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Rodney Bauman, John Jackson, Scotty Lachenauer, Ryan Manson, Tim Sutton
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BRIAN BRENNAN
bbrennan@inthegaragemedia.com
ROB FORTIER
rfortier@inthegaragemedia.com
NICK LICATA
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TIM FOSS
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& OPERATIONS MANAGER
YASMIN FAJATIN
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ROB MUNOZ
Sarah Gonzales- Copy Editor
Rodney Bauman, Tommy Lee Byrd, Ron Ceridono, Michael Christensen, Ron Covell, Grant Cox, Dominic Damato, John Drummond, Eric Geisert, Joe Greeves, John Jackson, Barry Kluczyk, Scotty Lachenauer, Ryan Manson, Josh Mishler, Todd Ryden, Chris Shelton, Tim Sutton, Chuck Vranas – Writers and Photographers
Mark Dewey – National Sales Manager
Janeen Kirby – Sales Representative
Patrick Walsh – Sales Representative
Travis Weeks – Sales Representative
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Classic Truck Performance. January 2021, Vol. 2, No. 1 is published monthly by In The Garage Media.
1350 E. Chapman Ave. #6650, Fullerton, CA 92834-6550.
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ere we are, hopefully putting 2020 as far back in the rearview mirror as possible and looking toward a sign of semblance for the coming new year. I won’t use phrases like “new normal” or “great reset,” as I don’t want to use this as a political pulpit—there’s enough of that going on around us. Let’s just say, I hope 2021 is what we all hoped 2020 would be before it turned into the nightmare kickoff to the new decade that it has ended up being in so many aspects.
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hile you are enjoying all the fun you can have with your ride and reading Classic Truck Performance how about a few words on the fun we are having over here at Modern Rodding. We are moving into the Feb. ’21 issue of MR as we settle into our monthly production routine. Not an uncommon move for CTP Editor Rob Fortier or I as we are longtime monthly scribes. Yet, it’s a different world and everything seems to be moving much faster in compressed time. Could it be all of those technological advancements we hear about are allowing us to work faster and more efficiently while at the same time we are producing more and more in the same period of time as before and ending up with less time? I’m thinking that’s so. It looks like we have figured out how to put more into less … so to speak.
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BY Rob FortierPHOTOGRAPHY BY Tim Sutton
ay what you will about patina—be it true Mother Nature aged or faux—when it comes to the ever-popular 1967-1972 GM 1/2-tons, it’s hard to beat an aged gem that’s been done to the nines beneath all that crusty metal! Before you counter that, take a good look at Dan Williams’ 1969 GMC Sierra Grande and all the effort on behalf of South City Rod & Custom (SCR&C) that lies below …
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BY Rob FortierPHOTOGRAPHY BY Tim Sutton
ay what you will about patina—be it true Mother Nature aged or faux—when it comes to the ever-popular 1967-1972 GM 1/2-tons, it’s hard to beat an aged gem that’s been done to the nines beneath all that crusty metal! Before you counter that, take a good look at Dan Williams’ 1969 GMC Sierra Grande and all the effort on behalf of South City Rod & Custom (SCR&C) that lies below …
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t’s hard to argue the visual benefits gained by lowering a classic truck. Getting that vintage hauler sitting right is one of the most important aspects of any build and can make or break the way the truck looks. But achieving that killer stance isn’t as simple as cutting the coils or installing lowering blocks, if you want things to still function as originally intended. And for the 1963-1972 Chevy C10 trucks equipped with a two-piece driveshaft, the upgrades shouldn’t end with the suspension components. Thankfully, not only does Classic Performance Products (CPP) have all the suspension components to sort out that lowering job, they also carry a full line of driveshaft-related parts necessary to make everything work together cohesively.
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BY Rob FortierPHOTOGRAPHY BY John Jackson
here’s no such thing as “just a truck.” No matter how ugly or how utilitarian, each and every classic truck ever produced has its own charm, whether that’s an actual physical beauty or some sort of sentimental value—even the good old International Harvesters!
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BY Rob FortierPHOTOGRAPHY BY John Jackson
here’s no such thing as “just a truck.” No matter how ugly or how utilitarian, each and every classic truck ever produced has its own charm, whether that’s an actual physical beauty or some sort of sentimental value—even the good old International Harvesters!
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s long as ol’ trucks are prone to corrosion, we’ll stay busy around here—same as anywhere.
Upon moving our operation from Southern California to northwestern Montana we made a surprising discovery. Old trucks here don’t rust much more than they do there. Sittin’ out to pasture, off the road, away from snow-melting salt brine and magnesium chloride, precious sheetmetal stands a decent chance for survival. Even so, we’re glad to have our rust-repair skill sets—for the future, if we ever finish the job we brought with us.
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BY ROB FORTIERPhotography BY TIM SUTTON
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1967 Ford
Bumpside
BY ROB FORTIERPhotography BY TIM SUTTON
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1967 Ford
Bumpside
ho in their right mind would buy and subsequently build a Bumpside Ford pickup primarily for the purpose of autocross/road racing? Derek Brown, that’s who!
