SHROCKWORKS
NISSAN XTERRA SKIDPLATES ROCK ARMOR
EXTREME
Skidplate follow-up article:
ROCK
ARMOR
Text and Photos by Steve Greene
(©2006, all rights reserved)
(PHOTOS FOLLOW ARTICLE)
After a close brush with disaster on a class-5 dryfall, it became very apparent that the Nissan Xterra lacked adequate protection from boulders. I needed a "no excuses" solution that would armor the underside of my Backcountry Exploration Vehicle for any terrain! ShrockWorks to the rescue ...
Well, it was long in coming, but the wait certainly has been worth it! On Wednesday, July 12, 2006, at approximately 8:30 in the morning, while I was cooking my oatmeal, I heard a diesel vehicle pull into the driveway. Glancing out the window revealed a familiar FedEx truck. The athletic female driver came to the door and announced that she had four heavy metal plates for me. I signed her digital record-keeping device as she began unloading them into my garage, the light rain continuing to fall.
As you might recall, back in late November 2005, I did some serious damage to my Xterra's inadequate factory fuel tank skidplate, and was lucky to get out of Death Valley with an intact load of petrol (read story here). After much contemplation, I opted to purchase a full set of underbody steel armor, commonly known as skids, from Jim Shrake of Houston, Texas. Jim is the owner of a company called ShrockWorks, and produces rock armor for Nissan, Land Rover, Jeep, Isuzu, and Suzuki off-road vehicles. Having read high praise for his products from customers who had field-tested them in the most challenging backroad conditions, I felt confident that the ShrockWorks reputation would keep my Xterra safe from future harm. Upon seeing the steel on the garage floor, I knew I had made a good choice.
My order for the armor was placed in early March 2006, shortly after Jim had decided to begin skidplate research and development on the new generation of Xterras. Anyone who knows Jim, knows that he holds the highest standard of quality for his products, which is important because the people who buy his goods usually go right out into the hinterlands and proceed to smash the living daylights out of them against the rocks of this Earth. Jim's favorite saying is: God forgives - rocks don't, so he knows that his stuff has to be the best. Therefore, I forgave the time delay and waited patiently as his R&D work went through a couple of iterations prior to receiving his final seal of approval, knowing that what shipped to me would be the better for it.
With the misty sprinkles continuing outside, I examined the four armor plates now sitting on my garage floor, and realized that these would put an end to my worry while driving over class-5 rock dryfalls. At three-sixteenths of an inch thick, the solid steel would most certainly prove a worthy adversary to the thousands of hungry boulders over which I often crawl. The FedEx shipping labels provided the weights of each skid as follows:
Engine/front diff: 29 poundsTransmission: 43 pounds
Transfer Case: 24 pounds
Fuel tank: 42 pounds
Nuts, bolts, washers: 2 pounds
Total weight: 140 pounds
Since the maximum payload for the Xterra hovers around the grand mark, I would have to do some calculating as this upgrade project continued, because these skids would be diminishing my payload capacity by the difference in weight of the light-gauge factory skidplates and the new ShrockWorks armor. One hundred forty pounds is a fair amount to be toting along on all my rides, but I believe it is worth the extra weight. The skid's location will actually have the effect of lowering the rig's center of gravity, which is good for side-hill maneuvers and stability. And, it goes without saying that the added peace of mind that comes with knowing those nasty sharp rocks will not be destroying the underbody anymore is definitely worth it.
Seeing as how my aging brain cannot afford any more loss of its finite amount of brain cells, I decided to take the skids to a local body shop at the Chevy dealer to have them prepped, primed, and painted to avoid inhalation of the mind-altering vapors. Yeah, yeah, I know … real men do all their own work at home by themselves, but can't a guy indulge in hiring something out every once in a while? After all, it's only money. I was offered the options of having an undercoating compound sprayed on them, or a truck-bed liner coating, but chose to have them rattle-canned with rust-inhibiting primer and paint instead, saving a few bucks. My thought was that since rocks and boulders would be scraping the skids anyway, why not just do it cheap, and touch up after each outing. Not only that, but no one other than genuine off road fanatics would ever be looking underneath to see these skidplates, so they needn't look pretty. This is one of those upgrades that does nothing to enhance the typical machismo image of the truck that so many guys seem to crave - but guess what! When the other guy with his tricked-out rig busts a tranny open because he went for looks rather than function, I'll be happy to have invested in my "invisible" armor upgrade. So, I forked over a Ben Franklin to get them ready for installation.
Next was the exciting part! I called Paul Potter, owner of Potter's Automotive, and informed him that the skids had finally arrived (I had been telling him about them since March). He said to come on over anytime after lunch and Jason would set about the task of making my Xterra rockworthy. I stopped by Dunham Chevrolet, picked up the four skids, drove over to Paul's shop, and then pulled into bay #2 where Jason does his wrenching. We unloaded the plates onto the bay floor, hoisted the X high into the air, and quickly visualized the placement of the ShrockWorks replacements. We also noted that drain holes existed in the skids through which routine maintenance must be performed. Jason read the instruction sheets and neatly placed the nuts, bolts, and washers for each individual skidplate in piles so that things would move along smoothly.
