3dfvdfv

Coilover Swap for Stock Coils

BLACK BETTY •JAMES BUCKALEW’S

LS-POWERED JIMMY

FEBRUARY 2018 CLASSICTRUCKS.COM

PART TIME •1ST-GEN C10 HOOD •EARLY FORD DISCS •DEEP FORD TRANS PANS •4-LINK FOR LATE CHEVYS •BLOCKS FOR CHEVY POWER

ADVANCED TIG WELDING

INVERTER WELDERS

Q ONE-OFF STEERING

Q FILL YOUR CAB

Q CLIMATE CHANGE

WHEELS MADE EASY

WITH CUSTOM SOUNDS

FOR GOOD

Nick 1957 Ford F100 Custom Cab "Old Blue"

|

Ford 1948-15

|

Dodge 1972-15

|

|

800.562.8782

When you do it yourself, you know it’s done right. We understand. It’s why we manufacture many of the parts we sell ourselves. Because no one knows your truck better than you … and LMC.

* 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 Oh Black Betty!

James Buckalew’s ’72 GMC

22 Family Values Lenny Giambalvo’s ’52 Chevy Hauler

38 Great Art Takes Time John & Dorothy Davis’ ’56 Ford F-100

54 First-Time Fleetside Matt Ervin’s ’86 Chevy C10

66 Personal Pickup Ronnie Bauman’s ’64 Chevy C10

February 2018 | Vol. 27, No. 2

TECH 28 Plug-and-Play Custom Autosound gets you affordable sound system options you can install in a weekend

46 Setting the Parameters Inverter TIG welder

DEPARTMENTS 06 10 12 88 90

Haul Monitor New Products Motor Trend OnDemand Schedule Professor Hammer Tailgate

60 Modifying the Mustang II Upgrading a Heidts Suspension Systems Coil Spring Kit with a modern coilover shock

72 Taking Turns Building a custom steering wheel with CON2R

80 Climate Change Installing Old Air Products’ HURRICANE heat and A/C

CLASSIC TRUCKS (ISSN #1097-7988), Vol. 27, No. 2 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.

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Monitor

Ryan Manson \ rmanson@enthusiastnetwork.com

Deadline Driven zIt should come as no surprise that my life is driven by deadlines.

Obviously there are the editorial deadlines that I’m faced with every month, of which without, nothing would get done. But I’ve come to find that putting a deadline on things helps move other aspects of my life along as well. Projects around the house, in the garage, even out in the yard are carefully scheduled so as to not take too much time out of other activities. Of course, that doesn’t always work. I can’t count on one hand the number of unfinished projects in the garage and around the house. They’ll get wrapped up at some point, probably when I assign another deadline!

But the real motivator for this conversation is the fact that, as I write this, we’re staring down T-minus three days until the next Week to Wicked build begins. Then it’s a weeklong thrash to turn a gutted square-body Chevy into something that resembles a truck worthy of appearing in these very pages. We’ll have a little help and a lot of caffeine along the way, no doubt.

If you haven’t seen what we’ve been doing in the Week to Wicked program, check it out on the Hot Rod Network’s YouTube page. Basically, we take a mostly stock vehicle, found in various conditions of disrepair, and turn it into what we figure would constitute a cool street machine.

So far in the program they’ve built a couple muscle cars of some kind and we’ve built a ’70 C10 and a ’52 Chevy. This time ’round, we’re gonna be screwing together an ’85 Chevy C10 in conjunction with LMC Truck. In addition to a slew of restoration parts from LMC Truck, the square-body will also receive an LS swap, updated suspension components, new wiring, and a host of other upgrades.

Once the week is done, we’ll have a couple days to play before another deadline is upon us, the 2017 SEMA Show, where the C10 will be on display at the Las Vegas Convention Center. No doubt we won’t be the only ones wrapping up a project for the show at the eleventh hour!

But what’s really cool with this latest Week to Wicked build is the fact that the finished project won’t languish in some corporate storage facility with a battery tender attached waiting for

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someone to come along and burn a few miles on her. Instead, we’ve teamed up with the guys at the C10 Nationals where we’ll be giving the truck away at the show May 4-5, 2018 at the Texas Motor Speedway.

So mark your calendars and set yourself a deadline to get to Texas for a chance to win a once-in-a-lifetime magazine project!

February 2018 | Vol. 27, No. 2

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

MANAGING EDITOR

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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

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

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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.

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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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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 01. C10 Suspension Improve the ride and handling of your ’73-’87 Chevy C10 with a four-link suspension system from Total Cost Involved Engineering.

The lowered stance and center of gravity heightens performance.

Ride height is fully adjustable. The system includes 1.25-inch heavyduty upper and lower link bars with adjusters, bolt-in link bar frame brackets, RideTech single-adjustable coilovers, and frame brackets with built-in C-notches. It will work with your factory rear axle; complete 9-inch axle housings are available fully welded and ready to bolt in. TCI Engineering designed this system as a fully bolt-on installation, using as many factory boltholes as possible, with no cutting into the bed.

•For more information, contact Total Cost Involved at (800) 984-6259 or www.totalcostinvolved.com.

02. Repro Chevy Hood If you have experience building a restored or customized classic Chevy or GMC pickup, you may already be familiar with Classic Parts of America.

For more than 30 years, the company has been providing enthusiasts with high-quality aftermarket parts for their ’47-’98 GMC and Chevrolet trucks. Now they’ve introduced a ’62-’66 Chevrolet reproduction hood as one of the newest additions to their extensive inventory.

Classic Parts of America announces that these new hoods are high-quality reproduction pieces manufactured to fit your pickup as well as if they were factory originals.

•For more information contact Classic Parts of America at (800) 741-1678 or www.classicparts.com.

03. Blocks For Chevy Power Planning on packing your classic truck with highperformance Chevy power with racing in mind? Brodix has cast-iron Chevrolet big- and small-block compatible engine blocks for you. The small-blocks have a 9.025 deck height and a bore size of either 4.000 or 4.125 inches. The big-blocks have a 9.800 or 10.200 deck height, with bore sizes of 4.250, 4.500, and 4.600 inches.

These blocks are made in the U.S. from premium iron alloy and feature priority main oiling, standard oil pan compatibility, wet or dry sump, two-piece rear main seal, nodular iron four-bolt splayed main caps, standard cam location and diameter, and more.

•For more information contact Brodix Inc. at (479) 394-1075 or www.brodix.com.

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Restoration/Performance Parts & Accessories since 1976

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PARTTIME 04. Trans Pans A large-capacity fluid pan can extend the life of your transmission by lowering its operating temperature.

Pacific Performance Engineering introduces its Heavy Duty Deep Aluminum Trans Pan for truck owners running a Ford 5R110 transmission in their classic or later pickups. The cast-aluminum pans have a 6-quart additional capacity, plus internal baffles and external fins to move heat and keep your transmission operating in the right temp range.

The stainless steel drain plug features a 17mm hex fitting for effortless installation and removal, and a neodymium magnet to remove contaminants. PPE offers the pan in three finishes: raw, brushed, and black.

•For more information contact Pacific Performance Engineering at (714) 985-4825 or www.ppediesel.com.

05. Slow Down Easy If you’ve been planning on improving the stopping performance of your early F-series Ford by swapping the front drum for discs, now is the time. Wilwood offers a new Classic Series front brake system specifically designed for ’48-’56 Ford F-series pickups.

The new bolt-on disc brake conversion kit makes the upgrade easy since it doesn’t require any extra modifications to your truck. The package comes with 11.72-inch-diameter heavyduty rotors, forged aluminum fourpiston Superlite calipers, and BP-10 compound metallic-composite SmartPads.

In addition, it includes precision mounting brackets, all necessary hardware, and detailed installation instructions.

•For more information contact Wilwood at (805) 388-1188 or www.wilwood.com.

What’s OnDemand This Month? ✦11/17/17 Auto Mundial Motorsport Mundial ✦ 11/20/17 Mobil 1 The Grid ✦ 11/21/17 Dirt Every Day, Episode 71 ✦ 11/22/17 GP Confidential, Post Brazil + Preview Abu Dhabi ✦ 11/23/17 HOT ROD Garage, Episode 59 ✦ 11/24/17 Auto Mundial Motorsport Mundial Roadkill, Episode 72 ✦ 11/27/17 LIVE! MOTOR TREND Awards, Los Angeles ✦ 12/1/17 Auto Mundial Motorsport Mundial ✦ 12/4/17 Engine Masters, Episode 29 Mobil 1 The Grid ✦ 12/6/17 GP Confidential, Post Abu Dhabi + Post Season Modified, Episode 7 ✦ 12/7/17 Put Up or Shut Up, Episode 7 ✦ 12/8/17 Auto Mundial Motorsport Mundial ✦ 12/13/17 Head 2 Head, Episode 97 ✦ 12/14/17 Roadkill Garage, Episode 25 ✦ 12/19/17 Dirt Every Day, Episode 72 ✦ 12/20/17 GP Confidential, Post Season ✦ 12/21/17 HOT ROD Garage, Episode 60 ✦ 12/22/17 Auto Mundial Motorsport Mundial Roadkill, Episode 73

Schedule Key:

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

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OH BLACK Havin’ a “Bam-ba-Lam” Good Time in this ’72 GMC •Words by Scotty Lachenauer •Images by Tim Peeler

J

ames Buckalew was born with gas flowing through his veins, growing up in a hot rod lovin’ family in New Caney, Texas. His dad, Jim, was a muscle car guy and would often take the youngster out in his badass ’71 Mustang Mach 1, thus leading young James into a life of fast cars, big engines, and weekends at the racetrack. And the kid didn’t mind at all, as he knew he was smack dab in the heart of where he wanted to be.

James soon found his way to several tracks in the area, including Eastex Dragstrip in Porter, International Dragway in Houston, and the occasional trip to an old airstrip in Victoria, Texas. He was just scratching that itch, the itch to go fast. He had a love of both muscle cars and muscle trucks, and when it came time to find a suitable piece to stash in his garage, he had a decision to make …

16

classictrucks.com

K BETTY!

You see he had his eye on a sweet ’04 Corvette Z06, a car that would definitely fulfill that “go fast” need creeping up on James.

But his wife, Michelle, was worried; worried about his heavy right foot and the trouble it could cause. But James had an eye for something else, something that could rip up the back tires but also fulfill his need for a “bigger rig.” There was a cool C10 right around the block

that immediately caught his fancy.

And Michelle knew about his deepdown love for the truckin’ lifestyle and felt that he could lead a life of less trouble by buying one of these bedded hot rods.

So they discussed the idea of buying a truck instead of the Corvette and Michelle agreed that would be a better idea. “I think she thought the truck would really slow me down a bit,” James says. Well

she wasn’t exactly right, as we will see. But with that decision, James was now in the market for a good starting point for his vision of what a super truck should be.

Search and Deploy James wasted no time locating a vehicle, finding an interesting ’72 GMC online for sale. He reached out to good friend Mike Shannon of Kenneth’s Car Care in Kingwood, February 2018

classictrucks

17

OH BLACK BETTY!

Texas, for some help in the scouting process. Mike actually knew of this particular truck firsthand, and stated if James could purchase it, he would not be disappointed. The truck was in amazing shape and had been restored and customized by the present owner, a one Mike Chopp. The GMC was complete and flawless, still had its numbers-matching 402 with the three-speed automatic, but also had a bevy of custom features. The truck now rode on an AccuAir suspension and sported some amazing paint and detailing, which was done at Chopp’s family owned body shop, Ron’s Auto Body, in Atlantic Mine, Michigan.

Funny enough, the truck was a nearly rust-free example, which Chopp bought out of Texas!

