7dfvd

Ford in a Ford: An FE for an Effie

CLASSICTRUCKS.COM

•SCOTT MCCLAIN’S

1952 CHEVY 3100

SHOP TIME Q OVERDRIVE

OPTIONS

Q FIXING AN ILL-FITTING HOOD

Q STAINLESS TWICE PIPES

Q CUSTOM AIR CLEANER

Rodney, 1951 Chevrolet

Chevy/GMC 1947-13

|

Ford 1948-15

|

Dodge 1972-15

|

LMCTruck.com

|

800.562.8782

c over s i d e r

Remember when you got her? You had all the time in the world to just drive and dream. Twenty years later, she still holds a special place in your heart. We understand. We’ve been in the passion rediscovery business for over 35 years.

And we'll be here when you’re ready to get her back on the road where she, and you, belong.

* K E E P ’ E M ON T H E R OAD® *

PA R T S & A CC E S S O R I E S Find more truck stories and share your own at LMCTruckLife.com

CONTENTS FEATURES 16 Fast Impression Scott McClain’s ’52 Chevrolet 3100

26 The Replacement Ride Rocks Larry Stewart’s ’53 Ford F-100 pickup

40 Longbed Conversion Fred Shanks’ ’67 Chevy C10

66 Living the Dream Michael Bjork’s ’28 Ford pickup

84 Childhood Memories Lead to Modern Fun Clint Wilson’s ’55 Chevy C10

March 2018 | Vol. 27, No. 3

TECH 32 Clean Air Act Fabricating a custom air cleaner

48 Piece Pipes Building a custom exhaust system

56 Automatically Overdriven ...

DEPARTMENTS 06 12 14 88 90

Haul Monitor New Products Motor Trend OnDemand Schedule Professor Hammer Tailgate

A quick reference guide to overdrive automatic transmissions and parts ... and where to find them

70 Fitting a Hood for Good Solving a 60-year dilemma once and for all

76 An FE for an Effie Dropping an original motor in a modified frame

CLASSIC TRUCKS (ISSN #1097-7988), Vol. 27, No. 3 is published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY, and additional mailing offices. Copyright © 2017 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to CLASSIC TRUCKS, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rate for 1 year (12 issues) U.S., APO, FPO, and U.S. Possessions $24.00. Canadian orders add $12 and International orders add $24 per year (for surface mail postage). Payment in advance, U.S. funds only.

Please allow 8-10 weeks for delivery of first issue. No part of this book may be reproduced without written permission. This book is purchased with the understanding that the information presented herein is from many varied sources for which there can be no warranty or responsibility by the publisher as to accuracy or completeness.

4

classictrucks.com

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FIND IT AT

Monitor

Ryan Manson \ rmanson@enthusiastnetwork.com

A Mighty Wind zI imagine that many of you, like myself, have interests that extend beyond the classic truck hobby.

I also imagine that many of you, like myself, have projects whose identity extend beyond the classic truck hobby.

Additionally, I imagine that many of you, like myself, have too many projects going on at one time that should be set aside so that those projects that are within the classic truck hobby can be completed.

As has been discussed previously, currently two of my truck projects are in paint jail. One serving a longer sentence than the other, but both locked up and out of sight, and mind, as it were. And so, in the meantime, I’ve been hammering away on my ’52 Ford F-1 project, which, ironically, has also served a bit of time in the “hole.” Yet while I have plenty of work that’s truck-related, I feel that there’s a void in my car collection. Now, I use the term “collection” loosely since I don’t own anything nice enough to justify a covered parking spot, let alone some climatecontrolled, two-tone tiled loft space. It’s more like a collection of non-operable projects than anything else.

Of the seven vehicles in my possession, one runs. The rest are either in pieces (see previous note regarding paint prison) or are long-term projects. But hey, they all roll! Anyone with a long-term project can attest to how valuable that simple capability is worth!

So, having a deficit of sorts as far as my project haul goes, I got on eBay and started looking for an addition to my fleet. Actually, that’s not quite true.

I need another project like I need a hole in the head.

But it’s still fun to look. And sometimes that ends in trouble.

You see, a few weeks back, day three of our LMC Truck Week to Wicked square-body build to be exact, I was watching an auction of one ’40 Ford DeLuxe coupe. Like I said, I had absolutely no business even looking at the darn thing, what with the workload at the time, not to mention my monetary status, but still, like a good little addict, I kept watching the auction as the time slowly ticked away. Slowly. Ticked. Away.

With no bidding action for the past three days. Now, I’m not sure if it was all the sugar coursing through my veins courtesy of the multiple doughnuts and cookies that I had consumed that day or if I was in some sort of trance due to lack of sleep and the

6

classictrucks.com

narrow, laser beam–like focus that occurs during these builds, but before I could think of a reason as to why not, I bid on the sad looking thing. And in almost the same move, I quietly rose from my chair and went back to work, ever watching the auction from my phone, watching as the time slowly … ticked … away.

With only 3 minutes remaining, I couldn’t stand it any longer and had to sit down to watch the auction unfold. Still no bids and well below my max bid.

Anxiety building, I started to mildly panic.

“What am I going to do with another project?”

“I don’t have any space for another project!”

“I don’t have any time for another project!”

“Oh, who am I kidding, I’m never going to wi ...”

“Congratulations! You won this item!”

“Oh, crap …”

Yup, I won the dumb thing, out-bidding the highest bidder by $50, which either makes me the recipient of the deal of the century or the butt of the worst “junk bought on eBay” joke. At this point in time the car is still en route, so only time will tell, but at this point, I’m optimistic. It will be a project, without a doubt, but hopefully a fun one, even if it takes a few years of nights and weekends. Because naturally, I can’t shun the truck projects, oh no, they still hold the most importance. Especially if parole is ever granted for those incarcerated C10s.

And so I ask, am I the only one who constantly tosses more balls in the air without waiting for any of them to come back down? At this point, I’m starting to think that there’s a figurative tree hanging onto all those balls and it’s just a matter of time before a strong gust knocks ’em all down, finding me scrambling to catch them before they come crashing down. But hey, it’s been pretty calm ’round these parts lately, so I digress …

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DISC BRAKE KITS REQUIRES 15" MINIMUM WHEEL

95

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1445/kit

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Mounting Brackets & Hardware only starting at $469/ea • Brake Bleeding Syringe • In-line Filter • Fitting Kit starting at $29/kit

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shown

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March 2018 | Vol. 27, No. 3

EDITORIAL Douglas Glad Brian Brennan Ryan Manson Sarah Gonzales Tim Bernsau John Gilbert Rob Fortier

NETWORK CONTENT DIRECTOR NETWORK DIRECTOR, STREET ROD AND SUPER CHEVY GROUPS EDITOR

Tim Foss Yasmin Fajatin

FEATURE EDITOR

GENERAL MANAGER ASSOCIATE GENERAL MANAGER

Monica Hernandez

ADVERTISING OPERATIONS MANAGER

Patricia Ludi

ADVERTISING OPERATIONS COORDINATOR

SENIOR MANAGING EDITOR

TECH EDITOR TECH EDITOR

Christian Arriero Rodney Bauman Tommy Lee Byrd Ron Ceridono Ron Covell Grant Cox Joe Greeves John Jackson Robert McGaffin Jason Scudelleri Chris Shelton Jim Smart Tim Sutton Chuck Vranas

CONTRIBUTING EDITORS/ PHOTOGRAPHERS

Ryan Whitehouse David Hager

SENIOR WEB CONTENT EDITOR WEB CONTENT EDITOR

ART DIRECTION & DESIGN Markas Platt Dan Silverio

ADVERTISING

DESIGN DIRECTOR ART DIRECTOR

NATIONAL SALES OFFICES 212/915-4000 310/531-9900 949/705-3100 248/594-5999 310/531-9896 813/675-3479 626/695-5950

NEW YORK OFFICE LOS ANGELES OFFICE IRVINE OFFICE DETROIT OFFICE CHICAGO OFFICE SOUTHEAST OFFICE TEXAS OFFICE

TEN: THE ENTHUSIAST NETWORK, LLC Peter Englehart CHAIRMAN Scott P. Dickey CHIEF EXECUTIVE OFFICER Bill Sutman CHIEF FINANCIAL OFFICER Scott Bailey PRESIDENT, AUTOMOTIVE Norb Garrett EVP/GM, SPORTS & ENTERTAINMENT Eric Schwab CHIEF COMMERCIAL OFFICER Bobby Akin GENERAL MANAGER, VIDEO PROGRAMMING

STREET ROD GROUP ON THE WEB www.classictrucks.com www.streetrodderweb.com

Jerry Solomon Kevin Mullan Amy Diamond Matt Boice

SUBSCRIBER CUSTOMER SERVICES: USA: 800/777-6394 International: 386/447-6385 classictrucks@emailcustomerservice.com CLASSIC TRUCKS Box 420235, Palm Coast, FL 32142-0235 Please include name, address, and phone number on any inquiries.

Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2.

ADVERTISING INFORMATION. To advertise on this magazine’s website, or on any of TEN: The Entusiast Network’s other enthusiast sites, please contact us at AM-advertising@enthusiastnetwork.com.

EDITORIAL CONTRIBUTIONS. Welcomed but editors recommend that contributors query first.

Contribution must be accompanied by return postage and we assume no responsibility for loss or damage thereto. Manuscripts must be typewritten on white paper, and all photographs must be accompanied by captions. Photo model releases required on all persons in photos. CLASSIC TRUCKS reserves the right to use material at its discretion and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and that said payment will cover author’s and contributor’s rights of the contribution.

Contributor’s act of mailing contribution shall constitute an express warranty that the material is original and no infringement on the rights of others. Mail contributions to: CLASSIC TRUCKS, 1821 East Dyer Rd., Ste. #150, Santa Ana, CA 92705. Phone (949) 705-3100.

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RELATED PUBLICATIONS. European Car, Hot Rod, Hot Rod Deluxe, Chevy High Performance, Circle Track, Mustang Monthly, 4-Wheel & OffRoad, Jp, Motor Trend, Four Wheeler, Truck Trend, 8-Lug HD Truck, Lowrider, Muscle Mustangs & Fast Fords, Dirt Sports & Off-Road, Street Rodder, Super Chevy, Truckin, Vette, and other specialty magazines.

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Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http://www.enthusiastnetwork.com/submissions/ REPRINTS. For high-quality custom reprints and eprints, please contact the YGS Group at (800) 290-5460 or TENreprints@theygsgroup.com.

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PRINTED IN THE U.S.A. COPYRIGHT © 2017 BY TEN: THE ENTHUSIAST NETWORK MAGAZINES, LLC. ALL RIGHTS RESERVED

1947-02 CHEVY/GMC TRUCK PARTS & ACCESSORIES

PARTTIME

by Tim Bernsau tbernsau@enthusiastnetwork.com

01. Brake Booster When braking performance is a priority but space is limited, a compact booster kit is the answer. Performance Online introduces its HydroBoost power brake booster kit for ’47-’59 Chevy trucks and ’53-’56 Ford trucks. Average power steering pumps typically put out 800 to 1,400 psi to the calipers.

The firewall-mount Hydro-Boost uses fluid pressure from the existing power steering pump to generate 1,000 to 1,800 psi, depending on the volume of fluid transfer from your master cylinder. Other benefits include increased firewall, valve cover, and frame clearance.

•For more information, contact Performance Online at (866) 631-7480 or www.performanceonline.com.

02. Exhaust Clamps Make connections in your exhaust system without flared tubing and the risk of exhaust leaks. V-Band Clamps from Deeds Engineering ensure a leak-free exhaust system with a gasketless seal.

