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September 2021
Preview Issue
Bred to Tow article snapshot
Solving the Rusty Bed Blues article snapshot
Bred to Tow article snapshot
Solving the Rusty Bed Blues article snapshot
Classic Parts of America C10 Nationals 2021 article snapshot
Longtime Coming article snapshot
Cooked article snapshot
Family Reunion article snapshot
Classic Truck Performance September 2021 cover
On The Cover:
Way before the SS 454 and Lightning “Sport Trucks” there was the Chevy Cameo! Kennedy Waite’s 1958 Chevy, shot by John Jackson, is a family built gem, finished off by Doug Jerger/Squeeg’s Kustoms, and graces our September cover atop Dave Delancey’s Chris Cerce Customs’–built 1965 C10 (photographed by Chuck Vranas).
Classic Truck Performance ISSN 2692-2347 (print) ISSN 2692-2355 (online) Issue 13 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) 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 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
Mark Dewey National Sales Manager
Patrick Walsh Sales Representative
Travis Weeks Sales Representative
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) 2021 IN THE GARAGE MEDIA.

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a registered trademark of In The Garage Media.

Still Hammerin’
Rob Fortier Headshot
Would You … Could You … Should You?

o, I’ve been doing a lot of thinking about a certain topic that, well, let’s just say I’m not a huge fan of (yet), nor a huge proponent of (yet): electric vehicles. Let me rephrase that: I’m not a huge fan nor proponent of EV classics … yet.

Call me stubborn, ignorant, what have you, I’m just not sold on the idea of building vintage cars/trucks with electric motors. To me, it takes the "classic" out of the equation. Sure, it’s kind of a cool idea, and I do like what outfits like Icon has done over the years. But for me personally, do I want to invest the time and, more importantly, the huge expense, in building an EV truck? No. Not at this time at least.

I’m a self-admitted dinosaur: I was born and raised on fossil-fuel-powered automobiles and have spent nearly the last 30 years of my life in a career devoted to said gasoline-drinking relics. Don’t get me wrong, I’m not saying we shouldn’t advance with the technology, as it won’t be long before we’re all faced with having to own/drive EV vehicles. But right now I still have a choice, and my choice is "fueled" by my love for carburetors and throttle bodies, loud exhaust, and oil filters!

CTP  Parts Dept
Fatman Fabrications Tubular Control Arm, narrowed 1 inch per side
1. Fix That Crown Vic IFS!
So you have installed a Crown Victoria factory IFS system in your hot rod and now you find out that at 68 inches hub to hub it is too wide to comfortably fit good size wheels and tires. Fatman has the answer with Tubular Control Arms narrowed 1 inch per side. They are TIG welded in fixtures, using 1½-inch lower and 1-inch upper 0.188 heavy wall DOM steel tubing and are assembled with top-quality bushings and ball joints. All the original mounting points for the 2003-2011 Ford design are provided. The lower mount for the factory coilover assembly is provided with an alternate hole to allow a 1½-inch drop while retaining the stock spindles, allowing easy conversion to RideTech or QA1 coilovers.
CTP Feature
Article title
Kennedy Waite’s 1958 Chevy Cameo
BY Rob Fortier  PHOTOGRAPHY BY John Jackson

t has been written, on more than one occasion, that well before the Lightnings or the SS454s, General Motors developed the very first “sport truck” (though at the time they were dubbed “luxury trucks”) when they unveiled the Cameo Carrier in mid 1955 to coincide with the launch of the all-new Task Force series.

Article title
Kennedy Waite’s 1958 Chevy Cameo
BY Rob Fortier  PHOTOGRAPHY BY John Jackson

t has been written, on more than one occasion, that well before the Lightnings or the SS454s, General Motors developed the very first “sport truck” (though at the time they were dubbed “luxury trucks”) when they unveiled the Cameo Carrier in mid 1955 to coincide with the launch of the all-new Task Force series.

