


Hitting page 1 of our Mar. ’25 issue is a stunning shot by Fuelish Media of Dave Gonzales’ 1966 C10 “Fenced In,” built by our buddy Roger Burman at Lakeside Rods & Rides.


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ate last year I sat down with Jason and Marcel from Auto Revolution (autorevolutiononline.com) and did an impromptu podcast talking about pretty much everything classic truck … at least from my perspective. One of the things that we discussed that I wanted to talk about here more at length are high-end patina trucks.
I made a comment about getting a truck out in a field with (bitchin) patina, throwing a $50,000 chassis underneath it, and having a showstopper. First, for clarification, that chassis estimate includes everything from the wheels to the drivetrain, the exhaust to all the plumbing—as you can buy a brand-new chassis for a fraction of that cost (hell, look at All American Chassis’ new $10,000 budget platform for starters!). But my point remains: unlike many other facets of the automotive aftermarket, it is both financially and technically possible to build a showstopping classic truck without having to go through all the trouble of bodywork and paint, chrome and polish, and all that jazz. Sure, you see it with muscle cars and hot rods, but in no way to the extreme that you see it in our world!
As I clearly stated in that podcast, I truly love that. I love that because I am accident prone—not so much as prone to actual collisions per se, but rather bumping into things, having other people bump into me … you know, the things conducive to owning a nicely painted/polished vehicle! Though I wholeheartedly regret it now, the main reason I sold off my 1975 Cheyenne (the very first Squarebody project ever featured in Classic Trucks magazine!) was because I was terrified something catastrophic was going to happen to it in the course of my daily driving (it is SoCal, so …). With a patina’d or in-progress car or truck, I’m not worried about any door dings, bumper scratches, and so on.
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he tale of this insane pickup started when Dave Gonzales, a hot rod enthusiast from Murrieta, California, first encountered the legendary work of Roger Burman and Bobby Hofbauer of Lakeside Rods and Rides through a stunning 1935 Ford three-window coupe he acquired. This incredible custom creation, crafted by the skilled hands of the Lakeside team, captured Dave’s imagination, and sparked his interest in the shop’s unique approach to automotive artistry. Impressed by the quality and craftsmanship of the Ford coupe, Dave sought out Burman to discuss the build of a 1966 Chevy C10.






here’s nothing better than walking into an old barn to find a dust-covered truck sitting in a back corner waiting its turn to be brought back to life. Regardless of whether it’s been sitting in a farmer’s field, back lot of a salvage yard, or even in a barn, there’s plenty of work ahead should you decide to take on reviving it back to street duty. Choosing to retain its well-earned patina gives it a winning hand when it comes to the cool factor. Nothing looks more bitchin than a well-balanced truck showcasing its history for everyone to appreciate once it hits the scene. The 1946 Chevy Art Deco–Series truck in our story has been a long-term build evolving over the years as an affordable hauler with a focus on stance, improved handling, and dependability for the next chapter.
When taking on any build, it’s a great idea to have a plan to follow, laying out the steps needed in order to reach your goal. In this case, starting with a well-preserved truck was a plus, eliminating the needs for any structural or rust repairs. From ground zero, we wanted to focus on updated handling and braking, so it made sense to start with the chassis. Once separated from the cab and bed, it was stripped of all original factory parts, including the driveline, brakes, and suspension, then blasted clean. Inspection proved it was straight and rock solid, making it a perfect base to use. The team at Rothspeed in Milton, Vermont, got busy by first boxing the entire frame and following with updated suspension components (1937-1946 Chevy Mustang II with universal four-link), all anchored by QA1 adjustable coilover shocks. Updating the old factory binders to four-wheel disc brakes was a snap thanks to Classic Performance Products (CPP) 11.75-inch slotted and cross-drilled rotors, forged aluminum hubs, and Big-Bore calipers combined with their exclusive HydraStop hydraulic brake-assist system.




hen stepping into the world of classic trucks, it’s not often that you get to see a perfectly executed mild Kustom amongst legions of modified haulers regularly showcasing a cutting-edge performance chassis, modern driveline, and ground-hugging stance. Creating something truly memorable takes plenty of finesse in fusing just the right combination of design elements from any number of eras and models to bring a vision to life. By studying rolling sculptures straight from the pages of little books from the 1950s and 1960s, it gives a builder the opportunity to channel any number of restyling cues from names like Barris, Winfield, Starbird, or Valley Custom Shop, to name but a few. The alluring 1956 Ford F-100 laid out across our pages belonging to Matt Hayes of Dundas, Ontario, Canada, has been putting down plenty of miles since completed this year, drawing deep crowds wherever it’s been seen.