Flanges are machined from solid steel bar, not tubing, and are designed with a self-aligning pattern as well as a machined step for proper tube fitment. Install by welding the flanges to the tubing ends and secure the union with the stainless clamp. Transition Kits have all the benefits of the standard V-band clamps plus the ability to transition from one size tubing to another. Clamps come in 21⁄4-, 21⁄2, and 3-inch diameters, plus 21⁄2- to 21⁄4-inch and 3- to 21⁄2-inch transition.

•For more information, contact Deeds Engineering at (818) 842-2500 or www.deedsengineering.com.

03. Chevy/GM Park Lamps Classic truck enthusiasts have shown a growing interest in ’81-’88 Chevy and GM trucks and are looking for repro parts. Classic Industries has answered the call and now offers replacement Park Lamp Assemblies for this specific application. With separate part numbers for ’81-’82, ’83-’86, and ’87’88 vehicles, the assemblies replicate the originals (including correct DOT markings) and fit Chevy and GMC C/K and R/V pickup, Blazer, Jimmy, and Suburban models. Manufactured using original GM tooling, they provide an accurate fit and authentic appearance, and are an officially licensed GM restoration part.

•For more information, contact Classic Industries at (855) 357-2787 or www.classicindustries.com.

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PARTTIME 04. Backup Mirror Camera Combo Custom trucks built for street use will benefit from the safety provided by a backup camera. Watson’s StreetWorks has now introduced a backup mirror/camera combination.

Two styles of camera are available: license plate–mounted camera or a body-mounted unit. The 4.3-inch screen in a billet-framed center mirror can be mounted on the dash or overhead. The arm pivots at both ends to provide plenty of adjustment. The smoked glass on the mirror looks great when the screen is off and cuts nighttime glare from lights behind you. To wire the system, simply supply power and ground to the camera and screen, then one wire joins the two.

•For more information, contact Watson’s StreetWorks at (866) 859-0513 or www.watsons-streetworks.com.

05. Power Steering Pump Pulleys Tuff Stuff Performance Accessories Ltd. produces a variety of quality underhood accessories and now offers replacement pulleys for all ’75-’92 GM Saginaw-style power steering pumps that require a press-on pulley. These pulleys are made from premium-quality coldrolled steel and feature an OE-style mounting hub for easy installation and removal. The pulleys measure 5.80 inches in diameter, have a 0.747inch ID for press-fit installations, and require 3⁄8-inch-wide V-belts. Choose either a single- or double-groove configuration, and your preference of a chrome-plated finish or black powdercoating.

•For more information, contact Tuff Stuff Performance Accessories at (800) 331-6562 or www.tuffstuffperformance.com.

What’s OnDemand This Month? ✦ 12/22/17

Auto Mundial

✦ 12/22/17

Motorsport Mundial

✦ 12/22/17

Roadkill, Episode 73

✦ 12/26/17

Tuner Battle Week

✦ 12/27/17

Tuner Battle Week

✦ 12/28/17

Tuner Battle Week

✦ 12/29/17

Auto Mundial

✦ 12/29/17

Motorsport Mundial

✦ 12/29/17

Tuner Battle Week

✦ 12/29/17

Junkyard Gold, Episode 3

✦ 12/30/17

Tuner Battle Week

✦ 1/1/18

Roadkill Garage, Episode 26

✦ 1/3/18

Engine Masters, Episode 30

✦ 1/5/18

Put Up or Shut Up, Episode 7

✦ 1/10/18

Ignition, Episode 187

✦ 1/12/18

Dirt Every Day, Episode 72

✦ 1/15/18

HOT ROD Garage, Episode 61

✦ 1/17/18

Head 2 Head, Episode 97

Schedule Key:

Racing Original Programming * The program information provided is subject to change. www.motortrendondemand.com

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FAST IMPRESSION This ’52 Chevy Five-Window Got Our Attention Quick •Words by Tim Bernsau •Images by Robert McGaffin

W

hat is your idea of a sleeper vehicle? For most people, it’s something with impressive performance behind a lowkey façade.

Something that might fool people with a mild-manner first impression followed up by a surprise punch. Scott McClain told us that one of his reasons for building this beautiful red and gray ’52 Chevy 3100 was that he had always wanted to own a sleeper.

Like probably most gearheads, Scott’s involvement with cars and trucks began back in his teenage years. And like many, his involvement was encouraged by helping with somebody else. In Scott’s case, that person was his older brother and the first project he helped with was removing and building the engine from a ’40 DeSoto his brother found in a South Dakota junkyard back in the ’70s. It was an unusual introduction to a hobby that Scott has been part of ever since.

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Scott learned to drive behind the wheel of an old pickup on his uncle’s ranch, and has been driving trucks ever since. This one, the nicest of them all, started a few years ago when Scott got the itch to drive a custom-built hot rod. He started his search at an auction, but his attempt at buying a GMC there wasn’t successful. From there, he went to the Internet, where this ’52 3100 was listed on eBay. It was located in Kentucky, several hundred miles from Scott’s home in Crystal Lake, Illinois.

March 2018

classictrucks

17

FAST IMPRESSION

That provided the opportunity for a road trip with—appropriately—his brother.

Scott’s word for the condition of the truck as found is “refreshed.” It had been treated to some bodywork and paint, and still ran the factory 216-inch inline-six engine. Scott’s ideas for the truck called for a lot more than “refreshed.” He started talking about his ideas with builder Jeff Schwartz from Schwartz

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Performance in Woodstock, Illinois.

The shop is known for high-level rods—and is also located about 10 miles from where Scott lives.

Now the truck rides on a Schwartz Performance G-Machine full-length chassis. Framerails are 2x6-inch mild steel. The G-Machine package is designed for various suspension goals, from street cruising to autocross competition. The combination on this ’52 includes

unequal-length control arms in front with custom spindles, coilovers using RideTech shocks and Hyperco springs, a 1.25-inch splined antiroll bar, and power rack-and-pinion steering for up-to-date handling and ride. In the rear a Moser 9-inch full-floater with 3.70:1 gears and Detroit TrueTrac differential is suspended with the same coilover setup, triangulated four-bars, and a 3⁄4-inch antiroll bar.

Wilwood 13-inch disc brakes were

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FAST IMPRESSION

added all around with six- and fourpiston calipers fore and aft.

The contemporary 18-inch wheels are Grip Equipped Schism five-spokes from Forgeline. Low-profile rubber is from the Michelin Pilot Super Sport series and measures 255/35R18 in front and a fat 335/30R18 in back for an unmissable footprint.

Underhood, a firewall and inner fenders were fabricated to surround the engine. After a lifetime of faithful service, the original Stovebolt was retired. In its place is a fresh 6.2L Chevrolet LS3 crate engine. The engine was mildly modified at Schwartz Performance with the addition of a custom camshaft and Lunati valvesprings. A Wegner billet

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serpentine drive system dresses up the front of the LS3, and a Be Cool aluminum radiator and Spal fan ensure that things are kept cool.

Schwartz Performance built a pair of custom stainless steel headers routing gases to custom 3-inch exhaust pipes. Past the firewall, a TREMEC T56 Magnum six-speed transmission backs up the engine.

First impressions are important for a classic hot rod truck, and thatâ&#x20AC;&#x2122;s where exterior mods take over.

Modifications to the 3100 fivewindow body and shortbed were kept mild but the attention to making the sheetmetal perfect and the whole truck beautiful was extensive. The headlights were replaced with Hella

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FAST IMPRESSION

1952 CHEVY 3100 Scott McClain

lamps and LED bulbs are used to enhance the taillights. The stock gas filler was filled and relocated to the bed floor, which is finished in highquality oak. The original bumpers have been replaced with stock-style reproductions.

Steve Nick’s Customs in Woodstock does a lot of the painting for Schwartz Performance and handled the finish on Scott’s 3100 as well. Steve used PPG products to paint the two-tone pickup. The primary color is GM Siren Red contrasted by Gray Anthracite on the fenders and running boards. As far as making a successful first impression, you can judge for yourself.

Cassis Customizing in Woodstock gets well-deserved credit for finishing the interior. The bench seat with bucket backs came from TEA’s Design and was upholstered with black and red leather to following the paint scheme on the truck. The style carries over to the door panels and headliner as well. Black German velour carpet 22

classictrucks.com

covers the floor. Dakota Digital VHX gauges were installed in the original dash and a Custom Autosound audio system provides great sound without detracting from the look of the dash.

A Vintage Air Mini A/C system cools the cab. The banjo steering wheel from Grant is mounted on a Flaming River column.

From learning to drive in an old ranch truck to cruising in a pro-built magazine-quality custom truck, Scott’s lifetime as a classic truck fan has definitely evolved. He says that waiting for it to be finished was a challenge, but driving it for the first time was an unforgettable experience, especially “harnessing all the power and that big smile when the tires broke loose going into Second gear.”

Only one question remains. Did he accomplish his goal of owning a sleeper? There is definitely more to his ’52 Chevy than you can see at first, but even what you can see is enough to wake you up.

CHASSIS Frame: Schwartz Performance G-Machine, 2x6-inch mild steel Rearend / Ratio: Moser 9-inch, full-floater, Truetrac differential / 3.70:1 Rear Suspension: RideTech shocks with Hyperco springs, 3⁄4-inch splined antiroll bar, triangulated four-link Rear Brakes: Wilwood disc brakes, 13-inch rotors, four-piston calipers Front Suspension: Schwartz Performance unequal length control arms, Schwartz spindles, RideTech shocks with Hyperco springs, 1.25-inch splined antiroll bar Front Brakes: Wilwood disc brakes, 13-inch rotors, six-piston calipers, proportioning valve Steering: Power rack-and-pinion Front Wheels: Forgeline Grip Equipped Schism 18x9 Rear Wheels: Forgeline Grip Equipped Schism 18x12 Front Tires: Michelin Pilot Super Sport 255/35R18 Rear Tires: Michelin Pilot Super Sport 335/30R18 DRIVETRAIN Engine: ’14 Chevrolet LS3 crate engine, Lunati valvesprings Camshaft: Schwartz Performance custom cam Heads: OE aluminum Intake: OE Alternator: Powermaster Air Filter: K&N Ignition: HEI Headers: Schwartz Performance Exhaust: Schwartz Performance Horsepower: 530 Transmission: TREMEC T56 Magnum six-speed BODY Style: ’52 Chevy 3100 five-window shortbed Hood: Stock Grille: Stock Headlights / Taillights: Hella / LED lenses Front Bumper: Stock-style replacement Rear Bumper: Stock-style replacement Door Handles: Stock Bed Floor: Oak with stainless runners General Bodywork: Schwartz Performance Prep Bodywork: Steve Nick’s Customs Paint / Color: PPG / GM Siren Red and Gray Anthracite Painter: Steve Nick’s Customs INTERIOR Dashboard: Stock Gauges: Dakota Digital VHX Door Handles: Stock Steering Wheel: Grant Steering Column: Flaming River tilt column Seats: TEA’s Design split bucket bench Upholstery: Cassin Customizing Material / Color: Leather / Black and red Sound System: Custom Autosound

THIS

REPLACEMENT

RIDE ROCKS!

Larry Stewart’s F-100 Fills a Void •Words by Joe Greeves •Images by The Author

S

ome folks adopt the old truck hobby late in life while others were born into it. Larry Stewart, from Panama City, Florida, smiles when he describes his early automotive experience that revolved around ingenuity rather than trips to the parts store. “Back then you made things work the best way you could. My brother, Warren, and I couldn’t afford proper clamps, so exhaust pipes and mufflers were always held in place with coat hangers!”

