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the-firebird69 · 1 year

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This is the size car and this is the car it's a Chevy Monza the bolt is too small this is for the Corvette stingray kit and they made these for about 20 years then I'm starting in 2004. And it's this model on this size they make this exact name car or model and stressed out the base engine at about 120 horsepower and the standard motor was about $135 horsepower it was kind of zippy it wasn't real fast we have a kit and we're building it now and we have a partner and we're going to build them and other people are building these Corvettes now in ours are a little different than the vet but it's very similar it's not like kids of old where they were completely different and they were called the Corvette no it looks like a Corvette the brand new one and it looks a lot like it we made some things a little smaller like the openings inside and it looks much cooler we did not put going doors and we decided against that but it does have nice doors little longer and almost seamless and the rear looks really cool it's awesome and it looks better than the one in our son saw you although it was pretty cool. Now we will include in the kit:

+the full body in other words the cab and seats headliner floor carpet and Matt console and center console controls in the middle and control panel dashboard all of the covers and so forth on the doors and it's all finished on the inside completely with all the knobs and everything included and a stereo we're not going to keep the old one now you can sell it and it is a nice stereo and speakers included all pre-wired and the body kit and all you do is hook them up all of the wiring and all the other mechanicals are pretty done in the kit and you'll see how it works it's not that complicated everything is ready for hook up on the body you hook it up to the chassis and you follow the instructions we're going to be assembling some of these kids on to the new chassis for sale to boost sales of the kid and sell them at a used car dealership but one that is certified.

+full exhaust system and all the way to the engine including the gaskets that go to the engine and instructions on proper removal so you don't damage the metal and so it's smooth and clean you don't scrape it with a razor or sandpaper or anything like that if you do it ruins it and you'll have blow by all the way out to the tailpipe it does have a really cool tailpipe that's integral and it's already welded up and you just connect them all together with quick connections and it comes with liquid metal and that holds for many many years about 20 years minimum

-suspension tires and rims we decide to do that because they look silly if you don't there's a specific tire and specific rim and suspension needs to be adjusted to accommodate for it and it's too weak in some areas to hold the tire on at speed

-locking mechanisms and that's for your tires and for the steering wheel and for the car itself and their high tech and low tech it's not automatic locks but it is something that you will recognize as a decent lock and for the trunk too it's super car quality including removal steering wheel as an upgrade if you'd like

-it's actually Corvette interior aftermarket parts some are OEM but we're going to run out of them pretty quick but they all look exactly like the Corvette which is funny because we're making a Corvette stingray the interior looks like the Corvette stingray but it's a little bit upgraded to look more modern and more like a supercar than a Corvette

-actual smoked windows all three of the front cannot be except for the top band and it is all high performance class and rated as a nine the hall is made out of fiberglass reinforced fibers and carbon reinforced with stainless steel particles and they're filaments it's very sturdy very strong and it does have an enclosure and a cage that you have to assemble it's all bolt up and it's very simple and use loctite on everything and it is liquid metal it fuses to the screws so you have to do it quick

-a title registration and Dot papers are all included for this particular vehicle based on the vehicle that you ordered it for is up to you to provide a VIN for the original vehicle to them and it's called the combined Vin and you put the kit number then and you put the vehicle number in and don't lose it it's on your dashboard or on the paperwork and put it on to the new title and you go down and you register your vehicle and they stamp your title and you hold on to the title and the copy it and don't forget to bring your valid license

+we include all of the items door knobs window cranks on stereo knobs and stereo and stereo speakers all the wiring is in already all the gauges and the tachometer the speedometer all of them are in the dash and the dashboard comes in one piece the steering wheel and the controls for the gears and everything are all included the pedals and everything are new and the connections are all new all the way to the engine because it's a pain in the ass to use theirs everything is practically new and even the engine parts are included to accommodate the new Hall of the air intake system is completely pulled off and replaced and it's a Corvette typed filter that you buy for Corvette and it fits in it and it fits to your particular engine and you give us the model number there are several other things included

+safety package seat belts airbags as per law and there's a couple extra ones because it's a high performance vehicle did not required but we do include them it's also impact resistant glass and panels and there's a roll cage and an enclosure and it's rated about c which is a racing cage there are options you can get for more safety equipment and it is intense what you can do and it's intense what you can do because you can order a motor too and it can go extremely fast

-with the base motor at 120 horsepower with our Corvette Hull and interior and suspension and tires and rims and kit complete with exhaust and more the car would then go about 300 mph if you have the $135 horsepower it goes about 450 mph and this is a Corvette the new Corvette the way it is top of the line with the speed kit goes 285 mph this is a very fast car most of your higher-ups cars go about 400 miles per hour it's a very hot looking car and it's beautiful and it is our son's design and daughter and he he did most of it and she had some input and he liked it and so he put it in there and we help them get it going as you know these kids are going to go on sale tomorrow so everybody get ready if you're going to prison or in a mission or going down to fight the clones please feel free to order a kit and have your nephew assemble one for you and buy one for him so you can live and live for something afterwards and you can be nice to each other later

And our son says the last two lines then I say good luck with it and it's a nice vehicle and it's fun

Thor Freya

Be nice later that's terrific have the nephew assemble it that's better we're going to go ahead and do that and I'm going to look for it

Trump

Olympus we will post it and it will be available for people and it will start spreading like hotcakes and we're going to go to car shows because you have to advertise somewhere and his son and daughter-in-law I will do it while it's her son and daughter in law too and plenty of them all over the place it's going to be hot it's nice

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lynchburgcarshopper · 3 years

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2014 Chevrolet Silverado 2500HD Lynchburg VA P9401

Lynchburg Car Shopper lives to create an environment where car shopping is simple. Our website helps car shoppers consider choices from every aspect. 2014 Chevrolet Silverado 2500HD LT https://lynchburgcarshopper.com/ For more information on this vehicle and our full inventory, call us at 434-448-2792 Lynchburg Car Shopper 19134 Forest Rd Lynchburg VA 24502 This 2014 Chevrolet Silverado 2500HD LT in Black features: Recent Arrival! Priced below KBB Fair Purchase Price! Odometer is 84273 miles below market average! Vortec 6.0L V8 SFI Flex Fuel VVT 4WD / POWER DRIVERS SEAT / USB PORT / REAR ENTERTAINMENT brbrbrAwards:br * NACTOY 2014 North American Truck of the Year * 2014 KBB.com Brand Image AwardsbrbrReviews:br * Impressive hauling and towing capabilities; refined and quiet ride; solid build quality; responsive steering; available CNG fueling option. Source: Edmundsbr * You know who you are. You need a big truck, you've been driving a big truck, it's time to get rid of the old one, this new one is better and more powerful. If you're a longtime Chevy guy or gal, the 2014 Silverado HD could be for you. Source: KBB.combr * The 2014 Chevrolet Silverado 2500HD is a heavy duty version of Chevy's popular pickups. It can help you tackle the jobs you have to get done, and then conquer the road ahead. This truck has a modern feel, with sleek lines and strong features, like a power-dome hood and huge chrome grille in front. For 2014, the extended cab has been eliminated and there are now 3 truck models to pick from: Regular Cab Long Box, Crew Cab Standard Box, Crew Cab Long Box, with a total of 8 trims between them. All models come standard with a Vortec 6.0-Liter, FlexFuel V8 Engine that has 360 Horsepower and 380 lb-ft of torque. If that isn't enough power for you, the Duramax 6.6-Liter, Turbo-Diesel V8 Engine is an option for all models with a whopping 397 Horsepower and 765 lb-ft of torque. Other 2014 updates include a 4.10:1 axle on gasoline engine models that increases tow ratings by 4,500 pounds. Also, the bi-fuel compressed natural gas system is available on the 2500 HD Crew Cab, and there's an available spray-on bed liner. On the inside, the Work Truck is meant for the rigors of hard work and designed for function and durability. The WT trim bench seats and flooring are vinyl, and easy to maintain. If you choose the higher level LT trim, you get premium cloth seats, and with the LTZ, passengers up front will be sitting in plush leather bucket seats. Both the LT and LTZ have the convenience of the OnStar system, plus Power Windows, and carpeting. Finally, ask your dealer about the availability of getting Chevrolet Wi-Fi by Autonet Mobile, and having them install it. Chevrolet Wi-Fi has a 150 foot radius of signal around the vehicle, to turn your truck into a truly internet-connected office on wheels. The Silverado 2500HD comes with an generous array of safety features to help keep you protected. Standard on all models and trims are Anti-Lock Brakes, Hill Start Assist, StabiliTrak, and Traction Control. Come drive the 2014 Chevrolet Silverado 2500HD today! Source: The Manufacturer SummarybrbrStock numbers starting with VA are located at Terry Auto Outlet at 2828 Candlers Mtn Rd, Lynchburg, VA. Stock numbers starting with CC are located at Terry Clearance Center at 18145 Forest Rd, Lynchburg, VA Stock numbers starting with SB are located at Terry of South Boston at 1426 Wilborn Ave South Boston, VA. All other stock numbers are located at Terry VW Subaru at 19134 Forest Rd, Lynchburg VA 24502. from Lynchburg Car Shopper https://www.youtube.com/watch?v=SDia5bTa75E

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noprepracing · 5 years

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Anarchy No Prep returns for 2019!! The best No Prep racers will be coming from around the country to compete for the cash–last event paid out $51,000!!

PUT THIS IN YOUR CALENDAR!!! YOU DON’T WANT TO MISS THIS!!

ANARCHY NO PREP (“ANP”) GENERAL DETAILS/RULES:

–ANP IS A “NO PREP” EVENT–THE TRACK WILL BE UNTOUCHED THROUGHOUT THE EVENT (UNLESS A WRECK/OILDOWN OCCURS)

–All races will be “1st round off the trailer”–NO test passes on race day.

–BURNOUTS: May be carried out past the starting line

–Racers may only use water for all burnouts–NO traction compounds

–CALLOUTS: **Not Allowed** (last event we saw a total of *3* callouts; in the interest of time we have removed them entirely)

–STARTING METHOD: Varies by class–see class rules

–BYE RUNS: Last racer drawn in the round, will automatically advance (no pass allowed) to race against the first racer drawn in the following round. The drawing racer will have lane choice

–LANE CHOICE: Regular draw, 1st name out (of each pair) has lane choice Bye run: 1st name drawn (against the previous round’s bye) has lane choice

–CENTER LINE: Crossing the center line in front of your opponent (before the win light indicates a winner) will result in a DQ. (crossing behind does not DQ, but use your head please!!)

–DOUBLE RED LIGHTS: In the event of a double red light, the generally accepted “first/worst” rule will apply. (Trent will prove first/worst to the racers ONLY, upon request)

–RED LIGHT & CENTER LINE: In the unlikely event that one racer red lights, and the other crosses the center line in front of said red lit opponent, “first/worst” will again apply (example: Most likely, the red light happened first, so they would be out)

–ALL cars must have NHRA approved diapers or retention pans–fab ok, must meet NHRA requirements

–GLD will have their concessions stand & bar open and available for everyone (NO ALCOHOL FOR DRIVERS, SUBJECT TO DQ). Any patrons who appear to be over-served or belligerent will be denied alcohol sales, and may be ejected into police custody if they are a problem—BEHAVE!