Side view of truck
CTP logoFeature star Tech
BY Rob Fortier  Photography & Videography by Ryan Foss Productions
Family Reunion
Duralast Helps Revive (and Drive) an Heirloom 1972 Ford F-100, Part 2 … On the Road Again!

ast month we jumped head-first into this family heirloom 1972 Ford F-100 project and, within a working week’s time, had the old girl fired up and running! That was great and all, except for one major problem: she had no brakes—like none whatsoever. Fortunately, we knew where to go for all the answers to that four-wheel drum problem.

Just as we did with the seemingly tired 360 FE engine, we powered up our laptop and went straight to once again. This time around, our search engine (fingers) took us down the virtual road on the hunt for F-100 4×4 drum brake parts—the entire brake system, to be exact. From the drums to the new shoes and wheel cylinders to the master cylinder and power booster—even the self-adjusters and brake hoses—our laundry list of required stopping components were all offered by Duralast and available locally the same day.

Fortunately, the only major difference between this and a standard (2×4) four-wheel drum brake job was having to deal with the front hub locking mechanism and pressed lug studs. The use of an iPhone (photographic reference) and a heavy-duty arbor press ensured those issues were not just that—an issue. As our lead tech Jason Scudellari recalls, “This is the first 4×4 all-drum brake overhaul I’ve ever done, but the Duralast parts made it easier than I’d anticipated.”

CTP Feature
Longtime Coming
A 1983 Built For Ricky By Slick’s
A 1983 Built For Ricky By Slick’s
BY Fuelish Media

t’s one thing to indulge in the urge to tweak a mostly stock truck, but completely hacking the thing apart and spending nearly an entire decade putting it back together again is something entirely different. It wasn’t until recently that Ricky Ramon was able to finally experience both sides of the custom spectrum. Growing up reading Hot Rod, Lowrider, and every auto magazine in between, Ricky developed a love for all types of custom vehicles, and that love only grew stronger as he got older.

CTP logo Tech
Filler Fundamentals Title Typography
Part 2: Cheating to Win With Fiber Reinforcement
BY “Rotten” Rodney BaumanPhotography BY The author

an we talk about body fillers? White Star, Black Magic, if we go back any further we’ll be talking about lead. When we think of lead fillerwork today we’re likely thinking of famous ’50s customizers, or the same-era craftsmen of the autobody trade.

Bet you’re not thinking of autobody butchers. The ugly truth is: Before polyester fillers caught on, butchers used lead, too. I know because I’ve ground and melted liberal applications away for fresh starts numerous times during my own career.

Back in California, around the middle of the ’70s when I was, oh, in training, leadwork was still a part of Riverside Community College night school curriculum. But afterward, in the collision repair field, I can’t recall using lead one single time. Polyester fillers were improving, and by then insurers wouldn’t pay the difference for lead anyhow.

Granted, there are still some old-time craftsmen—no, let’s call ’em artists—who know how to lead. This story, however, won’t be about that, as we’ll be using fillers that are commonly used and available today.

CTP Feature
Cooked typography
Dave DeLancey’s Smoking-Hot 1965 Chevy C10

ife’s full of combinations. Regardless of whether you’re rolling through the drive-thru at your favorite burger joint, deciding on just the right balance of colors when repainting your house, or laying out plans for a complete rebuild of your classic truck, the fusion of choices available could fill a small galaxy encompassing everything from a bone-stock rebuild to a mild custom or a hard-core street fighter ready to take on the competition. It’s all about choices and finding that perfect grouping of parts and ideas that will set your truck apart from the rest. The wicked 1965 Chevy C10 laid out across our pages, owned by Dave DeLancey of Middleboro, Massachusetts, is a perfect example of when the planets perfectly align between ideas and a visionary builder.

CTP logoFeature star Tech
Contemporary, Corner-Carving Components for Classics
Part II: Tubular Trailing Arms, Coilover Shocks, and Big Brakes Make for a Better-Performing C10
BY Ryan MansonPhotography by Mike Chase

hen Pete and Leslie Richmond sat down with the Cotati Speed Shop crew to determine how to get their 1968 C10 to sit right, look good, handle well, and stop even better, the one thing they knew was that they were going with a company that offered a “full system.” They knew that mixing and matching components had the risk of incompatibility. It was also decided that they wanted a system that would allow for full adjustability when it came to the stance as well as the handling of the truck. Stock coil springs and non-adjustable tube shocks wouldn’t cut it nor would the stock trailing arm setup out back.