James quickly struck a deal for the pickup and brought her back home to the Lone Star State. The hot GMC was

18

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an immediate hit with the family, and especially with his daughters, Jamie and Sara … they were über-fond of dad’s GMC. Proud papa James would often pick Jamie up at her grade school, much to the pleasure of her male classmates!

After driving around the stunning black pickup for three years, James felt he needed to make some upgrades to the truck he had christened “Black Betty.” And after dealing with Noah Alexander and Paul Jones of Classic Car Studios (CCS), in St. Louis, on several occasions, he felt that they would be the best crew to handle the work needed. So James shipped Black Betty to them for a few choice modifications.

Classic Mods When the truck showed up at CCS overall it was in great shape.

But as they dug into Black Betty, some issues surfaced. It had some undersized wheels, it ran warm, and it was supplied juice by its original tank. There were also some paint chip issues, braking problems, and overall aesthetic issues that were to be dealt with. So the crew buckled down and tore into the GMC, hoping to make this nice truck into a ride worthy of the CCS stamp of approval.

First off, the drivetrain was yanked. In its place would soon sit a 6.2L LS3 pumping out a healthy 525 hp from the factory. To that CCS added a 102mm throttle body and an aluminum-fabricated manifold. A Holley Dominator EFI fuel system and a CCS custom ceramic-coated stainless exhaust system complete with Black Widow Venom 250-series mufflers

round out the engine bay mods.

Behind all that power, a Bowler Performance 4L80E transmission does the shifting. Last but not least, a John’s Industries Ford 9-inch rear (narrowed 2 inches) with Detroit Truetrac differential and 3.90 gears handle all the power out back.

Next, a custom-made fuel tank from Tanks Inc. was mounted underneath the bed out back, complete with a flush-mounted filler cap in the bed floor. All the fuel lines were re-plumbed for the new setup. Wilwood 14-inch brakes, set up with Wilwood sixpiston Superlite 6 calipers up front and Wilwood four-piston rears, bring this ride to a “halt” under any condition. At the corners, Black Betty rides on RSV forged RSF1 wheels, 20x8 fronts and 22x10 rears. They are shod in

Dunlop Direzza tires, 255/35-20 and 265/35-22, respectively. An AccuAir E Level air ride system, controlled with the iLevel iPhone app, handles the suspension duties on this crafty GMC. Inside, CCS added some upgrades to an already-nice interior, installing Nu-Relics power windows, a custom stereo featuring a Parrot Bluetooth receiver, Kenwood 10-inch subwoofer, 900watt amp and custom speakers, Dakota power locks, and an assortment of needed Dakota Digital VFX gauges. Last but not least, a Vintage Air Sure-Fit kit with a Vintage Air front runner helps keep the climate right where James wants it, on any given day … no matter what it’s like outside.

Now James has the truck of his dreams. Thanks to the craftsmen at

CCS, he’s got that GMC running the way he always wanted … and then some. Good ol’ Black Betty will be making the rounds, doing her own little rock ’n’ rollin’ tour this summer. Hope you get to see her because “she’s so rock steady, and she’s always ready!”

1972 GMC

James Buckalew

CHASSIS Frame: Original Rearend / Ratio: John’s Industries 9-inch Ford / 3.90 Rear Suspension: Original with AccuAir bags Rear Brakes: Wilwood 14-inch disc Front Suspension: AccuAir bags Front Brakes: Wilwood 14-inch disc Front Wheels: RSV Forged, 20x8 Rear Wheels: RSV Forged, 22x10 Front Tires: Dunlop Direzza, 255/35-20 Rear Tires: Dunlop Direzza, 265/35-22 Gas Tank: Tanks Inc. underbed DRIVETRAIN Engine: GM LS3 Heads: L92 rectangular port Valve Covers: Custom by Classic Car Studio Manifold / Induction: One-off by Classic Car Studio / Holley Dominator Ignition: Holley Exhaust / Mufflers: Custom 3-inch / Black Widow Venom Transmission: 4L80E BODY Bodywork and Paint by: Mike Chopp, Ron’s Auto Body Color: Black INTERIOR Gauges: Dakota Digital Air Conditioning: Vintage Air Steering Column: ididit tilt Seats: Stock bench Upholstery by: Classic Car Studio Material / Color: Vinyl / Red February 2018

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FAMILY VALUES Lenny Giambalvo’s ’52 Chevy Hauler •Words & Images by Chuck Vranas

T

22

he only thing better than being a classic truck enthusiast is quite possibly influencing future generations to get involved in the hobby. It gets even better when a parent has the chance to build a classic hauler at home right in the family garage with their son or daughter. For Lenny Giambalvo of Huntington, New York, his personal automotive passions definitely influenced his son, Mark, to not only get involved in the hobby, but to eventually open one of the East Coast’s more well-known hot rod shops, Creative Rod & Kustom in Womelsdorf, Pennsylvania.

classictrucks.com

February 2018

classictrucks

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FAMILY VALUES

Looking back at his own roots, Lenny gained an appreciation for high performance in his early years. As an avid fan of SCCA sports car racing, he eventually becoming involved, owning a pair of Triumph GT6s, as well as Porsches and even a Willy’s pickup.

Regular visits to watch cars run at Watkins Glenn, Lime Rock, National Speedway, and Bridge Hampton fueled the fire and officially pulled him deeper into the web. As the years passed he started a family and honed in his career, never losing touch as a car owner. When Mark expressed an interest at an early age the pair teamed up, becoming regular visitors at Maple Grove Raceway in Pennsylvania to watch quarter-mile action and walk the pits to see the nitro-burning warriors up close. They also frequented both large scale and local custom car events where Mark became extremely interested in vintage Chevy trucks.

It wasn’t long till the duo picked up a thrashed ’52 Chevy pickup to start a father-son project in the home shop.

Seeing that the project would entail an extreme amount of effort, Lenny began a search for a more solid base, one that was an actual runner to take over for the existing truck. Mark’s perseverance, however, took over as he moved forward with his plans for a very elegant, contemporary-styled truck with endless modifications.

24

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Regardless, Lenny moved forward to secure another truck and began to scour the local For Sale ads, as well as surrounding town newspapers. He eventually located a well-patina’d ’52 Chevy pickup that had served its life as a hauler for an appliance store in New Jersey as evidenced by the faded markings on its doors. It was a runner in need of a full restoration and relatively solid. A deal was made and the truck now took up residence in the family shop next to Mark’s project.

What’s a dad to do? Start building his own truck alongside his son’s project!

Initial thoughts circulated around restoring his new find to original condition, however after examining the project, it was decided to restore the truck with a slammed stance and just enough modern conveniences to make it easy to drive and enjoy.

To get the project started, the truck

was torn down and its frame was evaluated. Seeing that it was rock solid it was blasted clean and given a fresh coating of chassis black and treated to a tubular transmission crossmember.

Out back a ’66 Pontiac rear packs 3.73:1 gears and is suspended in place by a combination of 3-inch lowered leaf springs from LMC Truck, along with Monroe tube shocks. To add stance, handling, and performance up front a TCI Engineering Coil Spring IFS was grafted in place, accented by their signature upper and lower control arms, matching 2-inch drop spindles, tube shocks, and 7⁄8-inch performance antiroll bar. For plenty of stopping power a TCI Engineering under-floor dual power master with 7-inch booster moves fluid through stainless lines to ’66 Pontiac rear drums and 11-inch GM discs and calipers up front. To bring it all to the

Technology In Motion A Morrison Chassis Gives Your Truck A Superior Ride, Fantastic Handling, And A Lower Stance AME’s remarkable GT Sport chassis will transform your classic truck into a corner-hugging G-machine with superior ride quality and a contemporary stance.

It’s about as easy as unbolting the body, swapping frames, and putting everything back together. The GT Sport chassis includes body and running board mounts.

1947-53 Chevy/GMC

U Heavy-duty 2x6 main rails eliminate chassis flex U Standard or Sport IFS front suspension with coil-overs U 4-Bar rear suspension with beefy 9" housing. IRS optional

1953-56

Heavy-Duty Custom Chassis Made To Your Specifications

1955-59

Ford F100

Chevy/GMC

AME thrives on the unusual. We’ve made custom chassis for a variety of classic trucks. Here are the basics:

U CAD-engineered to fit your exact year/make/model truck U Your choice of ride height and stance; through-frame exhaust U Beefy 2" x 6" main frame rails provide added bridge strength U Choice of IFS, Sport IFS or Air Spring+Plus front suspension U Triangulated 4-Bar, 4-Bar, Air Spring or IRS rear suspension

2X6 Main Rails

Front Crossmember Kit

Rear Suspension Kit

Engineered to replace the clunky straight axle front suspension on 1947-53 Chevy trucks, simply “splice” the AME crossmember kit into the factory frame rails.Includes everything you need for a contemporary A-arm front suspension with power racke & pinion steering.

Another nifty upgrade for 1947-53 Chevy trucks, this package includes a 2x6 crossmember with 4-bar mounts and tubular crossmember with shock mounts that attach to the factory frame rails, poly-bushed bars and a 9" housing made to your desired width.

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

866-558-1693

www.artmorrison.com

FAMILY VALUES

1952 CHEVY

Lenny Giambalvo

street a set of classic Wheel Vintiques 17-Series Artillery wheels are wrapped in Coker Classic wide whites, accented

by OEM-style hubcaps with red lettering.

For plenty of dependable power to give the truck newfound attitude Lenny selected a freshly minted Chevrolet Performance 350ci/290hp crate V-8. Starting with a new castiron four-bolt main block they packed it with a nodular iron crank linked to powdered metal steel connecting rods wearing cast aluminum pistons to generate 8.0:1 compression. Plenty of thump comes from a hydraulic flat-tappet cam while iron cylinder heads with 76cc chambers generate plenty of flawless power. Up top, an Edelbrock Performer intake breathes deep through an Edelbrock Thunder Series AVS 650-cfm carb sparked to life by a GM HEI while spent gases flow through Hooker ceramic-coated block-hugger headers to a custom 21⁄4-inch steel exhaust with Thrush mufflers. Additional bits include Edelbrock Classic Series finned aluminum valve covers and complementing air cleaner along with just enough detailing to make it a standout. To move the power a warmed-over GM TH350 links to a custom steel driveshaft.

In order to breathe life back into the weathered old sheetmetal everything was stripped clean for evaluation. Seeing that the truck was going to retain its factory good looks Lenny joined Mark and his team at Creative Rod & Kustom to get busy by 26

classictrucks.com

replacing any problem areas with fresh steel from LMC Truck, including the cab corners, door bottoms, and floors while also finessing all of the original sheetmetal to perfection, setting all the gaps, and metal finishing the body. Wanting the truck to have a very subtle appearance, Lenny went through the PPG color catalog and selected a very classic Orchard Green hue. Mark then loaded his spray gun and laid down the vibe, bringing everything to life. Assembling the truck plenty of chrome added sparkle from LMC Truck, including bumpers, grille, taillights, and other assorted bits. Completing the look, the bed floor was filled with red oak and finished to perfection.

Inside the factory dash was refreshed and filled with dials from Omega Kustom to monitor the vitals accented by cool breezes from Vintage Air, while a Lecarra Mark 10 Classic steering wheel mounted to an ididit tilt column carves the course. For plenty of comfort on the long hauls a Glide Engineering bench was treated to yards of black Ultraleather in a traditional pleated pattern by RP Interiors of Horseheads, New York, who also handled the side panels and headliner. A black pile loop carpet from Auto Custom Carpet seals the deal, combined with an American Autowire wiring harness. The truck was a great experience for both Lenny and Mark, working together while also creating something truly unique, sealed with bond of a father and son, and to us that’s just plain cool.

