This Tacoma Handles 42 Inch Tires Like They're Nothing - And You Can Sleep in It

Kit’s 2007 Tacoma sits at Observation Point on the Rubicon Trail looking like it belongs there. While most rigs are limping home with broken tie rods and busted steering racks, this solid axle monster just conquered one of the most punishing granite playgrounds in the country without breaking a sweat. The truck represents everything that’s right about garage-built wheeling - a guy who got tired of breaking parts decided to build something that could handle the abuse.

The story starts like so many others. Kit was running 40s on his IFS Tacoma and kept snapping tie rods. The breaking point came during a previous Rubicon run when he only made it to Buck Island before the steering rack gave up. Four or five tie rods later, crawling around on 110-degree granite trying to fix aluminum steering components, he decided enough was enough. Time for a solid axle swap.

Kit didn’t just bolt on a kit and call it good. He opened up a small shop, bought a lift, and went full send on a complete transformation. The front end houses a Ford F250 Super Duty axle with 35-spline shafts running 5.38 gears and an ARB air locker. Those 1550 U-joints are the same spec that comes stock on F350s and F450s. The chromoly shafts laugh at the kind of abuse that would twist factory Toyota components into pretzels.

The high-steer knuckles from Artekch solve one of the biggest headaches with solid axle conversions - clearancing and packaging. The clever design lets the tie rod move in and out slightly as the wheels turn, creating enough room for a beefy 1.75-inch tie rod that can actually handle 42-inch tires. No more aluminum afterthoughts that snap when things get serious.

Turning those massive Pitbull Rockers requires hydro assist, so Kit upgraded the entire steering system. The Trail Gear steering box, beefed-up pump, and larger reservoir provide the muscle needed to steer through rock gardens where lesser rigs would bind up. The 8-inch rim steering wheel matches the F250 axle specs perfectly, and the whole system stays responsive even when wedged between boulders.

The front bumper showcases Kit’s fabrication skills. Built specifically for this Tacoma, the high-clearance design required cutting out the factory crossmember entirely. Those approach angles matter when you’re picking lines through granite that would stop most rigs cold. The bumper follows the truck’s lines perfectly while providing serious protection.

Moving to the rear, Kit went with a 14-inch trailing arm three-link setup that delivers almost seven inches of uptravel. The Sterling 10.5 rear axle matches the front’s 35-spline shafts and 5.38 gears, with another ARB locker for instant traction when needed. The whole system flexes like a desert runner but crawls like a dedicated rock rig.

One brilliant detail is the brake line relocation. Instead of hanging vulnerable brake lines where they’ll get snagged on rocks, Kit used aluminum brackets from Detail Fabrication to mount the calipers up top. The passenger and driver side brakes swap positions, but the lines stay protected. It’s the kind of thoughtful modification that separates weekend warriors from serious wheelers.

The Atlas four-speed transfer case gives Kit options that would make any rock crawler jealous. The first lever controls a doubler that multiplies whatever gear ratio you’re already running. Combined with the other two shifters for front and rear axles, you can run front dig, rear dig, or double low. In double low, the final ratio hits something like 10:1 - enough torque to push through the brakes and lift the suspension under power.

Kit’s interior modifications reflect the build’s serious nature. The rear seat delete in the access cab creates room for all the gear and spare parts you need for multi-day trail runs. The four-speed Atlas shifters dominate the center console, and while the head unit might be held in place with tape, everything else is built to last.

The Beyond camper from Chris adds expedition capability without compromising the truck’s wheeling performance. Hydraulic struts make setup easy, and the whole system ties into the shock towers for rigidity. Reservoir tanks for the hydro assist mount cleanly inside the camper shell, keeping everything protected while maintaining the truck’s clean lines.

What makes this build special isn’t just the parts list - it’s the execution. Kit tackled his first solid axle swap with help from his buddy Charles, learning through forums, YouTube videos, and hands-on problem solving. The Artekch Engineering kit provided the foundation, but Kit pushed the axle forward an extra inch for better approach angles, even though it meant cutting into the headlight area.

The fabrication work throughout shows real attention to detail. The trailing arms are fully boxed 3/16-inch steel with internal ribbing. The custom transfer case skid plate protects the only vulnerable component underneath. The rear bumper uses 1.75-inch tubing - roll cage spec material that proved its worth when Kit got stuck doing a buggy line and had the truck’s full weight hanging from the bumper.

Kit’s Instagram @brodi_wodie documents the build process and trail adventures. TacomaBeast’s coverage shows exactly why this truck works so well on technical terrain. The solid axles provide the articulation and strength that IFS simply can’t match, while the thoughtful modifications address real-world wheeling challenges.

This Tacoma proves that garage-built doesn’t mean compromised. Kit identified what was breaking, researched solutions, and executed a build that handles the Rubicon’s worst without drama. The truck drives smoothly on the street, steers easily despite the 42s, and flexes like a purpose-built crawler when the trail gets serious. That’s the kind of capability that comes from understanding exactly what you need and building it right the first time.