The decade roadmap

Phase 1 is front-loaded and Phase 3 is the big money. Totals: about $56-80k of parts and services before roll-up over ten years for the Reference build (section 92: $55.8-73.3k with the Better body tier), or $66.9-93.3k all-in with misc, freight and tax. If money is tight, slide Phases 4-5 right; do not shrink Phase 1.

Goal: facts, not parts. Nothing in this phase needs a purchase beyond consumables. Every check below comes from a "Questions for the owner" list in a section file, grouped by what it decides. Do the non-destructive checks first, and photograph everything before touching it.

Structure grade (decide at the end of Phase 0):

• Grade 1: surface rust, solid floor, solid cab mounts. Run the phases in order as written.
• Grade 2: perforated rockers/corners/floor edges, but frame and cab mounts sound. The cab chain (Phase 2) moves to the front of Phase 1 and happens cab-on-frame [§18]. Any welding near the cab floor happens before the new tank and fuel lines go in, or with them disconnected and shielded.
• Grade 3: frame rust at the body mounts or cracks, cab-off job. Stop and re-plan. The sections do not price a frame-up and I did not research one; get a second opinion from a shop (Suburban Rod and Bratt Brothers were verified as real rod shops in the section on local resources [§19]).

Build binder (digital plus a paper copy in the truck's glovebox): VIN, cowl tag, SPID photo, every measurement above, every part number bought (with vendor and date), every torque spec used, a "bag and tag" photo log of each removal. This is the single most valuable thing for a 15-year project and for a 16-year-old taking it over.

Decisions to lean on by March 2027 (D1-D4 in the table below): wheel diameter, brake boost, axle path, transmission.

Walter at 7-12 months: gets to sit in the cab, be photographed in it, and watch. No other role.

"Default" is what the sections recommend for this brief; "fallback" is the cheaper or alternative path.

Goal: the truck can be driven locally with brakes, steering, fuel and tires you trust, using parts that survive the final build. Stock 454 (assuming Phase 0 compression and leak-down are acceptable), stock TH400, stock 12-bolt.

Do not spend on a TH400 rebuild, converter, cam, headers, rear discs, flip kit, A/C or paint here. They are the likeliest things to be thrown away later.

Order of work:

1. 1A Front end, brakes, steering (spring-summer 2027)
   • New ball joints, tie rods, idler and pitman arms, control-arm bushings; 6454-rate front springs and Bilstein shocks [§11].
   • Spindle plus front disc kit from one maker, chosen with D1: the Wilwood ProSpindle 831-14202 ($889) with the 12.19" kit 140-15302-D (about $1,200-1,375; the project pick; fits 15" and, with a 4" or less backspacing front wheel, 17" wheels - minimum wheel unconfirmed, §90 U8), or the 13.06" kit 140-15303-D ($2,156) only if the wheels are 17"+ and clearance is confirmed [§12]. Right Stuff THB7355DP-P ($2,635) is the all-in 4-wheel option, but its rear half is wasted if the 9" path (D3) wins. Do not also buy Belltech drop spindles [§11].
   • Hydroboost (Hydratech HT-7T-3039K $860, master cylinder extra, or POL HB2-T7387 $731.66) plus a stainless line kit (Right Stuff TBS7380S $225.75) and an adjustable proportioning valve (Wilwood 260-8420, about $106) [§12].
   • Borgeson 800132 box ($468-494), BBC pump with remote reservoir ($305), BBC bracket ($59-78), braided hoses ($162), filter [§13].
   • Rear brakes: rebuild the drums (new shoes, wheel cylinders, hoses). Rear discs wait for the axle decision [§09, §12].
   • Power-steering and brake circuit bled as a unit; set bias.
2. 1B Fuel and electrical safety (fall 2027 - spring 2028)
   • Old tank out, outdoors, battery disconnected, no sparks, no cutting or welding on it [§04].
   • Tank Inc. TM11A-T ($300) or Holley 19-454 kit ($1,066); return-style in-tank module Holley 12-136 ($676) with the A1000 regulator 13201 for the stock carb now; -6 AN feed and return lines; mechanical-pump block-off Edelbrock 4021; relayed pump feed from the battery with an oil-pressure safety switch [§04]. Confirm the regulator pressure for the stock Quadrajet (not researched).
   • Big-3 cables (1/0-2/0), mega fuse, new charge wire; battery (Optima 34/78 about $290 or Odyssey about $410) [§05]. Keep the factory alternator for now; the 140 A unit belongs with the electric fans (Phase 3).
   • Headlight relay harness (Painless H-4 $153.99) [§16]; 3-point belts (Seatbelt Planet bench kit $344.95, mixed 2/3-point, or buckets later) [§18].
3. Wheels and tires, last (fall 2028): mount tires on the final wheels once ride height is set; check DOT date codes; alignment (American Fusion Wheels $89-129 [§19]).