CHASSIS Frame: Stock with tubular transmission crossmember Rearend / Ratio: ’66 Pontiac / 3.73:1 Rear Suspension: LMC Truck 3-inch lowered leaf springs, Monroe tube shocks Rear Brakes: ’66 Pontiac drum brakes Front Suspension: TCI Engineering IFS with matching 2-inch dropped spindles and antiroll bar, Monroe coilover shocks Front Brakes: 11-inch GM disc with matching calipers Steering Box: Rack-and-pinion Front Wheels: Wheel Vintiques 15x7 Artillery Rear Wheels: Wheel Vintiques 15x7 Artillery Front Tires: Coker Classic G78-15 Rear Tires: Coker Classic G78-15 Gas Tank: Stock DRIVETRAIN Engine: 350ci Chevrolet Performance Crate V-8 Heads: Iron with 76cc chambers Valve Covers: Edelbrock finned aluminum Manifold / Induction: Edelbrock Performer / Edelbrock Thunder Series AVS 650 cfm Ignition: GM HEI Headers: Hooker block hugger Exhaust / Mufflers: Custom 21⁄4-inch steel / Thrush Transmission: GM TH350 Shifter: ididit column BODY Style: Pickup truck Modifications: Stock Fenders Front / Rear: Stock Hood: Stock Grille: Stock, chrome Bodywork and Paint by: Creative Rod & Kustom, Womelsdorf, PA Paint Type / Color: PPG / Orchard Green Headlights / Taillights: Stock / Stock Outside Mirrors: Stock Bumpers: Stock, chrome INTERIOR Dashboard: Stock Gauges: Omega Kustom Air Conditioning: Vintage Air Stereo: Custom Autosound Steering Wheel: Lecarra Mark 10 Classic Steering Column: ididit tilt Seats: Glide Engineering bench Upholstery by: RP Interiors Material / Color: Ultraleather / Black Carpet: Auto Custom Carpets / Black

IN THE DIRT… EVERY DAY IS A HOLIDAY

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Plug-and-Play

SOURCES CUSTOM AUTOSOUND

Custom Autosound gets you affordable sound system options you can install in a weekend

(714) 773-1423 www.customautosound.com

Words Jim Smart Images Ryan Manson and Courtesy of Custom Autosound

SUMMIT RACING EQUIPMENT

Classic, American pickup trucks tend to be more challenging than their

(800) 230-3030 www.summitracing.com

automotive counterparts when it comes to what type of sound system you should choose and how best to put it in a pickup. Custom Autosound has always been on top of affordable sound systems in classic American cars and trucks with an array of options. It is remarkable how good these systems sound for the money. Custom Autosound components and systems are available from a broad range of dealers, including Summit Racing Equipment.

We’re going to show you some options available for your classic truck project and only your imagination can limit the possibilities. Unless you’re planning a box-stock concours restoration, there isn’t much that can limit your options. At that you can install most of Custom Autosound’s in-dash stereo systems in your truck and it’s little more than a simple bolt-in.

Let’s get started.

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classictrucks.com

01 If you’re on a tight budget, but need tunes in your truck, the USA-1 system is a quick weekend bolt-in system that gets you into sound quickly for not much money—around $200 plus the cost of a nice quartet of speakers. This is your basic AM/FM cassette system that has been a Custom Autosound mainstay for ages. Ironically the USA-1 remains a popular system in this digital age.

TECH

INSTALL FABRICATE UPGRADE

02 If

03 Due to

you’re doing a ’55-’59 Chevy/GMC truck, this guy will fit into your dashboard. The USA-1 system is available for around $200, however, there are a couple of nice upgrades.

The USA-230 and USA-630 for nearly the same amount of money that offer you nice, desirable features. The USA-630 (shown) punctuates Custom Autosound’s quest for the perfect classic car radio. This radio has large OEM-style push-buttons fit a classic truck dash. Although it looks classic, it has the latest modern features that include an iPod doc.

the great success of Custom Autosound’s USA-630 radio it brings you the USA-230 for classic trucks. This new model radio has the same cosmetics as the USA-630, which has been a huge success for Custom Autosound. If you don’t need USB/ MP3 or CD changer control this is the way to go. This is a great looking unit at a terrific price. If you have a portable MP3 player or satellite radio just plug it into the aux input and listen to it through this radio.

04 Here’s the USA-1 for ’47-’53 Chevy/ GMC trucks. The USA-1 remains a nice piece for those of you who still rely on cassette tapes. And when the cassette unit isn’t in use, it vanishes into the radio fascia. This is 200 watts of power in a nice, compact unit that will bolt right into your dashboard without modifications.

05 We like the Slidebar Radio, which is Custom Autosound’s latest innovation.

Just move the slidebar to the right and the analog AM radio display drops away to reveal a full-featured digital display.

With the large, OEM-style push-buttons you get just the right look in a classic truck dash. This is a radio that not only looks right and sounds great in a classic vehicle, it gives you a direct connection to today’s modern audio systems. It features an iPod doc. Navigation for the iPod includes artist/song/album/playlist all from the buttons on the radio. What’s more, you can keep the iPod hidden away in your glovebox or console. The USB input is still there on the back of the radio and allows you to plug in a USB flash drive for playback of MP3/WMA song files.

06 Hit the Slidebar Radio’s slidebar and it gets right down to business, navigating you through its many features.

07 This is the USA-1 system for ’73-’86 Chevy/GMC trucks.

10 Dual voice coil speakers fit in place of your classic truck’s original AM radio speaker in the dashboard. These dual dash speakers provide stereo sound from factory monaural speaker locations. There are 38 different dualspeaker configurations available for most classic cars and trucks. The 1000 series speakers replace OEM speakers that are held in place by screws. The 2000 series dual speakers replace OEM speakers that are held in place by a metal bracket. These assemblies are prewired to plug into Custom Autosound radios.

for ’73-’86 Chevy and GMC trucks. It offers many of the same features as the USA-630 without the features you don’t need.

FOR YOUR CLASSIC TRUCK

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

11 Here’s another example of the dual voice-coil speakers available from Custom Autosound. This 6x9-inch speaker is a drop-in replacement for factory AM speaker locations.

12 A dual voice-coil speaker with cloth cover for installations where it is undesirable to see the speaker.

09 The USA-630 system delivers everything you’re going to need to accommodate modern sound technology, like MP3 and USB connections.

08 More affordable is the USA-230 system

Billet Hood Hinges

Billet Aluminum Taillight Kits

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

Available for ’67-’72 Chevy Trucks

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

February 2018

classictrucks

31

TECH

INSTALL FABRICATE UPGRADE

13 These deluxe

14 When space

6x9 speakers work very well in locations behind the seat or in kick panels. They provide a full spectrum of sound from your Custom Autosound radio because they encompass bass all the way into high ranges.

is at a premium consider a pair of these satellite speakers, which can be mounted almost anywhere, offering a hightech demeanor.

Custom Autosound offers them in left- and right-mount configurations.

CUSTOM IFS & 4-LINK CHASSIS

Your Classic Deserves the Finest Ride

1952 Ford F1

Owner: Jory & Robert Williams Long time TCI customer

1948-56 FORD TRUCK CUSTOM IFS & 4-LINK CHASSIS © Total Cost Involved Engineering, Inc. All Right Reserved.

INTRODUCING

15 One of Custom Autosound’s greatest achievements has been Secretaudio, which is a stealthy standalone system designed to be hidden from view and remotely controlled. Secretaudio is available as the SST for $299.95 and the more upscale SRMS for $399.95.

SRMS retains all of the great features of the SST model except it employs a completely wireless LCD/Controller. Just install the black box anywhere in the vehicle and control your sound system via a handheld LCD remote control from up to 40 feet away. This controller comes with rechargeable batteries and a cigarette lighter adapter for charging.

How does this get any easier short of mental telepathy?

*Call for details

The frame features main rails with an extended height from 6” to 8” for increased rigidity and clearance between upper and lower x-members while still retaining the original profile.

DUAL WARRANTY

CALL FOR SPECIAL PRICING!

LIFETIME WARRANTY

HANDCRAFTED IN

6YR/60K MILE WARRANTY

FOR 40+ YEARS

ON TCI MANUFACTURED ITEMS ON WEAR & TEAR ITEMS

CALL NOW!

AMERICA

CALL OR GO ONLINE FOR A

FREE CATALOG

Follow Us

800-984-6250 totalcostinvolved.com 32

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16 Secretaudio SST is a hidden audio system that offers great flexibility for mounting in any type of vehicle. The main receiver/amplifier unit is usually hidden under the seat, or behind the dash. A 10-foot cord from the Tuner/ Amp plugs into an LCD display. This system can be operated from up to 40 feet away with the RF remote.

18-19 Custom Autosound still offers a couple of CD changers for those of you with huge collections and a substantial investment therein.

There’s the super-slim single CD player for tight applications.

There’s also the multidisc six-CD changer for more generous locations.

17 Included with the Secretaudio SST system is a flush-mount bezel for console or dash mounting. This allows you to install the LCD display almost anywhere in your Ford, GM, or Dodge classic truck. The LCD comes with a bracket mount for easy installation in the glovebox, under the dash, in the ashtray, sunvisor, console, or wherever you happen to choose. Since Secretaudio is only 1-inch deep it is especially handy for custom applications.

20 The USA-4DIN is a more universal in-dash or anywhere head unit.

Perhaps you have a classic truck with a dashboard that has been cut. Custom Autosound has the solution in the USA4DIN. The USA-4DIN looks like a classic shaft-style radio but has a CD player behind the fold-down face. It is also available in chrome or black.

21 Check this out from Custom Autosound. The System 1 solves the ageold problem of where to put speakers in classic trucks. It allows you to keep the integrity of your vehicle yet enjoy quality sound like we’re used to in newer vehicles. Satellite speakers (mentioned earlier) look like A/C vents and can be mounted under the dash, on the kick panels, or even behind the seat. The powerful woofer is mounted under or behind the seat.

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INSTALL FABRICATE UPGRADE

22 The System 3 for $169 is a more affordable alternative to the System 1. It yields a ported wood enclosure with 51⁄4inch dual voice coil woofer plus two 3-inch 50-watt mid-tweeter satellite speakers. The System 3 connects directly to your radio, no need for an amplifier.

23-24 We’re installing Custom Autosound’s USA-630 in an ’80 C10 pickup.

The USA-630 is complemented with the Undercover speaker system, DVC dual voicecoil speaker, and Bluetooth.

25 Custom Autosound has designed and manufactured these “Undercover” speaker enclosures specifically for under seat or horizontal installations. Compact unit with one 51⁄2-inch woofer and piezo tweeter in each enclosure. Each enclosure measures 3 inches high by 8 1⁄4 inches wide by 111⁄4 inches long and are sold in pairs.

27 The Custom Autosound Bluetooth Wireless Interface is designed specifically for Custom Autosound CD controller radios.

This adapter plugs into the CD changer port of your Custom Autosound radio and gives you the ability to do hands-free calling from your Bluetooth-capable phone. You may also listen to music stored on your A2DPenabled Bluetooth device. If you have a CD changer or CD1 single player you can still use it with the adapter plugged in. There is a CD changer port on the control box of the Bluekit. The main control box has a 11⁄2-foot cord that goes to the radio CD port along with a 61⁄2-foot cord to answer button and 31⁄2-foot cord from the answer button to microphone.

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26 We’re installing these premium Undercover II speaker enclosures. The Undercover II is a nice upgrade with an 8-inch woofer and two Piezo tweeters in each box. This system can be mounted in many of the same locations as the standard Undercover speakers. With the 8-inch woofer in Undercover II you get a much deeper sound.

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M

any of us became enthusiasts at a young age thanks to parents who introduced us to the sport and fired our passions. Some however, started early for entirely different reasons. John Davis from Port Orange, Florida, was born and raised next door to a body shop where his father worked as a painter. John was only 15 when his father died but was already well versed in the basics.

