We've brought this gem back from the archives because, not only was it lost in the depths of ORC, where it was impossible find it, but because it is one of the most kick ass Blazers of our time. In addition, the builder, Kreg Donahoe of Donahoe Racing in Anaheim, has really broke into the big time with an exciting new line of products for your rig. I'm sure we'll get into those in coming months. Browse his website with the link provided below for more info.

Now for those of you who frequent the desert racing scene of Southern California, particularly the Mojave Desert Racing series, you know this Blazer. It's virtually a street legal Trophy Truck.

Owner and driver, Martin Holmes, is known to launch the massive beast over the Lucerne Valley Wall like a rocket ship. It's quite impressive. But one particular time that I remember was back in '99 for the Baja 1000 when he drove it down to Ensenada, attached a double digit number to it and entered it as a Trophy Truck. Granted, he did have problems teching it because the Chevy didn't have the required fuel cell, but he raced it.

At a glance, it looks like any other grocery getter in the parking lot....NOT!

"Ya.....We'll probably sell it."......Famous last words.

Remember back to when you were young lads and lasses? Sure you do. You were in a store and saw that toy you just "had" to have. You brought it to your mother, begging and pleading for all you were worth. "Pleeeeeeasssseee can I have it? Pleasepleaseplease? And of course, mom said no, causing you to roll around on the floor kicking and screaming until finally she gave in and bought the thing.

Fiberglass body panels reduce this big Blazer's weight considerably.

Well, I'm here to tell you that when you're 33 years old, that little trick doesn't work anymore. I begged, pleaded, whined, cajoled and darn near wet myself, but Kreg Donahoe, owner of Donahoe Racing Enterprises still wouldn't give in. I guess it's time to hit the boss up for a raise, after all, it's not everyday that a $185,000 prerunner gets marked down over 60%.

So what made me degrade myself in front of a shop full of people? Why, the Chevy Blazer you see here, of course. It's not just "any" Blazer, this one is one for the books.

This example of automotive artwork was built for a Canadian businessman for those midnight runs in the Canadian desert.

Pre-meditated Prerunning

From the ground up, the blazer was built to be a full tilt, no compromise, prerunner; capable of negotiating a course at race speeds - and living to tell the tale. What's left of the stock frame has been gusseted, reinforced, and wrapped in a fully structural chro-moly roll cage, complete with shear panels and other stiffening trickery.

Inside the cab there's seating for 4, although 2 adults would be a tight fit in the narrowed suspension bench seat. Up front, 2 Beard Super Seats, equipped with 4 point harnesses, keep the pilot and co-pilot firmly secured during the Blazer's 120+ MPH dashes across the desert.

Powered by a Chevy LT-1 mouse motor, the Blazer puts over 300 HP to the dirt.

Speaking of dashes, the stock GM unit has been abandoned for a custom unit that was designed around the forward section of the roll cage. Using tube steel and aluminum panels, the dash mounts a full rack of Autometer gauges to keep track of the 350 Chevy, and the Turbo 400 transmission. Under the gauges lie a bank of switches, controlling everything from cooling fans and headlight switches, to heater / air conditioner controls (both fully functional), and the auxiliary off-road lighting. Finally, a multi-disc CD changer and sound system from Polk Audio round out the control panel.

Interior features a full gauge panel, air conditioning, and a multi-disc CD player.

Other interior features include a quick detach steering wheel, PCI Race Radio, soundproofing and a Parker Pumper equipped pressurized cab, feeding clean air to the occupants, while preventing dust from sneaking in the cracks. In the event of a fuel or engine fire, the big Blazer sports an on-board Halon fire suppression system, designed to instantly quell the flames at the pull of an easily accessed lever.

Fly the Friendly Sands?

With over 26 inches of wheel travel in front, and 36 inches in the rear, that's not a hard claim to make. Taking a page from Ford's book of better ideas, the Blazer incorporates Ford Twin I-Beam based front suspension, using extended I-Beams, and extended, solidly attached Radius Arms. Foregoing ball joints in favor of king pins, the front suspension relies on spherical rod ends at its pivot points, allowing unrestricted movement throughout its range of travel.

There's room for 4 but it's a tight fit. Rear shock towers and spare BFG's cut into the rear seat area considerably.

Seated atop the radius arms are a pair of 3 in. body, dual rate, coilover shocks, feeding into 3 in. reservoirs via "Blue" AN hose. While adaptation to the radius arm was a "simple" matter of bracketry, the upper shock / spring mount required somewhat heavier thought. After all, Chevy never offered 26 inches of travel as a factory option, much less in a Twin I-Beam configuration. Much less with coilovers.

The solution is an elegant design, using the forward most section of roll cage as a mounting point for the shock, as well as the front bumper and lateral "engine cage". A triangulated combination of chro-moly steel tube and plate provide a rigid and secure mount, capable of withstanding the extreme forces generated as the shock cycles through its travel.