Gate G1 (roll test): straight stop from 45 mph with no pull; no weeping lines or hoses after a hot soak; steering has no free play; fuel pressure and return flow tested; tires aged under six years by date code; insurance in place. Local daylight driving only; no interstate until G6.

If Phase 0 grades the structure 2, do the cab chain first (see Phase 2), then lines and tank.

Cost: about $10-13k (my sum: brakes $3.3-4.2k, steering $1.3-1.8k, fuel $1.2-1.6k, wheels and tires $2.3-2.7k, front suspension and bushings $1.0-1.8k, battery and cables $0.4-0.5k, lights and belts $0.5k).

Walter at 1-2: sits in the cab at the curb with the engine off; handing over a tool "to help"; stickers on the toolbox. Earmuffs on whenever the engine runs.

Goal: the metal that holds the cab to the frame is sound, epoxied and sealed, cab-on-frame. Keep the cab on the frame; experienced forum members advised against pulling it for rocker work [§18].

1. Strip interior to bare floor; check, then replace the whole chain on both sides: full inner and outer rockers (CJ RPK34 $84.99 4-panel set, check gauge; IRP12-V from $40.99), cab corners (AMD 481-4073-L inner $19.50), cab floor braces ($69.95-219.99 by vendor, compare descriptions), front floor supports (Brothers 04-291), cab-mount bushings (Prothane CABMOUNT9 about $85-101) [§18]. Measure door gaps and brace the door openings before cutting.
2. Weld-through primer on lap joints, 2-part seam sealer on new seams, cavity wax inside; re-open drain holes; epoxy-prime every bare surface the day it is exposed (Eastwood OptiFlow $349.99-369.99) [§18].
3. Frame: clean, treat and paint in place; check rear shock mounts and the crossmember for cracks; fix with welded brackets, not bolt-on extenders [§11].
4. Bed crossmembers and tank straps (before any new tank is hung) [§18].
5. Floor pan (FLP51 $662.99) waits until the transmission is physically in the truck for a mock-up (Phase 3), unless it is already open. Low hump fits a TH400; a 4L80E is longer; a T56 needs a high-hump [§18].
6. Powder-coat suspension parts and brackets before final assembly (American Fusion Wheels, calipers from $180, suspension parts from $400; frame length is probably out of range [§19]).

Cost: about $1.5-4k (my estimate: panels and braces from the sections' Good-Better tiers; the floor pan is counted in Phase 3).

Gate G2: all new metal epoxied and sealed, cab mounts new, no bare steel outside.

Walter at 3: "helper" jobs: wipe a part with a rag, drop bolts into the labeled coffee can, hold the flashlight beam on the weld joint from a safe distance, wear safety glasses and earmuffs. Welding flash, grinding sparks and primer fumes: keep him inside or well away.

Goal: the new engine, transmission, axle, exhaust, cooling and fuel system are running and have survived a 35-minute 65-70 mph run in July heat. This is the longest, most expensive and most weather-sensitive phase. Plan an enclosure (portable garage or carport) before the engine comes out.