After getting working papers that allowed the underage teen to work, John became a painter like his dad and helped support his family. It was a career that would treat him well, lasting more than five decades. Although it had a sad beginning, one of the happier parts of the story is the number of cool vehicles that came from the connection. John created almost a dozen prizewinning cars and trucks over the years to make the sport come alive.

John and his wife, Dorothy, are currently enjoying one of the longestrunning rides in the collection, one that goes back to 1967, the date that John purchased a brand-new 289 V-8 crate motor and C6 transmission from the local Ford dealer. Elaborate plans take time and it wasn’t until 1970 when John located his ’56 F-100 on the Eastern shore of Maryland, inexplicably stored in a hundredfoot-long chicken coop! It was part of about 300 old stock cars and John’s question to the owner was “How are you going to get it out?” He said, “Friend if you go up the road and have your lunch, I’ll have it out before you get back.” John did just that and when he returned, the truck was out and the owner was reassembling the chicken coop that had been cut in half with a chain saw! Except for the fact that the truck was home to a few snakes, it was in fairly good condition. Surprisingly during the

disassembly, John found receipts and bank deposit slips under the seat that actually belonged to a friend of his who lived just down the road! John framed some of that nostalgia as part of the truck’s provenance.

The process of updating the horse and buggy era suspension on the truck began with trailering the Ford to the 1972 Autofair in Charlotte.

Starting fresh, John sold the tires, wheels, chassis, and bed, returning home with just the cab and a pocket full of seed money. Since it takes time to create great art and other projects intervened, the next phase of the F-100 didn’t begin until 1984 when John was visiting a car show in California and came across the display at No Limit Engineering. After a brief chat, he was confident he had found the team to create the chassis for his favorite Ford. John wanted some special touches that began with ensuring that the front wheels were

GREAT ART TAKES TIME John Davis’ F-100 is a work of art 50 years in the making •Words & Images by Joe Greeves

38

classictrucks.com

centered in the wheelwells rather than the 2.5-inch set back of the original.

He specified a Heidts Super Ride II independent front suspension and a 9-inch Ford rear with 3.73 gears, held in place with parallel leaf springs and Carrera coilovers. No Limit shipped the new 2x4 tube chassis and John, thrilled with the precise fit of all the components, began the transformation in earnest.

That still, fresh-in-the-box ’67 289 V-8 and trans package was the first to go in. “It fired right up,” John said with a smile! It was followed by four-wheel Wilwood disc brakes February 2018

classictrucks

39

GREAT ART TAKES TIME

and 15-inch American Racing fivespoke rims wrapped in Goodyear Eagle GT rubber. Since paint- and bodywork was his specialty, John bead-blasted the steel hood and cab, shaved the door handles, and eliminated extraneous chrome, then added one-piece, power windows.

New fiberglass fenders, front and rear, along with a Pro’s Pick bed began to establish the familiar Ford profile. Bumpers were eliminated, four Corvette lights were frenched into the rear fenders, and custom wood additions were created for the bed and running boards. All that was left was the interior and John 40

classictrucks.com

fabricated a perfectly smooth dash with a beautiful set of VDO gauges in a unique trapezoidal housing. A classic Juliano’s Banjo wheel turns on a brushed ididit column, a Genie shifter controls the C6 trans, and the Kenwood stereo in the overhead console makes the family Ford an entertaining long-distance cruiser.

John has a medical condition that is aggravated by air flowing directly at him so as part of the personalizing process, he relocated the Vintage Air A/C unit in a special compartment behind the bench seat so that air travels along the floor to cool the truck. Once all the metal fab work

GREAT ART TAKES TIME was done, inside and out, John shot the Turquoise basecoat/clearcoat in his own shop, calling in East Coast airbrush wizard Chris Cruz to add a few special pinstripe touches. The final step was the smooth beige Naugahyde interior upholstery, done by the Hot Rod Garage in Denton, Maryland. As you can see, they did an elegant job of covering the ’88 GM bench seat, door panels, headliner, carpet, and dash. The rejuvenated family Ford, completed with help from his sons, John and Terry, as well as his wife Dorothy, has been a fun ride for many years and hopefully will continue for many years to come.

What was the worst story about the freshly rebuilt Ford? While John and Dorothy were on a drive one afternoon, the spinner came loose on the front wheel and the Ford became an instant three-wheeler.

The wheel itself was hit by truck and blasted about a mile up the road. While John and Dorothy were waiting for the tow truck, they were surprised to see a stranger driving back with their wheel on the hood of his car. Later that night, they found the missing spinner sitting on top of a pylon, about a half-mile from the accident! The damage was minor and the truck has been running smoothly ever since.

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1956 FORD F-100 John & Dorothy Davis

CHASSIS Frame: No Limit Engineering 2x4 tube chassis with the frontend redesigned to center the wheel in the wells Rearend / Ratio: Powdercoated ’84 Ford 9-inch with 3.75 gears Rear Suspension: Parallel leaf suspension with polished Carrera coilovers and sway bar Rear Brakes: Wilwood polished aluminum 11-inch disc brakes with four-piston calipers Front Suspension: Heidts Super Ride II independent front suspension Front Brakes: Wilwood polished aluminum 11-inch disc brakes with four-piston calipers Steering Box: Ford rack-and-pinion Front Wheels: American Racing five-spoke, 5x15 Rear Wheels: American Racing five-spoke 8x15 Front Tires: Goodyear Eagle ST 215/70R15 Rear Tires: Goodyear Eagle ST 275/60R15 Gas Tank: 16 gallons relocated inside the rear framerails DRIVETRAIN Engine: ’67 Ford 289 V-8 Heads: World Products Windsor iron Valve Covers: Indianapolis Motor Speedway polished aluminum Manifold / Induction: Edelbrock high-rise chrome manifold with Edelbrock 600 Endurashine carb, reproduction Cadillac repro air cleaner Ignition: Vertex magneto Headers: Sanderson ceramic-coated Exhaust / Mufflers: 2.25-inch stainless steel exhaust with Flowmaster mufflers exiting in front of the rear wheels Transmission: Ford C6 automatic Shifter: Genie floor shift

BODY Style: Standard cab pickup Modifications: Corvette taillights in the rear fenders, custom front and rear pans, shaved door handles and chrome, one-piece side glass Fenders front / rear: Fairmont fiberglass reproductions Hood: Steel Grille: Stock steel, smoothed and painted to match Bed: Pro’s Pick with smooth tailgate and polished wood that matches the running boards Bodywork and Paint by: Owner and sons, John and Terry Paint Type / Color: PPG Turquoise, basecoat/ clearcoat Headlights / Taillights: Tri-Bar headlights, four frenched Corvette taillights Outside Mirrors: Sun Specs Bumpers: Deleted INTERIOR Dashboard: Fabricated smooth sheetmetal, painted beige and pinstriped Gauges: VDO gauges in a custom billet surround Air Conditioning: Vintage Air mounted behind the bench seat Stereo: Kenwood head unit in the overhead center console and Kenwood speakers in the doors Steering Wheel: Juliano’s Deluxe wood-rimmed Banjo wheel Steering Column: Brushed stainless steel from ididit Seats: Bench seat from an ’88 GMC Upholstery by: Hot Rod Garage, Denton, MD Material / Color: Beige and tan Naugahyde with matching custom door panels and headliner Carpet: Beige

*Dash bezel not included

TECH

INSTALL FABRICATE UPGRADE

01 We are using the Miller Dynasty 350 TIG welder for our demonstrations, a modern, fully featured, inverter-based machine.

Setting the Parameters Inverter TIG Welder Words & Images Ron Covell

The technology behind welder design

is constantly evolving. While inverter welders have defined the top end of the market for some time, now many mainstream welders are using this technology. There is no question that inverter welders have many advantages over their simple transformer and rectifier brothers, but there is a learning curve for understanding when and how to utilize these advanced features.

Many builders have upgraded their TIG welding machines in the last few years, and a lot of people simply don’t know where to begin to make the settings on their new state-of-the-art inverter machines. This brief tutorial 46

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should get you up to speed quickly and easily.

Let’s start by defining inverter technology. All welding machines take the current that comes from the outlet in your garage or shop, and transform it into the type

of current needed for welding.

In the U.S., 120- and 240V current is most common, and it is delivered at 60 cyclesper-second, or Hertz (Hz). All welders use a transformer to convert this high-voltage current to a lower voltage

suitable for welding, and the circuitry allows the machine to deliver high-amperage current for extended periods of time.

This circuitry is more efficient at higher frequencies, so inverter machines boost the 60Hz current to around 10,000 Hz to maximize these efficiencies. The control circuitry also allows for features like pulsing, AC waveshape controls, and the frequency of the AC arc. We’ll take a detailed look at these settings shortly.

One of the first things you’ll notice about an inverter machine is the size and weight—they are much smaller and lighter than the old “legacy” machines—which are fundamentally unchanged since the middle of the last century. In addition to being lighter, the inverter machines are much more efficient, and use only a fraction of the power required by older machines. This is why most manufacturers have been switching to inverters for the last several years.

We’re going to use a topof-the line machine for this article, the Miller Dynasty 350, and while the simple, touchpad control panel may not be the same as other inverter welders, the principles used for selecting and adjusting each variable will be identical for all welding machines.

Miller, to their credit, has done a great job of simplifying the control panel.

Some other inverter welders may have more than a dozen dials to adjust, but the Miller

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machines have one dial, plus neat vertical columns of settings, with a single touchpad button for each column that cycles through the options, making it easy to set and understand. There are three digital readouts, showing each parameter as it is being set, and giving you a quick visual reference for the settings you have chosen.

We’ll start by looking at the left column for Polarity. This is one of the simplest settings to make—if you are welding aluminum (or magnesium) you

select the AC (Alternating Current) mode, for all other welding you select the DC (Direct Current) mode. See, I told you it would be easy!

The next column is for Process. There are three possible settings here. The top selection is for TIG High Frequency Impulse. This is the most-used mode, where the welding arc can be established without touching the electrode to the base metal. The next selection is for TIG Touch Start. This is primarily used in situations

where high-frequency arc starts are not permitted. It isn’t likely you’ll use this unless you’re welding around sensitive electronics, but it’s there if needed. The bottom selection is for Stick welding, either AC or DC. Moving to the next column, these control the Output. These controls are set to match the type of controller you are using. The top setting is Remote Standard, which is for when using either a foot or hand control

02 The control panel on this machine

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has seven columns of adjustments, with each column controlled by a push button, plus a rotary control dial, and three digital display windows.

www.FillingStation.com 03 The first column is for Polarity.

It lets you choose between AC and DC welding. Unless you’re welding aluminum or magnesium, you’ll probably be using DC.

04 The second column is for Process. It allows you to select TIG High Frequency Impulse, TIG Touch Start, and Stick. The top setting is the one normally used for TIG welding.

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to modulate the amperage as you are welding. The next setting is for Remote 2T Trigger Hold. This allows you to preset the amperage at the welder; one touch of the trigger button on the torch turns the current on, and a second touch turns it off. The bottom setting is On, which keeps the welding current on continuously and is used for stick welding, or for lift-arc TIG welding with no remote amperage control.

The center column is for the

Pulser, which is typically only used for DC welding. This allows the welding current to cycle automatically between an upper Peak setting, and a lower Background setting.

In my experience, not a lot of amateur welders understand or utilize this feature.

One of the great benefits of using the pulser is that you can keep the heat down when welding thin metals, which can reduce the amount of distortion significantly. If you are doing bodywork, I predict you’ll come to love this feature.

The top setting is for PPS (pulses per second). Some people set this to a low number, such as 1 PPS, and they use the pulsing like a metronome to time the addition of filler rod, helping achieve the “dime on dime” look that many builders prize. Higher PPS gives a smoother ripple effect, a narrower bead, and a faster travel speed.

