20 Awesome Old-School 4x4s for Kicking Your Off-Road Game Up a Notch (2024)

The original Hummer was completely impractical on the street. Ridiculously wide and painfully slow, it handled about as well as a medium-duty dump truck. But for off-road excursions, the H1 had the hardware to perform. AM General engineered it for the military, so the Hummer’s drivetrain and four-wheel independent suspension provided an incredible 16 inches of ground clearance. And unlike other production four-wheel-drive vehicles, the Hummer could raise or lower air pressure in the tires right from the cab, which allowed this massive four-ton monster to float across deep sand and snow.

The H1 was available as a four-door convertible, hardtop wagon, cool Slantback wagon or a very rare pickup called the Recruit. Military versions all used an underpowered 6.2-liter V-8, as did early civilian H1s. In 1996, H1s received stronger engines—either a 5.7-liter V-8, a normally aspirated 6.5-liter diesel, or a 6.5-liter turbo-diesel with 195 hp and 430 lb-ft of torque. But the best models were the 2006 Alphas. These used the much more potent 6.6-liter Duramax diesel with 520 lb-ft of torque backed by a five-speed Allison automatic transmission. This was basically the same powertrain you’d find in a heavy-duty pickup truck. AM General gave the Alpha larger brakes, a larger fuel tank for increased range, and outfitted the interior with much better materials. The downside of the Alpha was that it cost around $150,0000.

The Hummer H1 was one of the few vehicles here that can be astonishingly capable off-road just as the factory built it. And yet aftermarket retailers like Hummer Parts Club offer a wide range of racks, guards and gear to make them even more useful. Civilian Hummer H1s were rare and expensive vehicles when new. In the last few years of the vehicle’s life, they sold for exotic-car money. And this, along with the H1’s wild personality has made them collectible. The Alphas are of course the most desirable and valuable. But it’s hard to find any civilian models under $50,000.

The original Chevy Blazer looks so chiseled and brawny that it seems completely natural parked next to a 1960s muscle car. But unlike the original Blazer's contemporary arch-rival, the Ford Bronco, the Chevy is based on a full-size pickup truck. Those dimensions were big back in the early 1960s, but today the early Blazers almost feel mid-size. The trucky roots means there are no weak spots in the drivetrain. The best ones use a big 350 cubic-inch V-8 bolted to either a three-speed automatic or a four-speed manual with an incredibly low 6.55:1 first gear. And many use the nearly bulletproof cast-iron NP 205—a 4WD transfer case so strong it was used in crew-cab one-ton pickups with big-block V-8s until the 1990s.

In 1973, GM moved the Blazer to the new square-body design—a look it kept for another 18 years. The wheelbase grew slightly, and engineers carved out a roomier, more modern interior, but the trucks still used a full convertible roof until it was shortened to cover just the rear passengers and the cargo hold in 1976. One of our favorite models is the exceedingly rare 1976–1977 Chalet model. It's a factory camper that slept up to four in pure 1970s style. Through the second- generation's lifespan GM shoved everything under the hood from an inline-six to an optional 400-cubic-inch V-8, even a 6.2-liter diesel V-8—an engine used in M1009 military Blazers.

In the late 1980s, Blazers evolved with modern technology like fuel injection, shift-on-the-fly four-wheel-drive and four-speed-overdrive automatics. Blazers have always been popular for outdoor recreation, and since they share platforms with GM’s full-size (and, later, mid-size) pickups, there's practically an endless supply of parts and knowledge to restore or build one up. Experts say its best to avoid the clunky, full-time 4WD system, optional from 1973 to 1980. Part-time conversion kits are available, but swapping the transfer case is the strongest, smartest option. Prices range widely, but early first-generation trucks command a premium. Prices are also creeping up for later Blazers. Low-mileage examples of the last ones from 1989–1991 are coveted by Blazer fans. GM Truck Center restores Chevy and GMC trucks of this era, including Blazers.