“Before I bought this truck,” Derek told us, “I was at a Goodguys event in Del Mar and there was a 1967 F-100 running autocross. I thought, ‘Man I got to get into this since I’ve been racing my entire life!’ I started in motocross … then went to shifter kart racing … then onto Sprint Cars in late-model stock. I still race motocross today.”
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hen it comes to rear suspension options for your classic truck, you’ve got plenty. The decision you make all depends on a few basic factors to consider when choosing the right setup: desired stance, performance expectations, and chassis accommodations.
For many applications, the very same type of parallel leaf system your truck was originally equipped with is fine, for the most part, granted they’re new springs and related components. And then you’ll need to consider a couple modifications such as an axle flip and longer shackles if you want to lower that “old truck” high-tower stance. However, there are limitations as to how far you can go when it comes to lowering with leaf springs, not to mention higher-horsepower limitations.
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BY Scotty LachenauerPhotography By The Author
lready having a sweet 1955 Bel Air under wraps in his personal garage space, hot rodder Bob Garone of East Moriches, New York, was understandably stoked when he recently came upon a rust-free Chevy 3100 pickup of the same vintage. It seems like 55 is just this guy’s lucky number. It was also fortunate for him that this particular truck was under the care of his good friend Anthony Luca at Anthony’s Rod & Custom in Ridge, New York. “After seeing it in person I immediately knew that a custom ride, built from this body, would be a perfect addition to my Tri-Five Bel Air,” Bob says.
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lready having a sweet 1955 Bel Air under wraps in his personal garage space, hot rodder Bob Garone of East Moriches, New York, was understandably stoked when he recently came upon a rust-free Chevy 3100 pickup of the same vintage. It seems like 55 is just this guy’s lucky number. It was also fortunate for him that this particular truck was under the care of his good friend Anthony Luca at Anthony’s Rod & Custom in Ridge, New York. “After seeing it in person I immediately knew that a custom ride, built from this body, would be a perfect addition to my Tri-Five Bel Air,” Bob says.
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wo things you won’t find on modern-day trucks: wing windows and manual cowl vents. Sure, they served their purpose back in the day but they also carried with them inherent problems, such as moisture leaks, not to mention the increased noise distractions. And thus, over time, people have done away with both factory options, namely to provide a cleaner look on so-equipped ’40s-’50s Chevy and Ford trucks.
While the omitting of vent wing windows is as easy as removing and replacing with one-piece door glass, in most cases, the deleting of cowl vents takes a bit more effort, not to mention there are no “kits,” per se, to convert your cowl from vented to non-vented. Well, at least not until now.
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BY Ron CovellPhotography By Adam Cecil
he aftermarket provides an abundance of reproduction parts for classic trucks, but there are some parts that are not available. One of these is a bucket seat cab brace for a 1969-1972 Chevrolet C10—and they are virtually impossible to find in wrecking yards.
Adam Cecil is building a C10. Being a person who likes challenges, he hatched the idea of making his own seat brace by utilizing the hammerforming process. A lot of people think that anything shaped with a hammer could be called “hammerformed,” but the specific process we are describing involves making a form of some durable material, holding a piece of metal tightly against it, and then hammering the metal until it takes the shape of the form beneath it. This is distinctly different from the freehand way metal is sometimes shaped with a mallet and sandbag, or with a hammer and handheld dolly.
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BY Rob FortierPhotography By The Author
ell, 2020 hasn’t been a total loss as far as events go. Under strict city/state guidelines, with masks up, the highly anticipated 10th Annual Dino’s Git Down went down without a hitch this past November at the Westgate Entertainment District in sunny Glendale, Arizona … and we were there to catch all the action!
Nitroactive.net
Orange, CA
Nitroactive.net
Autobooks-Aerobooks
Burbank, CA
818-845-0707
Autobooks-aerobooks.com
National Speed
Center, Inc.
Manchester, CT
860-647-1353
nationalspeed.com
Hot Rod Paper Company
Youngstown, OH
800-676-3026
gadmak@aol.com
Pasteiner’s
Birmingham, MI
248-646-2886
pasteiners.com
Reader’s World
616-396-4600
readersworldbookstore.com
Horton Hot Rod Parts
Ontario, Canada
905-876-2124
hortonhotrod.ca
Graffiti Publications
Victoria 3450
Australia
graffitipub.com.au
One56
Björklinge, Sweden
One45.se
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- American Legend Wheels75
- Art Morrison Enterprises13
- Automotive Racing Products7
- Auto Metal Direct43
- BedWood and Parts83
- Bowler Performance Transmissions89
- Brothers Truck Parts92
- Chevs of the 40’s69
- Classic Instruments11
- Classic Performance Products4-5, 83
- Dakota Digital91
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- Eaton Detroit Spring, Inc.85
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- Heidts Suspension Systems73
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- Scott’s Hotrods75
- Speedway Motors57
- Strange Engineering77
- Thermo-Tec Automotive85
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- Western Chassis67
- Wilwood Engineering49
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