Those early builds were challenging and fun but family and careers put their hobby on hold for many years.

“Now that the family is grown,” Larry says, “it’s my time!”

Once retirement finally arrived, both he and his brother got back to doing what they loved, teaming up to build individual cars for themselves and friends. Together, they’ve created more than a dozen in the last 15 years.

Significantly, the first car on that list was a ’47 Ford, still owned and loved by Larry’s wife, Cam, an avid enthusiast just like her husband.

His current truck turns out to be a replacement for one of his favorite rides. He owned a ’56 Ford pickup for several years. It was a special truck and he did not want to let it go. “A guy bugged me continuously for a year, wanting me to sell the truck. I finally threw out a price that I thought was ridiculous and he bought it on the spot.” While the cash was nice, Larry’s first priority was to fill the void, and after a concerted search, he found this ’53 F-100 in 2015 at a swap meet in Moultrie, Georgia. The truck looked good but it was far from complete, making it the perfect candidate for what Larry had in mind. Upgrades became a process of working with the existing mods and adding enough personalization so that Larry could call it his own.

Assessing the Ford’s strong points, the boxed frame had an ’88 Crown Victoria front end in place with disc brakes and power steering. Larry refreshed everything with new components, adding lowering springs for a subtle change in ride height. Out back, a ’99 Ford 8.8 limited-slip SUV rear gets the power to the ground.

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Larry is quick to admit heâ&#x20AC;&#x2122;s not an engine mechanic but the still strong, late-model 302 V-8 was crying out for some modern aftermarket upgrades. He began with a new Edelbrock aluminum intake, 600-cfm fourbarrel carb, and ceramic-coated, block hugger headers.

Flowmaster added the appropriate performance rumble while the chrome valve covers and air cleaner provided a little sparkle to the engine room. A C-6 automatic seamlessly transmits the power.

Exterior changes followed the same pattern, blending existing mods with personal touches that reflected the new ownerâ&#x20AC;&#x2122;s tastes. The clean front end benefits from a custom pan, a tilt forward hood, and deleted bumper.

The traditional Ford grille was painted body color. In the rear, the bed uses all new sheetmetal with a Line of March 2018

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27

THIS REPLACEMENT RIDE ROCKS!

Fire light strip accenting the stamped Ford logo on the tailgate. Oak planks, separated by stainless steel strips, follow a traditional format and a billet gas cap provides access to the relocated tank. Since stance is everything in a custom truck, 2-inch-wider fenders were added for a touch of style and to accommodate the aggressive American Racing 20-inch wheels and BFGoodrich rubber.

New running boards connect the front and rear fenders.

The paint on Larryâ&#x20AC;&#x2122;s F-100 is a combination of deep red 28

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and bright silver, separated with a yellow pinstripe and a carbon-fiber shadow line.

Happy that all the external upgrades had been addressed, Larry moved inside, beginning with a Dakota Digital instrument package that uses a combination of analog and digital whiteface gauges. A chrome, CCP adjustable steering column and wheel keep the driver in close touch. Custom-upholstered Mustang buckets are separated by a new center console, with burgundy and

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1957-89 Ford Our weld-In Ford truck cross member kit drops the front 4”-6” without ground clearance issues and narrows the front track by 2” for wider tires. Hubto-hub kits include our tig welded tubular steel aarms, manual rack & pinion steering, new spindles, shocks, and an OEM style disc front brake kit. For 1957-89 Ford trucks. New 5” rear drop kit - $579

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THIS REPLACEMENT RIDE ROCKS!

1953 FORD F-100 PICKUP Larry Stewart

gray vinyl added to the seats, console, door panels, and headliner.

The Alpine stereo powers speakers in the kick panels and behind the seats while the Southern Air A/C keeps the cabin cool during warm Panama City nights.

The completed ’53 is a joy to drive and fills the void created by the lost ’56.

Larry and Cam, along with their friends from the Crazy Cruisers Car Club, enjoy driving and showing their rides throughout the year. Interestingly, it just takes one look at this beautiful F-100 to see how things changed for this longterm enthusiast. The pristine truck doesn’t have a single coat hanger anywhere!

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CHASSIS Frame: Boxed framerails Rearend / Ratio: ’99 Ford 8.8-inch rear Rear Suspension: Leaf springs/shocks Rear Brakes: Ford drums Front Suspension: Ford Crown Victoria front clip, 3-inch lowering springs Front Brakes: Ford discs Steering Box: Ford Crown Victoria power steering Front Wheels: 20-inch American Racing Classic five-spoke polished aluminum Rear Wheels: 20-inch American Racing Classic five-spoke polished aluminum Front Tires: BFGoodrich 245/45ZR20s Rear Tires: BFGoodrich 245/45ZR20s Gas Tank: Steel, 15-gallon, relocated under the bed DRIVETRAIN Engine: Late-model Ford 302 Heads: Factory Ford Valve Covers: Ford Racing, chrome Manifold / Induction: Edelbrock intake and 600-cfm carb, chrome air cleaner Ignition: HEI Headers: Ceramic-coated block hugger Exhaust / Mufflers: Dual Flowmasters Transmission: Ford C6 automatic Shifter: Column BODY Style: Pickup Modifications: Dropped 3 inches

Fenders Front / Rear: Stock front, 2-inch-wider rear, new running boards Hood: Tilt forward hood Grille: Painted to match, custom roll pan Bed: Oak slats with stainless steel strips, gas filler in the bed Bodywork and Paint by: Previous owner Paint Type / Color: Red with silver, separated with a yellow pinstripe and carbon-fiber shadow line Headlights / Taillights: Factory original Outside Mirrors: Aftermarket Peep Bumpers: No front bumper, polished chrome rear INTERIOR Dashboard: Painted to match the exterior Gauges: Dakota Digital analog gauges, illuminated red at night Air Conditioning: Southern Air Stereo: Alpine AM/FM/CD with four Alpine 4x6 speakers Steering Wheel: CPP chrome Steering Column: CPP chrome tilt column Seats: Mustang buckets with individual armrests Material / Color: Burgundy and gray vinyl on the seats, console, door panels, and headliner Carpet: Gray

I’ll Take Mine Black…

No Sugar brings back the “Noire”, a Sbuilttauer design based on an elegant timepiece in 1936. Black dialed, complex automatics from the 1930s have recently hit new heights at auction. One was sold for in excess of $600,000. We thought that you might like to have an affordable version that will be much more accurate than the original.

Basic black with a twist. Not only are the dial, hands and face vintage, but we used a 27-jeweled automatic movement.

This is the kind of engineering desired by fine watch collectors worldwide.

But since we design this classic movement on state of the art computercontrolled Swiss built machines, the accuracy is excellent.

The movement of the Stauer Noire wrist watch carries an extended two year warranty. But first enjoy this handsome timepiece risk-free for 30 days for the extraordinary price of only 3 payments of $33. If you are not thrilled with the quality and rare design, simply send it back for a full refund of the item price.

But once you strap on the Noire you’ll want to stay in the black.

Stauer Noire Watch

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1­800­333­2045 Offer Code: NWT346­06 You must use this offer code to get our special price.

Back in Black: The New Face of Luxury Watches “...go black. Dark and handsome remains a classic for a reason” — Men’s Journal

† Special price only for customers using the offer code versus the price on Stauer.com without your offer code.

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Rating of A+

“I''ve gotten many compliments on this watch. The craftsmanship is phenomenal and the watch is simply pleasing to the eye.” —M., Irvine, CA

Exclusive Offer— Not Available in Stores • 27­jewel automatic movement • Month, day, date and 24­hour, sun/ moon dials • Luminous markers • Date window at 3' o'clock • Water resistant to 5 ATM • Crocodile embossed leather strap in black fits wrists to 6½"–9"

Stauer…Afford the Extraordinary.™

TECH

INSTALL FABRICATE UPGRADE

01 Jason Scudellari built this cool custom air cleaner from exhaust tubing, sheetmetal, and a discarded air cleaner base. You won’t see another like it—and that’s the point of custom details.

Clean Air Act Fabricating a Custom Air Cleaner Words Ron Ceridono • Images Jason Scudellari

Today the state of the classic truck art

is such that it takes something special to catch an onlooker’s eye. Walk through any event and it’s obvious that build quality and craftsmanship are at an all-time high. But even with all there is to look at on a wellexecuted truck it’s somewhat ironic that what often sets one apart from the others is often a small custom detail.

Jason Scudellari understands the concept of small details. As manager of TEN’s Tech Center he deals with a variety of magazine project vehicles that are subjected to intense scrutiny, so paying attention to the little stuff is part of the job. That job skill carries over to his personal projects as well.

We’ve documented a variety of the modifications Scudellari has made to his ’49 Chevy pickup, all have been unique in their own way and the custom air cleaner shown here is typical

SOURCES SUMMIT RACING EQUIPMENT (800) 230-3030 www.summitracing.com

STYLES CUSTOM PAINT & PINSTRIPING (949) 510-5636

SUPERSTITION RESTORATION (480) 252-6893

02 The foundation of the new air filter housing is a discarded aluminum base from an aftermarket oval air cleaner; it was modified by welding a strap across the opening.

TECH

INSTALL FABRICATE UPGRADE

03 The addition of the strap allows the base to be secured to the carburetor.

Note the lip that spaces the base up from the carburetor.

04 Two additional holes were drilled in the base; they will be used to attach to the fabricated top.

05 The modiďŹ ed base was installed

1-800-841-6622

to check clearances. Thanks to the extension on the opening there was no interference with the fuel lines or linkage.

www.FillingStation.com

06 A replacement oval air cleaner element was ordered from Summit Racing Equipment. A wide groove in the base (visible in the previous photo) holds the element in place. of the personal touches found on his truck. Starting with a scrounged oval air cleaner base, Scudellari used an exhaust tubing U-bend and two pieces of straight pipe from Summit Racing to establish the basic shape of the custom air cleaner. To enclose the housing a top cut from 16-gauge steel was welded in place, under it is a replacement element from Summit.

On the inside of the perimeter tubing a strip of 16-gauge sheetmetal was used to enclose the filter and extend down far enough to conceal the throttle linkage and fuel lines.

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07 A 21⁄2-inch

08 The

exhaust tubing U-bend with extensions welded on established the shape of the air cleaner housing. Here Scudellari marks metal to be cut for the air cleaner’s top.

16-gauge sheetmetal for the top was carefully cut on a bandsaw.

09 With the top properly positioned on the tubing perimeter it was clamped in place on the welding table.

10 A Miller MIG machine was used to tack weld the top in place. The spaces between the tacks would be filled until the top was completely welded.

Once Scudellari’s creation was complete it was turned over to Superstition Restoration in Mesa, Arizona, to be covered in the same brilliant Ice White paint they squirted on the truck not long ago. Finally Jeff Styles added the finishing touch with some cool classic pinstriping.

This one-off air cleaner is a perfect example of a small custom detail that has a big visual impact. Best of all this was a simple project that cost next to nothing to build—here’s how it was done.

TECH

INSTALL FABRICATE UPGRADE

11 Here Scudellari measures for the enclosure that will be added to the inside of the tubing.

Note the two studs that will secure the top to the base.

12 Again, a strip of 16-gauge sheetmetal was used to make the inner enclosure.

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13 The inner strip was formed by wrapping it around a welding bottle— not high tech but it works.

14 Here’s © Total Cost Involved Engineering, Inc. All Rights Reserved.

NEW!

the bottom enclosure in place for a testfit.

It extends down past the tubing in part to hide the filter element and the aluminum base.