The Chevrolet Suburban is the granddaddy of all SUVs—and the longest continuously running nameplate in the U.S. The first Suburbans (dating from 1936) were workhorses, but the square-body trucks from the 1970s through the early 1990s established the Suburban as a mainstream family vehicle. (These were the first Suburbans to gain four real doors.) Hunt down a Suburban with a bench seat in all three rows and you could carry nine people. These square Suburbans were sold in large numbers over their 19-year production run; most of them have a strong and reliable 350-cubic inch V-8 under the hood. Four-wheel-drive was a popular option and many early trucks used a three-speed automatic backed by a stout NP 205 transfer case. It’s a drivetrain that could put up with plenty of abuse. But like its platform-mate the Blazer, there were plenty of Suburbans that came with the relatively unloved full-time 4WD system.

Strongest of the breed are the three-quarter-ton 20-series trucks (later known as 2500 series), using beefier transmissions, axles and a stiffer suspension to handle heavy trailers. Two-wheel-drive Suburbans were sold in large numbers for their towing capability. The venerable big-block 454-cubic-inch engine was only available in 2500-series Suburbans with rear-wheel-drive; these beasts could tow 10,000 pounds. Suburbans gained refinement in the late 1980s with the addition of four-speed overdrive automatics and electronic fuel injection arriving in 1987 and ABS landing on 1988 trucks.

Owning a vintage Suburban brings so much versatility, it’s surprising that these trucks aren't more valuable. The earlier ones look particularly cool today with their dog-dish hubcaps and optional woodgrain side paneling. But most Suburbans (of every year) were used like beasts of burden, and few survive in nice condition. Later ones from the 1980s are more plentiful and retain most of the old-school style of the early ones. And every Suburban benefits from sharing a platform with the C/K pickups and the Blazer because parts are everywhere. Hagerty says a mid-1970s Suburban K20 has an average value of just under $10,000, with fully restored models bringing just under $30,000. The average value for a late 1980s Suburban 2500 with 4WD is $8300, with top trucks bringing just over $20,000.

Legendary industrial designer Brooks Stevens penned the Jeep Wagoneer in the early 1960s; it became so popular that the truck remained in production virtually unchanged for nearly 30 years. It wasn't the first SUV, but the Wagoneer was more carlike, comfortable and plush than the competition. Most Wagoneers have four doors, although some two-door and even two-door panel models were built in the early years. During 1965–1969, the rare Super Wagoneer was the most luxurious vehicle Jeep produced. Passengers were treated to a leather interior, eight-track stereo, and a powerful 327-cubic-inch V-8 paired to a console-shifted automatic.

The Wagoneer’s chassis used traditional live axles and leaf springs, but it sat lower than any other 4WD vehicle and rode more smoothly, too. Jeep even developed a short-lived (and very rare) independent front suspension (combined with 4WD) as an option decades ahead of anyone else. Early trucks had an overhead cam inline six-cylinder, but V-8s were most popular. Since the Jeep brand was owned by a variety of automakers (Willys/Kaiser, then AMC, then Chrysler), it got V-8s from Buick, AMC and Chrysler. In 1974, Jeep introduced its smart Quadra-Trac all-wheel-drive system that allowed the driver to avoid shifting in and out of 4WD when driving on varied surfaces. Wagoneer’s popularity peaked in 1978 when it sold for around $20,000—Cadillac money back then.

In the 1980s, the Wagoneer became even more luxurious with woodgrain—everywhere. In terms of prestige, these Grand Wagoneers were rivaled only by the Range Rover Classic of the time. Older Wagoneers have become hard to find, probably because so many saw hard use as family haulers or by four-wheel-drive enthusiasts. Since they were in production so long, though, the supply of replacement and aftermarket upgrade parts runs deep. One draw of the original Wagoneer was its low-slung chassis, but serious off-road adventurers created a market for suspension lifts to allow the fitment of bigger tires.

Hagerty says the average value for an '80s Wagoneer ranges from $11,700 to $13,500. But as is the case with most of these SUVs, the price really climbs for trucks in excellent condition. Wagoneer restoration has been popular for more than two decades. And Wagonmaster was restoring them before anyone really cared. Current listings run $50,000 and up . . . new Cadillac money, again.