Coilover front suspension features over 26 inches of wheel travel thanks to...

One of the problems with big travel I-Beam suspensions has always been maintaining proper steering geometry. The Blazer overcomes these difficulties via a custom engineered "crossover" system, using a drag link with equal length tie rods. To ensure that the tie rods are bind-free, traditional ends are abandoned in favor of Hiem joints and custom fabricated spindles. This design maintains proper geometry throughout its arc, and totally eliminates bump steer.

Moving to the rear, the Blazer relies on another design the factory never offered. A 3-link. Using massive tube and plate steel control arms, and a triangulated upper bar, the 3-link makes use of both custom turned Teflon bushings and Hiem joints to allow 36 inches of unrestricted vertical movement. Dampening all that motion is the job of 2 - 3 in. body shocks per side, 2 of which are dual rate coilovers. In total, 4 - 3 in. reservoirs keep the shocks cool and fade free under even the most torturous desert running.

....a transplanted and heavily modified Ford twin I beam set-up.

Working in tandem with the 3-link, a Trophy Truck styled adjustable sway bar keeps the vehicle from "wallowing" in the turns, and returning to a level stance when exiting the corners. According to Kreg, many big travel 3 and 4 link suspensions without sway bars tend to stay "rolled" to the side when exiting a turn, and require a "snap" of the wheel to return them to a level stance. While this may not be as much of a problem off-road, the local constabulitory tends to frown on such shenanigans on public streets.

Grade 8 bolts and custom bracketry abound. Anything less would be...broken quickly.

The trick is, says Kreg, to design the sway bar so it is effective in the corners, without impeding the trucks ability to "dogwalk" (fully articulate) through uneven terrain. As such, the Blazer is designed with several mounting points along its control arms in order to change the angle, and thus rate of the sway bar to adapt to differing course conditions.

Serving as an integral part of the 3-link is a heavily modified Ford 9 in. axle housing, that has been beefed, braced and bracketed from a variety of angles. The 9 in. sports a full spool in its nodular iron housing, putting maximum traction to the ground via the Blazer's BF Goodrich "Project" T/A's and aluminum beadlocked rims. Bringing those big 37 inch tires to a halt is the job of 4 wheel CNC calipers and rotors.

Custom designed "crossover" steering uses Hiem joints and custom lathed Teflon bushings to eliminate bump steer.

The Little Mouse That Roars

One of the prerequisites for a prerunner is reliability. They get run hard and put away wet more times then they ought to, but that's part of the game. In the interest of reliability, the engine is a standard issue Hi-Po 350 mouse motor, putting out about 300 HP. Straight from the Chevy Bible, the little mill features aluminum heads, 2.02 valves, moderate profile cam, headers, and a Holley Double Pumper.

While 300 HP is surely nothing to sneeze at, Kreg feels that because of the trucks weight (over 5000 lbs. dry), the Blazer would be better off running a mild big block. Around 450 - 500 HP or so.....I guess "mild" is a matter of perspective ;-)

36 inches of rear wheel travel comes easily compliments of a 3-link / coilover suspension.

Backing up the muscular mouse, a TH 400 equipped with a high stall converter, reverse pattern manual valve body and a deep sump pan send power to the aforementioned 9 in. Helping out the deep sump pan in its cooling chores is a plate style tranny cooler. This is yet another in the long line of reliability mods, as high speed desert running can quickly lay even the mighty TH 400 low.

It Pays to Accessorize - Properly

Like all good off-road vehicles, the Blazer was designed to make efficient use of space. Located between the frame rails and behind the rear axle, the Blazer mounts it's 42 gallon fuel cell / skid plate combo. Directly above, within the cab are a spare pair of BFG T/A's. While keeping the center of gravity low, this arrangement also counters the forward weight of the engine, leaving a vehicle balanced remarkably well on all axis.

A reinforced housing coupled with CNC Disc brakes are mandatory for the Blazer's level of performance.

Massive control arms use both tube and plate steel. Hiem joints and Teflon bushings keep the Ford 9 in. under control at all times.

Keeping the Blazer's weight down was a high priority, and much of the sheetmetal was abandoned in favor of fiberglass. The "race type" fenders and hood use Dzus fasteners and hood pins for mounting, and this ease of removability serves double duty as a method for easing maintenance and repair work.

"Street Wheelin'"

While we weren't able to do a whole lot of off-roading in the middle of Anaheim, Kreg did take me out in the Blazer for a little prerunning through the urban landscape. Cruising along at 30 mph, he'd hop 10 in. curbs as if they were mere cracks in the street, jump loading docks at 60 MPH, and hit 2+ foot piles of solid refuse with the same effect of a normal truck crossing over a speed bump. "It's basically a Trophy Truck with an air conditioner," said Kreg, "It's really not that far off."

And you wonder why I want it? PSSSSSSTTT!!!.....Hey buddy, can you spare 80 Large?

Interested in more info about this Blazer? Can't get enough of a good thing?