16 Tack welds were used to secure the lower enclosure to the housing— welding it solid isn’t necessary.

15 Satisfied with the fit, the Miller MIG was hauled out once more to tack the sheetmetal skirt to the housing.

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TECH

INSTALL FABRICATE UPGRADE

17 After a trial fit Scudellari decided to extend the sheetmetal skirt to hide more of the fuel system components.

19 A small addition was also made to the right side to hide the distributor.

18 Here’s the addition added to the left side of the housing.

20 The studs attached to the top shown earlier fit through the holes drilled in the base. The assembly is held together with a pair of wingnuts.

22 Superstition Restoration finished smoothing the welds and then covered the housing in Ice White basecoat/clearcoat.

23 The final step in the creation of this 21 With all the welding completed the visible beads where the top joins tubing were ground down.

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custom air cleaner was the application of classic pinstriping applied by the steady hands of Jeff Styles.

LONGBED

CONVERSION Fred Shanks’ Short Stepper Didn’t Start That Way •Words by Grant Cox •Images by The Author

T

hink back to when you first learned to drive; was it in a truck? In the case of Fred’s truck, he got to teach both of his children how to drive his ’67 C10 and create some great memories doing so. Fred created his own first memories back in 1983 when he laid eyes on this C10 when a high school senior needed to sell the truck. After looking it over, the deal was done for $1,300 and Fred walked away with a truck of his own.

Many years passed and Fred stepside bed on his truck. Once the used his truck for just about bed was on, more modifications anything and everything. It wasn’t were added to give the rear of the too long before he got bit by the bed something along the lines of customizing bug and started in a ’50-’51 Ford. A set of ’79 Ford with little things to make it look Fairmount taillights and parking better. The first things done were lights from a ’68 Pontiac Catalina taking off the chrome, changing the were cut and frenched into the wheels, and lowering it. fenders. Next, the factory antenna Fred drove the truck in this was removed from the cowl and condition for several years, until his recess into the cab corner. While the 9-year-old son, Derrick, told him custom ideas were in motion the his truck was due for a changeup. tailgate was next. A 16-gauge panel So Fred visited with good friend was welded in with a license tag Ronnie Childs about some ideas on box to give it a smooth, clean look. what he should do. The plan was to With the addition of some chrometransform the truck from a longbed reversed baby moon rims and big/ into a short stepside bed. Fred soon little tires and a bright yellow found the bed he was looking for at paintjob, Fred got to enjoy his truck a local salvage yard and the frame in this condition while taking it to modifications began to adapt the local car shows for the next six to

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March 2018

classictrucks

41

LONGBED CONVERSION

seven years.

Letting his son drive the truck to and from school had put some wear and tear on his old truck.

After receiving news that his son was involved in a fender bender with another student the truck was repaired and put away in storage until 2011. That’s when Fred met Chris Carlson, the owner of Chaotic Customs in Mulvane, Kansas. They started chatting about Fred’s history with his C10 and how a changeup was due. So the truck went into Chris’ shop for a third buildup.

This time the truck received a complete frame-off build. A new heart transplant was ordered up with the addition of a 5.7L Vortec with 4L60E transmission. Vintage

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LONGBED CONVERSION

1967 CHEVY C10 Fred Shanks

CHASSIS Frame: ’67 Chevy frame shortened 18 inches Rearend / Ratio: 3:90 limited-slip 1⁄2-ton Rear Suspension: Stock with 5-inch drop springs, 6-inch hangers Rear Brakes: Stock drum Front Suspension: 21⁄2-inch drop springs Shocks: Monroe Front Brakes: Stock discs Steering Box: Stock Front Wheels: Boss 338 17x7 Rear Wheels: Boss 338 18x8 Front Tires: Falken ZE912 235x60x17 Rear Tires: Falken ZE912 255x65x18 Gas Tank: Speedway DRIVETRAIN Engine: ’97 350 Vortec V-8 Heads: Vortec heads Valve Covers: Speedway Ignition: Factory Headers: Ram Horn 17⁄8 inches Exhaust / Mufflers: 21⁄2-inch custom bent, Flowmaster Transmission: GM 4L60E BODY Style: Stock stepside Modifications: 2-inch chop, filled drop rail, all chrome removed, frenched taillights and antenna, smoothed tailgate, filled bedrails Fenders Front / Rear: Stock Hood: Stock Grille: Stock Bedwood: Custom Oak Front / Rear bumpers: Front braces shortened flush fit, rear Speedway modified roll pan Bodywork and Paint by: Chaotic Customs in Mulvane, KS Paint Type: Sherwin-Williams, Charcoal Pinstriping: Ron Meyers from Tulsa, OK Headlights / Taillights: Stock headlights / Custom taillights INTERIOR Dashboard: Stock Gauges: Classic Instruments Air Conditioning: Vintage Air Stereo: Sony Speakers: MB Quart 51⁄4 inches Steering Wheel: ’79 Firebird Steering Column: ’79 Firebird tilt Shifter: Lokar Seats: Modified Bench Upholstery by: Chaotic Customs Material: Leather with Graphite / Smoke gray Air was adapted into the interior to keep Fred cool on those hot August night cruises. Some body mods included the cab receiving a 2-inch chop and filled driprails. The Chaotic Customs guys spayed on some Sherwin-Williams charcoal 44

classictrucks.com

paint and laid out Maple Pearl ghost flames to give the overall look an extra pop. Once out of the paint booth, Ron Meyers from Tulsa, Oklahoma, came to Chris’ shop and pinstriped Fred’s truck for him.

Looking back on the 25 years of owning this truck, Fred could not be more proud of how it turned out.

It couldn’t have been done without all his friends and family members who supported him along the process.

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TECH

INSTALL FABRICATE UPGRADE

01 Jason Scudellari, our Classic Trucks Tech Center manager, took a break from working various magazine projects to fabricate a stainless steel exhaust system for his ’49 Chevy pickup.

Piece Pipes

SOURCES DEEDS ENGINEERING (818) 842-2500 www.deedsengineering. com

Building a Custom Exhaust System

FLOWTECH

Words & Images Ron Ceridono • Images Jason Scudellari

One of the dilemmas

encountered when building a nice truck is that any corners cut stick out like a sore thumb. That’s the situation Jason Scudellari was faced with when it was time to install an exhaust system on his ’49 Chevy. It would have been easier to haul the hauler to a muffler shop and have pipes formed on a tubing bender, but that would have been out of character when compared to the rest of the truck. Scudellari knew that to get the custom, free-flowing, mandrel-bent exhaust system that would be in keeping with the quality of his truck he’d have to build it from scratch.

Rather than use tubing headers that are commonplace Scudellari selected Flowtech’s ram’s horn exhaust manifolds for their vintage look and performance potential. Made of cast iron, these manifolds have 15⁄8-inch primaries merging into 21⁄4-inch collectors and feature 3 ⁄8-inch-thick flanges for a leakfree seal.

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02 Here are the raw materials for a custom exhaust system: 2 1⁄2-inch stainless pipe and U-bends from Patriot exhaust and stainless mufflers from JBA (both are PerTronix Performance Brands).

(A HOLLEY PERFORMANCE PRODUCT BRAND) (866) 464-6553 www.holley.com

JBA PERFORMANCE EXHAUST (A PERTRONIX PERFORMANCE BRAND) (909) 599-5955 www.jbaheaders.com

LMC TRUCK (800) 562-8782 www.lmctruck.com

PATRIOT EXHAUST PRODUCTS (A PERTRONIX PERFORMANCE BRAND) (909) 599-6424 www.pertronix.com

TECH

INSTALL FABRICATE UPGRADE

03 For a traditional look and enhanced performance, Flowtech “ram’s horn” castiron manifolds were installed.

They’re available in raw cast iron, chromed, or with metallic/ ceramic coating.

04 Building an exhaust system from mandrel bends requires a considerable amount of cutting and fitting. Here a slight jog was necessary at the header connection.

It’s critical to route pipes away from heat sensitive components such as the starter. It’s also wise to leave enough room to change the starter without disturbing the exhaust pipe.

05 To facilitate welding cuts must be straight and true, something easily done with an abrasive saw.

06 When cutting and fitting pipes, alignment marks are made on both pieces so they will be oriented correctly for welding.

When building an exhaust system there are some rough guidelines for pipe diameter. In most cases a 2-inch dual system is good for up to 275 hp, a twin 21⁄4-inch system will handle up to 375 hp and 21⁄2-inch pipes are good to 450-plus. Of course for heavily modified engines largerdiameter pipes may be required, but keep in mind bigger is not always better. Pipes that are too large can actually hinder cylinder scavenging by reducing the velocity of the exhaust gases.

Another consideration to be made when building an exhaust system is the types of bends that are made to zig and zag the pipes around various chassis components. The most common type of bend is the 50

classictrucks.com

07 After tacking each section and checking the fit, Scudellari used a Miller TIG machine to finish-weld all the individual pieces of pipe.

10 Before the hangers were attached to the frame Scudellari checked the location of the mufflers with a level.

11 To tuck the pipes up out of sight the rear crossmember has been notched.

The tailpipes were carefully centered in those notches to prevent rattles. “crush bend” made by the equipment found in most muffler shops. These machines squeeze the pipe between dies, making them smaller in diameter as the bends are made. The preferred method of shaping pipes is with a mandrel bender. In this process a mandrel is drawn through the inside of the pipe as it is bent, thereby keeping the inside diameter constant. It stands to reason that the reduced diameter of crush bends negatively impacts exhaust flow with some dyno tests showing as much as a 4 percent horsepower loss.

08 To tuck the mufflers out of harm’s way, the head pipes were routed up behind the transmission crossmember.

09 The head pipe slipped inside the muffler’s inlet. A stainless steel band clamp was used to ensure a leak-free connection.

TECH

INSTALL FABRICATE UPGRADE

12 With all the clearances around any sources of interference with the pipes verified, the mounting holes for the Deeds Engineering hangers were marked, drilled, and tapped.

13 After securing the front portion of the system Scudellari used more U-bends to route the tailpipes up and over the rear axle.

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14 To join the sections of the tailpipes together, self-aligning, flanged couplers from Deeds Engineering were used.

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800-548-2168 ELECTRIC-LIFE.COM 15 Deeds Engineering couplers are made from solid steel. They are welded to the tubes and then secured with a V-band clamp. The Deeds Engineering couplers are self-aligning and do not require gaskets. These couplers can be used with mild steel and stainless steel tubing.

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Building an exhaust system from mandrel bends does take time and patience, but the results are worth it in looks and performance. Patriot Exhaust can supply the required straight tubing and mandrel formed bends made of mild steel or 304 stainless steel. Bends are available in 11⁄4- to 4-inch diameters with a multitude of radius and wall thicknesses. For this project 21⁄2-inch stainless tubing and U-bends were used.

16 To ensure the tips would be placed properly they were secured to the frame and then the remaining pipes would be made to fit.

17 In stock form the rear bumper was 7 inches away from the bed.

18 By modifying the brackets the bumper would be raised 2 inches and moved 3 inches closer to the bed.

One of the most important aspects of any performance exhaust system is its sound. Scudellari wasn’t interested in the ear-shattering racket made by some aftermarket mufflers, or the subdued hissing of OEM designs, so he turned to JBA Performance Exhaust to get that signature sound of their chambered mufflers. JBA’s universal mufflers are made of 304 stainless steel and are available in either chambered or straight-through design.

