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October 2021
Corn 'n' Flakes snapshot
Behind the Scenes article snapshot
Corn 'n' Flakes snapshot
Behind the Scenes article snapshot
Low-Key Truck with a Twist article snapshot
After the Dream article snapshot
Sizzlin' in the Southeast article snapshot
Bluetooth-Programmable Overdrive? article snapshot
Classic Truck Performance October 2021 cover
On The Cover:
This month’s cover super duo comes from a super duo of lensmen: John Jackson captured Keith Lane’s “Fast Layne Fifty” on location in North Carolina, while Tim Sutton ventured north up the California coast to snap Brett Haskin’s gorgeous GMC.
Classic Truck Performance ISSN 2692-2347 (print) ISSN 2692-2355 (online) Issue 14 is published monthly by In the Garage Media, 370 E. Orangethorpe Avenue, Placentia, CA 92870-6502. Postage paid at Placentia, CA. POSTMASTER: Send address changes to: Classic Truck Performance c/o In the Garage Media, 1350 E. Chapman Ave #6550, Fullerton, CA 92834-6550 or email ITGM at Copyright (c) 2021 IN THE GARAGE MEDIA. Printed in the USA. The Classic Truck Performance trademark is a registered trademark of In The Garage Media.
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Editorial Team
Rodney Bauman, Tommy Lee Byrd, Ron Ceridono, Michael Christensen, Ron Covell, Grant Cox, Dominic Damato, John Drummond, Fuelish Media, Eric Geisert, Joe Greeves, John Jackson, Barry Kluczyk, Scotty Lachenauer, Ryan Manson, Josh Mishler, Todd Ryden, Jason Scudellari, Chris Shelton, Tim Sutton, Chuck Vranas, Michael Yamada – Writers and Photographers
Mark Dewey National Sales Manager
Patrick Walsh Sales Representative
Travis Weeks Sales Representative
Editorial Contributions

Editorial contributions are welcomed but editors recommend that contributors query first. Contribution inquiries should first be emailed to Do not mail via USPS as we assume no responsibility for loss or damage thereto. IN THE GARAGE MEDIA 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. Contributors’ act of emailing contribution shall constitute and express warranty that material is original and no infringement on the rights of others.

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Copyright (c) 2021 IN THE GARAGE MEDIA.

The Classic Truck Performance trademark is
a registered trademark of In The Garage Media.

Still Hammerin’
Rob Fortier Headshot
How We Doing?

o, we’re well over a year In The Garage, so to speak, and I just wanted to take this opportunity to not only let you know how things are going from this side of the magazine-making process, but also to get some feedback from all of you on the other side of the page/screen on how we’re doing … good, bad, and/or indifferent.

As I write this, August is coming to a close and we’ve pretty much covered our summer’s itinerary of events (there are still a handful of shows yet to attend before the year closes out though). The reason I bring up the events doesn’t so much refl ect on how we’re doing, rather, how well we’ve been able to interact with people beyond our immediate 6 feet of day-to-day social-distanced interacting. Aside from fi elding some questions/comments regarding whether or not In The Garage Media has any affi liation with a prior publishing company (to set the record straight, the answer’s no—we’re a 100 percent independent upstart company with the only relationship being the fact that we’re all prior publishing company alumni with the same passion for magazines!), I have to say that the majority of everyone we’ve spoken to on the road are just as stoked, if not more so, as we are to not only be publishing magazines but publishing some outstanding magazines! (Yes, there was a bit of egotism in that last part … could you tell?!) And along with that great response came a lot of new subscribers—I’m sorry, prescribers!

