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August 2021
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InTheGarageMedia.com
Factory Style with a Twist article snapshot
C10 Second Chance article snapshot
Factory Style with a Twist article snapshot
C10 Second Chance article snapshot
Family Reunion article snapshot
Sixty Floored article snapshot
Fords in the Smokies article snapshot
The Last Word on Mustang II Spindles article snapshot
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CLASSIC TRUCK PERFORMANCE VOLUME 2 • ISSUE 12 • 2021
Classic Truck August 2021 cover
On The Cover:
No better place for Tim Sutton to capture Jason Odell’s canyon-carving 1949 Chevy five-window than the foothills of Orange County, California, for our August cover.
Classic Truck Performance ISSN 2692-2347 (print) ISSN 2692-2355 (online) Issue 12 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 subscription@inthegaragemedia.com. 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 DIRECTOR
BRIAN BRENNAN
bbrennan@inthegaragemedia.com
EDITOR-IN-CHIEF
ROB FORTIER
rfortier@inthegaragemedia.com
SENIOR EDITOR
NICK LICATA
nlicata@inthegaragemedia.com
ASSOCIATE PUBLISHER & OPERATIONS MANAGER
YASMIN FAJATIN
yfajatin@inthegaragemedia.com
MANAGING EDITOR & AD COORDINATOR
SARAH GONZALES
sgonzales@inthegaragemedia.com
ART DIRECTOR
ROB MUNOZ
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
Advertising
Mark Dewey National Sales Manager
Patrick Walsh Sales Representative
Travis Weeks Sales Representative
ads@inthegaragemedia.com
Editorial Contributions
info@inthegaragemedia.com

Editorial contributions are welcomed but editors recommend that contributors query first. Contribution inquiries should first be emailed to info@inthegaragemedia.com. 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.
PRINTED IN THE USA.

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

Still Hammerin’
InTheGarageMedia.com
Rob Fortier Headshot
Are We There … Yet?!
BY ROB FORTIER
A

s of Tuesday, June 15, despite resistance from certain powers that be, the state in which I currently reside—that being California—finally decided to lift restrictions, mandates, and whatnot and once and for all let residents get back some semblance of their former lives. It’s still all pretty surreal, but I’m sure I speak for many others when I say how badly I want to put this last year-plus as far behind us as possible. Sure, it was a tremendous learning experience, and many of the lessons taught and learned will remain with us for years to come and, hopefully, help prevent this from happening again (at least in the severity that it did). But, enough of my soapboxing … let’s get on with it, shall we?

So, as we’ve all seen with regards to the larger indoor car shows (Detroit Autorama, Grand National Roadster Show), we’ve had to make do with smaller outdoor events and local cruises to get our fix, so to speak, for the first couple months of the year. But come March, as witnessed in Texas with the Goodguys Spring Lone Star Nats and other not-so-small shows, things started moving in the right direction. Sure, there were mask mandates and recommendations for social distancing, but that didn’t stop people from doing what they’ve been itching to do for months on end: get outside and drive their trucks!

Here it is late June as I’m writing this, and unlike this time last year (where my event travel itinerary was literally nothing) I’m looking forward to finally getting back out on the road and traveling—beyond the state line! (If you know me, you’ll know that last statement is rather shocking coming from me, as I have an extreme distaste for airports, airlines, and anything that has to do with air travel—so for me to say that, you know I’m tired of being cooped up!) On top of the unusual excitement of returning to some familiar venues, such as Louisville for the NSRA Street Rod Nationals after nearly 30 years of doing so representing the “old regime,” as it were, I’m anxious to attend and represent this brand-new venture of ours.

CTP  Parts Dept
InTheGarageMedia.com
FiTech’s Stainless Braided Fuel Line Kit
1. FiTech Stainless EFI Hose Kits
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.
CTP Feature
InTheGarageMedia.com
A

s much as I love writing about other people and the trucks they build/own and drive, I also love when people have a great story to tell themselves. Not only does it make my job easier, it prevents me from messing anything up. More importantly, it relays the personal perspective just as it was intended. This is Jason Odell’s second 1949 Chevy 3100, and as he’s about to describe, it might just be his last!

Title of article
Jason Odell’s 1949 Chevy 3100
BY Rob Fortier & Jason Odell PHOTOGRAPHY BY Tim Sutton
Optima logo
Title of article
Jason Odell’s 1949 Chevy 3100
BY Rob Fortier & Jason Odell PHOTOGRAPHY BY Tim Sutton
A

s much as I love writing about other people and the trucks they build/own and drive, I also love when people have a great story to tell themselves. Not only does it make my job easier, it prevents me from messing anything up. More importantly, it relays the personal perspective just as it was intended. This is Jason Odell’s second 1949 Chevy 3100, and as he’s about to describe, it might just be his last!

Optima logo
Front side view of truck
 FEATURE OF THE MONTH SPONSORED BY OPTIMA BATTERIES
CTP logoFeature star Tech
InTheGarageMedia.com
Man working on truck
BY Rob Fortier and Tim Foss PHOTOGRAPHY BY Ryan Foss Productions
Family Reunion
Duralast Helps Revive (and Drive) an Heirloom 1972 Ford F-100
I

can’t speak for everyone, but for me the phrase “the one that got away” applies to more than one vehicle, as I’ve let a number of cars, trucks, and even old Harleys go that, to this day, I wish I still had possession of. Whether it was due to a financial need (often to purchase another vehicle!) or an offer too good to refuse, my will to hold on has been adversely tested more often than I care to remember.

While I’ve had the opportunity to buy back a couple of those I regrettably let go, the extremely inflated price just doesn’t always allow it to happen. Fortunately, that scenario recently arose for my publisher, Tim Foss, with an old four-wheeled childhood friend of his—and as he’s about to tell in his own words, this is no ordinary old vehicle, either.

