This 1972 Chevy K5 Blazer Is The Sleeper Build You’d Never Expect

Ryan Kennelly was on the hunt for a new project vehicle when his Craigslist tracker notified him of a 1972 Chevy K5 Blazer 4×4. The Nevada seller was listing the truck for just $2,500. Ryan called immediately and bought the rig sight unseen, with the agreement that he would drive from his home in San Diego to pick up the K5 the next day. Twenty minutes later, the seller called Ryan back to make sure he was coming because more than 100 people had already called hoping to buy the vintage rig.

A Plan In Action

Ryan hit the road the next day with a tow bar and a pocket full of cash. When he arrived in Nevada, he found the one-owner K5 sitting in the bushes. He dragged it out, aired up the tires, hooked it to his tow rig, and pulled it more than 600 miles home.

The K5 had definitely seen better days. Light streamed through the rocker panels, front floors, and bottoms of the doors. The engine didn’t run either. But Ryan, with years of 4×4 and mechanical experience, saw past the rust and issues. To him, it was the perfect foundation for a functional vintage 4×4. Ryan says, “The goal was always a nice balance of period-correct mods and modern conveniences.”

383 V8, 4L60E, NP205

When Ryan bought the K5, it was still powered by its original 350-cubic-inch V8. “When I first added a battery to it, it would wildly backfire when cranking the engine. So, I followed the wires around the cap and realized they had the firing order going the opposite direction of the rotor. Once I corrected it, the engine started right up,” he says. The engine served him well for a while before developing camshaft issues.

Rather than rebuild it, Ryan sourced a 383-cubic-inch engine from a friend. Originally a 1970s 350, it now features aluminum heads, a billet crankshaft, an aluminum intake, Holley Terminator EFI, and other upgrades. Ryan says it puts 210 horsepower and 400 pound-feet of torque to the rear wheels. A Chevy C10-application Griffin radiator with a mechanical fan keeps temperatures in check, while Summit Racing cast-iron manifolds with larger-than-stock outlets and Dynomax mufflers handle exhaust duties. Fuel is supplied by a custom 40-gallon tank.

Backing the V8 is a Monster Transmissions-built 4L60E four-speed automatic. It’s paired with the K5’s original NP205 transfer case, which Ryan upgraded with new shift rails and twin-stick controls.

Original Axles, Lockers And 4.10s

Lurking beneath the K5 are its original axles: a Dana 44 up front and a Corporate 12-bolt out back. Ryan rebuilt both and equipped them with ARB Air Lockers fed by the company’s Twin Motor Onboard 12V Air Compressor. Both differentials spin 4.10:1 gears.

Suspension Designed For Lift, Ride Quality, Flex, And Handling

Ryan had a clear vision for the K5’s suspension. He wanted the leaf-spring setup to deliver the ideal mix of lift, ride quality, flex, and handling. To get there, he combined Pro Comp and Deaver springs along with Pro Comp ES9000 shocks. The result includes three inches of lift, giving the 33×12.50R15 Milestar Patagonia MT tires plenty of room to cycle without interference. Each tire is mounted on a custom seven-inch-wide Wheelsmith factory-style wheel.

A Sneaky Build

“The K5 is a very sneaky build. While it appears stock, every time you look at it, you find another detail that isn’t stock. We moved every crossmember, flossed recovery points through the bumpers, hid a winch behind the bumper, installed A/C, and doubled the insulation for noise and heat,” Ryan says.

That hidden winch is a Smittybilt XRC 9,500-pound unit, while the climate control comes from a Vintage Air Gen 3 system. To keep heat from the tucked-up exhaust out of the cargo area, Ryan layered the factory mat, insulation, plywood, and carpet into a barrier that’s roughly 2 inches thick.

Vintage And Modern Mods

The K5’s features also include a Softopper soft top, a custom rack for hauling paddleboards and canoes, and a set of vintage 1990s Pro Comp 9-inch forward-facing lights. It also sports a classic dealership-installed Hickey tire carrier, re-covered seats with new foam, and a custom speedometer that combines the stock unit with a Corvette-sourced gauge. The setup even includes a trip meter.

Most of the K5’s sheetmetal is original. Ryan only replaced part of the front floor, the rocker panels, and the lower portion of each door.

Ryan Has Driven The K5 Over 60,000 Miles

Ryan says, “The K5 may have been born a full-size rig, but its dimensions are very similar to a modern Jeep. It makes a nice alternative to driving something modern.”

He doesn’t just admire it, he drives it. In fact, Ryan has logged more than 60,000 miles behind the wheel since buying the K5. Many of those miles have been off-road, including trips to Moab, Utah, and Anza-Borrego in California.

Photos by Ryan Kennelly