3.0 Pull, strip, verdict (winter 2029-30)

• Pull engine and transmission together. Photograph, label and bag everything.
• Send the block, crank and rods to a machine shop for hot tank, Magnaflux and a sonic wall check ($250-400 for the evaluation); ask the first-call question exactly: do you hot tank, Magnaflux, sonic check and torque-plate hone a Mark IV 454, and what do you charge for each? Shaky B's (Independence) first, QCKC (Lenexa) second; neither site confirms Mark IV capability, so get Path A and Path B quotes in writing [§19, §01].
• Measure the stock head chamber cc, piston dish and deck height; these set the real compression [§02].
• G3 verdict: wall at .150" or better on every bore and no cracks: bore .030" (4.280") and go 489. Thin walls: price a Dart Big M 31223344 ($3.6-4.2k) before sleeving; if budget is tight, the B+ build. Nothing in the engine kit is bought before G3 [§01].

3A Engine (2030)

• Decide compression (D6) with one dynamic-compression calculation shared with the cam, piston and head makers; design 9.2-9.3:1 with a 230-236 degree-at-.050 hydraulic roller closing the intake at 41-45 ABDC [§90, §02]. Order pistons only after chamber cc, gasket thickness and deck are measured.
• Head for the 489: the Edelbrock 60455 (110 cc, standard-port) is the project pick [§90, §02]; the AFR 3610 (265 cc) is rated only to 468 ci, and the AFR 290/300 and Trick Flow PowerOval have raised exhaust ports (header fit gate).
• Confirm the Scat kit's balance and piston type with the maker before ordering; match damper (Fluidampr 800111 or ATI 917740 if external), flexplate (168T) and later converter [§01].
• Choose and test-fit a C10-verified rear-sump pan with the engine on mounts; the Moroso 20416 and Canton 15-320 are car-spec and not documented for a C10 crossmember [§01].
• Cam package per the matched set; COMP 11-450-8 (Magnum 232, 230/230, 110 LSA) kit as the stand-in for the 489 (11-432-8 for the Path B 460), or a custom grind on 108-112 LSA to the 41-45 ABDC spec; no 107-LSA Thumpr; melonized or composite distributor gear [§03].
• Zero-deck the block (quench about .043") [§02]. Torque and re-torque heads after the first heat cycle (Edelbrock: 65/75 ft-lb in three steps) [§02].
• Check cam endplay (sources disagree: 0.001-0.005" vs 0.003-0.010"; follow the cam maker) [§03].
• Machine bill: Path B about $600-1,000; Path A about $900-1,500 (estimates, not quotes) [§01].
• Build during the engine-out winter and store it sealed (see Storage) rather than buying everything then waiting a year.

3B Under-the-engine bundle (concurrent, winter 2030-31)

• Firewall, engine bay, frame and tunnel get final-finish paint now; seal and prime before the SureFit A/C cover plate and the hydroboost plate go on [§17, §18].
• Rear axle: Currie 9" complete crate with TwinTrac (CE-GMC7387X5-07, $3,150) in the ratio set by D4 (3.70 for a 4L80E or a T56 with the 0.63 sixth, 3.89 as the alternative, 3.50 for a TH400), rear discs (Explorer/POL/Wilwood ends; kit identity and price unconfirmed), the 4" lowered leaf pack (Performance Online RLS7387S6 $895.74) with Bilstein B6 rear shocks (a 5" flip kit + C-notch only on the Recipe 1 path), 32-spline 1350 yoke [§09, §11, §90].
• Transmission: Gearstar Big/Small Block Level 2 (GS4L80ELT2 $5,195 + $650 core) or Level 3 (GS4L80ELTL3 $6,295 + $750 core), converter spec'd from the final cam card (the L3 is the unit for the 489 because the L2 internals are rated 500 lb-ft; target an actual converter flash of 2,300-2,600 and get Gearstar's written answer, since the L3 list starts at 2,600; §90 U17), US Shift Quick 4 or Terminator X Max, flexplate (Allstar ALL26825 spec: 168T, external balance, 2-piece seal, dual bolt circle) matched to the converter's bolt circle, crossmember (Hooker BHS549 is LS-oriented, so mock up; a fabricated crossmember may be needed), cooler, speedo pickup [§07].
• Physically mock up the transmission in the tunnel before welding the floor pan; then FLP51 [§18].
• Driveshaft: measure only after engine, trans, axle and ride height are final; mid-travel slip yoke; balanced; 1350 [§09].
• Set the firewall relay/fuse panel (Bussmann RTMR) and run fans, fuel pump and EFI through it, not the old harness [§16].