Of all the things in life that can be annoying, an exhaust system that rattles has got to be in the top five. Routing a rattle-free exhaust system takes planning; a considerable amount of cutting, fitting, and mumbling to oneself are part of the process. The trick is to mount the pipes firmly enough so they can’t rattle against the frame or suspension components while providing some movement to allow for thermal expansion and movement of the engine and transmission. In addition, the exhaust components must be kept away from floor-mounted master cylinders, brake lines, starter, solenoid, and all wiring. To keep

TECH

INSTALL FABRICATE UPGRADE

19 To maintain alignment with the bumper the two-piece brackets were tack-welded together and then the necessary cuts were made.

20 Here one of the brackets has been

21 This is the reproduction gravel pan from LMC. It was modified by trimming off the vertical section.

22 The trimmed gravel pan fills the space

23 With the tips located and the front portion of the tailpipes installed, Scudellari cut tubing to fill the void.

welded together and ground smooth.

between the bumper and bed, providing a finished look.

24 Wrapping the pipes around the Panhard bar was the final challenge. Note the alignment marks for welding and that Deeds Engineering clamps were added to the rearmost sections.

all the pipes where they’re supposed to be Scudellari used exhaust hangers from Deeds Engineering. Carved from aluminum these hangers have hightemp bushings and are assembled with stainless hardware.

While welding the various sections of an exhaust system together, being able to install it in sections as well the ability to remove sections when necessary for maintenance or repairs makes clamps a better option. Of course the issue is to find clamps that won’t leak and still allow pipes to be removed and replaced—again Deeds Engineering had what was needed. Their exhaust pipe connectors use interlocking flanges with a band-style clamp to make a leak-free connection.

Although the sound of an exhaust system is important, so is the “look.”

The location of the exhaust tips can be a critical design element and Scudellari found a unique method of incorporating them into the rear of his truck. The stock bumper had a depression centered in the top of the bar to accommodate the license plate. Scudellari simply flipped the bumper upside down and modified the brackets to bring it closer to the bed. He then centered the pipes in the notch for a clean, unique look. The LMC reproduction gravel pan was then trimmed to accommodate the relocated bumper.

In keeping with the truck’s build style the finished exhaust system is clean, functional, and the sound it makes is music to a truck enthusiast’s ears—and there’s no sore thumb to be seen.

25 The completed system matches the build quality of the truck. It’s proven to be rattle and leak free and sounds great.

26 With the bumper mounted upside down, the notch for the license plate provides the perfect place to locate the exhaust pipes.

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INSTALL FABRICATE UPGRADE

SOURCES

Automatically Overdriven …

ATI PERFORMANCE PRODUCTS (877) 298-5039 www.atiracing.com

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GEARSTAR PERFORMANCE TRANSMISSIONS (330) 434-5216 www.gearstar.com

Words Jim Smart • Images Jim Smart & Courtesy of the Manufacturers

One of the greatest innovations of the ’80s was the incorporation of overdrive into manual and automatic transmissions. Overdrive has been a terrific means to reduced wear, tear, and fuel consumption on the open road by reducing engine rpm.

Overdrive-equipped automatic transmissions arrived as original equipment in new automobiles at the cusp of the ’80s as a means to improved fuel economy and lower emissions.

As the ’80s passed enthusiasts began to wonder how to get this kind of efficiency into their classic cars and trucks. One by one transmission builders and aftermarket companies jumped on board with overdrive automatics and conversion kits.

Converting to overdrive should be something of a 56

classictrucks.com

Q Overdrive automatics like the 4L60E are tried and proven geartrains fitted to new-design cases fitted with an overdrive unit inside.

GEAR VENDORS UNDER/ OVERDRIVE (800) 999-9555 www.gearvendors.com

HUGHES PERFORMANCE TRANSMISSIONS (602) 257-9591 www.hughesperformance.com

INLAND EMPIRE DRIVELINE (800) 800-0109 www.iedls.com

PERFORMANCE AUTOMATIC (240) 439-4650 www.performanceautomatic.com

SUMMIT RACING EQUIPMENT (800) 230-3030 www.summitracing.com

TCI AUTOMOTIVE (888) 776-9824 www.tciauto.com

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Get the ultimate in handling and ride with an AME Multi-Link IRS email: sales@artmorrison.com

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TECH

INSTALL FABRICATE UPGRADE

Q You have a choice when it comes to selecting the overdrive automatic path. You can find a good rebuildable core and have a local transmission shop perform the rebuild, or you can look to a broad spectrum of mass aftermarket rebuilders who can set you up with a solid, high-performance automatic overdrive with bulletproof components and a warranty.

Q Aftermarket high-performance transmission shops like Hughes Performance in Phoenix offer you an extensive line of built-to-order transmissions, kits, parts, and torque converters for classic trucks. These are blueprinted, handbuilt transmissions that are missions specific. Order one up for your classic truck project.

Q When you’re shopping for an overdrive automatic or a rebuild kit, you’re going to want to know the caliber of the parts within. You don’t want budget parts even if you’re on a tight budget because doing it over again becomes more expensive. Because automatic transmissions tend to get expensive, this is something you want to do once and be done with it. Don’t do this on the cheap. You want high-end clutches and steel plates. Seals, both internal and external, depend upon the kind of driving and power anticipated.

Q Electronically controlled automatics deserve fresh electrical components inside and out. Solenoids, switches, and harnesses should all be new.

Reputable transmission builders, such as Performance Automatic, Hughes Performance, Gearstar, ATI Performance, and TCI Automotive all employ new electrical components in their builds. package deal depending upon the type of classic truck you’re building.

If you’re building a mainstream truck high on popularity numbers, transmission conversion packages and parts are available to facilitate your conversion. And when there isn’t, you will have to look to the fabrication skills of a professional 58

classictrucks.com

Q The Hughes Performance 4L60E fits virtually all GM rear-wheel drive models, including the very popular C/K trucks. Hughes Performance has continued to improve this time-proven transmission both in durability and upscale technology. All parts are carefully inspected and many of the original equipment pieces are replaced with Hughes High Performance components. Kevlar bands have been used in Hughes transmissions over 15 years with great success. These are raceproven components, which means they work well together and they last.

Q Here’s the 4L65E from ATI Performance Products. The 4L60E has its roots in the original 700-R4 overdrive automatic introduced back in the early ’80s. Through the years, ATI has managed to massage these popular slush boxes into very competitive automatics. The 4L65E from ATI is rated to 550 hp and comes with a 10-inch locking torque converter, which makes it a terrific choice for your street truck.

The 4L65E is good for the commute and weekend drag racing. The Simple Shift transmission programmer shown here enables you to set up shift programming any way you desire based on the kind of driving you plan on doing. All parameters are simply adjusted with easy-to-use dials on the end of the Simple Shift unit. Complete control of how and when your transmission shifts is at arm’s reach. who can build a crossmember and related parts to get the job done.

There are two basic ways to get into overdrive automatic technology.

You can take an existing threespeed automatic and splice in a Gear Vendors overdrive unit for six-speed variable ratio cruising or you can look to a plethora of overdrive automatic transmissions and sources from all over the industry. The aftermarket offers you a wealth of “crate” overdrive automatics engineered for your specific application. Couple this with a wide variety of torque converters, stall speeds, and shift programs and you’re good to go. What’s more,

electronically controlled overdrive automatics offer precision shift programming without the hassle of throttle valve cables and linkages.

Here’s what’s available from the aftermarket for your classic truck overdrive automatic conversion, along with important details you need to know about along the way.

FOR YOUR CLASSIC TRUCK

EXCEPTIONAL QUALITY AT AFFORDABLE PRICES CALL OR VISIT OUR WEBSITE TO REQUEST A FREE CATALOG MORE THAN 2,500 PARTS!

Billet Hood Hinges

Billet Aluminum Taillight Kits

Available for ’47-’81 Chevy Trucks and ’53-’56 Ford F100

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V Drive V-belt and S-Drive Serpentine Pulley Kits One part number gives you everything you need to accessorize your engine with American made billet aluminum and new, name brand components. Available for Pontiac, Small Block, Big Block and LS Chevys, Ford Small Block 289-351W, Ford Cleveland 351, and Chrysler Hemi & Big Block engines.

Billet Aluminum Exterior Door Handles

Billet Aluminum Marker Light Bezels

Available for ’67-’72 Chevy Trucks

Available for ’67-’72 Chevy Trucks

Call: 1-888-813-1293 Click: EddieMotorsports.com facebook.com/eddiemotorsports eddiemotorsportsinc

March 2018

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TECH

FRONT & REAR

OC K FROM ST OP! R D ” TO 5

COIL SPRINGS Front Coils Shown

• Show Quality Powdercoated Black Finish

CHOICE

FOR 1963-87 CHEVY C10 TRUCKS CLASSIC FIT

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INSTALL FABRICATE UPGRADE

Q If you’re the do-it yourself type or have a

• High Quality Chrome-Silicon Rear Coils Shown Alloy Construction • Stock or Lowered Heights Available • Heavy-duty Coils for Panels, Suburbans, or Towing Applications Also Available Front or Rear Coil Springs - starting at

favorite transmission shop you like working with, Hughes Performance has a complete line of transmissions overhaul kits and parts for your project. Everything needed for an overdrive automatic rebuild is included in this kit: clutches, plates, bands, bushings, and seals (iron and Teflon). It’s a good idea to order front pump parts (gears or rotors) while you’re at it. Plan on ordering a torque converter while you’re on the Hughes website.

95/pr

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PERFORMANCE

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REAR FRONT & BLE! A AVAIL

Automotive is a mainstream, electronically controlled Ford Automatic Overdrive transmission. The original Automatic Overdrive transmission introduced in 1980 was a mechanically modulated unit with a single throttle valve (TV) cable, which replaced the vacuum modulator and kickdown linkage used on the classic C4, C6, FX, MX, and FMX transmissions.

The TV cable does the work of both the vacuum modulator and kickdown linkages.

TCI builds the AOD and AODE/4R70W with heavy-duty high-performance components, such as a new intermediate shaft, a larger complement of fresh Red Eagle Alto clutches, new roller clutches, and complete inspection of all hard parts to ensure integrity.

• Greasable “D” Bushings • Powdercoated 2 Position Mounting Brackets • Includes All Hardware

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Starting at

Q The AODE/4R70W from TCI

FRONT Mounts starting at $69/pr REAR Mounts Front Mount starting at $89/pr Shown

139/kit $ REAR Sway Bar Kit (Standard mounts)- starting at 139/kit

FRONT Sway Bar Kit (Standard mounts)- starting at

Classic Performance Products, Inc. 378 E. Orangethorpe Ave. Placentia, CA 92870

$

800.823.1299

CLASSICPERFORM.COM Prices subject to change without notice. Please note that kits and prices may vary between certain applications.

Q Performance Automatic is now building the electronically controlled Ford 6R80 sixspeed overdrive for Blue Oval applications.

The 6R80 is designed for Ford’s overheadcam Modular engine family. The Street Smart system enables proper shift tuning to your driving habits.

Q If you’re planning in excess

Q This is the Hughes Performance 700-R4 mechanically modulated overdrive automatic, which is perfect for carbureted and even fuel-injected applications. As you would expect from Hughes, the 700-R4 has all of the right stuff inside, with racing components that increase strength, reliability, and torque capacity. All Hughes street/strip transmissions also feature a manual/ automatic valvebody that allows you to select precise manual shifting or full automatic. Hughes recommends the use of a transmission cooler and deep-sump aluminum oil pan with 2 to 4 quarts of extra fluid capacity in any severe-duty, street/strip transmission.

Q When you’re gearing up for an overdrive transmission swap, it is important to remember the peripherals.

You’re going to need sensors and other items, like the neutral safety and backup light switches. These are normally not included with transmission packages.

of 650 hp, ATI’s 4L85E has the bases covered with high-torque capacity via a 10-inch locking torque converter with billet aluminum cover, heavy-duty internals, fully able to withstand the power of a brute big-block.