Last month, we followed along with the Cotati crew as they installed a QA1 front suspension kit from Speedway Motors on the Richmond C10, so it should come as no surprise that when it came to addressing the rear suspension, the guys went with more of the same.

CTP logoFeature star Feature
Bred to Tow Title Text
BY Scotty Lachenauer  PHOTOGRAPHY BY The author
Green 1939 F-1 Truck
Stock-Appearing Hot Rod Truck Built to Haul Ass … and Tractors, Too!

huck Rosencranz, of Clifton, New Jersey, has a thing for Fords. Not just for trucks, like his stylish 1939 F-1 on the pages in front of you, but also the slower, bigger-wheeled variety found out on the farms and fields of this great nation—those torqued-up tractors! Not just your typical tractors, per se, but the rarer Blue Oval ones, including some that sport a unique bonnet on them.

“I collect 1939 9N tractors that came with the aluminum hoods on them. These are a pretty rare piece of history and are highly sought after amongst farm equipment collectors,” Chuck states. Most everyone knows of the huge impact Mr. Ford had on the automobile industry, but it seems only a select group of knowledgeable collectors understand the huge impact ol’ Henry had on farming in America. “His contributions to the farmers of America were immense and helped move agricultural science into the 21st century,” Chuck says. His complete assemblage is quite impressive, to say the least, and includes Ford tractors from 1939-1952 (9N, 2N, and 8N models), 1953 Golden Jubilees, and also the rare 1959 Gold Demonstrators with Select-O Speed Transmissions.

CTP Tech
Solving the Rusty Bed Blues
Golden Star Classic Auto Parts’ Squarebody Sheetmetal Cure

ickup trucks are hot these days. If collector car auction results are any indicator, trucks have equaled cars in desirability—and value. But rust doesn’t care. The same corrosive meanies who gobble up a Chevelle, Mustang, or Charger quarter-panel love pickup truck cabs, doors, and beds. In this story, let’s watch as Wheelwright, Massachusetts HVAC guru—and 1985 Chevy K10 pickup truck owner—Brian Rochette replaces the faltering stock bed and doors with fresh replacements from Golden Star Classic Auto Parts.

Like the best gift ever from K10 Santa, all the parts to cure the rust problem arrived on a pallet.
CTPRed Star In the Shop
Shop Tour
Back Bay Customs in Portland, Maine
truck engine
truck engine
truck engine
In the Shop
Back Bay Customs in Portland, Maine
BY Chuck VranasPhotography BY THE AUTHOR

here’s nothing more refreshing than getting back on the open road after what seems to be an eternity of standing on the sidelines. Our latest road trip brought us to the seaside community of Portland, Maine, to check out the latest happenings straight from the shop floor at Back Bay Customs. Co-owned by Adam Clayman and Paul White, Back Bay Customs has been in business well over 20 years. The shop recently relocated to a larger 10,000-square-foot building, allowing them to expand their services and capabilities even further.

CTP logoFeature star Event
Classic Parts of America C10 Nationals 2021 title
C10s at the Classic Parts of America C10 Nationals Truck Show
Black C10 at the Classic Parts of America C10 Nationals Truck Show
Red C10 at the Classic Parts of America C10 Nationals Truck Show
Classic Parts of America C10 Nationals 2021 title
Back in the Heart of Classic Truck Texas
BY Rob Fortier Photography By THE AUTHOR

fter attending a record-setting turnout just two months prior at the Goodguys LMC Spring Lone Star Nats, we found ourselves right back in the heart of classic truck Texas for the fourth annual Classic Parts of America C10 Nationals Truck Show and what we expected to be another great gathering in Fort Worth. (This was technically the third edition of the show, as last year’s event was unfortunately canceled for obvious reasons.)

The two-day event (Friday to Saturday) actually kicked off on Thursday, May 13, for us (vendors) at the venue, Texas Motor Speedway, and gave us an early indication of what to expect the following two days. Come Friday morning bright and early, the 1947-2021 Chevys and GMCs started rolling en masse—and by Saturday the infield area was packed. But it wasn’t just a static GM-only truck show.

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