyota HF2A transfer case. The Toyota front axle has been upgraded with Longfield chromoly axleshafts. Both differentials sport factory lockers and 4.11:1 gearing.

The rig’s front suspension includes Dobinson’s 3-inch-lift Flexi-Series coil springs, ADS/Slee Offroad 2.5-inch remote-reservoir shocks, Perry Parts bump stops, and Slee caster plates. Out back, the suspension includes Dobinson’s 3-inch-lift Flexi-Series coil springs, ADS/Slee Offroad 2.5-inch remote-reservoir shocks, and Perry Parts bump stops. The increased suspension height allows the large 37×12.50R17 BFGoodrich All-Terrain T/A KO2 tires (mounted to Method Race Wheels MR105 beadlock wheels) to move freely in the wheelwells without rubbing.

Sean reports that the Land Cruiser suffered no mechanical damage while running the Rubicon and only gathered a few new dents and scratches to its body panels.

Colin Mecey’s 2004 Chevy Silverado 2500HD

Colin’s 2500HD is Duramax turbodiesel-powered, and the engine has undergone several modifications to boost its output. Power is routed through the stock transmission to a transfer case lifted from a Ford Super Duty. Up front is a Ford-sourced Dana 60 axle with a PSC Motorsports steering system. Both the front and rear axles sport Yukon Gear & Axle 4.88:1 gears and ARB Air Lockers.

The front suspension is a radius arm setup with Fox 2.5 coilovers, while the rear suspension includes Deaver Suspension leaf springs and Air Lift airbags with floating cups. The truck rolls on meaty 39-inch BFGoodrich All-Terrain T/A KO2 tires mounted to Method Bead Grip wheels. Body protection includes a set of custom Solid Fab Works rock sliders. Other modifications include front and rear Warn ZEON 12-S winches and a work-in-process flatbed.

Colin reports that the truck completed the Rubicon Trail with no body damage. However, it did have a slightly bent steering link. Later, he says, the truck began leaking transmission fluid, which was traced to a cracked transmission-to-transfer case adapter. Following the trip, Colin replaced the stock transmission with a six-speed unit with a tap shifter.

Oliver Ohlinger’s Ford Ranger

Oliver’s Ranger is powered by a fuel-injected 5.0-liter V-8 that was snagged from a Mercury Mountaineer. The engine is mated to a Ford Bronco-sourced M5OD-R2 five-speed manual transmission that underwent modifications to work in this application. Power is routed to the axles via the stock Ranger transfer case.

Up front, the Ranger is fitted with a Twin-Traction Beam setup from a full-size truck, and it has a limited-slip-equipped Dana 44 differential. Out back is an 8.8-inch rear axle, also from a full-size truck, and it’s fitted with disc brakes and an Eaton Detroit Locker. Both differentials have 4.56:1 gears.

Oliver says the front suspension boasts 16–18 inches of travel and includes fabricated tubular radius arms with Heim joints, Radflo coilovers, Radflo 2.0 bump stops, and limit straps. The rear suspension includes Deaver Suspension leaf springs, fabricated shackles and mounts, Radflo reservoir shocks, Radflo air bumps, and limit straps.

Oliver reports that his rig blew an O-ring on the power steering line, the upper ear of the driver-side radius arm snapped, and the driver-side front wheel fell off twice. Nonetheless, the truck was able to be driven out under its own power following trail repairs.

Michael Palmer’s 2011 Jeep Wrangler Unlimited Rubicon

Michael purchased this Wrangler from a wrecking yard. It had been flopped on its side and had bent steering, bent axles, and significant body damage. But Michael saw the rig’s potential, and he’s been building it for the last two years.

The Jeep has the stock 3.8-liter V6 engine, a remanufactured stock automatic transmission, a stock 4:1 ratio Rubicon transfer case, Rubicon Dana 44 axles, and 5.13:1 gears.

The Jeep’s modifications include a Rubicon Express 4-inch suspension lift with adjustable control arms, front Fox 2.0 shocks, rear Bilstein 5100 shocks, and an American Iron Offroad Ball Joint Delete System. Additionally, there are Barnes 4WD skid plates, 37-inch BFGoodrich All-Terrain T/A KO2 tires, Method wheels, and Fishbone Offroad steel flares.

Michael reports that his Wrangler was “flawless” on the Rubicon. He says the only issue the Jeep had can be chalked up to driver error. “I drove my steering stabilizer into a rock on a dirt section of the trail where I thought I could relax.” He goes on to say, “The trail was awesome. There are the famous obstacles we all know, but even the unnamed parts of the trail weren’t easy.”

Jesse Rzonca’s 1985 Toyota Pickup

Jesse has owned his Toyota truck for 21 years. It has the stock 22RE four-cylinder engine, a W56-B manual transmission, and a dual transfer case setup courtesy of a Marlin Crawler Dual Case Kit adapter. Up front is a GMC Dana 60 front axle, and in the rear is a GM 14-bolt rear axle. Both axles have welded spider gears and 4.10:1 gears.

The front suspension includes rear-application Toyota leaf springs with custom perches that are frenched into the frame, while the rear suspension includes 63-inch Chevy leaf springs, also with custom spring perches frenched into the frame. The rig’s wheels are recentered Hummer H1 units with custom inner beadlocks and rock rings. They’re wrapped with 39-inch-diameter Interco Super Swamper IROK tires. Other modifications to the truck include hydraulic steering and a flatbed.

Jesse reports, “I did not have any real breakdowns. The only thing was a fuse that popped, which caused a crank-no-start issue. I was fixed and back on the trail in less than five minutes.”

Colin Visage’s Chevy Colorado ZR2

Colin’s Colorado has a Peak Suspension coilover conversion with upper control arms up front, as well as Level Up Suspension Long Tie Rod Sleeves that increase the strength of the tie rods. He removed the factory rear lift block and installed All-Pro Off-Road 2-inch lift shackles. The rig is fitted with 37×12.50R17 BFGoodrich All-Terrain T/A KO2 tires, which are mounted to 8.5-inch-wide Method 707 Bead Grip wheels. Colin says the wheels have a Toyota lug pattern, and he used 25mm adapters to fit them to the truck.

Other modifications to the truck include AEV HighMark flares and All-Pro Off-Road rock sliders. He notes that these modifications were completed specifically for the Rubicon.

Colin reports that a tie-rod nut and some wheel lugs worked loose along the trail. He also notes that the flares are designed for 35-inch tires, so there was some rubbing from the 37s. This resulted in a small crack on one of the flares. At one point on the trail, the truck gave him a “Steering Assist Reduced, Drive With Care” notification, but it went away soon after.

The Bottom Line

So, will your 4×4 make it over the Rubicon Trail? Well, advanced planning to identify and strengthen potential problem areas can shift the odds in your favor. In the end, the drivers of these 10 rigs celebrated completing the mighty Rubicon.

Photos by Steve Copley, Morgan Danford, Sean Lea, and Terrance Ness