–ANY UNAUTHORIZED PEOPLE IN ANY RESTRICTED AREA WITHOUT PROPER CREDENTIALS WILL BE EJECTED IMMEDIATELY WITHOUT A REFUND

–VIP spectator areas are strictly off limits to children under 18

–NO GLASS BOTTLES/CONTAINERS ARE ALLOWED ANYWHERE ON THE PROPERTY–THEY WILL BE CONFISCATED AND DISCARDED, AND YOU MAY BE EJECTED

–RULINGS: Starter has authority to DQ any car while on the line (as with any event). Any other rulings will come from Trent. All rulings are final!!

–A racer may be DQ’d for any reason not listed here at the discretion of track or ANP staff. (aka: don’t be an ass)

–DQ will result in forfeit of any & all entry fees

There will at least 15 minutes between rounds, save for any unexpected delays (wrecks/oildowns). (time frame will be adjusted if necessary to ensure timely completion of event)

CLASS RULES

OLD SCHOOL

(Open to 1977 and older U.S. domestic cars) **NEW FOR 2019**

BODY EXTERIOR: All body panels must be present and made of factory/reproduction steel (Exceptions: Hood may be composite; Bumpers may be replica composite; Fiberglass body where factory OK–ie: Vette/Cobra). Wheel well flaring/minor stretching OK INTERIOR: All factory-type interior required (reproduction OK); Aftermarket front seats OK (must be upholstered); Driver’s seat must have proper seat belts/restraints (aftermarket OK) WINDOWS: All must be glass, no lexan/poly permitted. Regulators must function as intended. CONVERTIBLE: Permitted, top must remain up during competition; Roll bar encouraged based on NHRA guidelines LIGHTS: All factory lighting must function as intended; Aftermarket bulbs OK HORN: Factory type horn must be present and functional; Aftermarket OK ENGINE: Must be era appropriate, swaps OK (No late model swaps); Must have functional radiator/cooling system & catch can (water, please!); Must have oil retention device (diaper or NHRA spec pan) FUEL: No restrictions; Cells OK–must have rollover valve and exterior venting BATTERY: Required, may be relocated (non-factory trunk mount requires external shut off switch and exterior venting); No charging posts EXHAUST: No fender exit or “Zoomie” headers POWER ADDERS: No restrictions CHASSIS: Must be factory type; No Full Tube Frames; Minor notching for clearance OK ROLL BAR/CAGE: Allowed. No 25.x or funny car hoops SUSPENSION: ALL stock style (Aftermarket parts OK); OEM style forward mounting locations (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Bolt on traction bars OK; Minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; Chevy II Upper/Lower bolt on front conversion OK CHUTE: Allowed WHEELIE BARS: Prohibited TIRES, FRONT: Any TIRES, REAR: Max DOT drag radial 295/65R15; Max slick width 10.5 (non-w), Max slick height 30″ –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max –No double entry into other classes ENTRY: $100 (all due @ lock up) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money)

LADIES ONLY

**NEW FOR 2019**

–“Blind Bracket” class; racers will dial in; Winner determined by *win* light only –Open to any Female driven vehicles!!! –Tech requirements will vary be vehicle level–COMMON SENSE, PLEASE!! –1/4 mile –.500 Sportsman/bracket tree –8 car minimum, 16 max –No double entry into other classes ENTRY: $100 (all due @ lock in) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money)

HEAVY HITTER

–minimum 4,000# (w/driver) –all winners will weigh after each race on the GLD scale located on the return road. I checked, it does work. (If you pass the scale, you will be DQd. We will have somebody waiting for you there. If they are not there, you must wait for them. No exceptions!) There will be a minor common sense +/- variance in the weight, but don’t try coming in light. We’re here to have fun, not get stupid. –minimum 18″ drive wheel –RWD/FWD only (no AWD, sorry guys) –DOT tire (any) –street equipment (plates/ins/etc) –full exhaust to bumper (no open cutouts) –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max –No double entry into other classes ENTRY: $200 (all due @ lock in) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money)

220 (Hard Tire)

–Minimum 220 UTQG treadwear rating (up to 17″ wheel) –Minimum 180 UTQG treadwear rating (18″ and up wheel) –RWD/FWD only. No 4×4/AWD –1/4 mile –.100 pro tree (auto, 7 second timeout –8 car minimum, 16 max –No double entry into other classes ENTRY: $200 entry (all due @ lock in) PAYOUT: 80/20(guaranteed minimum, not including sponsor/promoter added money)

275

–Tire: Max 275 DOT drag radial –1/8 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max –No double entry into other classes BUY IN: $200 entry (all due @ lock in) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money)

JUNIOR

–Tire: Any 26″ tall, DOT-approved Drag Radial (M/T PRO BRACKET RADIALS ARE *NOT* DOT DRAG RADIALS, FYI) COMMONLY AVAILABLE APPROVED SIZES: 15″ (235/60R15, 275/50R15) 16″ (245/50R16, 255/50R16, 255/60R16) 17″ (245/45R17, 275/40R17, 315/35R17, 335/35R17) 18″ (275/35R18, 285/35R18, 295/35R18, 305/35R18, 315/30R18, 335/30R18, 345/30R18) *****If a tire has a “flotation” size (ie: 26×10-15) it is *not* a DOT drag radial; MUST be “P-metric” sizing (if a tire is not listed here, please ask Trent for a ruling!)***** –Suspension: ALL stock type, aftermarket parts OK. OEM STYLE FORWARD MOUNTING LOCATIONS (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Anti-hop, Slide-a-link, South Side Machine or Caltracs OK. Coilovers OK, minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; ARB OK –Cage/chassis: Highly encouraged, NO 25.x, NO back half/tubular frame rails; No wheelie bars –Exterior: Must have ALL DOT required equipment installed and fully functional (lights, horn, etc) –Firewall: Must have complete OEM firewall in factory location –Glass: Must have all OEM-type glass windows (unless otherwise equipped (standard or optional) by manufacturer); lightweight laminated/film tinted glass OK. Door windows must roll up/down (no pinned regulators); EXCEPTION FOR EL CAMINO/RANCHERO/PICKUP TRUCK–MAY HAVE LEXAN/POLYCARBONATE REAR CAB WINDOW TO ACCOMMODATE REAR ROLLBAR/CAGE BARS (All other poly/lexan is prohibited–this includes Optic Armor and similar products) –Exhaust: Must run mufflers (bullets OK); Exhaust must exit at rear axle (flush to axle tubes OK); Wastegates exempt; No open cut outs/bypasses; Factory sidepipes OK (ie: Viper; Corvette; Shelby) –Interior: Must have all factory-type interior (headliner, carpet, door panels, dash, two front seats-aftermarket OK) Rear Seat Delete OK w/upholstery. NO EXPOSED TIN. –Powertrain: Internal Combustion/Compression Engine only; No restrictions –Power adders: No restrictions –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: $4,000/$1,000 (guaranteed minimum, not including sponsor/promoter added money)

BANGER

–28″ Tire (non-W) **NEW FOR 2019** –Any “H” pattern manual trans –Any foot operated, manual clutch –Stock Suspension (F/R) –NO wheelie bars –Must have Doors –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: 80/20 winner/runner up (guaranteed minimum, not including sponsor/promoter added money)

GANGSTER 26″

–26” tire (any) –Any rear suspension –Stock style front –NO wheelie bars –Must have doors –PLEASE USE YOUR CHUTES!! –1/8 mile –.400 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: $10,000 winner; $2,000 r/u (guaranteed minimum, not including sponsor/promoter added money)

STEAMROLLER (Big Tire)

-Must have doors (no rail/funny car) -Minimum tire height 29″ (any width) -1/8 mile –.400 pro tree (auto, 7 second timeout) -PLEASE USE YOUR CHUTES!! (That’s it. Really. We even allow….PRO MODS) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: $3,000 winner; $500 r/u (guaranteed minimum, not including sponsor/promoter added money)

SENIOR 28″

–28 x 10.5 non-W or 275/60-15 –Any rear suspension –Any front suspension (Wheelbase +/- 2″ from OEM) –No wheelie bars –Must have doors –PLEASE USE YOUR CHUTES!! –1/8 mile –.400 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due at lock up) PAY OUT: $10,000 winner; $2,000 r/u (guaranteed minimum, not including sponsor/promoter added money)

EXTREME BIKE

–Only one rule…..No wheelie bars. (No, really) –Anything else goes –1/8 Mile –.400 pro tree (auto, 7 second timeout) –8 bike minimum, 16 max BUY IN: $350(all due at lock up) PAY OUT: 1-11 entries (or full field) 80/20; 12-15 entries: $4,000/$1,000

SR BIKE

–True Hand Clutch; DOT Tire; No bars –1/4 Mile –.100 pro tree (auto, 7 second timeout) –8 bike minimum, 16 max BUY IN: $250 (all due at lock up) PAY OUT: 1-11 entries (or full field) 80/20; 12-15 entries: $2,500/$800

JR BIKE

–True Hand Clutch; DOT Tire; No Bars; –Must complete cruise (Details below) –1/8 mile –.100 pro tree (auto, 7 second timeout) –8 bike minimum, 16 max BUY IN: $200(all due at lock up) PAY OUT: 1-11 entries (or full field) 80/20; 12-15 entries: $2,000/$700

FRESHMAN BIKE

–True Hand Clutch; DOT Tire; No Bars; –Must complete cruise (Details below) –No double entry into any other class –1/8 mile –.100 pro tree (auto, 7 second timeout) –8 bike minimum, no max BUY IN: $100 (all due at lock up) PAY OUT: 50/25/17/8

JR/FRESHMAN BIKE CRUISE RULES

–All Jr & Freshman Bike Entries must successfully complete the Cruise to compete! –Rider entered must be on their entered bike, fully suited, during Cruise –Riders must be present and ready for cruise at specified time–NO exceptions!! –Riders should maintain stagger formation and adequate spacing –Riders may not pass Cruise Leader (unless they crash and you can’t stop quick enough), nor fall behind Chase Vehicle–either is an automatic DQ –Two tires on the ground–NO Hooligans!! –Any leaks or breakdowns–DQ –Any crashes–DQ (exception if somebody hits you, or you hit a rider who crashes in front of you–allow adequate spacing!!) –No outside assistance of any kind allowed– –Cruise is restricted to riders only (nobody allowed on race track during Cruise) –Any rider who gets DQ’d will be allowed to pay/upgrade to Sr or EXTREME

<<Bike Cruise Format>>

9 laps on track, as follows: 1-3 Fast (65 mph+) 4 Slow (25 mph) 5-7 Fast 8-9 Slow

Upon completion of final lap: –All Jr Bikes will convene in the back of the long staging lanes (horseshoe). –Bikes will all idle for 2 minutes. –Bikes will be shut off. –Bikes must be restarted within 5 minutes of shut down. –Upon successful restart, Cruise will be complete and racers may return to pits.

The post Anarchy No Prep 2k19.2 **official** appeared first on No Prep Racing NoPrep.com.

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itsworn · 6 years

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Custom Interiors In A Box From TMI

One of the subjects that magazine editors often debate is how much of the construction an average classic truck owner does on their vehicle. Certainly there are those who have a professional do the job from start to finish, others may buy a completed truck, but some of us remain convinced that many enthusiasts do much of the work themselves—with a few notable exceptions. Bodywork and paint are often turned over to a professional, as is upholstery. The bad news is learning to straighten metal and squirt paint will take time to learn if you want to do it yourself. The good news is if a trick interior is what you’re after you can do it yourself with help from TMI.