3C Fit-check day, then bolt-ons (2031-32)

• One fit-check day, before any coating: headers (Hedman mid-length 69170/69176 for Recipes 2/3 with the ProSpindle and lowered leaf pack; Elite 63820/69820 only for the Recipe 1 stock-height-to-2" drop), steering box, starter, PS pump, A/C compressor and bracket, alternator, oil filter, tall valve covers against the hydroboost unit, condenser and radiator stack, hood clearance with intake and throttle body [§15, §13, §17, §14]. Decide steering before headers.
• Exhaust: the owner's custom 3" dual with an X-pipe and resonators, built after the drivetrain is in (H-pipe is an option if the tone is wrong; §15). Muffler: Flowmaster Super 50, Dynomax Ultra Flo SS or Borla Touring, not Super 44 [§15]. Weld O2 bungs before coating.
• Starter: gear-reduction (Powermaster 9526 about $278-349) with a header heat shield [§05].
• Cooling: Cold Case 21" (or 19") aluminum with a dual 14" fan/shroud kit, Dakota PAC-2800BT or Derale 16797 controller, two independently relayed fans, manual switch, temp gauge; run the hot-day coolant test in §14 and only then escalate to a 3-row, Be Cool or 4-row core; a 40-row trans cooler for the 4L80E [§14].
• Charging: the alternator comes with the Front Runner serpentine kit on Recipes 2/3 (140 A, or 170 A if confirmed; a 200 A Powermaster 67805 if the voltage sags, §90 load table); Powermaster 67461-362 V-belt unit only on Recipe 1 [§05, §90].
• Fuel and ignition: Air-Gap 7561 manifold, Terminator X Max Stealth 4150 with trans control (550-1011/-1012/-1013, $2,500) plus HyperSpark 565-309 and box/coil if EFI, or Edelbrock AVS2 800 if a carb [§04, §05].
• First fire (G4): prime oil, check pressure, timing, fuel pressure, no leaks, converter and trans fluid. Tune on the street or at KC Maxx Performance (Mon-Thu, supports Holley EFI [§19]).
• G5: first 500 miles of heat cycles, then re-torque, change oil, check every hose and clamp.
• G6 highway test: 35 minutes at 65-70 mph and a 2-hour run (Osceola). Target about 2,240-2,415 rpm at 65-70 mph (4L80E with a Ford 9" 3.70 on the 27.9" rear tire, measured basis; 2,175-2,343 at spec diameter; §90, §91). Watch coolant, transmission temperature and vibration in July heat.

Cost (re-derived from section 92's Recipe 2 systems, before roll-up): about $34-44k. Roughly engine $9.0-12.3k (incl. machine work), transmission and hardware $8.5-8.9k, axle package (crate, rear discs, lowered leaf pack and shocks, driveshaft) $5.5-6.5k, EFI induction and fuel $4.6-5.8k, ignition and charging $2.0-2.2k, exhaust $2.0-5.5k, cooling $1.7-1.9k, Front Runner drive $2.7-2.8k, less credits (Quick 4 kit, duplicate pump and alternator) of about $1.6k.

If the plan is Path B (TH400, 12-bolt): rebuild the TH400 here (Alto kit $545, TransGo, custom 2,200-2,500 converter, 34-element sprag or Coan drum), rebuild the 12-bolt with pressed-bearing axles, and do rear discs (SSBC A126-1BK-DS or LEED RC6002) in 3B; total phase cost falls by about $15-20k (my estimate).