The next setting is for Peak amperage.

This sets the percentage of time you want the current to be at the maximum setting;

TIMELESS STYLE. BUILT TO LAST! 05 The third column is for Output. It allows you to toggle between Remote Standard, which is the norm when using a hand or foot amperage control, or Remote 2T, which is used with a remote trigger on and off switch.

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40-50 percent is a good place to start. The last setting is for Background amperage, which is set as a percentage of peak. This is where the cooling benefits of the pulse settings are realized, and 25 percent is a good starting point. The bottom light shows you if the pulser is toggled on or off.

The next column is for the Sequencer.

This is used mostly for production welding or for automated applications, and it allows you to set a starting amperage, an initial slope time to reach the peak

amperage, a decreasing ramp time, and a final amperage. It’s not likely many of our readers will use this feature for building one-off trucks.

The next column is the Gas Dig menu.

The top setting is for Preflow, or the amount of time you want the shielding gas to flow before the arc starts. One or two tenths of a second should be fine for most applications. The Middle setting is for Post Flow, or the amount of time the gas continues to flow after the arc is stopped.

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08 The sixth column is called Gas Dig. This is where you set the shielding gas preflow and post flow, and you can also make adjustments to help prevent the electrode from sticking when arc welding.

09 The last column is for AC Waveshape, where some of the greatest benefits of inverter technology are available. This allows you to set AC balance, frequency, and to select from several waveshapes. Here we’re setting the frequency to 200 Hz. One second for every 10 amps is the recommended setting. The bottom setting is used to help prevent the electrode from sticking or shorting out when stick welding.

The far right column is for Waveshape. This is a powerful feature, unique to inverter welders, allowing you to adjust many parameters of the AC current.

I’m going to describe the Balance function first, even though it’s the third selection down. This allows you to change the percentage of time the current is in the EN (Electrode Negative) mode and the EP (Electrode Positive) mode. The easiest way to understand this is that you are trading off cleaning for penetration. For reasonably clean metal, 75 percent EN should be a good place to start.

With weathered or coated aluminum, a lower percentage of EN, which provides more cleaning action, may work better. Too small a percentage (less than 60 percent) can degrade

10 Here’s an example of how the pulser can reduce distortion on sheetmetal.

The joint on the left was made with the pulser, and you can see that the heataffected zone is smaller. the point on the tip of the tungsten electrode.

The top setting allows you to adjust the EN Amperage. This is not the same as the amount of time it is on, which was set with the Balance control. The next setting allows you to set the EP Amperage independently.

Recommended settings are 1 to 0.75, such as 100 amps EN and 75 amps EP, but no more than a 2 to 1 ratio, such as 100 amps EN and 50 amps EP. The ratio you set here will be maintained when you return to the main screen.

The bottom setting is for AC frequency. A low frequency (less than 100 Hz) provides a soft, wide arc, which may be good for the delicate edges of an outside corner joint. The higher the frequency, the narrower the arc cone is, and it will be more stable when welding T joints, inside corners, and materials of different thickness.

The higher frequencies are generally used on thin materials, with 200 Hz being a good starting point. You can experiment to see what works best for you.

There is a Memory button on the top left of the control panel, which allows you to save nine programs in DC TIG, nine in AC TIG, nine in DC Stick, and nine in AC stick. If you do a certain type of weld repeatedly, these memory settings can be very helpful.

You may think we are through here, but there is a hidden setup menu, which I will go through very briefly. This allows you to adjust arc starts, waveforms, and more. To access this menu, push and hold the “A” (Amperage) button, and press the Gas Dig button. Then you can cycle through the different selections by repeatedly pressing the Gas Dig button, making changes as you desire.

The machine has default arc start

11 When you hold a straightedge against the weld made without the pulser, you can see how much the metal has distorted.

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14 For weathered or heavily oxidized material, a lower setting will offer more cleaning, perhaps as low as 60 percent.

12 On the weld made with the pulser, the distortion is greatly reduced.

13 Another useful feature is the AC Balance control. For clean metal, a 75 percent setting may be appropriate.

15 The frequency of the AC arc can be

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arc cone, and focuses it into a tighter area. This is ideal for getting welds into constricted places, like the “V” joint between these two plates, which were welded at 200 Hz.

settings for 3⁄32-inch tungsten, but if you regularly use a different diameter, you can dial-in the machine to tailor your arc starts as desired. You can also change the AC waveform, selecting between Advanced Square, Soft Square, Triangle, and Sine Wave. I have found that the default settings work very well for me, but you can experiment with these settings if you want. The triangle waveform keeps the heat at the lowest level, with the greatest benefits seen on thin metals.

There are a few more tweaks you can make in this setup menu, but I have covered the features that I think our readers will most appreciate.

Let me know if you have specific questions, and perhaps they can be addressed in future Professor Hammer columns.

If you haven’t tried the new inverter welders, you are in for a treat!

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FIRST-TIME FLEETSIDE

This ’86 Chevy C10 is low-buck and owner-built •Words by Tim Bernsau •Images by Joseph Dowling

I

t’s hard to top the satisfaction of driving a classic truck—unless it’s driving a classic truck you’ve built yourself. Many of you reading this right now know all about that satisfaction, including Matt Ervin, whose ’86 Chevy C10 is an owner-built, low-buck, backyard project.

Looking at the photos on these pages, you might be surprised to find out that the truck was a first-time, frame-off buildup by an averageguy enthusiast with an average-guy budget. A couple times in the course of the build—particularly body- and paintwork as well as upholstery— Matt got the help of local shops.

Friends pitched in as well. For the most part, the work was planned and performed by Matt at his home. The 54

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trick was in planning ahead, taking his time, learning as he went along, and choosing the right parts to finish the job. “I surfed the Internet and shopped different places to get all the pieces to put together my vision,” Matt explains.

Matt’s involvement with the hobby goes all the way back to a childhood interest in cool cars and trucks. It evolved to the level of direct hands-on participation about

20 years ago. His seat time in a truck cab goes way beyond the typical enthusiast—although the 18-wheeler that Matt drives for a living isn’t exactly the same experience as the custom C10 that he drives for fun.

The truck belonged to one of Matt’s friends and coworkers who had plans to turn it into something cool, but never got around to it. Matt paid him $2,000 for the truck. The low purchase price was

consistent with his plans to keep his build budget low.

Matt told us that he bought the Chevy for the experience of building it. “I could have taken it to a shop, but I didn’t want to spend a lot of money for something I wouldn’t want,” he told us. This was his first time tackling a startto-finish project, but he had the confidence to do it. And by doing it himself, he could control the build February 2018

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55

FIRST-TIME FLEETSIDE

and, equally importantly, control the purse strings.

The frame and chassis work came first. The weather in Lancaster, Texas, stays good yearround and Matt—with help from his friend, Wayne McNair—finished this early part of the project in his backyard before moving it into his garage. Once the truck was apart, the chassis was cleaned up and repaired where necessary.

No modifications were made to the factory frame and suspension

56

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changes were kept mild. Matt did want the truck to sit a little closer to the ground and added a lowering kit to drop the frontend 2 inches.

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Matt got a good deal from a coworker, who had been running the wheels on a late-model Mustang until it got wrecked. What looked good on that Ford Mustang looks great on this Chevy pickup. The rears are 20x10s with 20x8.5s filling the front fenders. The tires are from Continental; the rear 315/35R20 radials are the largest in the Continental catalog, paired with 255/45R20s at the front.

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FIRST-TIME FLEETSIDE

1986 CHEVY C10 Matt Ervin

Replacement disc brakes are from O’Reilly.

With the chassis revived, Matt moved his attention upward and outward to the truck’s exterior. At this point, he enlisted the help of a nearby shop, Gamez Automotive in Dallas, where Chuck repaired all sheetmetal blemishes and performed the custom bodywork. Trim, emblems, handles, and locks were shaved for a smooth look. A custom cowl hood was added in the front and a fiberglass tonneau cover was installed over the bed. The stock headlights were swapped for a quartet from a ’91 Suburban and the taillights were upgraded to LED lights. When Matt bought the truck it was wearing the original light blue paint and silver trim, but Matt had other plans. He selected a two-tone combination of gray (to match the wheels) and Inferno Orange Metallic, shared with ’10 Camaros. Chuck at Gamez Automotive sprayed the finish using PPG products.

The truck had been running a stock 305, but Matt had other plans in mind for power. Matt, McNair, and Matt’s mechanic Buddy teamed up to build the Chevy 400 small-block now 58

classictrucks.com

planted in the engine compartment.

Billet Specialties valve covers cap a pair of Vortec heads. The BS air cleaner covers an Edelbrock carb and manifold. The exhaust is expelled through Flowtech headers, pipes, and mufflers. Backing up the engine is a column-shifted 700-R4 transmission, delivering torque to 3.42:1 gears at the rearend.

Things were completely redone inside the cab. The crew at Chris’s Trim Shop in Fort Worth modified a late-model pickup bench seat and upholstered it with leather and vinyl in a gray and orange color combo similar to the paint. The combination continues on the custom door panels and on the Billet Specialties Chicayne steering wheel. A full set of Auto Meter gauges fills the dash.

Matt retained the factory heater/air conditioning and replaced the factory radio with Pioneer receiver and speakers.

It’s hard to believe when looking at the finished truck, but Matt’s ’86 Chevy was his first classic vehicle project. Equally impressive is the fact that the truck was built on a $15,000 budget. Now that it’s done, Matt’s

CHASSIS Frame: Stock Rearend / Ratio: Stock / 3.42:1 Rear Suspension: Tubular shocks, factory springs Rear Brakes: O’Reilly disc brakes Front Suspension: Factory with lowering kit Front Brakes: O’Reilly disc brakes Steering: Original Front Wheels: Foose Design Wheels Nitrous 20x8.5 Rear Wheels: Foose Design Wheels Nitrous 20x10 Front Tires: Continental 255/45R20 Rear Tires: Continental 315/35R20 DRIVETRAIN Engine: ’95 Chevy 400 Heads: Vortec Intake: Edelbrock Carburetor: Edelbrock 600-cfm four-barrel Valve Covers: Billet Specialties Air Filter: Billet Specialties Ignition: HEI Headers: Flowtech Exhaust / Mufflers: Flowtech Horsepower: 400 Transmission: GM 700-R4 Shifter: Column mounted BODY Style: ’86 Chevy C10 Fleetside, shaved Hood: Fiberglass cowl hood Grille: Stock Headlights / Taillights: ’91 Chevy Suburban / Stock with LED lights Front Bumper: Stock Rear Bumper: Roll pan Mirrors: Removed Door Handles: Shaved Bed Floor: Steel with fiberglass tonneau from Outback Truck Parts Glass: Brothers Truck Parts one-piece windows Bodywork: Chuck at Gamez Automotive Paint / Color: PPG / Gray metallic and Inferno Orange Metallic Painter: Chuck at Gamez Automotive INTERIOR Dashboard: Stock Gauges: Auto Meter Door Handles: Stock Steering Wheel: Billet Specialties Chicayne Steering Column: Tilt shifter column Seats: Custom split bench Upholstery: Chris’s Trim Shop Material / Color: Leather and vinyl / Gray and orange Sound System: Pioneer receiver and speakers Air Conditioning: Factory having fun driving it when time allows. There would be more time if it weren’t for the hours he spends driving an 18-wheeler, and the hours he now spends working on his new project—a ’70 Chevelle. The wheels keep turning.

TECH

INSTALL FABRICATE UPGRADE

Modifying the Mustang II Upgrading a Heidts Coil Spring Kit with a Modern Coilover Shock Words & Images Ryan Manson

The traditional

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

HEIDTS SUSPENSION SYSTEMS (800) 841-8188 www.heidts.com

coil spring independent front suspension design could easily be considered the industry standard when it comes to upgrading a truck’s stock suspension.