Family owned, TMI Products was founded in 1982 by the Tuccinardi brothers. They began by making Volkswagen door panels in their family garage. Today TMI makes a wide variety of interior components, including seating, interior consoles, floor coverings, door panels, headliners, kick panels, and more for a wide range of cars. And they haven’t ignored trucks—they offer a range of products for Chevy pickups from 1947-1987 (including Blazers) and Ford pickups from 1948-2004 (including Broncos).

Our in-house tech center manager, Jason Scudellari, can handle just about any mechanical or fabrication challenge. But, like most of us, turn him loose on a sewing machine and likely as not a few fingers could possibly be stitched together. So, when it was time for upholstery in his 1956 Chevy pickup, he called on TMI. From their assortment of seats Scudellari chose low-back Sport X Pro-Classics with seat mounts, large molded door panels, headliner, and carpet.

Installation of the interior began with covering all the sheetmetal surfaces with Dynamat insulation, then came the headliner, followed by carpet on the back of the cab, cowl panels, and floor—all of which was held in place by spray-on adhesive. Installing the seats was simple enough—the mounts were bolted to the floor, then the seats were bolted to the mounts. It should be pointed out that it is necessary to drill holes in the floor for the mounts and care must be taken not to damage the carpet in the process. Attaching the TMI door panels required drilling holes in each door, which is easily done with the included template.

While some upholstery kits follow the cookie-cutter, one-size-fits-all philosophy, TMI offers so many options in materials and patterns they make it to have a custom and comfortable interior in your truck that is affordable. And you don’t have to worry about sewing your fingers together.

The interior of Jason Scudellari’s 1956 Chevy is a great example of what happens when champagne taste meets a beer budget. Thanks to TMI his truck has a comfortable custom interior without breaking the bank.

Other features inside Scudellari’s truck are Dakota Digital instruments, Wilwood pedal assemblies, Lokar throttle, Flaming River steering column, and an Eddie Motorsports steering wheel.

After insulating the roof the headliner was installed; a rubber “gasket” holds it in place.

The headliner retainer was trimmed to length and the ends were glued together. Installing the headliner is similar to installing a windshield as they both fit into grooves in the rub.

Scudellari had TMI put a pattern in the headliner that matched the seats.

Here the front of the headliner is slipped into the groove in the rubber retainer.

With the careful use of a hook tool the rubber lip of the gasket is pulled over the headliner locking it in place.

Here is the finished installation. The stiff backing the material is attached to will prevent any sagging from taking place.

The complete carpet kit includes coverings for the floor, toe boards, firewall, cowl, and the back of the cab.

After the back of the cab was covered with insulation, adhesive was applied to hold the carpet in place.

As an example of TMI’s abilities to accommodate special needs, the carpet under the seats was cut and bound to fit around the electrical components mounted to the floor.

Here the carpeting is being glued to the cowl. Note the setback firewall necessary to accommodate the engine set back.

Prior to gluing the carpeting in place the floor was covered with Dynamat, followed by a layer of Dynaliner.

The TMI carpeting includes a rubber heel pad to prevent against wear.

To mount the bucket seats TMI offers these brackets that bolt to the floor.

The seat mounting brackets are positioned then the mounting holes are marked on the carpet.

Holes are cut in the carpet so the mounting holes can be drilled in the floor. Trying to drill through the carpet will snag the material and damage it.

TMI’s seats bolt to the threaded ends of the tubing on the brackets.

To adjust the height and angle of the seats the mounting brackets have three slots to provide adjustment.

In addition to the height/angle adjustments on the brackets sliders on the seats provide fore and aft adjustment as well.

TMI offers a variety of center consoles with cupholders, storage compartments, and jump seats.

Scudellari selected full-size door panels for his truck made from fiberglass. An array of upholstery fabrics and patterns are available.

The door panels attach with brackets at the armrest (arrow), plastic retainers around the edge, and an adhesive strip at the top.

Angle brackets attach to the doors, the door panels attach to the brackets.

TMI supplies this template for drilling the holes necessary for the brackets and the snap-in retainers.

After marking the locations, holes are drilled in the door for the panel retainers.

To ensure the adhesive strips hold, the tops of the doors are cleaned with isopropyl alcohol.

Pulling off the plastic strip exposed the adhesive along the upper edge of the door panel.

The full-size door panel is a considerable improvement over the stock painted metal surface. Note the pattern in the seats and headliner was repeated in the door panels.

After the panel is attached to the door at the top, the retainers simply snap into the holes drilled in the door.

Seat designs vary, there are low back, high back, standard, and heavily bolstered, and fabrics include vinyl, leather, and even GM-style Hound’s-tooth cloth.

The angle of the seats’ backrests can be adjusted with a small lever.

Completing the new interior are replacement sunvisors that match the material on the seats and door panels.

To protect the new carpet Scudellari opted for custom floormats.

The finished interior looks great. The finishing touch was race-style seatbelts from Summit Racing.

The post Custom Interiors In A Box From TMI appeared first on Hot Rod Network.

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robertkstone · 6 years

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Ford vs. Chevrolet vs. Ram: Heavy-Duty Truck Prioritizer

Answering these eight simple questions can help you determine which of the new heavy-duty trucks is the best fit for you.

Read about the new 2019 Ram HD, 2020 Ford F-Series Super Duty, 2020 GMC Sierra HD, and 2020 Chevrolet Silverado HD here:

2019 Ram Heavy Duty First Look: Making Nice

2020 Ford F-Series Super Duty First Look: Super Is as Super Does

2020 Chevrolet Silverado HD First Look: Easy Does It

2020 GMC Sierra HD First Look: Heavy-Duty Competition

Am I an open-minded shopper in search of the best truck?

Absolutely: Keep reading

Not really: Stop pretend-researching on the internet and go buy the brand your family has bought since granpappy got his license in ’46. (Note to Dodge chauvinists who’ve been out of the market for a decade or so: Buy Ram.)

How important is payload?

Max me out: Each of the heavies achieves its highest payload rating with the gas engine because they weigh a lot less than turbodiesel engines. Ram’s 3500 dually regular-cab, long-box configuration with the 6.4-liter Hemi will haul 7,680 pounds, but we expect Ford to trump that figure by a feed bag or two when it rates its much larger 7.3-liter V-8 gasser. Ram’s fuel economy might be better, though, as its gas engine features cylinder deactivation.

Meh, my stuff is bulkier than it is heavy: The Chevy/GMC boxes are built differently so the floor and inner wall panels can be closer to the outer panels, making them wider inside. The 8-foot box boasts best-in-class volume of 83.5 cubic feet. CornerSteps in the bumper and BedSteps at the front sides of the bed ease loading the bed and securing loads, as well.

How adept are you at maneuvering a trailer?

I’m a total pro: Get the Ram to send the message that you don’t need all those sissy camera screens and trailer-aiming gizmos.

It’s been a long time since my last mailbox flattening: Go for Chevy, and load it up with the Advanced Trailering System, which comes with a slew of built-in cameras plus two you mount in and on the trailer. They combine to provide 15 useful views, and they can even make your trailer invisible for a clear rear-view.

I’m a total nervous greenhorn: Then Ford is the brand for you. You get most of the camera coverage offered by Chevy, plus Pro Trailer Backup Assist, which lets you twirl a knob to steer a reversing trailer—and it works with bumper or fifth-wheel/gooseneck hitches. Magic.

How heavy is your trailer?

35,100 pounds: Lucky you! You can enjoy the prettier styling, vastly nicer interiors, and 1,000-lb-ft torque of the Ram 3500 dually turbodiesel.

35,500 pounds: You’re going to need the Chevy 3500 turbodiesel dually, which might at least get slightly better fuel economy than the Ram, thanks to its 10-speed automatic, and which we are promised can put all 910 lb-ft to the ground in the low gears.

35,501 pounds*: Hang in there; Ford should announce its Super Duty max tow rating any day now, and smart money says it’ll be a number greater than those above.

Are you a label snob/name dropper?

The only label I care about on my truck is the one on the grille: Then go for the Ford. The Blue Oval gang is the only heavy-duty/commercial truck company that designs, tests, and builds all its very own powertrains (nowadays—it dumped Navistar almost a decade ago).

I trust the big names in long-haul/commercial trucking: If you’d really rather be driving a big rig, you might be happiest with the Cummins-powered Ram It’s the first truck to hit the magic torque number of 1,000 lb-ft, and the Cummins name is legend around the truck-stop pumps, but it’s now the only turbodiesel heavy with a six-speed automatic. Or go for Chevy/GMC to get some nice Allison Transmission logos. But understand that GM builds that 10-speed automatic and designed the geartrain and clutch architecture in conjunction with Ford.

How important is ride?

I demand a flying carpet: Then retire, sell your giant boat, fifth-wheel camper, horses, or race cars, and downshift to a four-wheel-air-suspension Ram

It’s pretty important: Try the Chevy/GMC, which is the only heavy-duty pickup with a fully independent control-arm and coil-spring front suspension. All brands feature hefty leaf springs in back, which are going to feel really stiff when unloaded. Opting for the rear air helper springs on the Ram might buy you a bit more unladen rear ride compliance.

My kidneys can take it: Go for the Ford.

How gadget-/connectivity-obsessed are you?

Beam me up, Scotty: A big-screen-equipped Ram is the obvious choice for the connection-obsessed, especially with the fun infotainment opportunities it brings, like SiriusXM programming you can pause and rewind.

I mostly need it for work: FordPass Connect technology is standard on all and features a 4G LTE modem with Wi-Fi connectivity for up to 10 devices, and Ford offers fleet managers a suite of telematics and data services to help monitor driver behavior and optimize costs and fleet utilization.

Trailer connectivity is more important: Then you’re gonna love the way the myChevrolet app connects via Bluetooth with an RV trailer equipped with ASA Electronics’ iN-Command Control system. The app lets you control trailer functions like the generator and HVAC while monitoring the status of the water and waste tanks—all from your dash screen.

Will you be connecting a snowplow, dump bed, cherry picker, etc.?

Yep: Then you’ll be needing a power takeoff on the transmission. Ford offers factory-installed Live-Drive, which takes power off an upsized idler gear that powers the transmission’s oil pump. Chevy offers a beefier and reportedly quieter chain-driven PTO. Both operate at engine speed, not turbine or transmission input speed. Tie-breaker for snowplow folks: Chevy claims its front end will accept a snow plow without the need to drill into the bumper or otherwise permanently mar the appearance.

Oops, I mean yes but I already bought the Ram! Don’t fret. Ram claims its transmission can accept upfit PTOs on either side of the transmission—good news if there’s some reason your PTO needs to be on the opposite side of the factory ones. Ram is also the only one that can offer “fuel saver” mode, by operating the PTO in cylinder-deactivation mode when loads permit.

More on new heavy-duty trucks:

2019 Ram Heavy Duty First Look: Making Nice

2020 Ford F-Series Super Duty First Look: Super Is as Super Does

2020 Chevrolet Silverado HD First Look: Easy Does It

2020 GMC Sierra HD First Look: Heavy-Duty Competition

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stockinterior · 10 months

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5 Amazing Reasons to Invest in Chevy Cab Standard Carpets!

Muddy shoes, coffee spills, food crumbs... Your car, as your home away from home, is most certainly vulnerable to a variety of threats regularly. It's crucial to take care of one of our cherished assets, which is where interior carpet carpets come in.