Walter at 4-6: the age for "bag and tag": drop labeled bolts into numbered coffee cans, put stickers on bags; turn a loose bolt by hand; push the starter-button once the engine is ready, with earmuffs on and an adult's hand on the key; wash the wheels; hold a stopwatch at the break-in. Keep him out of the shop when the engine hoist, jack stands or solvents are in use.

Goal: the wiring, instruments, A/C and interior go in at one time, because they share the dash, the firewall and the floor.

1. Replace the chassis harness: American Autowire 510347 ($960-1,024) or Painless 20205 ($755); the Painless does not support TBI or computer-controlled carbs, so EFI gets its own harness; keep the firewall relay panel from Phase 3 [§16]. Decide rear lights and any third brake light before the bed goes back on.
2. Cluster: Dakota Digital RTX-76C-PU-X (about $1,677; buy the 76-78 version) or Classic Instruments CT73OE ($1,100-1,270); both reuse the factory bezel and gear indicator, so protect those two parts from day one [§16]. Speed signal: Dakota SEN-01-128 on a TH400 (replaces the cable); the electronic output on a 4L80E [§16].
3. A/C: Recipes 2/3 (serpentine, §90): the compressor is already on the Front Runner from Phase 3; add the Vintage Air SureFit evaporator (cab-side) kit (price not confirmed; §92 allowance $1,300-1,700) and the 021573 condenser kit ($358.99), and refrigerant. Recipe 1 only: Gen 5 SureFit 945619 (Big Block, long water pump, factory air; $2,330-2,400), which includes the compressor, BBC brackets, condenser and drier, plus pulleys, belts and 5/8" heater hose. The compressor side (passenger vs driver) must be verified first (§90 U18). Plumb hoses only after headers, steering box and PS pump are final. Charge with a vacuum pump and gauges (1.8 lb R134a) or a shop [§17].
4. Heat and sound: Dynamat Xtreme (about $6.67/sq ft) or Second Skin, plus a heat-barrier layer on the firewall and tunnel (not priced) [§18]. Do it after the HVAC fit and before carpet.
5. Seats: TMI So-Cal buckets with headrests (from $1,076.99) or keep a bench with a 3-point belt kit; carpet, headliner, dash pad, door panels; glass and weatherstrip ($800-1,500) [§18].
6. Belts: confirm B-pillar anchor threads before ordering [§18].

Cost: about $9-12k before roll-up (wiring and gauges $3.7-3.9k, cab-side A/C $1.8-2.3k, interior, deadening, glass and seals about $3.5-5.5k, my estimate).

Gate G7: A/C holds cold at idle in July, no warning lights, every circuit fused and labeled, the binder updated.

Walter at 7-8: "Circuit detective": use the multimeter to trace a labeled wire with a parent; strip and crimp on scrap leads; put heat-shrink on a practice connector; place carpet pieces; sit in the seat and tell what he can reach. No battery, 12 V power or A/C refrigerant work for him.

Goal: finish the exterior once, after every hole is drilled and every test fit is done.

1. Bodywork by the owner: panel gaps, fenders (1973-80 FEN47-V; the 1981-87 fender is wrong), bumpers (CJ C10BK8 for fleetside), bed floor and tubs only if wide tires need them (CJ WBFK2 $1,479.99 includes tubs; AMD 106-790-4073-64S needs tubs bought separately) [§18]. Settle tire and axle width first.
2. Paint: epoxy primer over bare metal, then DIY single-stage urethane in a borrowed or rented booth, or a mid-tier shop for color after the metal is done. Generic cost guides: standard shop paint $1,000-4,000, showroom $5,000-20,000+ (no KC quotes found) [§18]. Single-stage is more forgiving to touch up on a teen's truck.
3. Bed: steel floor plus Herculiner (about $90-117) or spray-in liner (get a KC quote) [§18].
4. Reassembly: Bonanza badges and trim back on, final alignment, final weight, re-torque everything.
5. Registration: regular Missouri plates plus the biennial safety inspection (fee capped at $12); historic plates cap use at 1,000 miles per year and do not fit a commuter [§18]. Move insurance from a collector policy to a standard one that explicitly allows commuting (Hagerty "not driven daily") [§18].