The ATI 4L85E is available in 1,000- and 1,500hp ratings, depending on your expectations and the size of your checking account.

■ Custom bolt-in kits for 1957-86 Ford and 1960-94 Chevy/GMC ■ Easy to install —wiring harness & detailed instructions available ■ Choice of three panel finishes and 18 popular gauge styles

nel and gauge See various pa line r your truck on combinations fo com

ash. www.ClassicD

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Complete Clean Wipe Systems Available For: 1932-36 1940-47 1937-46 1965-71 1966-77

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Our Model-Specific Bolt-In Upgrade Kits Offer A Quiet, Powerful, Two Speed Electric, SelfParking Motor And Heavy Duty Transmission.

Q Summit Racing Equipment sports an inventory of QuickTime bellhousings engineered to make virtually any swap possible. This is the QuickTime bell adaptor that enables you to go from a 4L80 to the 6L80.

Clean Wipe Complete Kits Include Powdercoated Linkage and Chassis and Polished Stainless Arms and Blades. Washer Pump and Delay Switch Optional.

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March 2018

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INSTALL FABRICATE UPGRADE

Q An easy

Q Would you like a 4L60 behind your Buick/Olds/Pontiac mill? You get there with this QuickTime bell adaptor from Summit Racing Equipment.

Q This QuickTime bell from Summit Racing Equipment enables you to put the Ford AOD/AODE/4R70W behind the legendary FE Series Ford big-block.

Q When you’re shopping transmissions and torque converters, remember how critical stall speed is. Stall speed is the rpm range when your engine begins to move the vehicle.

Street trucks need a low stall speed in the 1,200- to 2,400-rpm range to be effective.

Higher stall speeds become necessary to get a high-performance engine into its powerband to get a productive launch. This is the FTI Performance torque converter from Summit Racing Equipment. These converters are available in a variety of stall speeds, depending on where your engine makes peak power.

way to get into cooling capacity is a finned deep-sump transmission pan like this TCI piece available from Summit Racing Equipment. These cast-aluminum pans are huge heat sinks for hot transmission fluid. These terrific pans extract a ton of heat, especially when complemented with a transmission fluid cooler. And remember, heat destroys critical automatic transmission parts. The cooler you can run your automatic the better.

Q Hughes Performance has a complete line of torque converters for GM, Ford, and Chrysler applications.

Choice depends on what you want your classic truck to do. Cruisers need a lower stall speed and lockup capability for efficiency.

Q One step too often overlooked during transmission installation is filling the torque converter with transmission fluid prior to installation. Filling the converter primes both the converter and front pump with fluid to achieve line pressure upon startup. Most converters will need 1-2 quarts.

Q Transmission installation requires as much care as the transmission build itself. If the bell won’t seat against the engine squarely, the torque converter isn’t fully seated in the front pump. This is an easy mistake to make and it will cost you the transmission.

If you can fit your hand between the torque converter and bellhousing the converter is not properly seated in the pump.

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Q The 4L80E from Gearstar Performance Transmissions is a purpose-built overdrive automatic engineered for highhorsepower/torque applications. Here’s what you get. The Gearstar Master Overhaul Kit with New Steel Plates, Raybestos High Energy clutches, TransGo Shift Reprogramming Kit, Filter; Torrington bearings, bushings, and thrusts, new internal wiring harness, manifold pressure switch, EPC solenoid, PWM solenoid,and input and output speed sensors; 1-2 shift solenoid, 3-4 shift solenoid, extra capacity Second gear clutch assembly, heavy-duty forward clutch hub, heat-treated input shaft,heat-treated main shaft and forward steel forward clutch hub; heavy-duty intermediate sprag, updated molded steel direct-clutch piston and reverse band, new low roller assembly, wider kickdown band with new apply piston, updated boost valve and TCC regulator valves, blueprinted front pump and valvebody, transmission mount, new OEM steel pan, and 30,000 GVW transmission fluid cooler.

Strong Style Front Drop Springs 580-154

Half Ton Deluxe Disc Brake Kit 910-31914

• Put front disc brakes on your 1948-56 Ford F100 1⁄2 ton • No spindle modifications are required • Rotors have a 5 on 41⁄2” Ford bolt pattern.

• Kit Includes: Vented cast iron rotors, GM single piston iron calipers (7⁄16”-20 inlets), Brake pads, Caliper slide bolts, Rubber brake lines, Steel caliper brackets, Hardware, New bearing and seal adapters, Seals, Inner bearing cones, Outer bearing cones, Spacers, Dust caps

• • • • •

$

269

99

For 1953-56 Ford Truck 3” drop 2-leaf tapered design for a better ride Includes U-bolts for easy installation Shackle and spring bolts sold separately

$

379

99

/PR

Rear Dropped Springs 580-155R

/KIT

Aluminum Fuel Tank 910-76048

• For 1948-60 Ford Pick Up • 281⁄4” x 161⁄2” x 8” • 17 gallon capacity

399 99

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• For 1955-56 Ford Truck • Multi-leaf rear springs create a 3” drop • Does not include shackles, shackle bolts, or U-bolts.

U-bolts available separately

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TECH

INSTALL FABRICATE UPGRADE

Q Especially tricky is Ford’s AOD (Automatic Overdrive) with its two input shafts—one small inner shaft for overdrive lockup and the other for straight drive (larger hollow outer input shaft). The AOD does not have a locking converter like its contemporaries at GM and Chrysler. The lockup feature is inside the unit, coming into play when overdrive engages via the smaller input shaft. Torque converter installation is tricky because you have two shafts to engage plus the pump. As you seat the torque converter, you must be positive you have engaged both input shafts and the front pump.

Q Another issue can be flexplate size and type, which you want to be mindful of when you’re ordering components to complement your transmission install. It gets confusing with Ford and its many flexplate sizes and applications.

Q TV cable

Q If you’re running a GM 700-R4 or Ford AOD transmission, the TV cable calls for a strict adjustment process, which calls for precision adjustment and knowing what you’re doing. Summit Racing Equipment offers this universal adjustable TV cable for all applications sporting TV cable modulation and kickdown in carburetor and EFI applications.

Q Gearstar also offers terrific overdrive automatics for Ford and Chrysler applications like the 4R70W, which is an evolution of the original AOD and AODE. The Chrysler A518 (not pictured) is available for big-block applications.

Gearstar is a builtto-order full-service transmission builder.

This means you can spec out specifically what you want. Gearstar is here to help you make an educated decision.

Q If you’re running a classic three-speed automatic such as a Ford C4 or C6, GM TH350 or TH400, or the Chrysler A904 or A727, you can get into a Gear Vendors overdrive unit and come up with a sixspeed automatic shifting into and out of overdrive as you shift.

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adjustment directly influences line pressure based on throttle position and vehicle load.

It is strongly suggested you use a line pressure gauge when carrying out TV cable adjustment.

Oh sure, you can get by holding the throttle wide open and locking the adjustment in, which should get you proper line pressure. However, if you screw this up and don’t have enough line pressure at wide-open throttle, you’re going to have clutch and band slippage and serious transmission damage.

Q Overdrive swaps call for custom-length driveshafts. With proper measuring technique instructed by Inland Empire Driveline, these folks can build a new steel, aluminum, or composite shaft to your application.

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LIVING THE

DREAM Hitting the Road in Mikael Bjork’s ’28 Ford Pickup

here’s a lot to be said for classic truck owners who live the dream on a daily basis by devoting an endless stream of late nights and lost weekends to working on their ultimate masterpiece. Once they open the garage door, fire it up for the first time, and drive it out into the sunlight is when it all becomes real. It’s at that point when the assemblage of parts comes together with its owner to hit the road for the first of many miles to be logged onto the odometer.

Now imagine the level of dedication required to make this scenario come together while living outside this country. For Mikael Bjork of Ankarsvik, Sweden, wanting to build a custom ’28 Ford hot rod pickup meant having to deal with sourcing a buildable base, locating parts, a driveline, and every single nut and bolt . . . stuff we often take for granted since it’s all readily available at our fingertips. For Mikael, it meant that once everything was located it needed to be shipped to his location at not only a great financial cost, but one also of time as well, which could affect the build.

Growing up in Sundsvall, Mikael was lucky enough to get his daily dose of American Muscle thanks to a number of neighborhood friends who owned a ’69 Dodge Charger and ’69 Mustang Mach1. The roar of mighty V-8s brought the many kit models he built over the years to life, as well as the pages of any hot rodding publication he could find. By the time he was 10 he experienced the iconic movie American Graffiti for the first time. It was easy to become obsessed with John Milner’s yellow coupe and from that point on his passion

T

•Words by Chuck Varnas •Images by The Author March 2018

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LIVING THE DREAM for hot rodding took over. As the years passed he built and owned a number of hopped-up European models, with the hopes of someday owning a hot rod with a roaring V-8.

Finally it was time to make the big commitment and begin the search for a base to start building the hot rod of his dreams. Canvassing leads from the web, his exhaustive efforts finally led him to a bone-stock ’28 Ford pickup being offered for sale in Long Beach, California. The truck was rock-solid and offered at a fair price so a deal was made and the little hauler was shipped back to Sweden to commence its rebirth. The fact that the truck was solid and complete put Mikael miles ahead since he wouldn’t have to source things that could have been missing. Once the truck was delivered to his home shop he studied it and

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decided to keep it in stock body configuration retaining its roofline and fenders for its overall balance.

After fully disassembling the truck it was determined that the original spine was straight and clean, so it was sent out to be blast clean. Once back Mikael got busy by fully boxing it and adding custom crossmembers to tie it all together. A Ford 9-inch rear packed with 4.11:1 gears was hung in place by a custom four-link with Panhard bar and Bilstein coilover shocks to soak up the bumps.

To get a true in-the-weeds stance up front a 5-inch dropped axle wears ’39-’41 Ford spindles deftly matched to hairpins from Pete & Jakes, combined with a Speedway Motors monoleaf and Bilstein tube shocks. For plenty of stopping power a Corvette dual-bowl master pushes fluid through stainless lines to 11-inch GM discs and four-

1928 FORD PICKUP Mikael Bjork

piston calipers mounted at each corner. Nothing says traditional better than a set of 15-inch Wheel Vintiques smoothies wearing a classic combination of wide whites from BFGoodrich up front and Firestone/Coker out back in big ’n’ little configuration.

When it came time to making a decision on power for the truck, Mikael wanted to stay traditional and keep a Ford in a Ford. He contacted Tuff Dawg Engines in Phoenix to build a stout 302ci V-8 that would have plenty of go and dependability for the long haul. A ’68 block was machined and filled with a freshened stock crank and rods with Keith Black 10:1 slugs riding shotgun. For plenty of attitude a stick from COMP Cams sets the beat while a pair of warmed-over stock heads make plenty of power. Up top an Edelbrock Performer intake wears a matching 600-cfm carb while an MSD ignition sparks it all to life. Cooling moves through an Edelbrock water pump and a Walker radiator while spent gases dump out of Patriot headers to stainless exhaust, setting the tone via MagnaFlow mufflers. A Ford AOD trans reworked

by Phoenix Transmission pushes the goods rearward through a custom driveshaft.

Starting with rust-free sheetmetal has its advantages, as you can focus on the custom fabrication you want to take on and not lose any time to laborintensive repairs. Mikael got busy, starting with reversing the factory firewall and followed by adding a custom-fabricated steel roof insert to the cab.

With that accomplished he then crafted a custom rear roll pan, followed by completely metal-finishing the body and bed while also setting all the gaps.

