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Fuelish Media spent a week on the road with the Velocity Restorations 1967 Ford F-100; see page 12 for the full report!
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BY ROB FORTIER
ack in the early 2000s when I was at the helm of Classic Trucks magazine, the variety in the trucks we covered were basic: stock height (occasionally), lowered, or really lowered! Rarely did we devote pages to the lifted class.
That was then … and the “this is now” is a whole new ball game!
The off-road/4×4 segment of the classic truck market is huge—from the enthusiast’s aspect clear to the builders and, more importantly, to the manufacturers. It’s crazy. And I absolutely dig it! Especially the vintage pre-runner and SCORE-type stuff, as I have a small but personal attachment to that.
Back in the mid ’70s, my fourth grade teacher just happened to be Walker Evans’ (RIP) mother. She knew my dad who worked in the superintendent’s office and knew he worked closely with Frank Snook, who at the time professionally drove the Uniroyal Laredo Class 1 buggy (prior to that, the McDonald’s-sponsored C1 buggy). She assumed that I would appreciate having some (a lot) of her son’s memorabilia—from black-and-white glossies to factory-sponsored decals and so on. She was right. That same year, my dad took me to the Mint 400 in Vegas, where I not only got to steer Snook’s buggy in the pre-race parade down Fremont (despite barely being able to see over the wheel, with my dad yelling “keep in straight” the entire time!), but got to pre-run the course in one of Parnelli Jones’ Broncos (unfortunately not Big Oly!). Why my dad never got more involved with SCORE racing I’ll never know, but I definitely cherished every moment, especially the countless Riverside Raceway events and the early Mickey Thompson stadium races.
Parts Dept.
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FeatureInTheGarageMedia.com
BY Fuelish Medialassic truck ownership is not just about having old machinery; it’s a gateway to a whole culture and a reflection of your personality. It’s like making a statement that you appreciate the bold styles of the past and have the means to resurrect one to make it cooler than anything else on the road. On top of that, they act as a portal to a time when life was simpler. I think we all have a fondness for those less-complicated times.
For those looking to create your own a head-turning truck, all we can say is that it’s not easy. Yes, you can build a truck on a budget with your two hands and a proper set of tools, but it will require a plethora of hours to complete. But perhaps you prefer to buy your way in? That too can come with complications as there are a lot of trucks that appear to be good deals but in reality are piles of junk.
Now, we don’t want to discredit having a truck built by someone else as there are many reputable shops that can turn your classic truck dreams into a reality. But the drawback here is that this process can be very time consuming. As they say, all good things come to those who wait. And it’s not to say that these places take their time to rack up labor charges. The truth of the matter is that these vehicles are rolling pieces of art and require a good stretch to fulfill a vision.
TECH
Images Courtesy of Roadster Shophe GM OBS trucks from 1988-98 are enormously popular, and most builders want to lower them—sometimes dramatically. Air suspension systems are a common choice for this application, since they can allow the chassis to drop all the way to the pavement when parked, then raise quickly to any desired ride height with a simple in-cab control.
If you attempt this with a stock frame and suspension, you’ll run into countless obstacles. Most often, the bed floor must be raised substantially, and in some cases, even the cab floor requires modification.
Feature
InTheGarageMedia.com
Images By Bart Cepekack in the day, Matt and Mason Harper’s grandfather owned and operated a glass company, which would become the “family business” that, rightfully so, the two brothers would one day take over. As an homage to their elder patriarch to complement their heritage in the biz, and as a way to satisfy their obsession with fast cars and trucks, they decided to have a pair of Chevy 3100s built.
It all started when Grandpa Harper started the glass company with a Chevy 3100 as the official shop truck. When the Harper boys came up in the ranks of the family glass business, they wanted to capture their obsession with fast cars/trucks in a way that also complemented their family history in the business, so naturally that put them on the hunt for a couple of 3100s to start with. Matt had acquired his first and Mason shortly thereafter. Following a short search for a suitable builder, they found the right shop, ironically just up the street from one of their business locations.
Tech
Images By The Authorhen it comes to worthwhile upgrades on the beloved 1988-98 Chevy, the rear brakes are one of the most overlooked—but most rewarding—places to start. Anyone familiar with these trucks knows the factory rear drums aren’t exactly confidence inspiring. Sure, you can tweak them, adjust them, clean them, and follow countless DIY videos on how to squeeze a little more life out of GM’s original setup. But eventually, the brake fade, uneven stopping, constant adjustments, and overall clunky feel make it clear: it’s time for something better.
A rear disc brake conversion may sound like a big step, but, in reality, it’s one of the easiest ways to improve consistency, braking power, and overall driveability. Rear discs mean less maintenance, cleaner operation, and far more predictable stopping—especially if your truck actually gets used the way these trucks were meant to be used. And, let’s face it, an iconic workhorse like the 1988-98 Chevy deserves modern braking performance, not 30-year-old drum technology. The real question becomes: who offers a complete rear disc kit that upgrades performance without adding unnecessary complications?