And though IFS was commonplace on Chevy trucks going back to the early ’60s, Ford hung onto its straight axle and then its twin I-beam design for many more years. While those designs work remarkably well to handle the loads of a well-used pickup truck, when it comes to lowering a truck or improving its performance and handling characteristics, an axle-based suspension design leaves much to be desired.

And so, it’s no wonder that the aftermarket industry fully embraced the Mustang II IFS design,

SOURCES

modifying the basic setup to a fully custom suspension system. One of those companies that has led

01 Here’s the original Heidts Mustang II suspension kit installed on our F-1 pickup.

Note the nonadjustable, OEM-style shock and coil spring.

the way over the years when it comes to upgrading and improving the ride quality of many vintage vehicles is Heidts Suspension Systems. Starting with the basic Mustang II IFS design, Heidts has improved and upgraded its own IFS system to the point where it bears nary a resemblance to the original Mustang II, save the core dimensions and geometry that the two share.

Years back, when I originally purchased my ’52 Ford F-1, one of the first upgrades I made was to install a Heidts Mustang II suspension kit. In one fell swoop, I swapped out the stock straight axle, drum brakes, and manual steering box with a modern IFS setup, complete with tubular control arms, dropped spindles, disc brakes, and a power rack-and-pinion. Not bad for a day’s work!

Fast-forward some eight years and I’m finally getting things wrapped up on the build, to the point where it’s time for paint and final assembly.

While organizing all the suspension components to send out to our buddies at Eddie Motorsports for powdercoating, the idea of upgrading the coil spring/shock setup to a more modern adjustable coilover kit popped into my mind. Now was the time to make the change, so the decision needed to be made ASAP. After a quick call to the guys at Heidts, it turns out that making the swap is easier than I thought.

Upgrading the coil spring setup is as simple as adding a pair of new coilover shocks (with a 500-pound spring), a pair of coilover-compatible lower control arms, and a bag of hardware, of which the original Heidts Mustang II IFS crossmember and shock towers will readily accept. The result?

Improved handling and ride quality, for starters. Heidts billet coilover shocks, offered in both single- and dual-adjustable versions, also allow the end user to dial in the dampening and rebound characteristics to suit their specific taste. Ride height can also be adjusted easily, unlike a traditional coil spring. And speaking of springs, these can also be easily swapped out for heavier or lighter versions, Continued on page 64.

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

TECH

INSTALL

FABRICATE

www.yogisinc.com/CT Complete Under Dash Air Conditioning Kit...$650

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components out of the way, the coil spring lower control arm is visible.

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03 Here’s the

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new replacement lower control arm after a bath in the powdercoating booth at Eddie Motorsports. Note the difference between it and the coil spring version.

Dimensionally, they’re identical, the difference lies in how the coil spring versus the coilover shock are mounted.

$YDLODEOH ZLWK WZR ¿ OOHU locations...$215

Universal Tanks Shown with optional in tank fuel pump sold separately.

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Retro Fit columns in many ¿ QLVKHV WR EROW LQWR \RXU truck. Some available with push start or keyed ignitions.

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Fuel Sending Units Standard 5 hole senders. Available in 5 standard OHM ranges...$35 © TANK’S, INC. 2017

04 Each Heidts Billet Adjustable coilover shock consists of the housing/ shock assembly, 500-pound coil spring (available in a variety of sizes), spring seat ring, upper hat spring cushion, and hardware.

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TECH

INSTALL FABRICATE UPGRADE

05 Before the spring seat is installed, a light coat of antisieze is applied to prevent thread galling.

Continued from page 61.

06 Assembling the shocks is a simple matter of installing the spring seat ring, followed by the coil spring and cushion. The top of the coil spring is retained by the existing shock towers on the chassis.

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07 Once the new control arm is installed, it’s simply a matter of sliding the new coilover shock in place and the conversion is complete!

catered to the specific driving requirements (track versus street, for instance), since the coilover shock can be removed in situ, without disassembling the suspension components.

Upgrading a Heidts Mustang II suspension kit to a coilover version is as easy as parting the lower control arm from the spindle, removing the stock coil spring and shock, swapping out the lower coilover control arm, and then slipping the new assembled coilover shock into place.

The upper control arms are retained and no modifications need to be made to the crossmember or shock tower.

Steering geometry remains unchanged, as do sway bar mounting locations, making this one of the simplest and most dramatic upgrades to the basic Mustang II IFS.

PERSONAL

PICKUP A carried-away clone of the one that got away •Words & Images by “Rotten” Rodney Bauman

O

ftentimes our old truck projects commence for sentimental reasons, which far outweigh just wanting that particular type of truck. We’ve all heard the story of the one that got away. Sometimes it’s retrievable.

When it’s not, cloning is the option, as it was for Riverside, California’s Ronnie Bauman. Yes, this time we’re talkin’ about my own dear ol’ dad. For Dad, whose standards have risen through the years, accurate cloning of the Bauman’s Auto Wrecking delivery truck would mean holding back. Now, given the quality and availability of reproduction parts for the GM brands today, holding back ain’t easy.

The original C10 shorty that inspired this carried-away clone was in fact rebuilt in the mid ’60s from latemodel salvage. Although it was only one in a long string of fleet vehicles, it was special enough to receive extra gingerbread—things like twice-pipes, chromed-reversed wheels, and ARA underdash AC with a genuine Muntz Stereo-Pak alongside.

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In the beginning that rebuilt C10 was Dad’s personal pickup. In later years it was passed around by delivery drivers, but that old truck was always well cared for as it served the family business. Then, in the middle of the ’70s, it was crashed a second time. I can still recall looking over the wreckage. The left front fender was relocated deep into the February 2018

classictrucks

PERSONAL PICKUP

cab. Miraculously, the driver survived with a single lump on his head. He quickly mended and carried on, but alas, the truck did not.

At the end of its road, in true multi-function fashion, the old truck’s twisted remains served the family business in a new and different way—on stands in the wrecking yard.

From there as a donor, Dad’s dearly departed pickup was dearly departed out, but it was never forgotten.

Though other delivery trucks came, went, and earned their keep as well, Dad maintained a sentimental soft spot for his old C10—the one that got away.

So, what about the clone? Well, the project began with a decent enough ’64 C10 shorty. It really wasn’t bad, but even so, it was disassembled down to bare bones for a frame-up rebuild. Sure, Dad got some help from friends at local Riverside, California, shops, but the majority of the work was done inhouse, right where the old wrecking yard used to be.

Quite appropriately, this pickup is powered by a good, used engine—a 350ci Chevrolet—sort of similar to the ones we used to sell. Beautified with brightwork bits from the Pomona swap meet and backed by a rebuilt 700-R4 from Budget Transmissions, 68

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“the little engine that could” still can.

This truck’s rear suspension is comprised of straightforward stock stuff with a six-lug–upgraded GM intermediate 10-bolt rearend, all freshened up in-house by Mike Alonso. Suspension up front is mostly stock with cut coils. The original ’60s-era delivery truck didn’t have that feature, or power steering, or power brakes for that matter. With a little help from Dave’s Wheel Alignment, those upgrades

harmonize nicely and the clone is a pleasure to drive—especially with the tunes turned off. Joe’s Muffler Service bent up a set of Turbomuffled custom twice-pipes, which pass the gas in soothing eight-part harmony of their own.

The underside floor and undercarriage are freshened up in OEM-style semigloss black. For the shiny side, Ghostly Gray Metallic is subtle enough that fit ’n’ finish speaks for itself. The bodywork and

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PERSONAL PICKUP

1964 CHEVY C10 Ronnie Bauman

paint chores were farmed out to builder Alonso’s buddy, John, who is best known as a prolific painter of custom motorcycles. With the benefit of modern materials, the clone’s finish boasts depth and gloss—far beyond that of the original truck.

Once pounding, painting, and polishing were completed, assembly was handled in-house, again by Alonso. Alonso’s bag o’ tricks is a deep one, and he does some bitchin stitchin’ as well. Interior trim is his specialty. For Dad’s little truck, Alonso used a matching shade of gray vinyl, and although the original had a black rubber floormat, the dolled-up clone sports matching gray carpet. With Vintage Air components cleverly concealed, this truck’s dash is kept clean and simple with stock instrumentation.

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It’s been said that it’s better to sit nice than ride nice. However, this little pickup does both well with stance-enhancing six-lug “Rallye” wheels from The Wheelsmith and the proper balance of Cooper Radial G/T rubber from another Riverside resource—Kuma Tire & Wheel.

The original ’60s-era Bauman’s Auto Wrecking delivery truck was a hard-working, long-hauling fleet vehicle that had to earn its keep. The clone gets to sleep indoors when it’s not propelling dear ol’ Dad to and from Tuxie’s (Riverside’s laststanding ’50s drive-in restaurant) monthly cruise nights, swap meets, and so on. Now let’s think. Where can we go to photograph a carriedaway clone of an old wrecking yard’s old delivery truck? How about right here at its home?

CHASSIS Frame: Stock Rearend / Ratio: GM intermediate 10-bolt with six-lug upgrade Rear Suspension: Stock Rear Brakes: Drum-type Front Suspension: Stock with cut coils Front Brakes: Stock drum-type Steering Box: PS by CPP Front Wheels: The Wheelsmith six-lug “Rallye” 15x7 Rear Wheels: The Wheelsmith six-lug “Rallye” 15x8 Front Tires: Cooper Radial G/T P245/60R15 Rear Tires: Cooper Radial G/T P275/60R15 Gas Tank: Stock DRIVETRAIN Engine: 350ci SBC Heads: Stock for engine Valve Covers: Aftermarket aluminum swap meet scores Manifold / Induction: Edelbrock with Edelbrock 600 Ignition: Mallory Headers: By Doug Exhaust / Mufflers: Turbo-muffled twice-pipes by Joe’s Muffler Service Transmission: 700-R4 by Budget Transmissions Shifter: Stock column-type BODY Style: Shortbed Fleetside Modifications: Little things like frenched aerial, marine-type TG latches, and so on Fenders Front / Rear: Stock Hood: Stock Grille: Reproduction swap meet score Bodywork and Paint by: Mike Alonso’s buddy, John Paint Type / Color: Acrylic urethane BC/CC, Ghostly Gray Metallic Headlights / Taillights: Stock-type reproductions Outside Mirrors: Stock-type reproductions Bumpers: Stock-type reproductions INTERIOR Dashboard: Stock Gauges: Stock Air Conditioning: Vintage Air Stereo: JVC CD tuner, not Muntz Steering Wheel: Camaro Steering Column: Stock Seats: Stock bench Upholstery by: Mike Alonso Material / Color: Gray vinyl Carpet: Matching gray

TECH

INSTALL FABRICATE UPGRADE

01 CON2R built this custom Series One steering wheel with two-tone split grips trim on the spokes and a custom horn button.

Taking Turns

SOURCE CON2R (503) 626-6390 www.con2r.com

Building a Custom Steering Wheel with CON2R Words Ron Ceridono Images Jake Ross

Like most of us

Danny Valenzuela has been making upgrades to his ’69 Ford F-100 as time and money allows. Also like most of us Danny has tried to make his truck stand out from the rest—not something that is always easy to do.

When Danny went looking for a new steering wheel to top the replacement steering column all of the readily available choices seemed too familiar or too flamboyant; he wanted to do something different yet subtle and that led him to CON2R, the same folks who built his one-of-a-kind instrument cluster we featured earlier. A company that is diverse with a capital “D,” the products CON2R offers range from custom shift knobs to one-off chassis with trim elements, custom emblems, instruments, and steering wheels in-between.

CON2R offers fours series of steering wheels, all are 15 inches in diameter and have a three-bolt mounting pattern that fits 72

classictrucks.com

readily available adapters. But that’s where the standardization ends—within each series is a long list of options to make a truly custom design.