Here are five reasons why investing in a set of well-fitting and reasonably priced carpets is critical to protecting you and your vehicle:

Resistance to stains and dirt

Because we enter our vehicles wearing our shoes, the likelihood of your car's carpet dirty is very significant. Carpets provide an additional layer of protection by keeping dirt, mud, dust, and other debris from rubbing into the original carpet of the vehicle.

Spills of drinks, food, or any other liquid can happen at any time, especially if you have children or pets. Carpets act as an efficient barrier, preventing spills from penetrating the carpet and leaving persistent stains.

Rubber carpets with raised edges that lock in place are particularly effective at trapping and containing liquids and are extremely useful if you spend a lot of time in rural regions.

Keeps you safe.

A carpet is not only a decorative item; it is also an important accessory that impacts your driving experience. A real, high-quality fitted carpet keeps you secure by staying in place and never slipping, especially on the driver's side (keeping you free of the pedals). Look for carpets that lock into place and have an anti-slip backing that won't scratch the car's interior. Carpets that conform to the shape of your vehicle, such as these genuine Chevy standard cab carpets, will not move or fold up while driving or slip when you get in and out of your vehicle.

Save money for larger repairs!

Repairs, maintenance, and insurance all contribute to the overall expense of keeping your car on the road. Installing carpets is a quick and inexpensive method to dress up and protect the interior of your vehicle.

If you don't have carpets, you're likely to wear a hole in the carpet on the driver's side over time. Similarly, the passenger carpets will ultimately wear out, especially if you transport passengers regularly. The cost of replacing carpets is significantly less than the expense of fixing or replacing the car's carpet, making them a long-term investment.

They are easier to clean and look nice.

Washing the car carpet with a rubber or carpet is easier, faster, and less expensive than washing the car floor. When you purchase genuine carpets that suit your car's front and rear footwells, you help keep your carpet cleaner by avoiding gaps. They tend to look tidier and smarter because they are intended to fit in the exact place.

Keep your car's worth safe.

It pays to plan for the day when you could sell your car, and a spotless carpet is a great selling point. Simply adding a set of carpets will keep the interior clean and in good shape, making it more appealing to potential buyers. The nicer the car appears, the higher the potential resale value.

Conclusion

From safety to cost savings, it's never too late to show your car some love and safeguard your investment with carpets that are custom-fit to your vehicle.

If your car requires more than just carpets and you're thinking about buying a new one, Stock Interiors has the best Chevy standard cab carpet. Our team will provide you with all the information you require to get started.

Explore our collection today and experience the difference of a perfectly fitting and durable Chevrolet Standard Cab Pickup Truck auto carpet. If you cannot find your replacement Chevy Pickup Truck carpeting below, please let us know what carpets you are looking for auto car carpets.

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#Chevy Camaro Carpet #Chevy Impala Carpet #Chevy Car Interior

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noprepracing · 6 years

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**OFFICIAL ANARCHY NO PREP PRESS RELEASE** (SATURDAY PROGRAM ONLY–MORE TO COME)

**FOR IMMEDIATE RELEASE**

We are very pleased to announce the return of “Anarchy No Prep” for 2019!!

DATES: –June 8, 2019 (https://www.facebook.com/events/271003283575551/) –September 14, 2019 (https://www.facebook.com/events/147859359442820/)

LOCATION: –Great Lakes Dragaway, 18411 1st St, Union Grove, WI 53182

**DETAILED EVENT SCHEDULES AND UPDATES WILL BE POSTED ON THE RESPECTIVE FACEBOOK EVENT PAGES** (links above)

NOW, FOR THE IMPORTANT STUFF…

SPECTATOR ENTRY: $25 CAMPING: $40/night (1 vehicle + 4 people) (**RACERS CAMP FREE**) VIP BAND: $40 (limited quantity, 18+ only)

***LOCK-IN OPENS ON MARCH 1ST*** ——————————————————————————

ANARCHY NO PREP (“ANP”) GENERAL DETAILS/RULES:

–ANP IS A “NO PREP” EVENT–THE TRACK WILL BE UNTOUCHED THROUGHOUT THE EVENT (UNLESS A WRECK/OILDOWN OCCURS) –All races will be “1st round off the trailer”–NO test passes on race day. –BURNOUTS: May be carried out past the starting line –Racers may only use water for all burnouts–NO traction compounds –CALLOUTS: **Not Allowed** (last event we saw a total of *3* callouts; in the interest of time we have removed them entirely) –STARTING METHOD: Varies by class–see class rules –BYE RUNS: Last racer drawn in the round, will automatically advance (no pass allowed) to race against the first racer drawn in the following round. The drawing racer will have lane choice –LANE CHOICE: Regular draw, 1st name out (of each pair) has lane choice Bye run: 1st name drawn (against the previous round’s bye) has lane choice –CENTER LINE: Crossing the center line in front of your opponent (before the win light indicates a winner) will result in a DQ. (crossing behind does not DQ, but use your head please!!) –DOUBLE RED LIGHTS: In the event of a double red light, the generally accepted “first/worst” rule will apply. (Trent will prove first/worst to the racers ONLY, upon request) –RED LIGHT & CENTER LINE: In the unlikely event that one racer red lights, and the other crosses the center line in front of said red lit opponent, “first/worst” will again apply (example: Most likely, the red light happened first, so they would be out) –ALL cars must have NHRA approved diapers or retention pans–fab ok, must meet NHRA requirements –GLD will have their concessions stand & bar open and available for everyone (NO ALCOHOL FOR DRIVERS, SUBJECT TO DQ). Any patrons who appear to be over-served or belligerent will be denied alcohol sales, and may be ejected into police custody if they are a problem—BEHAVE! –ANY UNAUTHORIZED PEOPLE IN ANY RESTRICTED AREA WITHOUT PROPER CREDENTIALS WILL BE EJECTED IMMEDIATELY WITHOUT A REFUND –VIP spectator areas are strictly off limits to children under 18 –NO GLASS BOTTLES/CONTAINERS ARE ALLOWED ANYWHERE ON THE PROPERTY–THEY WILL BE CONFISCATED AND DISCARDED, AND YOU MAY BE EJECTED –RULINGS: Starter has authority to DQ any car while on the line (as with any event). Any other rulings will come from Trent. All rulings are final!! –A racer may be DQ’d for any reason not listed here at the discretion of track or ANP staff. (aka: don’t be an ass) –DQ will result in forfeit of any & all entry fees

There will at least 15 minutes between rounds, save for any unexpected delays (wrecks/oildowns). (time frame will be adjusted if necessary to ensure timely completion of event)

****************CLASS RULES****************

***OLD SCHOOL*** (Open to 1977 and older U.S. domestic cars) **NEW FOR 2019**

BODY EXTERIOR: All body panels must be present and made of factory/reproduction steel (Exceptions: Hood may be composite; Bumpers may be replica composite; Fiberglass body where factory OK–ie: Vette/Cobra). Wheel well flaring/minor stretching OK INTERIOR: All factory-type interior required (reproduction OK); Aftermarket Driver’s seat OK; Driver’s seat must have proper seat belts/restraints (aftermarket OK) WINDOWS: All must be glass, no lexan/poly permitted. Regulators must function as intended. CONVERTIBLE: Permitted, top must remain up during competition; Roll bar encouraged based on NHRA guidelines LIGHTS: All factory lighting must function as intended; Aftermarket bulbs OK HORN: Factory type horn must be present and functional; Aftermarket OK WIPERS: Factory wipers/washers required, must function, may not be removed. ENGINE: Must be period appropriate (No late model swaps); Must have functional radiator/cooling system & catch can (water, please!); Must have oil retention device (diaper or NHRA spec pan) FUEL: No restrictions; Cells OK–must have rollover valve and exterior venting BATTERY: Required, may be relocated (non-factory trunk mount requires external shut off switch and exterior venting); No charging posts EXHAUST: No fender exit or “Zoomie” headers POWER ADDERS: No restrictions CHASSIS: Must be factory type; No Tube Frames; Minor notching for clearance OK ROLL BAR/CAGE: Allowed. No 25.x or funny car hoops SUSPENSION: ALL stock style (Aftermarket parts OK); OEM style forward mounting locations (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Bolt on traction bars OK; Minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; Chevy II Upper/Lower bolt on front conversion OK CHUTE: Allowed WHEELIE BARS: Prohibited TIRES, FRONT: Must be DOT street legal, treaded tire (bias or radial), minimum advertised section width 185mm or 7″; Any diameter TIRES, REAR: Max DOT drag radial 295/65R15; Max slick width 10.5 (non-w), Max slick height 30″ –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max –No double entry into other classes ENTRY: $100 (all due @ lock up) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money)

—————————————————————————— ***LADIES ONLY*** **NEW FOR 2019**

–Minimum 220 UTQG treadwear rating (up to 17″ wheel) –Minimum 180 UTQG treadwear rating (18″ and up wheel) –RWD/FWD only. No 4×4/AWD –Suspension: ALL stock type, aftermarket parts OK. OEM STYLE FORWARD MOUNTING LOCATIONS (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Anti-hop, Slide-a-link, South Side Machine or Caltracs OK. Coilovers OK, minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; ARB OK –Cage/chassis: Allowed, NO 25.x, NO back half/tubular frame rails; No wheelie bars –Exterior: Must have ALL DOT required equipment installed and fully functional (lights, horn, etc) –Firewall: Must have complete OEM firewall in factory location –Glass: Must have all OEM-type glass windows (unless otherwise equipped (standard or optional) by manufacturer); lightweight laminated/film tinted glass OK. Door windows must roll up/down (no pinned regulators); EXCEPTION FOR EL CAMINO/RANCHERO/PICKUP TRUCK–MAY HAVE LEXAN/POLYCARBONATE REAR CAB WINDOW TO ACCOMMODATE REAR ROLLBAR/CAGE BARS (All other poly/lexan is prohibited–this includes Optic Armor and similar products) –Exhaust: Must run mufflers (bullets OK); No open cut outs/bypasses –Interior: Must have all factory-type interior (headliner, carpet, door panels, dash, two front seats-aftermarket OK) Rear Seat Delete OK w/upholstery. NO EXPOSED TIN. –Powertrain: Internal Combustion/Compression Engine only; No restrictions –Power adders: No restrictions –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/4 mile –.100 pro tree (auto, 7 second timeout –8 car minimum, 16 max –No double entry into other classes ENTRY: $200 entry (all due @ lock in) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money) —————————————————————————— ***275*** (READ CAREFULLY–ADDITIONAL RULES IN PLACE–similar to Jr spec)

–Tire: Max 275 DOT drag radial –Suspension: All stock type, aftermarket parts OK. OEM STYLE FORWARD MOUNTING LOCATIONS (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Anti-hop, Slide-a-link, South Side Machine or Caltracs OK. Coilovers OK, minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; ARB OK –Cage/chassis: Allowed, NO back half/tubular frame rails; No wheelie bars –Exterior: Must have ALL DOT required equipment installed and fully functional (lights, horn, etc) –Firewall: Must have complete OEM firewall in factory location –Glass: Must have all OEM-type glass windows (unless otherwise equipped (standard or optional) by manufacturer); lightweight laminated/film tinted glass OK. Door windows must roll up/down (no pinned regulators); EXCEPTION FOR EL CAMINO/RANCHERO/PICKUP TRUCK–MAY HAVE LEXAN/POLYCARBONATE REAR CAB WINDOW TO ACCOMMODATE REAR ROLLBAR/CAGE BARS (All other poly/lexan is prohibited–this includes Optic Armor and similar products) –Exhaust: Must run mufflers (bullets OK); No open cut outs/bypasses –Interior: Must have all factory-type interior (headliner, carpet, door panels, dash, two front seats-aftermarket OK) Rear Seat Delete OK w/upholstery. NO EXPOSED TIN. –Powertrain: Internal Combustion/Compression Engine only; No restrictions –Power adders: No restrictions –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/8 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max –No double entry into other classes BUY IN: $200 entry (all due @ lock in) PAYOUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money) —————————————————————————— ***JR***