CTP  Parts Dept
Master Power Brakes Carbon X Brake Booster
1. Showstopper
Do you currently pop the hood on your most prized possession and absolutely hate the look of the brake booster? We have for years and finally decided to do something about it. Master Power Brakes is excited to introduce their all-new Carbon X Brake Booster. There is finally a brake booster that has the looks to go along with today’s high-end builds. Traditionally, a builder has gone to great lengths to move, hide, or cover the brake booster. It is finally a part that can be featured. Master Power Brakes’ Carbon X Brake Booster consists of high-gloss outer carbon-fiber shells holding the modern 9-inch, dual-diaphragm internals. All of this is held together with several CNC-machined billet aluminum components, including the two outer billet aluminum rings. The standard Carbon X Brake Booster will utilize outer rings that are standard in either black anodized, polished, or brushed finish. A few custom upgrades are also available, giving you the ability to match the brake booster to your engine compartment’s theme and overall look. Additionally, the outer rings can be configured so that you can see the hardware from the front or the rear of the brake booster. If you are ready to take your brake system and engine compartment to the next level, give them a call.
CTP Feature
Fast Layne Fifty
The L&S Customs–Built Tributary Thriftmaster
“I’ve had an interest in classic vehicles since my youth. My dad instilled this love at an early age,” Keith Layne recalls, when asked the proverbial “How’d it all start?” in regard to his stunning tribute to his father, the “Fast Layne Fifty.” “My first vehicle was a 1959 Chevy truck that was resurrected from a junk pile for $125 and then rebuilt in my grandfather’s garage. I drove that truck through high school in primer before we painted it Petty Blue my senior year.
CTP logoFeature star Tech
Man working on car
Phoenix Transmission’s CompuShift-Controlled 4L60E… the Techno Trans!
BY ROB FORTIERPhotography BY The Author

recall, many years ago, when Bluetooth first came out. At the time, it really had no relevance in my life. But just as computers themselves were maybe 10 years prior, little did I know that before long they both would practically rule my life!

Had you told me back then that one day that newfangled Bluetooth technology would have the ability to tune/control my transmission, I’d have laughed as hard as I did the day my graphic arts instructor told me that if I wasn’t computer-literate by Y2K I’d be hard-pressed to find a job!

Ironically, it was around that time (early ’90s) that GM introduced the 4L60E transmission. Essentially, the 4L60E is a grown-up 700-R4, with the adult aspects being the absence of a governor, standard valvebody, and those temperamental TV cables—all dictating the use of a computer in which to control the transmission itself. However, for the better part of the ’90s on through the ’00s, the 700-R4 ruled the classic truck market when it came to overdrive swaps. I’ve had my fair share of 700s, in the earlier years of my career (when companies were still trying to figure out the TV/carb linkage deal) to more recently (when practically everyone had the TV cable figured out), and can say that in the right vehicles they’re hard to beat. But, save for my late-model daily drivers, I’d yet to experience the computer-controlled joys of an electronic overdrive … till now.

CTP Feature
Nothin’ but Corn ‘n’ Flakes typography
Vintage Vibes and Wild Paint Help This First-Gen C10 Stand Out

hen you live out in the country and drive a pickup truck, well, it’s tough to stand out in a crowd and get noticed on the streets, especially when every other vehicle you pass on your local country road is of the bedded variety—that is unless you are Byron Loucks of Glenville, Pennsylvania.

Byron ain’t like the other truckers out there in the farmlands of Central Pennsylvania. When he designed his future hot rod pickup, he knew from the start he wanted something a little bit different than the typical rides he saw at his local cruise night. What he desired was something built with old-school style blended with some modern underpinnings and basted with a flakey golden hue. Well, he got that and even more with this stunning shortbed 1963 C10.

First-Gen C10 in corn fields
CTP logoFeature star Tech
Showing off the car body
Filler Fundamentals Title Typography
Part 3: Skimcoat Tips for Uniform Fairing
BY “Rotten” Rodney Bauman  Photography & Videography by THE AUTHOR

hen it’s used to describe body parts of a truck as shapely as the Task Force Chevrolet, the word “straight” makes little sense. Somehow words that pertain to the autobody trade tend to end up twisted. Take the word “skimcoat” for example. No matter how loosely it’s translated, skimcoat should never mean a thick slab of polyester filler.

Now, as long as we’re discussing weird words and polyester fillers, let’s get this out of the way, right away: Not all polyester fillers are “Bondo!” That’s only a brand name. You can use it if you want to, but for the skimcoat job at hand we’ve already coughed-up the dough for Evercoat Rage Gold, which is among the higher-end fillers available today.

Our local parts store stocks Rage Gold, but it’s currently costing $93.92 per gallon-size can. At the time of this comparison the best deal we’ve found is $63.99 from Summit. As we go here, the majority of tools and materials used are indeed Summit staples.

