hether you’re building a classic truck from the ground up or performing an engine/transmission swap, chances are you’re going to get to the point where you need to measure for a driveshaft. This can be a stressful time for the uninitiated as any mistake can mean the difference between getting it right the first time or buying another driveshaft after getting it wrong. The crew at Inland Empire Driveline Service (IEDLS) knows the trouble folks can have when it comes to properly measuring for a driveshaft and have put together a simple form that makes ordering a custom driveshaft a simple affair—provided one can read a tape measure.

One of the most important aspects of measuring for a driveshaft is to take the measurements as described by the driveshaft shop. Different shops may use different approaches, so always be sure to check with your local driveshaft shop if you decide to go that route. For us, our go-to has been IEDLS as we’ve found their instructions to be simple and the directions easy to follow. Their measurement sheet gives specific points to be measured and after a couple minutes under the car, that sheet can be emailed to IEDLS and a week or so later a custom-made driveshaft shows up at the shop. It doesn’t get any easier than that. And if there’s any question regarding yoke size or material recommendations, the knowledgeable staff at IEDLS are eager to please.

n anybody’s paint shop, being the painter comes with its pressures. Here in our own shop, for example, our subject 1955 Chevy second-series project’s finish had better look good—and it had better endure the elements well.

Assuming you’ve been with us, you know that we’re taking advantage of available aftermarket sheetmetal. It’s nice to have the option. In this instance it’s quite necessary, but as the painter here, I must wonder if faraway factory workers truly give a hoot about the work that I must do. Perhaps they do, but since I can’t be absolutely sure, I’m somewhat reluctant to trust whatever coating a brand-new panel might arrive with.

As we’ve understood, reproduction panel manufacturers sometimes use a black “paintable” Electro-Deposit primer coating, or “E-coat” as it’s commonly called. The familiar black E-coat can be prepped and recoated at the painter’s own discretion. Some painters work with it, while others strip it away for a fresher start and proper peace of mind.

hevrolet and GMC trucks have an incredible following; events are popping up all over the country to celebrate these popular trucks. One of the newest on the schedule is the GM Truck Fair, an annual event held in Greeneville, Tennessee. Hosted by Bryan Harrison and crew, this event offers a laid-back atmosphere and plenty of room for expansion as Bryan continues to pound the pavement to pull new enthusiasts into the show.

The event consists of two days of activities, with a Friday VIP reception at the General Morgan Inn, a historic hotel in downtown Greeneville and host hotel for the event. Then, the show takes place on Saturday at the Greene County Fairgrounds with a great display of trucks, vendors, and a swap meet. As the event winds down, the award winners are chosen and then receive a police escort to downtown Greeneville for an awesome evening under the lights with live music, great food, and plenty of good old-fashioned fellowship among truck enthusiasts. Awards consist of the Classic Truck Performance Top 20, the Auto Metal Direct Top 3, Harrison’s Rod and Custom Top 3, and a few other specialty awards.

“I started by laying out a new 3/8-inch flange around the outer body line, which is exactly where an original big back window would fit. I carefully ground all the spot welds on the inner panel to the back of the cab and where it met the doors. Since the roofskin was on the truck, you have to cut the top seam where the rear window panel meets the inner roof panel. Once that is cut, you can grind the exposed spot welds and remove the rest of the panel. Then, go back to the outside of the cab and cut to that new flange line.

hile power windows are pretty much standard equipment in modern trucks, that hasn’t always been the case. General Motors was the first to offer them in Chevy and GMC pickups in 1977; they became available in Fords for 1984, but they weren’t on the Dodge option list until 1989. But for those who would like to raise and lower his/her classic truck’s windows by pushing a button rather than spinning a crank, Ball’s Power Windows makes it easy and affordable to add this contemporary feature.

There are several reasons to consider installing power windows. Certainly, there is ease of operation, plus the convenience of being able to roll down the passenger window from the driver seat without having to reach across the cab. Of course, it’s often an opportunity to get rid of a worn mechanical regulator that needs to be replaced anyway; and then there is the fact power windows in an early truck are cool.

’ve said it before and I’ll say it again—it takes a lot to get me excited about traveling out of state for events, especially after 30-plus years! The one thing that’s kept me from being totally anti-shows is simple: the people. Seeing lots of old friends and acquaintances on a yearly basis is what’s kept the same events from getting completely played out … but still, the excitement level does continually diminish.

Well, that all changed two years ago, at least when it comes to the weekend after Labor Day. Thanks to the efforts of two industry leaders—Bobby Alloway (Alloway’s Hot Rods) and Gary Case (Case Design Group)—the icons of the hot rod world have gathered together at Nashville Superspeedway for the annual Triple Crown of Rodding: the event that has basically resurrected the true spirt of outdoor car shows—enough so that I now have a renewed tolerance in dealing with domestic air travel and hotel life … at least the first weekend in September!