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May 2022
Preview Issue
Make It Yours. Make It Lokar. Modern Performance. Classic Style. Endless Options.
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selection of steering wheels
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Series Restored by Lokar
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selection of driving pedals
Series Restored by Lokar
Built for the Street!
2.5" Drop Spindles
Stock, Drop & Modular Spindles
Mustang II IFS Performance Systems
Carbureted or Fuel Injection-Ready
X10 Modular Extreme
CPP's Premium Steering Columns
Proven on the Track!
Coil-over Conversion
Rear Frame C-Notch Kits
Master Cylinder Booster Combos Kits
Engine Install Header Kits
Trac-Bars, Rear Axle Flip Kit, Adjustable Sway Bar Kits
Coil Springs & Shock Kits
Classic Performance Products, Inc.
378 E. Orangethorpe Ave. Placentia, California 92870
*Prices subject to change without notice, please inquire. (* = estimated at prices due to current rapidly changing costs.) Also, please note that kits and prices may vary between certain applications.
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Olds Park Lamps for Task Force Trucks
Rob Carmichael’s '78 Chevy C10
Olds Park Lamps for Task Force Trucks
Rob Carmichael’s '78 Chevy C10
Longbed to Shortbed Conversion, Part 2
Jeff Hughes’ '69 Ford F-250
72nd Annual Grand National Roadster Show
Norman Carrera’s '55 Chevy Task Force
Classic Truck Performance May 2022 cover
On The Cover:
Our man-in-the-van, John “Not Stock” Jackson captured this month’s amazing cover shot of the Killer Hot Rods ’49 GMC built for Kenny Kimbrough.
Hot Rod
Classic Truck Performance ISSN 2692-2347 (print) ISSN 2692-2355 (online) Issue 21 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) 2022 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, John Gilbert, Joe Greeves, John Jackson, Barry Kluczyk, Scotty Lachenauer, Don Lindfors, Ryan Manson, Josh Mishler, Todd Ryden, Jason Scudellari, Chris Shelton, Tim Sutton, Chuck Vranas, Michael Yamada – Writers and Photographers
Travis Weeks Advertising Sales Manager
Mark Dewey National Sales Manager
Patrick Walsh Sales Representative
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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) 2022 IN THE GARAGE MEDIA.

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

Still Hammerin’
Rob Fortier headshot
Fill'er Up typography

egardless of how or where you get your news information from—be it from a televised corporate acronym source or via social media—the one major current event we don’t need any news source to know about that’s affecting each and every one of us is soaring gas prices. We’ve broached the $5 per gallon mark in the past out here in California, but that always seemed to be the peak before something was ultimately done to reverse that trend. This time around, however, nothing is being done (other than flippant remarks about buying electric cars as the solution) and before long, we’d likely welcome back the $5 per gallon prices, sad as that may be.

While I may be fortunate, to a certain degree, when it comes to filling up my daily at the pump—I drive a FlexFuel-optioned (E85) GMC—every other vehicle I own relies on petroleum-based fuel, and to combat I’ve gone to the extreme of no longer buying Starbucks on a daily (sometimes multiple times per day) basis. As dumb as that sounds, it’s actually making a difference! But I am still concerned—very concerned—about this trend, and the likelihood of prices ever going back down … at least anywhere near what they used to be before [insert your preferential source] caused all this nonsense.

In this “great” state of California, we gave legislatures the opportunity to remove the 51¢ (per gallon) state tax to help offer a bit of relief to residents struggling to keep their tanks full but, apparently, they weren’t having any of that. The mind-set that buying a $50,000-plus electric vehicle in lieu of paying $6-plus per gallon is a logical solution literally blows my mind. But then again, look at the people making these asinine comments—the same people who will never have to worry about anything financially related (healthcare, retirement, or the cost of fuel). I can’t speak for the rest of the nation, but I know everyone’s not only feeling it at the pumps, but at the grocery/hardware stores, hell anywhere that takes your money, for that matter. Life’s hard on the wallet these days … really hard.

