Whether you’re plumbing a fuel system for use with a carburetor or updating to a fuel injection system, FiTech’s new Stainless Braided Fuel Line Kits will help you get the job done right. The stainless steel braided line, available in natural and black, is chemical resistant for a long life and great looks. The rubber internal hose material is engineered for use with pump gas, methanol, ethanol, or alcohol fuels. To complement the fuel lines, 12 -6 fittings are supplied, along with a serviceable 10-micron fitting and check valve. Each kit includes 20- or 40-foot natural stainless or black stainless braided hose with 12 -6 AN fittings, including three 90-degree, three 45-degree, and six straight fittings, along with a 10-micron fuel filter and inline check valve.

nderneath a Mustang II or Pinto from where they originated, Mustang II–type spindles are perfect! For decades now hot rodders have been using them with great success under a variety of non–Mustang II vehicles. The potential problem(s) enter(s) the picture when you mix performance-based ½-ton (or larger) trucks and large-diameter wheels with spindles/bearings that were never meant to carry such a, well, heavy load. Under more extreme braking conditions, the spindle “pin” can flex, and with that flex the rotor too will flex, ultimately causing the brake pads to “knock back” against the caliper which, in turn, causes the driver to release and depress the brake pedal to re-engage the pads. This amount of pin flex can vary depending on the quality of the Mustang II spindle, as well as the size of the brakes and wheels/tires they’re trying to stop.

Classic Performance Products (CPP) has finally come up with the solution—they’ve literally taken one of the best spindle upgrades to the next level by not only increasing wheel bearing size but by completely eliminating the spindle pin from the equation. How so? Simple: CPP has integrated C7 Corvette sealed-bearing hub technology into a Mustang II spindle, dubbed the CS Upright Spindle, which is available in stock height or 2-inch dropped. Additionally, with the inclusion of convenient hub and caliper spacers, the new CS spindles offer the ability to adjust the track width for either the typical Mustang II wheel mounting location or narrowed ¼ to ½ inch per side.

ow much must we spend to save a buck on body and paint materials? Generics aren’t cheap. The leading brands are just plain spendy, but either way, there are ways to stretch that buck. For savings on body and paint shop staples, it’s largely who we buy from, but it’s also how we care for what we buy.

As a youngster honing the craft that would become a career, I didn’t even know how spoiled I’d become. Back in the ’70s, in Southern California, I had good teachers. In addition there were automotive paint stores with knowledgeable employees who’d help a kid get started. In Riverside we had three such stores at that time. They all ran delivery trucks, but for my own side jobs I’d walk in just to interact with those guys who seemed so doggone cool.

My, how times have changed! At least here in Northwestern Montana, our paint stores are parts stores. That means body and paint materials slide across the same countertop as auto parts, as well as greasy cores. From there it gets worse as the delivery driver checks oil, pumps gas, and maybe munches on a snack along the road to our shop. By the time we receive our greasy goods, they’re seriously contaminated. As a conscientious painter I’m aware of that. If you’re not, perhaps you should be.

or many classic truck fans there is nothing more mysterious than an electrical system. After all, how can you understand something you’ve never seen—that is unless you’ve walked across carpeting in your socks, grabbed a door knob, and saw a spark. Of course you don’t have to see electricity to know it exists—if you’ve been zapped by the ignition system of a running engine you know it’s real.

Because of the theoretical nature of electricity it can be hard to know where to start when replacing a dilapidated old wiring harness or wiring a truck from scratch. At one time the common approach to solve either issue involved some sort of diagram, spools of wire (often all the same color, which made troubleshooting impossible), a variety of butt connectors, and lots of electrical tape. The results were seldom satisfactory, often trouble-plagued and sometimes even dangerous. A better, safer, and much easier to install alternative is a complete wiring system like those available from American Autowire. But before we get into selecting a wiring harness there are a few electrical terms you should be familiar with.

hen springtime rolls around, the tourist town of Pigeon Forge, Tennessee, buzzes with excitement, as attractions, hotels, and restaurants prepare for their busy season. Part of the action includes the extensive list of car and truck shows that take place in the town, which rests at the foot of the Smoky Mountains. We were fortunate enough to attend the Grand National F-100 Show, an event that has grown significantly in the last few years. It takes place at the LeConte Center, a beautiful convention center that hosts several automotive events each year.

hen the 1963 Chevy C10 was introduced, it was one of the first fullsized trucks to be offered with a modern, independent front suspension design. While Ford retained its love for the straight axle, albeit upgrading eventually to the twin I-beam design, Chevy opted with a frontend more reminiscent of their passenger car line of the era. The design was a success and one that GM eventually carried on into the ’80s and beyond. Yet while the basic design was a success, especially when it came to easily lowering these trucks, it wasn’t without its faults. The stamped control arms tended to flex under heavy cornering or aggressive driving and a rudimentary lowering job meant the original suspension geometry oftentimes changed, and not for the better. But factory improvements throughout the years meant the early trucks could be easily upgraded with such bolt-in items as disc brakes and power steering, making for a more modern classic truck.

While modern amenities no doubt helped keep these classics on the road, we eventually hit a tipping point where these trucks were being pushed to their breaking point, performance-wise. While the aftermarket industry concentrated on every upgrade imaginable for the muscle car market, our lowly trucks were left with 30-year-old components and technology.