By the mid-1960s, four-wheeling was a serious hobby and the Ford Bronco was designed for it. It was youthful and fun—just like the Mustang. And, like Ford's pony car, it was available with V-8 power, a rarity among small 4x4s. But the Bronco's real advance was in its front suspension. Ford's coil-sprung, solid-axle design was smooth-riding and more sophisticated than the competition. The refined and roomy cabin was more modern, too. Broncos were available as roadsters, half-cab pickups, and a wagon with a removable hardtop.

And it just got better. In 1971, the mighty Dana 44 front axle became standard, paired with a Ford 9-inch rear axle. That same year, Ford introduced the coolest horse of them all—the Baja Bronco. Drawing inspiration from Bill Stroppe’s racing success campaigning these trucks in the Baja 500 and 1000, these trucks had fender flares to fit larger tires on slot mag wheels, dual shocks at each corner, a roll bar and quicker-ratio steering. The Baja models were also then the only way to get an automatic transmission and power steering, options that would come to all Broncos in 1973. The Baja inspired many enthusiasts to "cut and flare" their own Broncos in the 1970s and 1980s to fit larger tires. Today, those that appreciate the original fender design hunt for "uncut" Broncos.

Broncos are generally easy to build for recreational four-wheeling adventure, thanks to legions of fans and some loyal aftermarket shops, like Tom's Bronco Parts specializing in the 1966–1977 version of the breed. Broncos, like all vehicles with removable roofs, were subject to rust. So beware of suspiciously cheap open top trucks—the doors and roof might have been too rusty to save.

The early Ford Bronco has seen a big spike in prices over the past few years. Broncos have become so popular that turnkey, fully restored trucks are available. And like the Toyota FJ40, perhaps the most obsessively restored and modified early Broncos come from Icon. These Icon BR machines can drain more than $200,000 from your bank account. But the performance is breathtaking thanks to a modern V-8, five-speed manual transmission and sophisticated chassis upgrades.

The Ford Excursion was controversial at the time of its launch. More than one group bashed the big guy for both its poor fuel economy and massive size. Time magazine even listed it as one of the worst vehicles of all time. That wasn't entirely correct. The Excursion excelled at a few very specific missions: It had a high payload rating and could carry up to eight people in comfort over terrain that would hobble lesser rigs. Based on the bones of Ford’s Super Duty pickup, the Excursion could tow up to 11,000 pounds. Without folding down any of its seats, the workhorse could swallow 48 cubic feet of cargo. Unlike GM’s Suburban of the time, the Excursion used a durable solid-axle leaf-sprung suspension on four-wheel-drive models. That means it can be easily modified to increase suspension travel, fit larger tires, and perform well on any trail it will fit on.

The Excursion could be had with one of four powertrains. The two gasoline engines—a 255-hp 5.4-liter V-8 and 310-hp 6.8-liter V-10—both return fairly poor fuel economy and don't really move the Excursion with enough zest. The most capable and reliable engine is the 7.3-liter Power Stroke turbo-diesel offered from 1999–2003 that packed 500 lb-ft of torque (or 525 lb-ft in 2001 and later models) way down at 1600 rpm. The last two years of the Excursion production replaced it with a more powerful 325-hp 6.0-liter diesel. Scan the classifieds and its easy to find clean 7.3-liter 4WD Excursions selling for between $15,000 and $20,000 depending on mileage and condition. Those are high prices for an SUV that's more than a decade old. But with modern SUVs becoming smaller and more carlike, Excursions have the potential to increase in value.

When a manufacturer of heavy equipment and agricultural tractors decides to build a recreational four-wheel-drive vehicle, no one expects a featherweight. International's Scout II was a heavy truck. At around 3500 pounds, it weighed more than either the Toyota FJ40 or the Jeep CJ-7 it competed against. The Scout II rode on a wheelbase 6.5 inches longer than the CJ and 10 inches longer than the FJs. The full-metal hardtop Scout was the best for packing away a weekend’s worth of stuff. But an even longer Scout was available called the Traveller, with a whopping 18-inch wheelbase stretch.