–Tire: Any 26″ tall, DOT-approved Drag Radial (M/T PRO BRACKET RADIALS ARE *NOT* DOT DRAG RADIALS, FYI) COMMONLY AVAILABLE APPROVED SIZES: 15″ (235/60R15, 275/50R15) 16″ (245/50R16, 255/50R16, 255/60R16) 17″ (245/45R17, 275/40R17, 315/35R17, 335/35R17) 18″ (275/35R18, 285/35R18, 295/35R18, 305/35R18, 315/30R18, 335/30R18, 345/30R18) *****If a tire has a “flotation” size (ie: 26×10-15) it is *not* a DOT drag radial; MUST be “P-metric” sizing (if a tire is not listed here, please ask Trent for a ruling!)***** –Suspension: ALL stock type, aftermarket parts OK. OEM STYLE FORWARD MOUNTING LOCATIONS (reinforcements/battle boxes OK; multi-hole OK); axle/rear control arm mounts may be adjustable/multi-hole, but must retain stock bracket location. No 4-link/ladder bars. Anti-hop, Slide-a-link, South Side Machine or Caltracs OK. Coilovers OK, minor relocating of shock OK; Relocated Leaf Springs (inboard for clearance) OK; ARB OK –Cage/chassis: Highly encouraged, NO 25.x, NO back half/tubular frame rails; No wheelie bars –Exterior: Must have ALL DOT required equipment installed and fully functional (lights, horn, etc) –Firewall: Must have complete OEM firewall in factory location –Glass: Must have all OEM-type glass windows (unless otherwise equipped (standard or optional) by manufacturer); lightweight laminated/film tinted glass OK. Door windows must roll up/down (no pinned regulators); EXCEPTION FOR EL CAMINO/RANCHERO/PICKUP TRUCK–MAY HAVE LEXAN/POLYCARBONATE REAR CAB WINDOW TO ACCOMMODATE REAR ROLLBAR/CAGE BARS (All other poly/lexan is prohibited–this includes Optic Armor and similar products) –Exhaust: Must run mufflers (bullets OK); Exhaust must exit at rear axle (flush to axle tubes OK); Wastegates exempt; No open cut outs/bypasses; Factory sidepipes OK (ie: Viper; Corvette; Shelby) –Interior: Must have all factory-type interior (headliner, carpet, door panels, dash, two front seats-aftermarket OK) Rear Seat Delete OK w/upholstery. NO EXPOSED TIN. –Powertrain: Internal Combustion/Compression Engine only; No restrictions –Power adders: No restrictions –Vehicles must be plated & insured WITH proof. No temporary plates or Insurance cards. No dealer plates. VIN must match documentation (yes, we will check) –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: 80/20 (guaranteed minimum, not including sponsor/promoter added money) —————————————————————————— ***BANGER***

–26″ Tire (any) –Any “H” pattern manual trans –Any foot operated, manual clutch –Stock Suspension (F/R) –NO wheelie bars –Must have Doors –1/4 mile –.100 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: 80/20 winner/runner up (guaranteed minimum, not including sponsor/promoter added money) —————————————————————————— ***26***

–26” tire (any) –Any rear suspension –Stock style front –NO wheelie bars –Must have doors –PLEASE USE YOUR CHUTES!! –1/8 mile –.400 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due @ lock up) PAY OUT: $10,000 winner; $2,000 r/u; $500 semis (guaranteed minimum, not including sponsor/promoter added money)

—————————————————————————— ***STEAMROLLER***

–28 x 10.5 non-W or 275/60-15 –Any rear suspension –Any front suspension (Wheelbase +/- 2″ from OEM) –No wheelie bars –Must have doors –PLEASE USE YOUR CHUTES!! –1/8 mile –.400 pro tree (auto, 7 second timeout) –8 car minimum, 16 max BUY IN: $200 (all due at lock up) PAY OUT: $10,000 winner; $2,000 r/u; $500 semis (guaranteed minimum, not including sponsor/promoter added money)

—————MOTORCYCLE RULES—————

***EXTREME BIKE***

—————————————————————————— ***SR BIKE***

—————————————————————————— ***JR BIKE***

—————————————————————————— ***FRESHMAN BIKE*** (MUST CONTACT MARK “OUTPLAYN” MUELLER FOR ENTRY)

—————————————————————————— <<Jr/Freshman Bike Cruise Rules>>

<<Bike Cruise Format>>

9 laps on track, as follows: 1-3 Fast (65 mph+) 4 Slow (25 mph) 5-7 Fast 8-9 Slow

The post Anarchy No Prep Race 2K19.1 appeared first on No Prep Racing NoPrep.com.

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itsworn · 6 years

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Finally Complete: Third Rebuild of this Beautiful Ford F-1 Took Eight Years

It’s a special treat when you grow up in a car enthusiast family. Entering the car community at a young age means you’ll always be around great people and probably have a wonderful hobby for life. That’s how it worked for Bobby Jenkins from Bristow, Virginia. He comes from a family where his father helped each of his sons build his first ride, ensuring that they were always headed in the right direction. Bobby has been a Chrysler/Dodge mechanic for the last 30 years but the big surprise is that he has owned this 1950 F-1 for 42 years, having bought it from his older brother at the ripe old age of 13! It was his first truck and in just fair condition back then but a family friend welded in patch panels and Bobby paid a local body shop for its first light brown paintjob. Many years later, he and his brother, Brian, stripped the truck, made a few changes, and painted it a bright Porsche Red. The truck was competitive, taking multiple class wins in World of Wheels competitions. That paintjob lasted 20 years until Bobby met Harold Fogle and his son, Keith, both expert metal fabricators working in a body shop. It was a good connection because when Harold needed work done on his 1948 Chevy Fleetline, Bobby was able to get the car running. Later, trading favors, Bobby and Keith teamed up to start the F-1’s third rebuild, a project that became eight years of part time and weekends to get it to the condition it’s in today.

Even though they were working in the family garage, the goal of the current renovation was that every step would be done to the highest professional standards. They began the latest revision by stripping the truck to bare metal and rejuvenating it top to bottom. Originally, the Ford had boxed rails with a Nova subframe. Upgrades began with narrowed Fatman control arms and a Unisteer rack-and-pinion power steering up front. The rear was C-notched to clear the 9-inch Ford Posi in a No Limit four-link rear. Wilwood 11-inch discs went in up front and Ford drum brakes were retained in the rear. Just for fun, adjustable altitude now happens at the touch of a button, thanks to the RideTech ShockWaves on all four corners. The 1/4-inch lines run inside aluminum tubing along the framerails. The chassis became a roller thanks to 18-inch Billet Specialties Rail rims and Goodyear Eagle rubber. The changes were dramatic and Bobby smiles when he says, “On winding roads, this truck handles like a sports car!”

Lots of personal touches were added to the body, beginning up front with a tucked-in 1940 Ford bumper and handmade aluminum grille bars shaped from raw material sold at Home Depot. After louvering the hood, the hood-style lines were extended into the welded cowl vent, then aftermarket running boards were adapted to fit the original fenders. A new roof was added to eliminate the old ’70s sunroof and the decision was made not to chop the top. Bobby says, “Comfort is more important than fashion. I’m tall enough to appreciate that extra headroom!” There is a subtle frenched-in antenna on the passenger side and all the seams on the bed were welded smooth. Inside the bed, oak planks add a traditional look with an electric actuator opening one of the planks for access to the gas tank. Modern Jeep Wrangler headlights light the way with vintage-style LED taillights and a tucked rear bumper finishing off the rear.

In the past, the truck ran a small-block Chevy for more than a decade but Bobby decided that he was going to put a Ford in a Ford and opted for a no-nonsense replacement. The big 460 V-8 came from a 1971 Lincoln and is equipped with dual quad 450 Holleys on a Blue Thunder intake, ported and polished heads, a Comp cam, and Sanderson headers. Thinking ahead, Bobby created a custom stainless steel dual exhaust system with just one exit on the passenger side running board to protect the frame-mounted master cylinder from heat. The smoothed firewall was fabricated by Keith, the original-style hood springs showcase the big motor, and the custom alternator bracket on the March pulley system was fabricated by Bruce Decker. Additional crossmembers underneath make sure the frame can handle the power.

With the finish line almost in sight, the interior was next. The cab was Dynamat’d and Mark Warnock from Haymarket, Virginia, sprayed the PPG Deltron Sienna Brown. The Ford Ranger split bench seat was reupholstered in beautiful Saddle Brown leather, as were the door panels, shift boot, and steering wheel, all accomplished by Mike Oss in Manassas, Virginia. The dash sports a complement of AutoMeter gauges and when the vintage chrome speaker grille drops down, the air suspension controls and a modern stereo are visible. The ididit column holds a leather-wrapped Lecarra Banjo wheel and a Lokar shifter works the C6 automatic, beefed up with a B&M shift kit to handle the power of the big V-8. The final step was paint with Warnock spraying the distinctive PPG Renaissance Red. The truck was finished in June and shot in October with only 98 miles on the new odometer but we’re certain this lifelong enthusiast will be driving his “modern vintage” ride for years to come. Special thanks to Keith Fogle for metalwork, bodywork, and assembly, Mark Warnock for paint and buffing, and Bruce Decker for TIG welding and custom machining, along with special thanks to his very supportive wife, Kina.