Series One Series One steering wheels are available in two-, three-, and four-spoke patterns with offsets of 1, 2, or 3 inches (offset is measured from the back face of the wheel frame to the centerline of the grips).

These wheels use injection molded ABS with finger grooves and solid color throughout. The grips are split, which is to say there is one on the front and one on the

TECH

INSTALL FABRICATE UPGRADE

rear of the brushed stainless steel frame (in addition the grips on each side can be broken up into separate segments).

Grips are available in 15 standard colors with custom colors, leather, and wood as options.

Along with all the other options there are 11 different choices for spoke trim.

Series Two These wheels feature flat spokes that come in six different designs: straight

two-spokes, inverted V two-spokes, T three-spokes, Y three-spokes, cross three-spokes, and butterfly three-spokes.

In addition the spokes are available with three holes each or slots.

As with the Series One there are 15 standard colors for the front grip and 15 standard colors for the rear, and the grips may be divided into segments. The Series Two steering wheels come standard with a CON2R horn button.

02 Designing a unique Series One steering wheel begins with selecting the spoke pattern, offset, horn button, grip and spoke colors, and spoke trim.

Banjo &/2$ s #(%69

Hot Rod Pickup Truck Specialists ■

Frames ■ Suspensions ■ Complete Rolling Chassis ■ Brakes & Fuel Systems ■ Big New Engines/Transmissions ■ Hot Rod Parts ■ Project and Catalog- FREE! Turn-key Trucks ■ Pickup Boxes and Reproduction Parts

CON2R’s Banjo series steering wheels are a contemporary interpretation of a classic design.

These wheels feature a chrome-plated steel frame and can be ordered with all the grip options offered with the other series.

■

CALL: 402-886-2275 FAX: 402-886-2998

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

Corvette For Corvette fans CON2R offers replacement steering wheels for C1s (1956-1962) with the factory six-bolt pattern.

03 Shown here are the chromeplated steel frame, ABS rear grip with finger notches, and the horn button assembly for our Series One steering wheel.

1967-72

Chevrolet Trucks

1960-66

Chevrolet Trucks

1947-55 Chevrolet Trucks

1967-72 Ford Trucks

1955-59 Chevrolet Trucks

1953-56 Ford Trucks

Division of Cold Air Products Inc.

1201 Forum Way South, Fort Worth, TX 76140 - Phone: 817-531-2665 Fax: 817-531-3257 SHOP ONLINE AT WWW.OLDAIRPRODUCTS.COM

Wood Grips Recently released from the Old Skool Zone at CON2R are wood grips created from select, solid hardwoods—grips can be created from a single species or with various arrangements of mixed species.

Walnut and maple are the current standards, but any species can be provided upon request.

After sanding the wood grips are treated with a conditioner that seals and highlights the grain, followed by polycarbonate urethane clearcoat,

TECH

INSTALL FABRICATE UPGRADE

04 To fit around the spokes of the frame, notches are cut into the rear grip.

05 Industrial adhesive is used to attach the grip to the frame.

06 The rear grip put in place, note the adhesive that comes through the holes in the frame.

07 As the front grip will be made from two colors (blue and black), sections were cut from two grips.

08 The ends of the cut sections were smoothed and beveled to accept a trim ring.

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YOUR FIRST ORDER Use Code: MOTORMDS

which provides the ultimate in protection for the wood. To complete the look, wood spoke covers and horn buttons with laser engraving are available.

For his truck Danny chose a Series One design. The split grip was solid blue on the back side and a combination of blue and black on the front. For some added flash spoke trim (#465) with hand-painted stripes in the center were added. The horn button features a simple Ford logo.

One of the design elements the CON2R crew likes to include is the “double take” factor. That is making

09 A special primer helps the adhesive

10 Each of the four sections of the front grip

adhere to the ABS grips.

gets a bead of adhesive.

11 With all the grip sections on the frame the assembly is clamped in a jig until the adhesive sets.

12 Meanwhile the trim pieces for the spokes are treated to detailing with blue paint to match the grips.

13 The horn button choices are limitless; we wanted something subtle that looked as though it could have come from the factory.

14 Once programmed the horn button design is whittled out on a CNC machine. In this case it’s simply a recess for a Ford logo. something that makes people look twice, something could have come from the factory but never did.

Something that is unique but fits the surroundings. CON2R did it for us; they can do it for you too.

February 2018

classictrucks

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15 With the recess cut a bead of adhesive is applied.

16 The logo fits into the recess, the only challenging part is to make sure it’s level with the spokes.

17 While

18 In this case

it looks like it might have come from the factory, it didn’t and there’s not another one like it—that’s part of the fun.

spoke covers will be used, they’re also held in place with adhesive.

19 Here the spoke covers and trim pieces are clamped in place.

20 To separate the different colors of the front grip chrome trim rings are installed.

21 The finished product; it looks great and best of all there’s not another like it.

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TRUCK SHOW

AUTOCROSS

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#1 in Restoration

Event Pre-Registration is $70 and $85 at the gate. All event Pre-Registrations end April 1, 2018. Registration includes one truck, and two adult admission tickets for both days. Each registration automatically enters you in the drawing for the LMC Truck Week to Wicked Giveaway Truck. General Admission at the gate is $25 daily. General Admission does NOT include entry in any giveaways. Winner must be present at the event during the drawing(s).

REGISTER ONLINE @ www.C10nationals.com

THE LMC TRUCK C10 NATIONALS IS A CUBIC INCH STUDIOS PRODUCTION

TECH

INSTALL FABRICATE UPGRADE

01 This is Old Air Products’ HURRICANE A/C, heat, and defrost kit for ’67-’72 Ford pickups. It includes a contoured outlet/ switch mount that fits the bottom of the Ford’s dashboard.

Climate Change

SOURCES ALL AMERICAN BILLET (623)-580-7214 www.allamericanbillet.com

Installing Old Air Products’ HURRICANE Heat & A/C Words Ron Ceridono Images Ryan Manson & Christian Arriero

There was a time

not so long ago that driving a classic truck was an endurance contest of sorts. When it was cold it was time to break out the winter wear to supplement the lame excuse for a heater most trucks were equipped with. When summer rolled around the only way to keep cool was the 4/40 option: four windows (both windows down, both windwings opened and pointing forward) at 40 mph. Danny Valenzuela was looking for a more sophisticated method of climate control for his ’69 Ford F-100, so he went with a HURRICANE series A/C, heat, and defrost system from Old Air Products.

Established in 1989, Old Air Products designed the HURRICANE A/C, Heat & Defrost system as a compact, modular unit that was easy to install. Their stated goal was to create a system that would outperform other aftermarket kits on the market, as well as 80

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factory A/C systems of the period and that was compact enough to replace an original heater and mount in the space vacated by it.

HURRICANE systems are available in a variety of configurations. Inside Packages (IP) include the components inside the

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SRP Impala Wheel

We are proud to announce our new SRP brand Impala steering wheel. This 15" paintable t steering wheel is the perfect fit for your ride. h ig RS e Fits all GM columns up to 1994. r F E RD 0* Includes horn kit.

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5 and 6 Gauge Mechanical Sets

From Polished Billet to Chrome.Custom to Resto.

Check out our full line of STARTI NG AT steering wheels.

Economical and great looking. 5 colors available. Come with all needed senders.

02 A paper template is provided to mark the placement of the holes for the evaporator’s mounting studs and the A/C and heater hoses.

Six Gauge Set..........$235 Five Gauge Set..........$199.99 Add a speedometer cable for only....$25.00

CUSTOM TILT STEERING COLUMNS WITH GM WIRING Plain Finish Floor Shift Tilt Column.............$229.99 Chrome Finish Floor Shift Tilt Column.........$245.99 Plain Finish Column Shift Tilt Column........$239.99 Chrome Finish Column Shift Tilt Column...$255.99 Adjustable Floor Mount................... $20.00

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03 The mounting plate attaches to the evaporator case with three bolts, the studs attach the plate to the firewall.

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Serpentine Hyper Drive Kit Available in SB and BB chevrolet engines.

Includes: Aluminum water pump, Brackets: A/C, Alternator, power-steering pump, and front runner bracket assembly, Power steering pump, Alternator (Chrome), Compressor (Chrome), Drive Belt, and Bolts Complete SBC Kit.................................... $1099 Complete BBC Kit.................................... $1299

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NEW Mini-Kooler A/C Only Unit. Smallest A/C unit on the market! 10 1/2" wide, 8" deep, 4 3/4 " high $279 COMPLETE KIT - Everything you need only $699 MADE IN USA

Trimline w/defrost Under dash unit featuring Heat, A/C, Defrost Only $710 COMPLETE KIT - Everything you Need!

MAXI I SMALL SIZE - HIGH OUTPUT No Vacuum All Electric Featuring Heat, A/C,

04 This is the mounting plate as seen from the inside of the cab—the hole for the hoses has not been cut.

vehicle—the HURRICANE unit, louvers, duct hose, wiring harness, switches, expansion valve, heater valves, mounting brackets, and hardware.

Complete Systems (CAP) includes everything found in the IP version plus the compressor, compressor bracket, condenser, dryer, pressure safety switch, and A/C hose kit. There are also control

Defrost and Floor Heat and our exclusive 2-way electric shut-off water valve. Only $829

Rebel Wiring Kits

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8 Circuit Harness $184.95 14 Circuit Harness $210.95 MAXI II ALL NEW - ALL ELECTRIC 21 Circuit Harness $254.95 No Vacuum. This is our Hi-Performance

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Superfrost Pro Featuring Heat, A/C, Defrost and Floor Heat Perfect choice for budget builds. $739

Includes GM column and headlight plugs.

Color coded and labeled, wires attached to fuse block.

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COMPLETE KIT - Everything you Need!

1-800-STRT-ROD or www.southernrods.com Southern Rods & Parts 2125 Airport Rd., Greer, SC 29615 Orders Only: 800-787-8763 Tech Line: 864-848-0601 Fax: 864-801-3417 Prices Plus Freight - We Ship USPS & UPS Daily.

We can save you $$$$ All Prices are subject to change without notice.

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TECH

INSTALL FABRICATE UPGRADE

Steering • Brakes • Suspension POWER STEERING

CONVERSION KITS & BOXES

14:1

05 A 3-inch hole saw was used to make the opening for the hoses. Placement is critical to make sure there’s unrestricted access to the hose connections.

S PO R R ATIOT !

06 With the hole cut and the mounting holes drilled the evaporator/heater assembly is put in place.

08 To

1967-72 C10 KIT SHOWN

07 The underdash unit is secured to the firewall with three studs. Note there is unobstructed access to the hose connections.

AVAILABLE FOR:

1947-59 CHEVY TRUCKS 1960-66 CHEVY TRUCKS 1967-87 CHEVY TRUCKS

prevent air leaks around the hoses this rubber gasket is included.

To keep the gasket secure there is an inner lip that tucks into the hole in the firewall.

• Direct replacement for the original manual steering box • Keeps perfect alignment with the OE or aftermarket column • Includes brackets & install hardware • Box uses a 3/4"- 30 spline coupler

NEW!!

100% T REBUIL NOT

• All power boxes use inverted flare hoses CPP's 500 Series™ kits include a compact power steering box that utilizes late model steering technology and is ready to bolt to your frame. Kit contents may vary.