These skidplates start at the front axle area. There is a factory skidplate that spans from the front bumper to the leading edge of the A-arm area, and it remains in place. The first ShrockWorks skidplate, weighing in at 29 pounds, covers the front differential, oil pan, and engine underside. From the factory, the front differential is completely exposed, which, of course, is highly undesirable for anyone serious about exploring wild backcountry. Jim Shrake's skid takes care of this little problem exquisitely, and also provides superior protection for the oil pan. Two holes must be drilled to fit the front of the leading skid, but they need not be threaded. No other skids require any drilling at all because they bolt up to existing holes. The front plate takes the longest amount of time to install, not only because of the drilling, but also because you need to place a couple of spacers at the front where it shares two holes with the lead factory plate that remains in place. Spacers are provided. So, for this first skidplate, remove the minuscule factory plate, and then install the ShrockWorks solution.
Behind the engine skid comes the transmission skid. You need not remove anything prior to putting it on because, unbelievably, there is no factory skidplate covering the transmission. I guess the Nissan boys figured that since the tranny sits up relatively high and is protected somewhat on its sides by a couple of frame braces, that it would probably be okay for 98 percent of the users out there. Well, my kind of roads sometimes are in that 2 percent category, so things had to change. The transmission skid weighs 43 pounds, and its placement is facilitated by using a transmission jack to hold it in place while bolting up … either that or have two people do the job. Other than its greater weight, this skid was pretty straightforward in its installation.
Next came the lightest skid of all. Weighing in at a mere 24 pounds, the transfer case armor fit neatly in a notch behind the tranny's new protection. Prior to installing it though, the factory skidplate must be removed, which is quite easy since it is only held on with four bolts on the leading edge. The factory plate, in addition to being very thin gauge metal, has no anchor at its rear, and can easily be pushed right up into the transfer case with your hand. All the factory plates are ribbed for additional strength, but as anyone familiar with what is needed for serious four wheeling knows, thin metal and ribbing will not get the job of protection done well. The transfer case bolts up to the existing four holes in front, and takes one bolt to a frame crossmember in the rear.
Last, but not least, was the skidplate that started all this for me … the fuel tank skid! If you recall from my five-day Xterra test, this factory skid was pretty well demolished and rendered useless in my trek up and over Goler Canyon's class-5 dryfalls last November in the Death Valley territory. Jason unbolted and removed the mangled Nissan protection, from which numerous small stones and dirt fell, and we were able to see that the fuel tank was still intact (lucky for me). I clearly needed something that would take the weight of the vehicle without compromising my fuel supply. Since the frame rails are relatively low to the ground in this area, and the fuel tank is at the same level, no one should do any serious backroading in an Xterra without a strong skidplate! With the help of his transmission jack, Jason raised the 42 pound skid to its place, bolted on the two brackets that hold the rear end, and completed the installation.
Although I did not weigh the factory skidplates we removed, I estimate that they weighed around 30 pounds. If we take that number and subtract it from the 140 pounds that the ShrockWorks skidplates weigh, we are left with a net increase in payload of 110 pounds, which must be considered when you calculate you cargo carrying capability. I took precise measurements of the Xterra unloaded prior to this job, and then I measured the same locations again immediately after the installation. The four ShrockWorks skidplates lower the front and rear of the vehicle an eighth of an inch. While I will be the first to defend even the most trivial amount of ground clearance, I still feel that this has been well worth the sacrifice of this little amount of ride height. The gain in peace of mind is tremendous, and since the X has a pretty good clearance height from the factory, I am willing to give a tad.
It is obvious to me, Jason, and Paul that the ShrockWorks skidplate package will do the job it was designed to do. The edges of the skids are rounded up in many places for additional strength, and my prior thirty-plus years of off roading tell me that I can now go out without worry and traverse nearly any road rated up to class-5 (the toughest legitimate road rating). I will be field testing my new rock armor later this year, and plan on providing an update once I do so, however, I am convinced at this time that this armor will successfully fend off any nasty surprises. It is strong and well designed, and I have not the slightest doubt that it will get me through on the road not taken!
The day finally dawned, with FedEx making an early morning delivery of my much anticipated Xterra underside rock armor. This lady really got a workout, while I only took photos!
Here is the complete ShrockWorks package, consisting of four skidplates and a box with nuts, bolts, washers, two brackets, and a set of instructions.
The skidplates arrive unpainted, so you must prepare, prime, and paint them prior to installation. Do it yourself for around $20, or have your local Chevy dealer bodyshop do it right for $100. I chose the latter, and wasn't disappointed.
This is the fuel tank skidplate that came from the factory. It was completely deformed and mashed up against the plastic fuel tank in Goler Canyon. It may not be apparent in this photo, but the metal on the factory skid is so thin that it provides virtually no protection for serious four wheeling.
As you can see here, the transmission on the new Xterras has absolutely no protection from the factory, even though this is Nissan's "Off Road" model. The transfer case to the right is covered, but the metal is thin gauge, and the rear has no bolt-up at all, and can be pushed up into the case with just your hand! Front of truck is to the left in this photo.