Cost: about $3-8k (generic guides; my estimate).

Gate G8: passes the safety inspection; on regular plates; insured for commuting.

Walter at 9-10: age for hands-on prep: sanding on bare panels with a dust mask suited to a child and an adult watching, brush-priming small brackets, taping and masking, polishing chrome, wet-sanding a scrap panel; helps hang the Bonanza badge. Keep him away from spraying, isocyanate paint, solvents and the paint booth.

Goal: the truck is boring in the best way: predictable, serviceable by a teenager, and safe.

• 2037-39 (Walter 11-13), shakedown: drive it; keep a service log; repair what breaks. The sections' unresolved risks all show up here: cooling in a KC summer, parking-brake holding on a hill if rear discs were used, shifter linkage, A/C idle. Walter helps with oil changes, brake-pad inspection, tire rotation, battery tests.
• 2040 (Walter 14), refresh and rehearse: replace by date, not by wear: tires (six-year rule; check the DOT date code), hoses, belts, brake fluid, coolant, trans fluid, battery; re-do alignment; re-check pinion angle and U-joints; flush A/C and confirm the charge. Safety kit: extinguisher, first aid, reflective triangles. Consider a conservative tune (EFI knock-adaptive map is the real backstop [§01]) and a "93 octane only" label inside the fuel door. Ask the insurer about adding a teen driver before 2041.
• March 2041 (Walter 15): permit eligibility; before 16 he drives only with a qualified licensed adult in the front seat [MO DOR]. A bench seat suits this.
• March 2042 (Walter 16): intermediate license eligible after 6 months on the permit and 40 hours (10 at night) [MO DOR]; late-night curfew applies. Truck inspection current; insurance updated.
• Spare kit by 2040: belt set, hoses, ignition module, fuses and relays, the tune file and laptop for the EFI, a printed binder.
• Hard rule for ages 11-14: a child at the wheel only on private property, parked, with an adult next to him, after checking the legal and insurance position (I did not research Missouri private-property driving rules).

If we are behind (triage): drop in this order: showroom paint, serpentine, fancy cluster, billet look, A/C. Never drop: structure, brakes, steering, tires, fuel lines, cooling, fused wiring, 3-point belts with headrests, an inspected and insured truck.

Rule of thumb from the sections' own stock-outs: hard metal parts that are specific to this truck and get harder to find can be bought early; rubber, electronics, finishes and consumables should be bought at install.

A note not in the sections but relevant to a 2042 truck: pump-gas blends and ethanol content may change over 15 years, so use ethanol-compatible fuel hose and seals (PTFE-lined -6 AN is already the section's choice [§04]).

• Truck: cover or enclose. The sections do not price a carport; get one before the engine is out. Covers trap moisture on bare metal; prime bare steel the day it is exposed. Hail and tornado season (Mar-Jun): cab closed, nothing open to the sky.
• Rules: Sugar Creek's inoperable-vehicle or outdoor-storage ordinance was not found; call City Hall. Ask the collector insurer whether a driveway counts as storage (the Grundy "garaged" requirement is a forum report, unconfirmed [§18]).
• Fuel: no fuel left in an empty tank or open fuel system in storage; new fuel hardware is designed for 93-octane pump gas only [§04].
• Engine and transmission off the truck: sealed, plugged ports, bagged with desiccant, indoors, rotated occasionally (general practice; not sourced). Assemble within ~12 months of buying the parts.
• Parts: indoors, climate-controlled where possible; electronics in bags; rubber away from light and ozone; tires upright and dark.
• Documentation: a photo of each stored box's contents on the shelf and in the binder.

