hen a pickup project’s cab and chassis remain separated long enough, we might (OK, I might) lose sight of a detail or two. Our ’55 Chevy second-series project has been seen this way in tech before. If by chance you missed it, we started with a wreck.

Because this old truck first belonged to its current owner’s father, it’s a sentimental build. In this instance we wouldn’t want to completely erase the truck’s personality. Granted, it’s receiving the mandatory stance-enhancement but apart from that, it’ll be a dolled-up stocker, pretty much.

When the project’s twisted Unisteel cab was first lifted, its twisted-to-match foundation went straight to the frame shop. Still bearing some scars, it did at least roll out true. As an extra-added plus, the frame retains its digits, just as an Oakland assembly plant worker stamped ’em in late 1955.

n 1948 Ford introduced their first generation of 1/2-ton pickups, the F-1. They were revolutionary in so far as they were no longer based on passenger car frames and suspension components like all Ford’s light-duty trucks that had come before. The second generation of the F-series trucks were produced from 1953-56. This series of trucks had been redesigned once again, the 1/2-ton versions were now identified as F-100s and 3/4-ton trucks were now F-250s. The third generation of Ford pickups from 1957-60 were treated to another face-lift. While several updates had been made to the chassis at this point, the same basic design could be traced back to the ’48 F-1; at both ends were solid axles with parallel semielliptic leaf springs—simple but effective.

The fourth generation of the F-series trucks were produced from 1961-66. Up to this point annual sheetmetal and trim changes were made for a fresh look, but the chassis remained much the same as those that had come before, that is until a big change was made midway in 1965. A completely new chassis was introduced that included Ford’s infamous twin I-beam front suspension. This layout used two I-beam axles, each anchored to the frame on one side of the frame with the wheel on the opposite side of the truck. The idea was the long individual axles would allow each wheel to act independently while maintaining the strength of a conventional single I-beam.

n the last installment of our Speedway Motors C10 build, we gathered up a derelict ’68 C10 shortbox and dragged it back to our shop. What was left of the old truck was carefully taken apart and the chassis was blasted and treated to a fresh coat of epoxy and black urethane. Now it’s time for the fun part to begin with the install of our G-Comp rear suspension, a rebuild of the front suspension with some new parts for a lowered stance, and an upgrade to the brakes.

Though our truck wasn’t much to look at, the chassis was exceptionally straight and rust-free. The glaring exception was a rear crossmember that had been crudely torched at some point in this truck’s eventful past. We were eager to get rid of this eyesore, so we elected to start at the rear. We selected the Speedway Motors G-Comp C10 Coilover Truck Arm Rear Suspension kit for its bolt-on installation, improved geometry, and adjustability over the stock suspension, not to mention the addition of coilovers. The fact that the kit included a fresh new crossmember direct from our fab shop that would replace the hacked stocker was icing on the cake.

oad trips are fun, and it’s even more fun behind the wheel of an old truck. One of the coolest parts of the classic truck world is that most of us build these trucks to be driven. That’s why you see so many modern engine swaps, weathered paintjobs, and minimal interiors—the goal is to drive it and have a good time not to win a trophy. So, when the announcement was made that a truck-specific road trip was happening, we wanted to check it out.

It’s called the GM Tailgate Tour presented by Snowden Custom Seats and it’s a five-day event that takes the scenic route from Nashville to Sevierville, Tennessee, by way of Tupelo, Mississippi; Birmingham, Alabama; and Chattanooga, Tennessee. This inaugural event had lots of great destinations and an unbelievable route through some of the coolest backroads in the Southeast. We caught a glimpse of the event as the group made its day four stop at Camp Jordan Arena just outside Chattanooga. Before the trucks gathered at Camp Jordan, the participants had time to check out some of the sights around Chattanooga, including Rock City, the Towing and Recovery Museum, and the Coker Museum.