Facts & Figures Bobby & Kina Jenkins 1950 Ford F-1 Pickup

CHASSIS Frame: Original rails boxed and reinforced with additional crossmembers Rearend / Ratio: Ford 9-inch running 3.50 gears Rear Suspension: No Limit Engineering four-link Rear Brakes: Mustang drum brakes Front Suspension: Fatman Fabrication narrowed A-arms, RideTech ShockWaves, compressor mounted on frame, 5-gallon reserve tank behind the seat, 1/4-inch lines protected by aluminum tubing Front Brakes: Wilwood 11-inch disc brakes, CPP frame-mounted booster, ShockWaves Steering Box: Unisteer power rack-and-pinion Front Wheels: 18×7 Billet Specialties Rail Rear Wheels: 18×9 Billet Specialties Rail Front Tires: 225-45R18 Goodyear Eagle RSA Rear Tires: 245-55R18 Goodyear Eagle RSA Gas Tank: 16-gallon aluminum tank mounted under bed, Legens Hot Rod Shop fuel filler concealment kit

DRIVETRAIN Engine: 1971 Lincoln 460 V-8, painted Sienna Brown with machining by CNC Performance in Manassas, VA, engine compartment painted Renaissance Red, March pulleys Heads: Cast-iron Dove 10.5:1 heads Valve Covers: Holley finned covers, a gift from Newman Adkins Manifold / Induction: Ford Blue Thunder Dual Plane manifold with a pair of 450 Holleys and an O’Brien Truckers dual quad finned air cleaner Ignition: MSD Pro Billet, Accel wires Headers: Sanderson FF460 block hugger headers Exhaust / Mufflers: 304 stainless steel, custom-made by owner / TIG welded by Bruce Decker, Stainless Specialties mufflers Transmission: 1978 Ford C6 three-speed automatic rebuilt by owner and beefed up with a B&M shift kit with a 3000 stall speed Shifter: Lokar

BODY Style: 1950 Ford F-1 Pickup, Keith Fogle bodywork and metal fab Modifications: Custom grille, gray tinted window glass, frenched antenna, custom firewall, welded cowl vent Fenders front / rear: Original Ford steel Hood: Original Ford hood with 98 louvers Grille: Aluminum grille bars custom-made by owner and Keith Fogle Bed: New from Midwest Early Ford, filled pockets, smoothed seams, Legens Hot Rods tailgate latch and hinge kit, oak planks with fuel filler concealment kit Bodywork and Paint by: Owner and Mark Warnock from Haymarket, VA Paint Type / Color: PPG Deltron Sienna Brown inside and PPG Renaissance Red outside Headlights / Taillights: Jeep Wrangler headlights, LED taillights Outside Mirrors: Aftermarket Bumpers: 1940 Ford front bumper, stainless steel rear bumper

INTERIOR Dashboard: Factory stock dash painted Sienna Brown with the stereo and air suspension controls hidden behind the original stainless steel speaker grille Gauges: AutoMeter Quad System instrument package Stereo: Pioneer AM/FM/CD player with 6-inch Pioneer component sets mounted in the doors Steering Wheel: Lecarra leather-wrapped Banjo wheel Steering Column: ididit, brushed aluminum Seats: 1999 Ford Ranger 60/40 split bench, Juliano’s lap belts Upholstery by: Mike Oss, Manassas, VA Material / Color: Saddle Brown leather Carpet: Brown

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itsworn · 6 years

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1964 Chevrolet C10 Farm Truck Resurrected For The 2017 SEMA Show

It was a stroke of good luck the day Darin Smith of DWS Classics in Huntington Beach, California, found the 1964 Chevy C10 pictured here. Darin was on a parts run from the coast out to the rural areas of SoCal’s Inland Empire when he spotted a field full of 1960-1966 Chevy C10 and GMC pickups. DWS Classics has a portfolio full of various makes and models the shop has built from the ground up, but Darin has a real weak spot for C10 Chevys.

Just like Frank and Mike on American Pickers, Darin wandered onto the property and asked the owner if he would like to sell the C10. As the two neared, Darin could see the 1964 C10 was rust-free, but looked like some parts had been robbed. Robbed is exactly the word for it, the guy was a farmer type and had more use for a longbed; the rust-free Big Window short Fleet was just a parts truck.

The stock 1964 C10 shortbed chassis got the Classic Performance Products (CPP) totally tubular treatment. In front, the stock stamped steel upper and lower control arms were tossed in favor of CPP top and bottom tubular control arms, with CPP modular 2-1/2-inch drop spindles bridging the gap. Corvette C5 wheel bearings are standard equipment for CPP modular spindles and there’s a wide selection of brake caliper and rotor combinations that are possible. DWS went with CPP calipers and rotors. Body roll is subdued with CPP front and rear sway bars. A feature found standard on CPP front sway bars is a pair of mounting brackets that tuck the sway bar up closer to the frame, allowing extra ground clearance a lowered truck needs.

For rear suspension the stock C10 pressed steel trailing arms were swapped out with CPP heavy-duty tubular trailing arms hung from a CPP stamped steel rear crossmember. The differential is a Chevy 12-bolt stuffed with 4.11 gears and Detroit Truetrac. The rear sway bar is CPP. Budnik wheels are mounted with Falken tires.

For bodywork and paint the 1964 C10 was transported from Huntington Beach to neighboring Westminster where Fernando Guzman of Paint by Fernando sprayed it using PPG Ancient Barbarian Gray, a color known in generic terms as gunmetal gray. From a potpourri of good sources the sheetmetal hood is a re-pop from the Truck Shop, as is the complete bed. The front fenders are from Classic Industries and the grille is from Goodmark. For what wasn’t found available locally in Orange County, JEGS, in Ohio, was Darin’s go-to for needed items.

Inside the cab, DWS added custom touches and hidden antitheft features. Banzai Machine in Huntington Beach lathe-turned custom dash knobs and created a trick master power shutoff switch. The bespoke instrumentation is a hybrid digital/analog cluster from Dakota Digital’s custom shop, complete with a DWS logo centered at the forefront. Another local business, Budnik of Huntington Beach, manufactured the billet steering wheel mounted on a CPP tilt steering column.

The interior by Bill Dunn of Huntington Beach starts from the padded floor with Burgundy hued loop pile carpet intersected with a Bill Dunn custom-created center console that spans from directly under the dash to in between a pair of 1967 Ford Ranchero bucket seats. The name Hurst doesn’t stop at the shifter, beneath the console is a six-speed TREMEC from Hurst Driveline Conversions. The upholstery is a two-toned burgundy leather and cloth combination accented with French seams. Sans air conditioning, the truck is warmed by a Vintage Air heater.

With eight long velocity stacks rising out through the hood there’s no mistaking this C10 for a stocker. DWS stretched the velocity stacks and Dean’s Metal Polishing finished them. The engine is a 375-horse L84 327 pirated from a 1964 Corvette. In place of the original Rochester FI, DWS swapped on a Hilborn EFI unit with a Holley EFI controller. The ignition is an MSD AL6 with MSD plug wires. The 1964 Corvette issue FI heads are 2.02 camelbacks capped with Corvette no-name finned aluminum valve covers. ARP bolted to the camelback heads are tube headers DWS fabricated and then sent to Engineered Applications in Vernon, California, for polishing and ceramic coating. Flowmaster mufflers complete the exhaust system. Dual BeCool electric fans and BeCool radiator handles cooling, and the wiring harness linking 12V electrical current throughout the truck came from Painless Performance Products.

The 1964 C10 ended up opening some doors for DWS Classics after the 2017 SEMA show and the Grand National Roadster Show where the truck took First Place in Best Modified Pickup. JEGS got behind sponsoring DWS Classics’ build for SEMA 2018, and yes it was another 1960-1966 C10. That said, Classic Trucks is looking forward to more Chevy C10 builds from the likes of Darin Smith and Gino Capps at DWS Classics.

1964 Chevy C10 DWS Classics

CHASSIS Frame: Stock C10 frame with CPP crossmember Rearend / Ratio: Chevy 12-bolt / 4:11 Detroit Truetrac Rear Suspension: CPP tubular trailing arms Rear Brakes: Disc CPP Big Brakes Front Suspension: CPP tubular control arms / sway bar Front Brakes: Disc CPP Big Brakes Front Wheels: Budnik Chisel 19×8 Rear Wheels: Budnik 20×12 Chisel Front Tires: 245/40/19 Falken Azenis Rear Tires: 315/35/20 Falken Azenis

DRIVETRAIN Engine: 1964 Corvette 327 / 375 hp Heads: Cast-iron camelhump 2.02 intakes Valve Covers: Corvette aluminum Radiator: BeCool custom radiator / overflow Fan: Dual BeCool electric fans Headers: DWS Classics Exhaust / Mufflers: Flowmaster stainless steel / Flowmaster 40 Series mufflers Transmission: TREMEC six-speed Hurst Driveline Conversions Shifter: Hurst

BODY Style: Mild custom Fenders: Classic Industries Hood: Truck Shop stock reproduction Grille: Goodmark Bed: Truckshop bedsides, tailgate, front panel, inner wheelhouses Paint: PPG custom mix Paint Type / Color: Urethane / Ancient Barbarian Gray Headlights / Taillights: Stock C10

INTERIOR Dashboard: Custom knobs / master switch by Banzai Machine Gauges: Dakota Digital custom shop Steering Wheel: Budnik Steering Column: CPP tilt Seats: 1967 Ford Ranchero buckets Upholstery: Bill Dunn Upholstery Material / Color: Bulgarian Burgundy Carpet / Color: Bulgarian Burgundy Heater: Vintage Air Wiring: Painless Performance Products

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itsworn · 6 years

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Fixer-Upper 1970 Chevrolet C10 Transformed into a High-Performance Trophy Magnet

Everyone who’s ever wanted a custom vehicle but was uncertain about their ability to complete the project has to start by finding a reputable shop manned by trustworthy folks who have the talent to turn dreams into reality. Since horror stories abound, the selection process becomes a critical first step. Ron Arrowood from Apopka, Florida, has been a devoted Chevy fan all of his life, with the C10 platform a special favorite. A circle track racer in the past and currently enjoying his hobby of building race engines in his shop, Ron had some very specific ideas of how his next ride would be configured, although he didn’t want to tackle the job himself. Fortunately, word of mouth recommendations from friends led him to Don Endonino and Zip Simons, owners of Street Metal Concepts (SMC) in Sanford, Florida.

Their high-end restoration and custom build shop was established in 2013 but their history together goes back a couple of decades. Good friends since the high school, Endonino and Simons participated in the autobody program at school and worked on their own custom rides along the way. After Endonino graduated in 1993 and Simons in 1994, they went their separate ways, employed by local collision shops, restoration shops, and classic muscle car shops, each gaining valuable experience in every phase of mechanical upgrades and customizing. Fast-forward two decades and the two good friends realized it was time to join forces. Both men had built several award-winning customs of their own and applied that same level of personal detail to customer vehicles, making them fun, safe, and reliable. Ron’s C10 was built during the first year the shop opened and is a testament to their talent and attention to detail.

Everything begins with a plan and the SMC pair met with Ron to work out the details. The C10 was initially slated to be a test mule for the engines that Ron built but the body was a little too rough to meet the goal. The plan was just to fix it up a bit, but as you can see sophistication somehow crept in at every level! In order to meet the objectives of high-performance and modern handling, the first step immediately set the tone for the rest of the build. The new chassis from No Limit Engineering uses mandrel-bent rectangular steel tubing, and just for fun was powdercoated in a showstopping bright orange. It came with a parallel four-link and Panhard bar supporting a Ford 9-inch Posi rear, fitted with 3:73 gears and 31-spline Moser axles. No Limit’s tubular A-arm frontend and AGR Performance’s power rack-and-pinion steering teamed up with SMC’s one-off, three-piece sway bar to guarantee autocross-level handling. RideTech ShockWaves provided adjustable altitude and the Wilwood 13-inch, four-piston disc brake package activates with a Hydratech hydraulic brake assist system to ensure modern stopping power. SMC positioned an 18-gallon tank between the rear framerails and fabricated modified belly pans to house all the air-ride and Hydratech components. With everything polished, painted, or powdercoated underneath, the chassis could win trophies by itself! Transforming the frame into a roller is the set of American Racing Rally wheels, 20×10 up front and 20×12 in the rear, wrapped in 35-series Michelin Pilot rubber.