The table is before roll-up; add roughly 20-27% for misc, freight and tax (§92). A "sinking fund" of about $590-820 a month covers the all-in Reference build; Phase 3 years need about $1,150-1,550 a month, so save in 2027-29. If the fund is short, move the Phase 4 and 5 start dates, not Phase 1.

Keep him away from: jack stands and the engine hoist, solvents and brake cleaner, welding flash and grinding sparks, paint spraying, hot exhaust, battery and charging work, and refrigerant. The sections do not address child-passenger rules; verify current Missouri child-restraint law before any road trip with Walter in a single-cab truck that has no rear seat.

1. Compression target (resolved in the audit). 9.2-9.3:1 static, DCR 8.4-8.6, intake closing 41-45 ABDC [§90]; sections 01-05, 15, 19 were edited to match and the Howards CL120265-12 is dropped. Remaining risk: the DCR ceiling is a community rule of thumb, and the Scat kit's actual piston and compression height are unconfirmed.
2. Heads for a 489 (resolved). The Edelbrock 60455 (standard exhaust location); the AFR 265 is rated to 468 ci and has raised ports; §02 now carries the 489 dome and DCR tables.
3. Path B compression (resolved by arithmetic, not inference). §01's 7.7-8.7:1 uses a piston with a 1.625" compression height, which sits 0.040" down the bore on the verified 9.800" deck; §02's 9.2-9.5:1 assumes a 0.004" deck, which needs either a piston ordered at CH 1.665" or a 0.036" deck cut. Both are correct for their stated piston.
4. Scat 942-1-42452 balance type and piston type are unconfirmed; the damper, flexplate and flywheel hang on it [§01, §05, §08].
5. Spindle choice. §11 recommends Belltech 3100/3200 with the stock brakes; §12 recommends Wilwood ProSpindle or Right Stuff spindles with a matched brake kit. Pick one (this roadmap picks the brake kit's spindle and drops the Belltech purchase).
6. Axle ratio sets. §10's tables use GM ratios (3.42/3.73); §09 says a Ford 9" is 3.50/3.70/3.89/4.11; cruise rpm and the "right" ratio differ by set. Choose the axle (D3) first.
7. Transmission default. §06 favors a TH400 for Path B; §07, §08 and §09 favor the 4L80E for the commute. This roadmap defaults to the 4L80E but delays all transmission spending until Phase 3. Converter: the target is an actual flash of 2,300-2,600 [§90]; the Gearstar L3 lists 2,600-3,600 and whether Gearstar builds lower is unconfirmed, while the L2's 1,600-2,200 converter range fits but its internals are rated below the 489's torque.
8. Rear brakes versus axle: §12's rear kits are for the stock flange; §09 recommends a 9".
9. Hood clearance (manifold, throttle body, air cleaner, A/C compressor, tall valve covers against the hydroboost unit) was never confirmed [§02, §04].
10. Cooling for Path A: §14 now carries a heat-rejection estimate (my arithmetic) and a hot-day pass/fail test; start from the Cold Case 21" kit and escalate only if the test fails; the Be Cool module and the 4-row core are out of stock or unverified, the 19" vs 21" size and the core-support depth are unmeasured; Cold Case "GMT547A" was not found.
11. Insurance versus commuting: Hagerty requires non-daily use; Grundy's terms are forum-reported only [§18].
12. "Drums all around" versus factory front discs; 12-bolt versus 10-bolt; these are Phase 0 checks [§09, §12].
13. Missouri inspection repeal was proposed and dropped in 2026 and may return; plan on inspections continuing [§18].
14. Bed length (117.5" vs 131.5" wheelbase) was never established; tank, brake lines, bed floor and driveshaft branch on it (§90 section 2.14), and only the short-bed parts are priced.
15. A/C compressor side and the Front Runner's compressor position on a C10 are unverified/undocumented [§90 U18].
16. Never researched: ABS, a frame-up or cab-off rebuild, the cost of a carport, Sugar Creek's inoperable-vehicle ordinance, Missouri private-property driving rules for minors, and child-restraint rules for a single cab.