veryone knows how one thing leads to another. When we’re thinking outside the box, we might as well color outside the lines, right?
Just a while or two back we dry fit assembled a Task Force Chevy reproduction Stepside bed, beginning with its squared-up wooden floor. We know; that’s not the way most builders go about that. It’s just how we did it that time, and it worked out mighty fine.
Recently, we’re wrapping up some mild custom touches for the same all-new Stepside bed assembly. If you caught this story’s part 1 (Jan. ’25 issue), you may recall taillights and tailpipes near the tail end, but there’s still a little more in store. We’ve still got some custom tailgate latches and catch cables to figure out.








The Automotive Juggernaut That Leads Industry Trends

eld at the Las Vegas Convention Center, once again, the 2024 SEMA Show was a spectacle like no other. Despite the ongoing construction outside, the show’s grandeur remained undiminished. The massive event, spanning 1.2-million square feet, is a testament to the automotive industry’s innovation and THE PLACE to showcase custom vehicles.
As attendees navigated the labyrinthine halls, they were greeted by a dazzling array of wild rides, from classic restorations to modern recreations. Each exhibitor’s booth was a canvas for automotive artistry, with companies vying for attention with their eye-catching displays. Industry giants and emerging startups alike showcased their latest products, from high-performance engine parts to cutting-edge suspension systems.





hen it comes to tricking out a truck, two common objectives are reducing ride height and improving road manners. At one time those goals were often mutually exclusive. Dropping a truck made it look cool but the lowered stance, often done with heated springs, lowering blocks, and other crude methods, could also reduce suspension travel, resulting in a rough ride and unpredictable handling. It was the price to be paid for looking cool. But today, with suspension components from Detroit Speed & Engineering (DSE), you can have it all; 1967-87 Chevy and GMC pickups can be lowered substantially and have vastly improved ride and handling characteristics.
In the Feb. ’25 issue of Classic Truck Performance we looked at DSE’s Speed Kit and SpeedMAX front suspension kits. This time we’re checking out their QuadraLink rear suspension systems.




oung gun truck aficionado Dakota Straw of Stroudsburg, Pennsylvania, remembers the exact moment he wanted to build a Squarebody truck of his very own. “I was always into cars and trucks as a kid. When I was 18, I was watching Stacey David on his Gearz TV show, building what would become the ‘Knuckle Buster’ truck. I knew at that minute I wanted to build up a C10 just like that one. I was hooked.”









fter spending last year stuck at home with COVID-19, forced to spectate via social media, let’s just say I was heavily anticipating returning to State Farm Stadium in Glendale, Arizona, for the 14th edition of Dino’s Git-Down. Without mincing a bunch of words, I was not in the least bit disappointed!
To start off this year’s Git-Down extravaganza, our friends at Auto Metal Direct (AMD) organized GM Truck Week leading into Dino’s Friday to Saturday gig. Eddy and Jason from AMD worked with local shops/businesses, like All American Billet, Fat Fender Garage, GSI, and Tre 5/iKandy Paintworks (who celebrated their 10th pre-party anniversary this year), making for a full week of truckin’ adventure leading up to the big show. Based off the results of the first-ever GM Truck Week, looks like you can count on that being part of Dino’s 15th Git-Down in 2025!




ack in 2018, Stoker’s Smokeless Tobacco enlisted the talents of Grant Salter and his team at TriWorks Hot Rods out of Nashville to help them with a promotional vehicle giveaway. Leading the “corporate” panel in the right direction, the collaborative ultimately decided upon a 1967-1972 C10 to build—but it was up to TriWorks to initially source the beginnings of the project.






lassic trucks were designed to be used and abused; some of the details of construction can be a bit crude. When it came to the running boards on the Souza F-100 project, a lot of work was required by the crew at Gary’s Rods & Restorations to make them fit the cab, bed, and fenders in a way that is smooth and refined.
The original running boards jutted out from the fenders in an odd way, so the first step to enhance them was to remove some excess width. The boards were made with three full-length ribs plus two shorter ones placed behind the cab. One long rib was removed from the outer edge, which narrowed the running board about 2 inches.
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