“In 1973 my dad purchased this 1972 F-100 Ford 4×4 pickup, and I loved it. Growing up in the country, at the edge of the desert, I enjoyed borrowing my dad’s truck, having lots of fun desert driving the truck every weekend with my friends. I did this for four years, then in 1976 he purchased a new F-150.

“I was fortunate enough to purchase the 1972 Ford from him, but unfortunately for me, I worked off the purchase with ranch labor in the grueling desert sun. Being that I was only 14 at the time, I spent several long hot summer days of work and every weekend to pay for it. Hard labor worked out and I owned the truck throughout high school and spent a lot of time with it in the Yuma sand dunes and desert.

Man working on truck
BY Rob Fortier and Tim Foss PHOTOGRAPHY BY Ryan Foss Productions
Family Reunion
Duralast Helps Revive (and Drive) an Heirloom 1972 Ford F-10
I

can’t speak for everyone, but for me the phrase “the one that got away” applies to more than one vehicle, as I’ve let a number of cars, trucks, and even old Harleys go that, to this day, I wish I still had possession of. Whether it was due to a financial need (often to purchase another vehicle!) or an offer too good to refuse, my will to hold on has been adversely tested more often than I care to remember.

While I’ve had the opportunity to buy back a couple of those I regrettably let go, the extremely inflated price just doesn’t always allow it to happen. Fortunately, that scenario recently arose for my publisher, Tim Foss, with an old four-wheeled childhood friend of his—and as he’s about to tell in his own words, this is no ordinary old vehicle, either.

“In 1973 my dad purchased this 1972 F-100 Ford 4×4 pickup, and I loved it. Growing up in the country, at the edge of the desert, I enjoyed borrowing my dad’s truck, having lots of fun desert driving the truck every weekend with my friends. I did this for four years, then in 1976 he purchased a new F-150.

“I was fortunate enough to purchase the 1972 Ford from him, but unfortunately for me, I worked off the purchase with ranch labor in the grueling desert sun. Being that I was only 14 at the time, I spent several long hot summer days of work and every weekend to pay for it. Hard labor worked out and I owned the truck throughout high school and spent a lot of time with it in the Yuma sand dunes and desert.

CTP Feature
InTheGarageMedia.com
Factory Style With a Twist
Dave Bartlett’s 1950 Ford F-1
BY Chuck VranasPHOTOGRAPHY BY THE AUTHOR
N

othing helps generate a true appreciation for classic trucks better than spending your formative years with them in a natural environment where they’re being used every day to their fullest extent. For Dave Bartlett of Nantucket, Massachusetts, growing up on the picturesque New England Island created a fusion of history and agriculture for him every day since he can remember. It’s easy to see that his passion for early trucks translated perfectly in the creation of the stunning 1950 Ford F-1 laid out across our pages.

1950 Ford F-1 Truck
CTP logoFeature star Tech
InTheGarageMedia.com
The Last Word on Mustang II Spindles
Classic Performance Products’ All-New Corvette-Style Modular Mustang II Uprights
BY ROB FORTIERPhotography & VIDEOGRAPHY BY TAYLOR KEMPKES
U

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.
CTP Feature
InTheGarageMedia.com
C10 Second Chance typography
Jess Steele’s 1972 Chevy
BY Rob Fortier PHOTOGRAPHY BY Grant Cox
T

wentysome years ago, when Oklahoman Jess Steele was in high school, he was fortunate enough to own and drive a 1971 C10. Having parted ways with that truck is something he’s strongly regretted for the past two decades.

Now married and well into a career as an electrical contractor, Jess found himself in the position to get himself back behind the wheel of a 1967-1972 C10. But rather than reconstruct his high school ride from scratch, he took the higher road and instead searched out one that had already been done—or as it turned out, done … with room for improvements to better suit his personal tastes.

Jess Steele's 1972 Chevy
CTP logoFeature star Tech
InTheGarageMedia.com
Cart of paint equipment
Filler
Fundamentals
Part 1: Body and Paint Shop Staples
BY “Rotten” Rodney BaumanPhotography BY The author
H

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.

CTP Feature
InTheGarageMedia.com
Tony Leal’s Slammed F-100
 BY Fuelish Media
T

ony Leal’s killer 1964 that you’re witnessing here is the latest of his long line of incredibly built machines. While he has experienced much success with each of the Big Three truck brands, he figured he’d give it another go with a Ford pickup since the last one (a 1961) he built was on the opposite side of the spectrum as this one. It was a patina-clad unibody that he knew deep down he could easily top, even though it was legitimately cool as hell. This time around, he envisioned a superclean, supersmooth Ford that would hit all the marks as a standard cover truck—and then some.

Sixty Floored title
CTP logoFeature star Tech
InTheGarageMedia.com

1. The first step when installing any American Autowire harness is to read the instructions. All the individual circuits are bagged and labeled and there are specific directions for each one.
Worry-Free Wiring typography
What You Need to Know When Choosing a Harness for Your Classic Truck
BY Ron CeridonoPhotography BY The Author
F

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.

CTP logoFeature star Event
InTheGarageMedia.com
Orange F-100
Lifted brown and tan F-100
F-100s lined up with hoods up
Fords in the Smokies title
Hundreds of Fords Take Over the Grand National F-100 Show
BY Tommy Lee Byrd Photography By THE AUTHOR
W

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.

CTP logoFeature star Tech
InTheGarageMedia.com
Contemporary, Corner-Carving Components for Classics
Part 1: Tubular Control Arms, Coilover Shocks, and Big Brakes Make for a Better-Performing C10
BY Ryan MansonPhotography BY Mike Chase
W

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.

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Thanks for reading our August 2021 issue!