CTP  Parts Dept.
V-8 independent, with an 8 3/8-inch 3.78 ring-and-pinion
1. Make it a Quickie!
More and more builders are discovering the advantages of quick-change rearends, which allow you to change your final drive ratio from highway-friendly to track-ready with a simple 10-minute gear change. For those building high-performance trucks with an eye toward road racing and autocrossing, Winters Performance offers a fully independent quick-change rear in addition to their standard solid-axle rears. They’re available in either the smaller V-8 independent, with an 8 3/8-inch 3.78 ring-and-pinion that’s rated for up to about 600 hp, or a larger Champ Independent with a 10-inch 4.12 ring-and-pinion rated for 1,000-plus horsepower. Both are equipped with Winters’ limited-slip differential and a range of output flanges, from Corvette style to Porsche 930 and 934 style, making installation simple. Finish options from natural cast and fully polished to an all-new, all-black Teflon coating means there’s an independent quick-change for every style of custom truck. For an even more custom appearance, you can even choose an anodized aluminum gear cover and Winters will etch your logo or design at no additional cost.
CTP Feature
That Old Red Truck typography
Kenny Kimbrough’s “Killer” ’49 GMC
By Rob Fortier & Kenny Kimbrough  PHOTOGRAPHY BY John Jackson
“I had a ’49 pickup as my first vehicle back in 1969 as a sophomore at Killeen High School [in Texas] … I paid $50 for it … drove it one year to school … then sold it for $50. When I saw this red truck while driving through Benbrook [Texas] on a hot summer Saturday afternoon parked along Highway 377, I quickly made a U-turn to check it out. I called the owner who lived a few blocks away and made a deal on the spot for $2,500,” Kenny Kimbrough told us when asked about the origins of his “killer” ’49 GMC three-window.
CTP logo Tech
Yellow ’55 Ford F-100
1. This is an example of Roadster Shop’s design capabilities. The artwork looks great but the proposed modifications to this ’55 Ford F-100 are so well integrated they’re hard to identify. Note the relationship between the front wheels and the fender openings. Compare this to photo 3.
Redefining the Ford F-100 Title
Redefining the Ford F-100
Tips and Tricks From Roadster Shop

BY Ron CeridonoPhotography courtesy of Roadster Shop


oadster Shop, located in Mundelein, Illinois, has a long and storied history. Originally located in Elgin, Illinois, and founded by Bill O’Rourke in 1982, the shop’s focus was on traditional hot rods as the name implied. Unfortunately O’Rourke died in 2004. Jeremy Gerber, who worked at Roadster Shop, his brother Phil and father Neal bought the business. This was about the time that the automotive hobby was growing and Roadster Shop was set to grow with it.

Under the Gerbers’ guidance Roadster Shop began turning out an astonishing array of vehicles, including traditional hot rods, trucks, Tri-Five Chevys, muscle cars, and just about anything with wheels. But while the vehicles varied the one thing they all had in common was fanatical attention to detail.

CTP Feature
Task Force Time Machine title
Task Force Time Machine title
Norman Carrera’s ’55 Chevy Light-Duty Panel

hat’s old is cool again.

The custom car culture of Southern California has so many choices when it comes to figuring out your signature ride. Will it be a muscle car, a lowrider, or some cool old truck from yesteryear?

For Norman Carrera of Downey, California, it was the latter. In the ’70s, when Norman was younger, he and his family would be out cruising in his older brothers’ rides. Now with a family of his own, Norman set out to find the perfect vehicle to be his statement in the custom world: this perfect panel, a ’55 Chevrolet 3105 Second-Series truck. While out and about Norman came across the ’55 Chevy at a body shop in East Los Angeles and noticed a For Sale sign on it. Though there was a lot of potential to the truck, there was still a ton of work to be done to it. Luckily, he scored the light-duty panel for less than $1,000.

CTP logo Tech
The Long AND Short of It …
Part 2: Brothers Trucks’ All-New ’73-87 Longbed to Shortbed Conversion

BY Rob FortierPhotography BY THE AUTHOR


elcome back! Assuming you left off where we last left off—with the conclusion of the ’73-87 Chevy/GMC longbed chassis shortening—we’re now all primed and ready to finish the job with the shortening of the ’76 Chevy’s factory bedsides at Brothers Trucks’ tech center.

Now, let’s let it be known: By far, the easiest/quickest way to shorten a longbed Fleetside is by acquiring a new set of short wheelbase bedsides … plain and simple. However, as is the case here, when said longbed has the cab-matching patina, and said patina needs to remain, well, then we take the long road, so to speak, and proceed with the semi-laborious task of cutting down the long wheelbase bedsides (same as the frame we just severed: 14 inches off the front, 6 inches off the back … but not quite as simple cut-wise, as you’ll see).

As the old saying goes, there’s more than one way to skin a cat and, as such, there are definitely a number of ways to go about shortening long bedsides. Though not as in-depth as we care to illustrate, due to space limitations, we’re presenting you with what we believe is the most straightforward method … one that (hopefully) won’t leave you having to call Brothers to order a set of those aforementioned “new” bedsides! (For the full, in-depth procedure, follow along with Dave Welch on Brothers’ YouTube channel:

CTP logoFeature star Event
Red truck with open hood
America’s Most Beautiful  Classic Trucks?
The 72nd Annual Grand National Roadster Show
BY Rob Fortier Photography By THE AUTHOR

fter taking a pandemic-related break for 2021, Rod Shows picked up where they left off in 2020 with a stellar 72nd Grand National Roadster Show (GNRS) at the Pomona Fairplex, in California, this past January. Despite its prestigious display of pre-’37 topless hot rods contending for America’s Most Beautiful Roadster (AMBR), we were simply blown away not only with the amount of classic trucks in attendance, but the high caliber of the builds … dare we say, “America’s Most Beautiful Classic Trucks”?