COMPLETE CONVERSION KITS $

- starting at

599/kit

POWER STEERING BOXES $

- starting at

379/ea

MORE STEERING COMPONENTS AVAILABLE! POWER STEERING

HOSE KITS

BRAIDED STAINLESS

starting at $55/kit

RUBBER

POWER STEERING

STEERING SHAFT COUPLER

RESERVOIR KITS RAG JOINTS MOST SIZE AVAILABLE IN CHROME OR BLACK FINISH! - starting at $39/kit

POWER STEERING

PUMP KITS & BRACKETS

FORD

CONFIGURATIONS!

starting at $49/ea CHEVY

FORD OR CHEVY SMALL BLOCK! Pumps - starting at $159/kit Brackets - starting at $49/kit

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

CLASSICPERFORM .COM 800.822.7708 378 E. Orangethorpe Ave. Placentia, CA 92870

09 The necessary hose connections are the A/C lines on the left and the heater hoses on the right. They should stay plugged until the hoses are installed.

10 Any connections that require O-rings, such as the expansion valve, are lubricated with refrigerant oil prior to assembly.

options to choose from. HURRICANE systems are available with pull cables for defrost and heater functions and rotary knobs for the blower switch and thermostat. Electronic controls with servomotors for defrost and heater functions are also available.

The standard switching package for the electronic versions includes rotary controls for the blower switch, heater valve, defrost, and A/C thermostat with slide controls as an optional upgrade.

Thanks to the wide variety of choices, there is an Old Air Products HURRICANE system for just about any American-built vehicle from 1928 through the mid ’70s, some foreign

cars as well as later-model vehicles.

Custom installation kits with mounting plates, condenser assemblies, switching packages, and everything necessary are available for many vehicles, including ’47-’72 Chevy and ’67-’72 Ford pickups.

Installing a HURRICANE system is simple enough, however it may require cutting holes in the firewall for hoses as well as shortening the glovebox. In addition, the vehicle may require some “improvements” such as additional insulation. To allow the heat and A/C system to operate at maximum efficiency, the roof, firewall, and floorboards must be insulated completely and any holes to the outside must be

11 Here the expansion valve has been installed. Always use two wrenches when tightening the threaded fittings to prevent twisting the tubing on the evaporator.

12 The “pigtail” on the expansion valve must be gently bent to be parallel and against the upper A/C tube.

13 This clip is used to secure the “pigtail” to the tube.

14 Here the clip is snapped in place.

15 With the expansion valve installed and the pigtail secured, the upper tube is wrapped with the included insulation tape.

filled. In addition, weatherstrips have to be in good condition and don’t forget seals around pedals and wiring.

Another consideration when adding air conditioning is the vehicle’s cooling system. Old Air Products recommends the use of a clutch-style or six-blade fan with a shroud. Another upgrade they recommend is an electric condenser fan. If an electric engine cooling fan is used Old Air advises it must be wired to engage when the A/C system is on.

Steel fans, electric condenser fans, and electric engine cooling fans are all available from Old Air Products.

Prior to our HURRICANE

402-643-0504 or www.Code504.com ** 2016 NSRA New Product of the Year Winner** “America’s Leader in S-10 Conversion Kits” • S-10 CONVERSION KIT • 100% BOLT ON • NO WELDING REQUIRED • PROUDLY MADE IN THE USA

Pickup Conversion Kits • Chevy - 41-59 SB; 47-54 LB • Suburban - 47-54 • Ford - 40-56 • Dodge - 48-56

February 2018

classictrucks

83

TECH

INSTALL FABRICATE UPGRADE

16 After drilling the required holes, the HURRICANE’s underdash panel with the outlet louvers and control switches bolts to the bottom of the dash.

17 We opted for the electronic controls that included rotary switches for the blower heater valve, defrost, and A/C thermostat.

19 On the back of the thermostat is the capillary sensor tube. It must be gently uncoiled and routed to the evaporator.

18 The A/C thermostat has a sensor that cycles the compressor to keep the evaporator’s core from freezing.

20 The end of the capillary tube is inserted approximately 2 inches into the evaporator core. The placement label is then removed.

21 Old Air Products offers a variety of dash outlets. Defroster outlets are also available, however in our case we were able to use the originals.

installation, our truck’s 390 had been equipped with an All American Billet serpentine drive system that included a Tuff Stuff A/C compressor. For that reason we chose an IP and for ease of operation we opted for electronic controls.

Thanks to the compact design of the Old Air Products HURRICANE

evaporator/heater assembly installation of the underdash unit is easy and it’s no more intrusive than the original heater. However, don’t let the small size fool you; the HURRICANE has the capacity to keep you cozy in the winter and cool in the summer. That’s the kind of climate change everyone can appreciate.

22 In addition

23 The supplied

to the louvers in the center of the dash, an additional outlet was positioned to the left of the steering column.

duct hose that leads to the outlets and defroster vents was cut to length on a bandsaw (a big pair of scissors will work).

25 The A/C condenser should be installed 1⁄4 to 3 ⁄8 inch from the radiator with the larger fitting at the top. Mounted on the condenser is the receiver/filter/ dryer.

24 Wiring is simple with the included plug-and-play harness. A binary safety switch (shown) is included to protect the system. A trinary switch can be used that also activates an electric cooling fan.

26 This diagram illustrates the flow of refrigerant through the A/C system. Simply put, heat is absorbed from the passenger compartment by the evaporator and dissipated by the condenser in front of the radiator.

27 Our FE was equipped with All American Billet’s Silverline Series Serpentine Kit that came with a black powdercoated Tuff Stuff Performance A/C compressor.

28 Old Air’s hose kit required crimping a fitting on one end of each hose. Any A/C shop can do the job; we used this crimping tool from Eastwood.

29 This is an example of a proper crimp. Note the end of the hose is visible through the hole at the end of the ferrule; that proves the hose is inserted all the way into the fitting.

February 2018

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Advertiser INDEX Art Morrison Enterprises ...................................... 25 All American Billet ................................................. 89

Digital Edition

Bob Drake Reproductions ................................... 33 Bobs F 100 Parts .................................................... 87 Brothers Mailorder Industries .............................C4 Bruce Horkey Wood Parts ................................... 57 C10 Nationals .......................................................... 79 Classic Industries...................................................8-9 Classic Instruments................................................43 Classic Parts Of America ....................................... 71 Classic Performance Products..........36-37, 61, 82 Classic Thunder Road ............................................51 Code 504 ................................................................. 83 Dakota Digital ......................................................... 63 Dennis Carpenter Ford Restoration Parts ....... 59 Direct Sheet Metal ................................................. 52 DSR Fasteners ......................................................... 77 Dynamic Control/Line Creek ..............................30 Eddie Motorsports .................................................. 31 Electric Life .............................................................. 52 Fatman Fabrications .............................................. 13 Filling Station ..........................................................48 Flat Out Engineering.............................................50 Gem Street Rod Products.................................... 86 Golden Star Classic Auto Parts........................... 27 Great Neck Saw ...................................................... 76 Harbor Freight Tools ....................................... 20-21 Heidts Hot Rod Shop ............................................ 57 Heinzman Street Rods .......................................... 74 Holley Performance Products.............................84 HTP America ........................................................... 74 Inline Tube................................................................ 86 Kugels Komponents .............................................. 77 Lmc Truck............................................................ C2, 3 Lokar Inc ................................................................... 65 Mack Products ........................................................ 76 Mar K Quality Parts ................................................ 29

Searchable Content

National Parts Depot...............................................11 National Street Rod Association........................69 Old Air Products..................................................... 75

Instant Delivery

Performance Online ....................................... 44-45 Roadster Shop ..................................................41, C3 Rod Garage.............................................................. 76

Mobile Library

Sanderson Headers ............................................... 83 Schwartz Performance .........................................69 Scotts Hotrods ’N Customs Inc .............................5

View On Any Device

Southern Rods And Parts ..................................... 81 Specialty Power Windows...................................50 Speedway Motors .................................................. 53 Strange Engineering ............................................. 35 Street Rod Headquarters ..................................... 47 Summit Racing....................................................14-15

ORDER ONLINE:

TCI Engineering ...................................................... 32

digital.classictrucksmag.com

Yogis Street Rod Accessories ............................. 62

Thermo Tec ...............................................................51 TMI Products ..............................................................7 Trique Mfg ................................................................ 75 U.S. Radiator............................................................48 Western Components Group.............................. 73 West Coast Engines............................................... 87 Wheel Vintiques .....................................................49

The Advertiser Index is provided as a service to CLASSIC TRUCKS magazine readers. CLASSIC TRUCKS magazine is not responsible for omissions or typographical errors in names or page numbers.

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PROFESSOR HAMMER’S

by Ron Covell

covell@cruzio.com

METALWORKING TIPS

Q. Professor Hammer, I hope you can help.

I recently purchased a ’53 Chevrolet 3100 pickup. The truck is totally complete, but it has no hood emblems and the center hood molding is missing. I have no problem with adding the emblems, as they use studs and speed nuts for the attachment. The center molding has tabs that fit into slots in the hood, and they are held in place by folding the tabs over. The problem is that the slots have been filled in. How can I cut the slots without damaging the paint? Or is there another way to adhere this molding?

Guy F.

New Hampshire Via the Internet

A. Well, that’s a challenge I’ve never had to face. I’m a bit leery about using any sort of adhesive for bonding the molding into place. Certainly, most moldings on modern cars and trucks ARE bonded with a pressure-sensitive adhesive, but these moldings have a solid, flat backing, so there is a lot of surface area for the adhesive to grip. Your molding is hollow, so only the tiny rolled edges make contact with the hood.

There are lots of ways to cut slots in metal, but the challenge with your particular situation is preventing damage to the paint. I’ve had to really scratch my head on this one, but I do have a solution in mind.

First, you’ll need to carefully lay out the location of the slots you need. These have to be accurately positioned, both front-to-back and right-to-left. The tabs on the molding will provide the reference you need to do this layout. You can use the center seam on the hood as a reference, too, since the tabs are spaced an equal distance from this seam on both sides. I would use masking tape to lay out the location of the slots, using the edge of the tape as your reference for the

▲The center molding on this hood is held in place with tabs, which go through narrow slots in the hood. This month we’ll describe a way to make those slots in a filled-in hood. The challenge is to do this without disturbing the finish on a hood that is already painted.

distance away from the center seam. Next, you can hold the molding close to the hood and make marks on the tape showing the front-to-back location of each slot. Fortunately, reproduction hood moldings are available from aftermarket suppliers.

I’d suggest using an abrasive cut-off wheel to do the cutting. The smallest ones that I am aware of are made by the Dremel Company, and of course they make a small, controllable, handheld electric tool to spin the discs. I don’t have one of these Dremel tools, so I would do the job with a 2-inch-diameter 0.032inch thickness cut-off wheel in a pneumatic die grinder. Actually, the smaller the diameter the better, since a larger wheel will have a longer run-in and runout ramp. Either one of these tools will do a good job of cutting the metal, but the heat they generate will certainly burn the paint.

My idea for protecting the paint is to use a garden hose, positioned to flow a thin sheet of water over the areas you are cutting. The water will keep the metal cool next to the cut, without defeating the cutting action. You could also set up a water-spraying device inside the hood (like a garden sprinkler), which would greatly reduce the amount of water on the top of the hood, making the job less messy. If you have a friend who can work with you, they could probably use a handheld mister, which would confine the water to a much smaller area. If you use the electric Dremel tool, you will want to be especially careful to keep water away from the motor.

Last, be sure to touch up the paint in the areas where you did your cutting, to prevent rusting. Let me know how this works for you.

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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TAILGATE

by Ken Lorek | photography by Diane Wollensiegel

Sunset Coast Snow Job )Western Michigan beach towns team with tourists during “the season.” After Labor Day, things quiet down and the “locals” recapture their town. The euphoria is short lived, lasting only until the first “lake effect” snowstorm dumps tons of snow on the area.

This ’32-’34 Ford Model BB is parked in front of the garage doors of the “out of business” downtown gas station in Ludington, Michigan.

The “Double B” trucks were the first to use the Ford Flathead V-8 engines as a truck powerplant.

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