CTP Feature
Title of article
Dan Youngblood’s 1956 Ford F-100
Front side truck

eople love talking about their classic trucks at car shows, gas stations, the grocery story … you name it. Oftentimes, if you enquire about them, you can end up in a conversation longer than you’d expect. Then there are individuals who have a truck that is really special but they’d rather just answer a compliment from an admirer with a simple “thanks.” Dan Youngblood is one such individual. Even though Dan has the equivalent of a wolf in sheep’s clothing, he’d rather keep things … low key.

CTP logoFeature star Event
Sizzlin’ in the Southeast title
Lowered matte blue Chevy Truck
White Chevy truck with red trim
Orange and black chevy trucks lined up
Chevy and GMC Trucks Take Over Lebanon, Tennessee, for the Southeastern Truck Nationals
BY Tommy Lee Byrd Photography By THE AUTHOR

he popularity of classic Chevrolet and GMC trucks shows no signs of stopping. If you needed any further proof, the turnout at the Southeastern Truck Nationals should seal the deal. With more than 1,000 classic Chevy and GMC trucks on hand at the Wilson County Fairgrounds in Lebanon, Tennessee, the crowd was thick and the show field was packed with a wide variety of builds. Folks traveled from more than a dozen states to take part in this event, which is experiencing continued growth in every aspect, despite a poor weather forecast this year.

Truck enthusiasts came out in droves to see all the latest creations, dig around for parts in the swap meet, and check out the newest components in the vendor area. Whether it was sweltering hot or pouring rain, the devoted crowd didn’t want to miss their chance to take part in this event, which always takes place in July.

Let’s take a look at some of the highlights of this show, which features all generations of Chevrolet and GMC trucks. We’re focusing mainly on the 1947-1987 year range, and you’ll notice a great mixture of build styles from high-end show trucks to down-and-dirty patina builds. We also loved the mixture of short wheelbase, long wheelbase, Stepside, and Fleetside trucks, and, of course, an awesome selection of Blazers and Suburbans. Whether you like your classic trucks mostly original, slightly modified, or wildly customized, there was something for everyone at the 11th Annual Southeastern Truck Nationals.

CTP logoFeature star Tech
Guy working on car
Keeping Cool & Keeping Track
Installing a Vintage Air SureFit In-Dash Kit in an F-100
BY Don Lindfors Photography by THE AUTHOR

recently picked up a 1976 Ford F-100 Flareside project. It’s a somewhat unusual truck, built and sold in California. It has a 302 (where it seems most of these trucks have 360/390 FE motors or the big 460), a T-18 manual trans (affectionately called the Granny Low 4 Speed), power steering and power disc brakes but no A/C, and idiot lights in place of gauges. It was kind of a spur-of-the-moment deal, and I wasn’t sure what I was going to do with it, but I knew I “needed” it. I also knew, no matter which way I went with the project, it needed A/C and some real gauges. The dash bezel and pad were also in need of some help.

Texan Jack Chisenhall knew he wanted to be in the hot rod business, and through a contact with a friend’s dad he started selling and installing A/C parts for hot rods. Chisenhall developed a condenser and evaporator for the 1932 Ford and in 1976 went to the Street Rod Nationals to see if he could sell some. The response was overwhelming and he sold out of everything he had, launching Vintage Air, while at the same time essentially inventing the street rod and classic car air conditioning industry. They have continued to lead the industry and Vintage Air has been my go-to for over 30 years. They recently added the 1973-1979 Ford Dentside trucks (and 1978-1979 Bronco) to the lineup, so it seemed like the perfect opportunity to make this truck a bit more comfortable in these SoCal summer months. They offer a couple of different versions depending on whether the truck had the old inefficient factory air or, like ours, was a non-A/C truck. A few days later a SureFit in-dash kit arrived at our shop and it was time to get to work.
CTP logoFeature star Feature
After the Dream Title
Brett Haskin’s Semi-Homebuilt 1968 GMC
BY Rob Fortier  PHOTOGRAPHY BY Tim Sutton

’d say that most of us car guys were born with the fueled gene—I think it’s somewhat of a rarity to acquire the taste for these old gas-guzzling fossils we love so, though it does happen. However, it all depends on family circumstances, among other things, as to when exactly that gene permeates our DNA to the point of becoming a full-fledged hobbyist.