Feature
IMAGES BY NotStock Photographyith notable builds, such as his 1970 Blazer “Charlie Brown,” the “Grinch” 1964 C10, and most recently featured in CTP as the inaugural Triple Crown of Rodding’s Truck of the Year 1977-87, his 1979 unibody “Lolita,” when Ricky Holly says he’s putting together a weekend cruiser, well, as you can see, he really doesn’t cut any corners!
Finished in March of last year, Ricky’s 1977 Chevy Scottsdale, which he’s given the name “Stella,” may not have the multitude of custom mods we’re used to seeing with his builds—heck, this one still rides on an OE frame—it is by no means simply a mild cruiser.
To start things off, Chassis Fab in Ricky’s hometown of Houston, took his stock Scottsdale platform and updated it with tubular control arms and a four-link out, each corner fit with QA1 coilovers and Wilwood six-piston discs (now semi-concealed by a quartet of Hot Rods By Boyd Signature Series in 22/24-inch variety). Rather than go the usual LS route, Ricky opted to retain the stock small-block 350 paired with its Turbo 350 mate—carbureted, bits of chrome and polish, and many of the original parts—surrounded by a set of Slosh Tubz inner fenders, custom firewall panels, and a set of CVF billet hood hinges. Underhood detailing is top notch for a basic weekend cruiser, if we don’t say so ourselves!
Event
IMAGES BY THE AUTHOR & Rob Fortierell, by now, I think we all know the immense weight of Dino’s Git-Down, which brings in massive numbers of GM trucks (we’ll get to the vehicle count later) to Glendale, Arizona, on an annual basis. Though today this event has turned into a must for many enthusiasts from across the globe, it really came together from humble beginnings. And if you didn’t know, it all started with a simple hangout before another event nearby.
If you’ve ever met the dude behind it, Dino Battilana, you’d know that he is just another classic Chevy truck fan who shares our passion for these old haulers. Basically, he just wants to hang out with other like-minded folks and his larger-than-life personality is infectious with everyone who passes his way. This is a major component to why the Git-Down is such a huge gathering and there is no doubt that putting this show on is definitely his calling in life! We love it so much we can’t wait to join him every year!
Tech
Images BY Rob Fortierhile the thought of upgrading to a carburetor in 2026 might seem a bit contrived, cost and accessibility can be a huge hindrance when it comes to making the leap to a fully electronic fuel-injection setup. Without a laptop or the ability to program an ECU, tuning an EFI system makes one reliant on a dyno shop or third-party tuner. Yet while most modern EFI systems feature self-learning abilities and a very robust initial programming baseline, there can still be subtleties that need to be refined by a professional. That’s what still makes a carburetor a very attractive option for many classic truck enthusiasts and the reason the guys at Edelbrock sat down and designed a clean sheet four-barrel carburetor, the VRS-4150.
Based on the classic 4150-style design found on many Ford vehicles going back as far as the 1950s, Edelbrock’s VRS-4150 took those elements and injected it with a plethora of adjustability, all at a screwdriver’s length. With a simple turn of an adjustment screw or a change in size of a jet or air bleed, the VRS-4150 can be easily dialed in by the end user, much to the chagrin of your local EFI tuner.
Feature
Images by THE AUTHORhen the world outside has come to a standstill around you, it’s probably a good time to take on a hobby or two. Joe Rastiello of Jefferson, New Jersey, figured the COVID-19 shutdown was as good a time as any to retreat to the garage and start building a truck, or three, or four, to help cope with the issues around him. “I started building trucks about five years ago during the Pandemic. In 2024 I sold my latest build and then decided the next one would be on a different level than the ones that came before; something that would stand out in a crowd and was fully customized. I began my search with that thought in mind,” Joe states.
Tech
Images BY Taylor Kempkesetails. It’s all in the details—the little ones and the ones that require a decent amount of fabrication. Whether it’s something as simple as clocking your wheels/tires or, in this case, as major as cutting up a bumper for a nice, clean, tight fit, the details matter when it’s all said … and done! Our pal Jake Caballero—who most recently fabbed up the stainless exhaust for the 1948 Chevy—sliced up a Classic Industries replacement rear bumper for a 1967-72 C10 and was kind enough to give us some insight on the whys and hows of the procedure:
“It first started with a chat with the customer. The customer wasn’t a fan of how much the bumper stuck out on either side of the bed; he wanted the bumper flush with the sides. I took some careful measurements and it looked like 2-1/4 inches would do it. Next was the decision on where to cut the bumper. Making things simple was the name of the game. I didn’t want to take material out of the center of the bumper, which would require to open the license plate opening and require to move the already-welded mounts from shaving the bolts. Also removing the 1-1/8 inches from each end was going to be challenging as well because the bumper tapers at the end and would need a section added horizontally, ultimately creating more work. I found the sweet spot where I wouldn’t get into the mount and also wouldn’t get into the taper of the bumper.
Event
Images by THE AUTHORord Fest is a mashup of drag racing, drifting, autocross, burnouts, off-road obstacles, and a massive car and truck show—all jammed into one long weekend at Beech Bend Raceway in Bowling Green, Kentucky. Strictly for the Ford faithful, it’s a two-day event full of noise and tire smoke.
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