Whether it was in Building 4, where all the AMBR contenders were on display, Building 6 where the Al Slonaker Memorial Award contenders were on display (as well as our In The Garage Media booth!), or any of the other adjacent buildings (or even outdoor amongst the Grand Daddy Drive-In participants), 2022 was without a doubt the year of the truck in Southern California! It was refreshing, to say the least, but more so, ironic considering that next year’s special exhibit will be dedicated to classic trucks!

That’s right, the 2023 GNRS will feature a 50-year-only exhibit in Building 9 dedicated solely to ’48-98 classic trucks, vans, and even mini-trucks (the emphasis will be on fullsize domestic trucks though), and if everything pans out as we hope, yours truly will be heavily involved with the planning and execution of this amazing display of trucks! Of course we’ll keep you posted in the coming months, but, for now, enjoy what the 72nd Annual GNRS had to offer in the way of stunning classic haulers!

Jeff Hughes’ Four-Door ’69 Ford F-250
BY Fuelish MediaPhotography BY THE AUTHOR

odern pickups equipped with four-door double cabs are pretty much standard issue today. A spacious interior is tough to give up once you’ve gotten used to it. Passenger comfort is vastly increased and so is extra cargo space in the back, if needed. Within the classic truck market, however, four-door cabs have never proven to be as popular as they have been in recent years. Classic truck builders typically prefer single-cab, two-door trucks, but there is an enthusiastic group of individuals who are of the opinion that twice as many doors equal twice as many cool points, and we are here for it.

Double Down title
Double Down title
Jeff Hughes’ Four-Door ’69 Ford F-250
BY Fuelish MediaPhotography BY THE AUTHOR

odern pickups equipped with four-door double cabs are pretty much standard issue today. A spacious interior is tough to give up once you’ve gotten used to it. Passenger comfort is vastly increased and so is extra cargo space in the back, if needed. Within the classic truck market, however, four-door cabs have never proven to be as popular as they have been in recent years. Classic truck builders typically prefer single-cab, two-door trucks, but there is an enthusiastic group of individuals who are of the opinion that twice as many doors equal twice as many cool points, and we are here for it.

Black '69 Ford F-250
CTP logo Tech

BY “Rotten” Rodney BaumanPhotography BY THE AUTHOR

Signal Surprise typography

New Olds Park Lamps for Early Task Force Trucks


ometimes it’s largely the little things that’ll separate a custom creation from a restrained restoration. As we might’ve mentioned last time, our ongoing ’55 Second Series Chevrolet project won’t be heavily customized. There’ll be a few custom touches here and there, however, which we’re hoping might take Task Force authorities by surprise. If we can just trigger some head scratching, we’ll consider that part of our mission accomplished.

To catch us up, we’re still in the bodyworking phases of the build. With the cab in first-round primer we’re focused on a mix of original-equipment and reproduction panels with front fenders receiving attention at this time. While we’re working on fenders anyway, let’s go on and add another little custom touch.

CTP Feature
1978 Chevy
Lights Out
Rob Carmichael Turns up the Heat With This ’78 Chevy

othing raises your adrenalin faster than a perfectly balanced fusion of acceleration and handling as you carve your way through a combination of twists, turns, and straightaways. To get there, you can either set your sights on a modern-day exotic or lay down plans to build a classic with far more personality than one could ever have off the showroom floor. The ’78 Chevy C10 laid out across our pages, owned by Rob Carmichael of Tyngsboro, Massachusetts, is a perfect illustration of what can be crafted when all the planets align.

CTP logo Tech
High-Tech Simplicity typography
BY Rob FortierPhotography BY THE AUTHOR
High-Tech Simplicity typography
Wilwood’s 14-inch/Four-Piston Electronic Parking Brake Rear Discs for C10s

n the past, I never put a whole lot of thought into having parking brakes (at least not fully functioning ones) in my old trucks. Most of the time, the rearends were drum brake equipped to begin with, so the presence of one wasn’t crucial to the performance of the older brake mechanisms themselves … or at least that’s what I assumed. It wasn’t until I started dealing more with updated rear disc brake setups that I became aptly aware of the importance of having properly performing parking brakes—and it’s not for use in “emergency” situations!

Ironically, one of the main things that always bothered me in the back of my mind about my ’69 C10 ever since I thought I got a smoking deal on it a couple years back (I did not—I’ve spent the entire time practically redoing the entire truck!) was having to deal with and facilitate the factory parking brake setup. Even though I’d swapped out the stock 12-bolt for a Strange Engineering 9-inch and had acquired a new set of cables, the original lever mechanism was completely missing—and I’d already designated the space immediately behind under the dash for the forthcoming fuse panel setup.

Well, my worries were no sooner put to rest when I got a call from my buddy Mike Hamrick at Wilwood Engineering asking me what kind of brakes I had on my newly installed 9-inch. It just so happened that Wilwood was releasing their new Electronic Parking Brake (EPB) equipped rear kits for C10s, and for the first time in my life, I didn’t need to be persuaded into switching to something with the word “electric” in it! Ever better, with Wilwood’s expanded customer customization options, I was able to choose not only the color of my calipers, but the color of the logos as well!

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Thanks for reading our May 2022 preview issue!