He then laid down a lustrous coating of Standox dark brown metallic with cognac bringing the project to life. Inside the stock dash was filled with gauges from Mooneyes to monitor the vitals while Vintage Air adds plenty of cool to the cab for the long haul. Steering moves through a Budnik steering wheel on a Flaming River column to a Vega box to navigate the road. A custom bench was fitted by Hanngrens and covered in light brown leather with accenting door and kick panels with complementing fawn plush carpeting.

The final magic of the story is that last year Mikael and great friend Martin Lundqvist of Stockholm (owner of a wicked ’32 Ford coupe) both shipped their cars to the U.S. for well-planned trip to take in as many hot rod shows and sights as possible over a five-week period. Talk about living the dream. The pair crisscrossed the country, amazing over 6,000 miles on their rides while seeing the sights and making friends in every state along the way. This is what hot

CHASSIS Frame: Stock Modifications: Boxed, smoothed Rearend / Ratio: Ford 9-inch / 4.11:1 Rear Suspension: Custom four-link with Bilstein coilover shocks and Panhard bar Rear Brakes: GM 11-inch disc and calipers Front Suspension: 5-inch dropped axle, ’39-’41 Ford spindles, Pete & Jakes hairpins, Speedway Motors monoleaf, and Bilstein tube shocks Front Brakes: GM 11-inch disc and calipers Steering Box: Vega Front Wheels: 15x5 Wheel Vintiques Smoothie Rear Wheels: 15x8 Wheel Vintiques Smoothie Front Tires: BFGoodrich Rear Tires: Firestone/Coker Gas Tank: Stainless by owner DRIVETRAIN Engine: ’68 Ford 302ci V-8 Heads: Warmed-over stock Valve Covers: Chrome Manifold / Induction: Edelbrock Performer / Edelbrock 600 cfm Ignition: MSD Headers: Patriot Exhaust / Mufflers: 21⁄2-inch stainless / MagnaFlow Transmission: Ford AOD Modifications: Shift kit Shifter: Lokar BODY Style: Pickup Modifications: Custom roll pan, roof insert, and firewall Fenders Front / Rear: Stock Hood: Stock top with louvered sides Grille: Stock, chrome Bed: Stock with custom bedwood Bodywork and Paint by: Owner Paint Type / Color: Standox / Dark brown metallic with cognac Headlights / Taillights: Stock / ’40 Ford Outside Mirrors: Swan-neck style Bumpers: Stock front, chrome INTERIOR Dashboard: Stock Gauges: Mooneyes insert with matching gauges Air Conditioning: Vintage Air Stereo Speakers: Kenwood Steering Wheel: Budnik Steering Column: Flaming River Seats: Custom Upholstery by: Hanngrens Material / Color: Leather / Light brown Carpet: Fawn plush rodding is all about and we’re here to say this duo really nailed it with their commitment to hot rodding in bringing their builds here to take in the sights and excitement firsthand.

Great job, guys!

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01 This is typically how the right side of our hood would sit after closing it. You could press it down, but as soon as you drove it, it would pop back up. No amount of adjusting would get it to stay in place.

Fitting a Hood for Good

SOURCE EDDIE MOTORSPORTS (888) 813-1293 www.eddiemotorsports.com

Solving a 60-Year Dilemma Once and for All Words & Images Don Lindfors

One thing we have noticed

after years of being in the classic truck hobby is how many ’53-’56 F-100s have poor hood gaps. The problem comes from the design of the hood hinges that allows them to flex and move quite a bit. These were built to be work trucks and it was not a top priority of how well the hood fit as long as you could open and close it. Original hinges are now 60-plus years old and many are pretty worn out. The aftermarket stepped up some years back with reproductions of the originals, but they suffer from the same design flaws, not to mention some are of questionable quality. You can spend countless hours, as we did with this ’56, adjusting and tweaking it to get the hood to close just right, and then after a few cycles, it’s out of whack again. Many owners give up and just live with poor-fitting hoods or go to the popular reverse-opening kits that have been around for quite a few years now. Those kits, originally based on SAAB and BMW parts, work well, but many owners would like to stay with the traditional front-opening hood.

Our frustrations led us to a search for alternatives and we found 70

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some interesting-looking billet parts from Eddie Motorsports, of Rancho

02 The front edge would also creep forward, but if you adjusted it back so that it would stay there, it would hit the cowl as you closed it, then align itself.

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888.957.5454

TECH

INSTALL FABRICATE UPGRADE

Cucamonga, California.

After talking with Chief Operating Officer Joe Rode, it sounded like these would be the solution to our problems. A few days later we had a pair of their Powder Coated Matte Black hinges for our â&#x20AC;&#x2122;56 (they are also available in As Machined or Matte Clear Anodized, Powdercoated

or Anodized Gloss Black, Polished, or Clear Coated).

The quality of these parts is top notch and included stainless steel hardware and small gas shocks that work in place of the stock springs. The installation was quite straight forward, using all the factory holes for mounting. One thing we noticed as we were

03 The left side was much better, but it still required that you push it down in the rear after closing.

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To find a Dealer near you, go to:

customautosoundmfg.com 800-888-8637 Licensed by Ford and GM

04-05 The Eddie Motorsports kit consisted of left and right hinges, gas shocks, and stainless steel hardware, along with instructions.

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06 The original Ford bolts are a shoulder bolt that mounts the hood to the hinges. We removed the four slightly rusted bolts and lifted off the hood.

installing the hood to the new hinges is that we had to spread the hood slightly in order to fit it over the hinges, holding the hold sides to the proper width (something the stock hinges can’t do). Unlike the stock stamped sheetmetal hinges, these billet aluminum parts don’t flex and give, holding the hood exactly where it is supposed to be.

The hood now fits like it is supposed to with more consistent gaps and stays the same each time we open and close it. The gas shocks and billet arms with bearing pivots allow for smooth movement

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www.heinzmanstreetrods.com 1305 North “C” Road Phillips, Nebraska 68865

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INSTALL FABRICATE UPGRADE

07 This is the aftermarket hinge that replaced a broken factory unit on the passenger side. The driver side still had an original Ford part.

The OE Ford part was tighter than the aftermarket but both were pretty sloppy in their movement.

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08-09 Four bolts hold the hinges to the cowl; two are accessed from the engine compartment and two from inside the cab.

10 You can see the difference in design and strength between the Eddie Motorsports and OE Ford hinges. and easy opening and closing. This is the way the hood should have worked originally; I only wish we would have found them before spending many hours trying to get the stock-style hinges to work satisfactorily, which they never did!

Follow along as we spend about an hour installing and adjusting these hinges, making our ’56 hood work and fit better than it ever has.

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12 Bolt the hood to the Eddie Motorsports hinge using the stainless button-head cap screws and the aluminum spacers that go between the bearing and the hood. Tighten these bolts to about 10 lb-ft.

11 The Eddie Motorsports hinge bolts to the firewall using the supplied stainless hardware, with the hinge adjusted all the way up to allow for adjustment without the hood hitting the cowl. Use antiseize on the threads to prevent galling. Leave the bolts just snug so that the hood can easily be adjusted.

1967-72

Chevrolet Trucks

1960-66

Chevrolet Trucks

13 With both sides of the hood bolted up, we closed the hood and were happy to see that the hood fit better than it ever had and we hadn’t even adjusted it yet.

1947-55 Chevrolet Trucks

1967-72 Ford Trucks

1955-59 Chevrolet Trucks

1953-56 Ford Trucks

Division of Cold Air Products Inc.

14 Once we got the hood to fender alignment correct, we tightened the hinge to firewall bolts and our installation was complete.

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15 Now that is how a ’53-’56 F-100 hood should fit! We opened and closed it numerous times and it stayed in perfect alignment. Not bad for about an hour’s work in the garage with a buddy.

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An FE for an Effie Dropping an Original Motor in a Modified Frame Words & Images Ryan Manson

You would think

that dropping an FE engine in a ’67-’72 Ford F-100 wouldn’t be a topic even worth a conversation, as said trucks came equipped with the big V-8 as stock. But if the truck has been modified at any point in time, simply dropping the original motor back in place can become quite a chore. Case in point, our buddy Danny “Paloma” Valenzuela’s ’69 F-100. If you’ve been reading the book lately, you’ll remember that we pulled the 360ci FE engine out of Danny’s truck a few years back and slowly reassembled it as a 434ci stroker. While we were at it, we also installed a TCI Automotive 4L60E transmission to give the Effie the overdrive transmission that it deserved. Prior to that, we had installed a Fatman Fabrication IFS kit to replace the stock twin I-beam setup, effectively ridding the original motor mounts in the process. The end result? Danny’s F-100 lacked any of the original locating points for the FE engine, and, as they say, some assembly was required.

Thankfully, Fatman Fabrication has a solution for mounting the motor in the shape of their tubular engine mount kit. These require some fabrication skills to get the new mounts welded in the proper 76

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location on the Fatman crossmember, but nothing an amateur with decent MIG welding skills can’t handle. Once the mounts were tacked in place and the engine and trans hung, we noted the transmission’s mounting

pad in relation to the framerails and gave the guys at Classic Performance Products (CPP) a call to see if they had a transmission crossmember to suit.

Turns out CPP PN 90171 fit the bill with its 21⁄8-inch rise from the frame mounting flange to the trans pad.

With the drivetrain in place, our attention was turned to the steering requirements; mating the ididit tilt steering column to the Fatman Fabrication power rack-and-pinion.

INTRODUCING THE CLUB FOR ALL THINGS HOT ROD! Dancing around the Patriot full-length headers will be challenging, but thanks to a handful of U-joints, some DD shaft, and a support bearing from CPP, it’s simply a matter of cutting the shaft until the U-joints slide into place.

When it comes to installing a new engine/trans swap, like real estate, it’s all about location, location, location.

Too far forward and the oil pan might contact the crossmember or crowd the radiator with the water pump pulley. Too far aft and contact with the firewall or floor can become problematic. Too high results in similar space issues while an engine hanging in the breeze under the framerails could drag the oil pan or headers on every bump in the road.

It’s all about sacrifice, but at the end of the day, getting the motor back and low is the name of the game, as this will provide the best weight bias as opposed to an engine that’s mounted high and over the front axle centerline.

Follow along as we reinstall an FE engine in our Effie.

SOURCES CLASSIC PERFORMANCE PRODUCTS (800) 830-1724 www.classicperform.com

FATMAN FABRICATION (704) 545-0369 www.fatmanfab.com

IDIDIT (517) 424-0577 www.ididitinc.com

PATRIOT EXHAUST (909) 599-5955 shop.patriotexhaust.com

TCI AUTOMOTIVE (888) 776-9824 www.tciauto.com

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03 The original FE engine mounts leave something to be desired so Fatman uses a pair of ’68 Galaxie motor mounts (NAPA PN 602-1152) mated to the FE block via adapter plates. The Galaxy mounts then mate to Fatman’s tubular mount using a through bolt design.

Here, the engine is located between the framerails and the tubular mounts set in place for final check.

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With the location checking out, the tubular mounts can then be welded to the chassis, permanently locating the engine.

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06 While the engine mounts were sorted, the tailshaft of the transmission was supported by a floorjack to retain the aforementioned 2-3 degrees of rake.

With the mounts welded in place, the transmission mount needs to be addressed.

The TCI transmission mount was 21⁄8-inch higher than the bottom of the framerail, requiring a trans crossmember with an equal amount of rise; we found that CPP’s PN 90171 crossmember fit perfectly.