The heart of every custom truck beats under the hood and this rumbling C10 sports an adrenalin-producing Chevrolet Performance 383 stroker crate motor, sporting Chevrolet Performance aluminum heads, Chevrolet accessory drive pulleys, and a Powermaster 175-amp alternator. On top, the FiTech Go EFI 4 Self Tuning Fuel Injection (rated for engines up to 600 hp) sits on an Edelbrock manifold and is protected by a K&N filter. An MSD Billet Pro distributor and Blaster 2 coil provide strong voltage throughout the power curve while Sanderson shorty headers expel spent gases through a 2.5-inch ceramic-coated exhaust system. The pair of Powerstick mufflers from Classic Chambered Exhaust give it a NASCAR-like roar. Showcasing the V-8, the engine room sports a custom-molded firewall and unique inner fender panels with everything underneath polished to a gleaming show finish. Keeping all the indicators in the safe zone begins with the Griffin radiator with dual electric fans, the Derale engine oil cooler, and the Griffin trans cooler, all connected with braided steel hoses and AN fittings. The package sends an impressive 435 hp to the CPT four-speed automatic with a 2,200-rpm stall speed.

When it came time for upgrades to the body, every panel was massaged to better-than-new standards. A long list of subtle mods followed, beginning with the clean front end, now bumperless and with the pan reshaped. Sidelights were eliminated and the one-of-a-kind custom grille was a three-part collaborative effort beginning with BH Custom Design doing the fabwork, Kirco Precision Tool using their water jet to create the CHEVROLET logo, and Rodworx for the LED parking lights and turn signals. The steel cowl induction hood adds to the truck’s aggressive look. In the rear, the set of Marquez Design taillight bezels and lenses were fitted with bright Rodworx LEDs. The bumper was deleted, the pan smoothed, and the bed floor raised 7.5 inches, now accented with stained Mar-K Oak planks. Hand-fabricated low profile tubs completed the bed and smoked upgrades replaced all the original glass. SMC’s Endonino sprayed the flawless PPG Pure Black to complete the exterior.

Moving inside, the elegant interior was another team effort with Maitland Auto Upholstery in Maitland, Florida, called in to work their magic, combining black leather and Classic Chevy Orange Hound’s-tooth fabric on the reupholstered Chevrolet bench seat, headliner, and door panels. After carefully routing all the wires and lining the cab with Dynamat, SMC added the Auto Meter gauge package to the dash along with a Billet Specialties steering wheel to the ididit column. The RideTech air suspension controller is hidden in a slide-out drawer located under the seat. Finally, Vintage Air keeps the cabin cool while the Retrosound stereo keeps everyone entertained.

Owner Ron Arrowood was delighted with the finished creation and wanted to make the truck available to SMC for promotional purposes. The guys took it to its first show at the Southeast NSRA Street Rod Nationals and took home the Classic Instruments Pro’s Pick. They were happy to learn later that it was also nominated for their Pro’s Pick of the year! It was an impressive first-time outing. The C10 has set the tone for dozens of cool custom vehicles to follow from SMC!

Facts & Figures Ron Arrowood 1970 Chevrolet C10

CHASSIS Frame: No Limit Engineering Rearend / Ratio: Ford 9-inch, 3:73 Posi, 31-spline Moser axles Rear Suspension: No Limit Engineering parallel four-link with Panhard bar, RideTech ShockWaves, custom three-piece SMC sway bar Rear Brakes: Wilwood 13-inch, four-piston calipers, No Limit ABS power brakes with Hydratech hydraulic brake-assist system Front Suspension: No Limit Engineering tubular A-arms, RideTech ShockWaves Front Brakes: Wilwood 13-inch, four-piston calipers, No Limit ABS power brakes with Hydratech hydraulic brake-assist system Steering Box: AGR rack and pinion power steering Front Wheels: 20×10 American Racing “Rally” Rear Wheels: 20×12 American Racing “Rally” Front Tires: 275/35ZR20/Michelin Pilot Super Sport Rear Tires: 325/35ZR20/Michelin Pilot Super Sport Gas Tank: No Limit Engineering 18-gallon rear frame rail mount

DRIVETRAIN Engine: Chevrolet Performance 383 stroker, 435 hp Heads: Chevrolet Performance aluminum Valve Covers: Satin Black GM Performance Manifold / Induction: Edelbrock intake, FiTech EFI 4, K&N filter Ignition: MSD Billet Pro distributor with MSD Blaster 2 coil Headers: Sanderson shorty headers Exhaust / Mufflers: Ceramic-coated 2.5-inch exhaust, Classic Chambered Powerstick mufflers Transmission: CPT TH-200-4R four-speed automatic with 2,200-rpm stall speed Shifter: ididit column

BODY Style: C10 Modifications: Smoked glass throughout, shaved door handles Fenders front / rear: Shaved side marker lights Hood: Steel cowl induction Grille: One-off SMC design with Chevrolet logo and Rodworx LED parking lights and turn signals Bed: Bed floor raised 7.5 inches, low-profile rectangular tubs, gas filler in bed floor, Mar-K oak wood planks Bodywork and Paint by: Donald Endonino, Street Metal Concepts, Sanford, FL Paint Type / Color: PPG Pure Black toner Headlights / Taillights: Marquez Design bezels and lenses with Rodworx LEDs Outside mirrors: Aftermarket Bumpers: Deleted

INTERIOR Dashboard: Painted to match the exterior Gauges: Auto Meter Phantom II Air Conditioning: Vintage Air Gen III Stereo: Retrosound Long Beach system with bluetooth and subwoofer Steering Wheel: Billet Specialties Steering Column: ididit Seats: Chevy bench seat Upholstery by: Maitland Auto Upholstery in Maitland, FL Material / Color: Black leather and Orange Hound’s-tooth fabric with orange stitching Carpet: Black

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itsworn · 6 years

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Factory Five Built This 1935 Hot Rod Truck As A Street Rod–Style Cruiser. How Would You Build Yours?

Twenty-five years ago, there were a lot of companies offering Cobra replica kit cars. Most of those companies appeared and disappeared faster than a strobe light. Factory Five Racing (FFR) was founded in 1995 and is not only still around today, but is continuing to grow its product line. The company is probably still best known for its sports cars, especially the Cobra and Daytona Coupe offerings, but FFR surprised a lot of enthusiasts when it introduced the 1933 Hot Rod. Now it’s surprising people again with the new FFR 1935 Hot Rod Truck, introduced this year.

Dave Smith, owner of FFR, told us that after the company’s success with build-it-yourself sports cars, he wanted to pay more attention to hot rodding. He did that with the 1933 Hot Rod. “The challenge was to interest hot rodders,” Dave told us. “The hallmark of hot rodding is collecting parts. So how do you make an in-the-box component car package appeal to them?” The answer, he said, is to offer builders a lot of choices.

With the new 1935 Hot Rod Truck, fenders, running boards, and the ash wood bed kit are some of many available options builders can choose—or not choose—for their unique project. Engines and transmissions, wheels and tires, and paint are not provided with the truck, allowing the individual to choose these components according to their personal build style.

The full-fendered truck featured here belongs to Dave Smith and reflects his build style. He reminded us that the word “racing” is in his company’s name and that most FFR customers who order sports cars are looking for serious racers; “heart attack serious” as he describes it. He built his personal 1935 Hot Rod Truck as an alternative to that, describing it as a classic beach cruiser—combining some period flavor with a lot of performance capability. “This is a cruiser with a laid-back stance, but not too far away from picking a fight,” he explains.

In comparison, the 1935 Hot Rod Truck built by Hot Rod magazine (our sister publication), isn’t even close to laidback. HRM’s version is itching for as many fights as possible, with a pavement-scraping stance, open wheels, monstrous wheel and tire combo, dressed-to-aggress modifications, and a muscled-up 1,200hp Coyote packing the open engine compartment. The contrast between the two pickups proves that component package vehicles like this leave lots of room for personalization—the whole point of hot rodding.

FFR’s new truck uses the existing computer-designed high-performance chassis developed for the 1933 Hot Rod, extended for the truck bed. A full-width rollbar is added to the mild steel tube frame. The FFR frontend features cantilevered double control arms, spindles, and coilovers using Koni shocks. The solid-axle rear includes a Moser 2010 Mustang 8.8-inch with 3.27:1 gears and the factory Traction-Lok limited-slip differential, suspended by FFR’s optional three-link, Panhard bar, and coilovers. Braking is provided by FFR’s standard kit using Wilwood discs and calipers, master cylinder, and pedal assembly. A rear steer manual rack handles steering. The steel fuel tank has a 15-gallon capacity.

The truck’s body is built from hand-laid 3/16-inch laminate composite material. The tailgate and angled bedsides are constructed with stainless steel for practical use. FFR’s website identifies every component provided, which is practically everything. Dave wanted his own truck built with the optional fenders and running boards in keeping with the vintage cruiser theme. The door handles and hinges, hood straps and tailgate chains, DOT-approved headlights and taillights also contribute to the laidback street rod flavor Dave wanted. The halogen headlamps have integral (LED) turn signals, and the taillights feature LED lenses. The ash bed floor is an overlay on the standard stainless steel floor, and a popular option for the 1935 Hot Rod Truck.

Mike Romer at Mike’s Auto Restoration paints FFR’s vehicles and sprayed the finish on Dave’s pickup. Dave worked with Brian Fox from BASF to develop the perfect custom color for his truck. There is no name yet for the color they created, but it falls somewhere between teal and Ford Washington Blue. The paint is contrasted by the tailgate’s black hinges and traditional pinstriping.

The 1935 Hot Rod Truck sits just right on those powdercoated wire wheels from The Wheelsmith. Dave says he has wider wheels and tires at home in the garage, but he prefers the look of the 18×8 52-spoke wheels with 1932 Ford center caps for maintaining the traditional theme. He selected 245/45R18 low-profile Proxes radials from Toyo Tires to complete the combination.

FFR provides engine mounts for Chevy small-block and LS engines, and Ford 302/351, 4.6L, and Coyote engines. Dave’s truck runs a 2017 Coyote crate engine—partly because Dave is a Ford-in-a-Ford proponent and partly because he knew that if he could make an extra-wide Coyote fit in the 1935 Hot Rod Truck engine bay any other engine would drop in with ease. The engine is beefed up with an Edelbrock E-Force supercharger system. Exhaust exits through stock 5.0 headers. The glasspack-style mufflers soften the sound of the blown Coyote, but the tone still gets attention. A TREMEC TKO 600 five-speed transmission with a McLeod clutch and flywheel is mounted between the engine and the FFR 31-spline driveshaft. Dave’s classic cruiser might not want to pick a fight with Hot Rod magazine’s musclebound brawler, but with approximately 520 hp, it has nothing to fear on the highway.

FFR created a full interior for the 1935 Hot Rod Truck. The 1.5-inch four-point rollbar strengthens the structure of the cab. The black leather split bench seat includes a fold-down armrest. Black all-weather carpet covers the floor. The FFR leather-wrapped steering wheel, ididt tilt column, Auto Meter six-gauge set, and A/C are all provided by FFR. Dave added a tall shifter handle for a genuine hot rod look.

As a businessman, Dave Smith likes the 1935 Hot Rod Truck because it fills a previously vacant spot in FFR’s product line. As an enthusiast, he likes it because it’s a cool classic cruiser. As he told us, it would be very hard to own this truck and not drive it on the Hot Rod Power Tour or STREET RODDER Road Tour.