For me, with just the NASCAR and NHRA drag racing influence I received from my dad taking me to the races (he was a car guy, just not into collecting anything specific), my fascination with hot rods and the like began at an early age when I started building plastic models in elementary school. It wasn’t till my freshman year in high school, the year before I was legally licensed to drive, that my dad bought me my first car, a 1969 Volkswagen Fastback—and that’s when the gene fully took over.

Grey 1968 GMC
CTPRed Star In the Shop
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Behind the Scenes
Art Morrison’s New 1967-1972 C10 Chassis “Sneak Peek” with MetalWorks Speed Shop
BY Chadly JohnsonPhotography BY THE AUTHOR

f you are a fan of 1967-1972 C10 trucks but have been desiring a higher level of performance than a stock chassis has to offer, we are here to tell you the wait is over. As an Art Morrsion dealer who has worked closely with the AME team over the years, we were thrilled to hear they had the first C10 chassis assembled. We hopped in the old shop truck and tore up to the AME manufacturing facility in Fife, Washington, to see it firsthand.

AME chassis are aesthetically beautiful, largely due to their ability to perform mandrel bends in multiple directions. The result is a gorgeous, flowing aesthetic to their chassis that also delivers excellent strength. AME’s new 1967-1972 C10 chassis continues this theme but with a number of new upgrades. The beefy 2×6-inch frame features FEA-optimized chassis braces to stiffen the platform. The front suspension is a new design with large CNC fixtured and TIG-welded tubular steel control arms with CNC-machined upper mounts. Wilwood provides the heavy-duty forged aluminum spindles with an integrated modular bearing assembly and ball joints that are serviceable. In summary, the new front suspension is heavy duty and provides excellent performance both on the street and the track.

CTP logoFeature star Event
The F-100 Western Nationals title
The Largest Classic Ford Truck Show on the West Coast
The F-100 Western Nationals: The Largest Classic Ford Truck Show on the West Coast
BY Solomon Lunger Photography By THE AUTHOR

he 38th Annual F-100 Western Nationals was such a great time! The show is hosted by the Pickups Limited Truck Club of Orange County, which was started back in 1976 by a bunch of early Ford F-1/F-100 lovers and has now turned into the largest classic Ford truck show on the West Coast!

The F-100 Western Nationals was originally the Truckin’ Nationals River Run in Lake Havasu City, Arizona. It has since moved and grown over the decades. This year’s 38th annual show was held at the scenic Canyon RV Park in Anaheim, California, the perfect venue to hold a show—plenty of trees to offer welcomed shade from the hot summer sun, very family friendly area with space for everyone to park with friends.

There were easily over 250 Ford trucks that spanned all generations, from an original 1948 F-1 to a 2003 Lighting SVT, there was something there for everyone. We found that the older generation of Ford truck lovers embraced the younger generations to come out and bring a Ford truck. That’s what made this particular event so enjoyable: everyone was invited … the only caveat was that it must be a Ford truck to enter!

CTP logoFeature star Tech
Turning a Workhorse into a Thoroughbred typography
Turning a Workhorse into a Thoroughbred typography
Refined Suspension Options for the Rear of Classic Trucks


1. Moving the rear axle housing from the bottom of the springs to the top one was to lower the rear of a truck. This kit is from Western Chassis and includes a reinforcement for notched framerails.
mechanic using a drill on a car body frame
1. Moving the rear axle housing from the bottom of the springs to the top one was to lower the rear of a truck. This kit is from Western Chassis and includes a reinforcement for notched framerails.



uilding a classic truck can be a challenge for one simple reason: they were never designed to do what we now expect of them. In most cases, the goal is to have a lower ride height, a smoother ride, and improved handling characteristics. The problem is none of those factors were considered when these haulers were designed and built. When these trucks were new they were meant to be tough and haul a load; they were destined to be utilitarian vehicles and little else mattered. So, the challenge when building a classic truck becomes making them more refined and cruising friendly.

Look under the rear of just about any classic truck and you’ll see one of two suspension systems—parallel leaf springs (transverse on 1941-and-earlier Fords) or coil springs on long control arms. Both are simple and effective but they can be improved for our purposes. With rear parallel leaf springs there are two simple options. The first is to install softer, re-arched springs. The second is to relocate the rear axle from below the springs to above. This is usually accompanied by removing the overload leaves, or installing new, softer springs.

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Thanks for reading our October 2021 issue!