07 With the drivetrain ďŹ nalized, we bolted up the Patriot full-length headers so that the steering components could be routed. Here, we have a pair of CPP U-joints mounted at either end of the steering system.

08 In a perfect world, a single DD shaft would mate the rack-and-pinion with the steering column. Things are rarely easy, however, and our F-100 is no different, requiring an additional U-joint to be added to the system.

09 A three U-joint system requires a support bearing to prevent the linkage from binding and must be taken into consideration during the fabrication period. Here, the lower DD shaft length is being determined ...

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11 Once trimmed and with the third U-joint in place, the length of 10 … and marked for trimming.

12 The U-joints use setscrews to effectively pin the linkage together.

To ensure that the shafts cannot slip out, each section of DD shaft is dimpled so that the setscrews have a depression in which to fit into, providing a safer and more effective locking mechanism.

shaft between it and the column U-joint can be determined. Note the support bearing and bracket.

13 Thread locker applied to each setscrew as well as a properly torqued lock nut ensure that the steering linkage should never come apart unless desired.

14 With the FE engine back where it belongs, Danny’s F-100 is starting to look complete again.

CHILDHOOD MEMORIES LEAD TO

MODERN FUN Clint Wilson’s ’66 Chevy is a Time Machine •Words by Joe Greeves •Images by The Author

o many things determine the purchase of that one special vehicle in your life; not every vehicle is a perfect fit.

When you find it, however, you know immediately. Childhood memories of the family’s new pickup truck in the driveway can shape adult decisions when it’s time for a new vehicle, even when it’s decades later. That’s about the way it began for Clint Wilson and his green and white ’66 Chevrolet C10. From Providence, Florida, Clint makes his living as an air conditioning contractor, but cars and trucks have been a lifelong hobby. He remembers the ’65 GMC that his father purchased new when he was 5 years old. It was the truck he learned to drive on when he was 10 and it was the start of an automotive love affair that hasn’t ended yet. At age 15, he fixed up the old family hauler, painting and personalizing it, using it for school, and remembering an unforgettable day when the precious cargo in the bed was the high school cheerleading team in the local parade. The truck was also where he had his first date. Although an accident later destroyed the truck, the fond memories and emotional attachment remained. Even though he’s owned almost a dozen vehicles in the past, he always wanted a replacement for that first, nostalgic ride.

S

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The opportunity came back in 2000 when he acquired this â&#x20AC;&#x2122;66 Chevy shortbed, almost a dead ringer for his old truck. A friend who happened to be the second owner was looking for a more dependable means of transportation so Clint bought the truck, intent on upgrading the vintage ride and reliving some wonderful memories from his childhood. In the last 15 years, multiple changes have taken place, concentrating on rejuvenating the original 283 V-8, adding an old-school spring drop to it, and fitting it with a four-speed.

Two years ago, however, he decided the time was right for a full, frameoff restoration. With the help of his friend Neal Nydam, owner of Dutchcraft in Lake City, Florida, Clint devised a plan. Rather than return the truck to original, they would build March 2018

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CHILDHOOD MEMORIES LEAD TO MODERN FUN

a restomod, retaining those nostalgic looks but adding modern power and handling. Nydam is a welder, fabricator, painter, and well versed in rejuvenating vintage rides. “He knew what I wanted,” Clint told us. “I wanted it to look stock but it had to be something I could drive on the highway. We even went back to the factory colors to keep it as true to the original as possible.”

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They had a big advantage when they started since the truck was already in great shape. Stripping the body from the frame, the chassis was powdercoated black, followed by a Heidts frontend, drop spindles, and power steering with an ididit column. Wilwood power disc brakes and master cylinder along with Pro-G coilovers

1966 CHEVROLET C10 Clint Wilson

modernized all four wheels while the factory trailing arms now hold a 10-bolt rear from a Chevelle, running 3.50 gears. CPI was called upon to help rid the cab of gas fumes, thanks to their 18-gallon tank, now relocated between the rear framerails.

Since increased power and the attendant joys of a warranty were high on the list, Clint purchased a 350 HO crate motor rated at 330 hp.

It’s equipped with a 700-cfm carb for deep breathing while ceramiccoated Hooker Headers exhale into a Flowmaster stainless steel dual exhaust system. Custom engine pulleys from Concept-1 power the accessories and the Griffin fourcore radiator keeps everything cool.

The transmission is a Muncie Rock Crusher four-speed and Clint has resisted the temptation to replace it with a five-speed. “I love the oldschool nostalgic feel you get with this four-speed.”

Since Clint has been in love with the looks of the truck for almost half a century, body mods were kept to a minimum, smoothing the original sheetmetal and even going so far

as to retain the vintage chains on the tailgate. All the chrome and the bumpers were sourced from National Parts Depot in Ocala, Florida. Boyd Coddington Junkyard Dog rims, 18x8s up front and 20x9s in the rear, look great, fill the wheelwells, and are wrapped in Nitto rubber.

Clint chose factory green and cream, sprayed by Dutchcraft to wrap up the exterior.

Moving inside, the subtle departures from tradition included Vintage Air with a separate vent panel under the dash, Dakota Digital instruments with analog needles to reinforce the vintage look, and a Custom Autosound Bluetooth stereo powering a pair of Pioneer speakers.

Bob’s Tops in Lake City, Florida, reupholstered the stock seat with Clint’s daughter, Celeste, choosing the colors and pattern. The completed truck has been 15 years in the making but has definitely satisfied Clint’s desire to relive childhood memories. We photographed the truck on its maiden voyage, on the road only two short weeks but guaranteed to be a joy for many years ahead.

CHASSIS Frame: Reinforced and powdercoated black Rearend / Ratio: Chevelle 10-bolt rear, 3.50 gears Rear Suspension: Factory trailing arms, PRO-G coilovers Rear Brakes: Wilwood 12-inch, four-piston disc brakes Front Suspension: Heidts independent frontend, 10-inch Viking springs, 2-inch drop spindles, and PRO-G coilovers Front Brakes: Wilwood 12-inch, four-piston disc brakes Steering Box: Heidts Power rack-and-pinion, ididit steering column Front Wheels: Boyd Coddington Junkyard Dog rims, 18x8s Rear Wheels: Boyd Coddington Junkyard Dog rims, 20x9s Front Tires: Nitto 245/40R18 Rear Tires: Nitto 275/40R20 Gas Tank: CPI 18-Gallon tank, relocated between the rear framerails DRIVETRAIN Engine: Chevrolet Performance 350 HO/333 HP Crate Motor Heads: Factory Valve Covers: Chevrolet Performance Manifold / Induction: Edelbrock aluminum intake, Holley 750 carb Ignition: HEI Electronic Headers: Hooker ceramic-coated Exhaust / Mufflers: Custom-built polished stainless steel, dual Flowmasters Transmission: Four-speed Muncie M22 Rockcrusher Shifter: Hurst BODY Style: Chevy C10 shortbed pickup Modifications: Factory original Bed: Oak planks with stainless strips, gas cap filler in bed Bodywork and Paint by: Neal Nydam, Dutchcraft in Lake City, FL Paint Type / Color: PPG two-stage factory green and cream Headlights / Taillights: Stock Outside Mirrors: Stock Bumpers: National Parts Depot in Ocala, FL INTERIOR Dashboard: Painted to match Gauges: Dakota Digital Air Conditioning: Vintage Air Stereo: Custom Autosound, two Pioneer speakers under the bench seat Steering Wheel: Grant Classic ‘Cruisin’ Steering Column: ididit stainless Seats: Reupholstered Bench Upholstery by: Bob’s Tops, Lake City, FL Material / Color: White and green vinyl Carpet: Teal March 2018

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PROFESSOR HAMMER’S

by Ron Covell

covell@cruzio.com

Q. I am sculpting some custom sheetmetal inner wheel panels, which will be showcased when the hood of my truck is open. I have a lot of free-flowing curves in mind, and I want to use some steel round bar for the edging of these panels. I believe the round bar will give the edges the necessary strength, a more finished appearance, and it should make the panels easier to attach to the chassis, as well.

I have been looking at some benders online, and there are many types available.

The costs run from a couple hundred dollars to several thousand. I don’t know how fancy a bender I need to this, and I want to keep my costs as low as possible. I will need to make some bends with a radius that changes, like a spiral, and I need to have some bends close together. None of the benders I’ve seen can do either of these functions—they all seem to be designed to make constant-radius bends, and the holding clamp for the bar makes it impossible to make bends in opposite directions without leaving a flat spot between them. What would you recommend for this job?

Ralph Simonds

Via the Internet

A. There are lots of good benders on the market, at many different price points.

Each style has its own advantages and disadvantages, but you have identified the problems that nearly all bending machines have: the inability to make a bend with a changing radius and the requirement to have a flat spot between bends, so the clamping mechanism can get the necessary grip on the tube or bar.

Over the years, I have done a LOT of bending of tubing and bar freehand, by clamping one end in a vise, then heating the area where I want a bend, and making the bend by pulling on the end of the bar. You can work with a surprising degree of precision this way, and it’s a good idea to make a metal template you can hold against the bar as

METALWORKING TIPS

S This shows an oxy-acetylene torch fitted with a “rosebud” (multi-orifice) tip being used to heat some solid steel round bar to make it feasible to bend by hand. There are some tricks to getting accurate bends using this technique, but it’s pretty easy to get good results with a little practice.

you are working, to pinpoint where any adjustments may be needed.

I usually heat a fairly large section to red heat to get the primary shape, and then I heat smaller areas to do the fine-tuning as necessary.

Working this way, you can go back and forth as many times as you like, dialing-in the curve as close as you want to get it. It’s best to start with a pretty long bar so you have lots of leverage for making the bends, and you can trim the excess off when you’re done.

Using this technique, it’s easy to make a bend with a changing radius (as seen in the photo) and you can have one bend start right next to another one. You can also make your bends in any rotational plane you want, which is sometimes challenging with traditional bending machines.

Of course the heat will leave scale on the surface of the bar, but this can be removed without too much trouble. While the scale can be removed by sanding, I prefer to use a 3M Clean and Strip Disc, which works much more efficiently.

Even if you don’t have an oxy-acetylene torch, you can buy a complete outfit for less than what most tube and bar bending machines cost, and I promise that you will find many uses for it—such as removing stuck nuts and bolts and warming panels to help scrape undercoating off the bottom side.

You can email your questions to Professor Hammer at covell@cruzio.com, or mail to Professor Hammer, c/o Classic Trucks Magazine, 1821 E. Dyer Rd., Ste. #150, Santa Ana, CA 92705. You’ll receive a personal reply! We’ll print your name and city unless you request otherwise. Ron Covell has made many DVDs on metalworking processes, and he offers an ongoing series of workshops across the nation covering all aspects of metalworking. Check them out online at www.covell.biz, or call for a current schedule of workshops and their free catalog of DVDs. Phone (800) 747-4631 or (831) 768-0705. You can send a request by mail to: Covell Creative Metalworking, 106 Airport Blvd. #105, Freedom, CA 95019. You’ll also enjoy Ron’s YouTube channel: youtube.com/user/covellron.

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378 E. Orangethorpe Ave. Placentia, CA 92870

TAILGATE

by Ken Lorek

Stovebolt Stake )Hunkered down at the edge of a bean field in rural Dowagiac, Michigan, is this lowdown Chevy stake bed.

The body style first appeared in 1941. Civilian vehicle production ceased during World War II and resumed for 1946-47.

The flat window glass intact, a good power washing would show decent sheetmetal for a Midwest truck. A large, black “farm dog” stood guard while I photographed the truck; he was OK with me.

Dowagiac is a Potawatomi Indian name meaning “fishing waters near home.”

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