The front differential, as seen here on the left, is not protected at all. The factory skidplate to its right covers the oil pan, and although the gauge is light, it actually offers some protection since it is ribbed and bolted on both ends. This area is a definite weak spot.
On the bench here, just prior to the installation, are three of the four skidplates. From left to right, you can see the engine/differential skid, the transfer case skid, and the transmission skid.
The fuel tank skid, along with its two brackets, is seen here on the floor, since it didn't fit on the bench with the others. This skid and the tranny skid are the heaviest and largest of the four.
Rather than spending the day lying on the floor of my garage, grunting and cursing, I decided to have the ShrockWorks skidplate package professionally installed while I took digital photographs. After the job was done, I was glad I had made this choice.
Here is Paul Potter's automotive, where the skids were installed. By the way, this is also where I purchased my five BF Goodrich All Terrain T/A tires for the Xterra. 1(541) 997-8052
Paul Potter is a great guy, knows cars and trucks, and runs a top-notch automotive repair and tire business.
Jason Chandler is smiling, as he reads over the ShrockWorks instruction sheet, prior to beginning the two hour installation job. He commented that the first time through always takes the longest, coming up to speed with things. Now, he is a veteran ShrockWorks skidplate installer, and could probably do it on another Xterra in half the time. Of course, I slowed things down with my chatter and photographs.
On the left is the stock Nissan skidplate that sits just behind the front bumper - It remains on the Xterra. On the right is the engine/front differential skidplate from ShrockWorks, that installs immediately behind, and shares a couple of bolts with the factory plate.
Jason is checking out the terrain prior to bolting up the engine/front diff/oil pan skid.
Jason holds up the front end, while Paul, who was checking in to see how the job was progressing, threads in a couple of bolts. To the left side, you can see that the front differential is now finally getting some much needed protection. The engine/diff/oil pan skid weighs 29 pounds.
Xterra's transmission has no factory protection whatsoever. Jason is raising the transmission skid into place with a transmission jack, because it is the heaviest skidplate, at 43 pounds.
This is a telling comparison! Can you identify the ShrockWorks transfer case skidplate? On the right is Nissan's answer for transfer case protection, a thin gauge metal that does not bolt in the rear at all. Jim Shrake's answer is Herculean in comparison, and weighs in at 24 pounds.
Taken from the front of the truck, you can see the engine/front differential skidplate in the foreground, as Jason works on the transmission skid just behind.
Fitting up the transfer case skid was a snap, as it sits cleanly behind the transmission plate, and weighs only 24 pounds.
Now, this is the whole reason that I went looking for a skidplate solution in the first place! On the left is Nissan's deformed and damaged fuel tank skid, made of even thinner gauge metal than the other stock Nissan skids. On the right is a sterling example of true rock armor ... ShrockWorks 42 pound boulder proof skid! To which skidplate would you rather trust your vehicle, not to mention your life if the rock punctured the fuel tank? With the fuel drained all over terra firma, you'd have a long walk home!
Another photo to help get the point across that you do NOT want to do any serious rock crawling with factory installed skidplates! I feel bad for any unsuspecting new Xterra owner who believes all those TV commercials and thinks that the factory has the underside satisfactorily covered. Remember that this is the "Off Road" version of the X, and that Nissan's other Xterra models have no skids at all. Spooky!
Jason works on the fuel tank skid.
The fuel tank skidplate is held in place by the transmission jack as Jason prepares to insert a bolt on the front edge. This is looking towards the front of the vehicle.
I decided to shoot a pic of the X on the rack while Jason took time out to change the oil on someone else's car.
Just outside the work bay, on the concrete in the sun, lay the battered remains of Nissan's attempt at protecting the Off Road Xterra. Although I never did get to weigh them (no scale), I estimate a combined weight of around 30 pounds for this metal. From here, it all goes to the scrap yard, as I had no desire to take it home with me, and I doubt anyone would be interested in buying it.
Tightening up one of the fuel tank brackets, Jason is nearing completion of a job well done.
Looking towards the front of the X, you can see the fuel tank skid to the left of the driveshaft, and the transfer case skid just in front.
That's the left front tire, with the transfer case in the foreground, well protected by three sixteenths inch rock armor. In front of it is the transmission skid, and then the engine/diff/oil pan skid along the front axle line.
Jason drills one of two holes necessary to finish up a tight install of the front skidplate. It seemed plenty strong with the two factory holes, but Jim Shrake doesn't believe in skimping, and engineered his product to be even better. No threading is necessary.
The fuel tank is now very well protected, as seen from behind.
Looking forward, it is now obvious that I am much better equipped to explore the wilds after installing ShrockWorks rock armor under my Xterra!
Here is a view from the front of the truck to the rear. All routine servicing can still be performed without removing any skidplate, as access holes exist for draining fluids.
1) Engine/front differential/oil pan skidplate. 2) Transmission skidplate. 3) Transfer case skidplate. 4) Fuel tank skidplate.
Click HERE to see how the skids held up to 5 days in Death Valley National Park.
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