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itsworn · 7 years

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The Blackdog Speed Shop 1957 Chevy Cameo

If you were to look up the definition of “cameo” you might be hard-pressed to find reasonable association with the 1/2-ton pickup (let alone the commemorative 1989-1991 S-10 “sport truck”) that Chevrolet named as such during its transition from the Advance Design series to its all-new Task Force line in the second half of 1955. A “low-relief carved-stone piece of jewelry” has no affiliation in my mind. However, the other definition—a “brief role in a film by a leading actor”—has some potential from today’s perspective. If you think about it, the lineup for the Task Force series of 3100 model pickups was dominated by stepsides; only a very small percentage was offered in Cameo dress. While the public response at the time was nowhere near Oscar-nominating, the collectability of the Cameo Carrier (overshadowed by the even lesser-numbered GMC Suburban Carrier) in modern-day standards could somewhat be attributed definition wise … in a very loose manner, I suppose.

Nonetheless, however, and why-ever General Motors’ Stylist Chuck Jordan and his staff came up with the name, the 1955 mid-year Cameo was originally envisioned to be a Unibody-style one-piece design. Fear of chassis flex adversely affecting the seemingly seamless sheetmetal—as well as the need to keep production costs down—resulted in the adaptation of sleek fiberglass bedsides and Nomad-esque tailgate façade onto the standard 1/2-ton platform using the industry-first full wraparound rear window and deluxe-trimmed cab, otherwise known as the 3124 in the Task Force line. GM could’ve called it Barney for all it’s worth it was a gorgeous truck then just as it still is to this day. And Blackdog Speed Shop owner Tony Gaples clearly agrees—well, with some exception, that is.

After acquiring his 1957 Cameo at auction back in 2014, Tony drove it around a few times. Even with an updated 350/350 drivetrain and the beam axle swapped out for a Camaro front clip, his familiarity with finely tuned race cars just wasn’t having it—especially having to sit high-chair style staring through the tinted top of the windshield. That’s when the old truck officially became a project truck. (Tony’s a veteran SCCA/GT road course driver, currently campaigning the Blackdog Speed Shop GT4.R Camaro in the Pirelli World Challenge GTS series.)

First and foremost on the list of to-dos: suspension. Since the existing first-gen Camaro subframe job was apparently done to their liking, it would simply get all-new Heidts articulating components; the leaf-over 10-bolt rear, however, would not make the cut. Instead, the decision was made to adapt Heidts’ universal IRS setup, which required some special accommodations be made to the frame for a proper fit—reconfiguring the rear cab mounts to also serve the same purpose for the front trailing arms. Both front and rear received Wilwood discs now managed by a frame-mount CPP master/booster assembly. And as for the engine and trans, the old tried-and-true was replaced with something new: a Connect & Cruise LS3/4L70E package from Chevrolet Performance.

With the chassis complete, all shiny in its fresh gloss black (courtesy of KDX Auto Painting) and rolling on polished CCW 10-spokes with Nitto radials, the only thing left to do was put the rest back together, as the paint and interior were good from the get-go. In the process, however, a few things here and there were addressed accordingly—Dakota Digital VHX gauge cluster installed, Be Cool radiator moved forward to allow room for a C5/LS6 front accessory drive, and to avoid having to cut a hole in the refinished bedwood, shop fabricator Dick Behrendt custom-made a filler tube from the cab clear back behind the IRS where the stainless tank from Rick’s is located. (Dick was responsible for all of the truck’s clever fabwork, including building—and routing through the IRS maze—the stainless exhaust.)

Believe it or not, this all occurred over a three-month period—consecutive, not three cumulative months! Granted, not having to do bodywork/paint and upholstery is a huge timesaving factor, but 90 days is remarkable, regardless of how you look at it … especially if you own or manage a shop yourself!

Facts & Figures

1957 Chevrolet Cameo Carrier Tony Gaples / Blackdog Speed Shop CHASSIS Frame: Modified-stock Rearend / Ratio: Heidts IRS 9-inch / 3.89:1 Rear Suspension: Heidts IRS with Eibach-equipped Viking coilovers Rear Brakes: Wilwood C5 inboard disc Front Suspension: Heidts first-gen Camaro IFS Front Brakes: Wilwood six-piston with CPP master Steering Box: Saginaw Wheels: 18-inch CCW (by Weld Racing) SP540 forged Tires: Nitto NT555 Gas Tank: Rick’s Tanks stainless using stock filler

DRIVETRAIN Engine: 2014 Chevy Performance LS3 Heads: Stock Valve Covers: Stock Manifold / Induction: Stock Ignition: Stock Headers: American Racing Headers Exhaust / Mufflers: Stainless / MagnaFlow Transmission: Chevy Performance 4L70 Shifter: Flaming River

BODY Style: 3124 Task Force Cameo Carrier Modifications: None, as was intended Fenders Front / Rear: Stock steel / Stock ’glass Hood: Stock Grille: Stock Bodywork and Paint by: Rick Mitzuk Paint Type / Color: Two-stage / Dark copper, bronze highlights Headlights / Taillights: Stock / Stock Outside Mirrors: Stock Bumpers: Stock

INTERIOR Dashboard: Stock Gauges: Dakota Digital VHX Series Air Conditioning: Vintage Air Stereo: Custom Autosound Steering Wheel: Grant Steering Column: Flaming River Seats: Stock bench Upholstery by: Premier Upholstery Material / Color: Leather / Tan Carpet: Tan wool

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itsworn · 7 years

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Alloway’s Hot Rod Shop Suffers to Save a Cherry 1959 El Camino

There comes a time when even a legendary customizer will go against his best instincts and then look back with regret. Such was the case for Bobby Alloway of Alloway’s Hot Rod Shop in Louisville, Tennessee, and the 1959 Chevy El Camino he built for himself.

The saga starts out with Bobby not wanting to cut up his super cherry unmolested 1959 El Camino with only 39,000 original miles on it, and perhaps that was his first mistake; not starting out with the best example he could find. Instead Alloway’s rounded up four of the mangiest rusty 1959 El Caminos they could find and then identified one redeeming area of good metal on each and grafted it all together.

The only silver lining to this part of our story was during the course of re-assimilating the body panels, the naturally bloated bulginess of a 1959 El Camino’s sides were flattened into a perfect surface down the fenders, doors, and bed sides, ultimately ready to go into black paint. Bobby Alloway and Scotty Troutman sprayed the 1959 Alloway Black, a proprietary color formulated using PPG 9700 Deltron black. In fact every bit of the 1959’s substrate materials from the bare metal up to the finish coats were done using PPG products.

More heavy metalwork; inside the bed is where almost every 1959 El Camino in existence is rusted out, and Bobby’s compilation of four examples was the rustiest. The entire bed floor was cut out and replaced with a custom-fabricated steel bed floor from Customs by Jimmy of St. Louis, Missouri. Bobby told STREET RODDER when they received the new bed from Jimmy it dropped right in place and welded up perfectly.

The chassis is where this 1959 El Camino differs slightly from other Alloway’s Hot Rod Shop builds in that it’s not sitting entirely on an Art Morrison chassis. Instead the frame is a 1959 El Camino with an Art Morrison IFS front clip, and a 4.56-geared Currie 9-inch rearend with 31-spline axles and limited slip sprung with Aldan American coilovers. “Currie Enterprises rear control arms were modified to be adjustable and damped with Aldan coilover shocks.”

Disc braking at all four corners comes from a quartet of 13-inch Wilwood units peeking through five airy openings in Billet Specialties Alloway Custom Slots wheels. The trademark Alloway stance is achieved with 19x7s in front shod with 215/35-19 BFGoodrich KDW2 tires, and 22x10s shod with 295/35/22 BFGoodrich KDW2 tires in the rear.

Once you get past the hood and front fenders there’s nothing out there made for first-year El Caminos. The stainless steel trim atop the bed rails is all new old stock as well as other rare items not reproduced by the aftermarket. The bumpers both front and rear are one-piece units as issued to California- and Canadian-built cars. Dan’s Polishing of Adamsville, Tennessee, did the 1959’s chrome plating and all of its metal polishing.

Sublimely customized inside the cab appears 1959 showroom original thanks to Ciadella Interiors recreating a 1959 Impala upholstery kit in black leather with 1959-style cloth inserts that were custom fit to a stock 1959 bench seat by Pro Auto Upholstery of Knoxville, Tennessee. Steve Holcomb’s Pro Auto Upholstery was responsible for handling the entire interior from laying Dynamat on the floor to laying black Daytona weave carpet over it up to stitching in a new headliner.

Even to the folks familiar with how a stock 1959 El Camino should appear there are a lot of subtle custom details that could go undetected. Take for example the stock configured gauge cluster is outfitted with bespoke Classic Instruments numerated in a 1959 typeface, but reach to 140 mph with an 8,000-rpm tach tucked below Alloway’s winged logo. Stock knobs on an ididit tilt steering column topped with a 1959 Impala steering wheel add to the showroom stock look. The neatly unobtrusive air conditioning is thanks to a Vintage Air Gen IV SureFit system standard equipped with electronic cable-free operation that adapts to genuine 1959 Chevy four-lever controls.

Somewhere there’s a 1970 LS6 Chevelle that’s missing its 450hp, 454ci big-block engine. Beyond stock specs the LS6 has Alloway’s signature lumpy idle thanks to a custom ground COMP cam with a proprietary profile by Mylon Keasler of Keasler Racing & Machine. A Vintage Air Front Runner drive system equipped with a Powermaster high-amp alternator pumps coolant through a Steve Long Radiators custom-built heavy-duty brass/copper radiator.

Underneath its dual-snorkel air cleaner lives a Holley four-barrel carb perched atop a fully polished aluminum intake manifold. Another stock-looking sneaky detail is the pair of big-block tin valve covers adorned with Chevrolet script cut and flushed in from a pair of 283 valve covers. The 15-gallon stainless steel gas tank was sourced from Rock Valley Auto Parts, and American Powertrain was the source for the TREMEC TKO 500 five-speed transmission fitted with a Hurst shift lever.

And there’s a silver lining to the end of our story: Alloway’s Hot Rod Shop resurrected four 1959 El Caminos that could never be again into one that is a showstopper, saved a 39,000-mile cherry, and best of all Bobby didn’t have to hand a client a bill that few people would be able to afford.

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itsworn · 7 years

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Beverly Bush’s Dream 1974 Chevy C10 Debuts

If there’s one thing we’ve learned at Classic Trucks it’s that it doesn’t matter which part of the world one is in, it’s possible to find an incredibly perfect example of a customized classic truck, and that means the quality of the work as well as the trick parts that went into creating it.

We found this 1974 Chevy C10 at the 40th Annual Medford Rod & Custom Show held in Medford, Oregon, last April. It was move-in day and the Viper Red shortbed Fleetside square-body sounded badass as it was being staged into its spot for the weekend. The Medford Rod & Custom Show attracts entrants and spectators from much farther around than its Southern Oregon location.

Vehicles roll in from the west coast of Canada and the U.S.; we got a chance to meet all of the artisans responsible for building this C10 while we were at the show.

The story begins: It could be said Beverly Bush was way ahead of the curve when it came to climbing onto the square-body bandwagon. She bought her 1974 Chevy C10 brand new, but it wasn’t until 2002 when she wanted her 1974 C10 to be an over-the-top clean show and goer. That decision took place because her husband, Nick, had just picked up the K5 Blazer he bought brand new and then had Bruce Grieg at T&D Performance in White City, Oregon, customize it from the ground up. Beverly took one look at Nick’s badass K5 and enlisted Grieg to do the same for her truck only better, but as fate would have it not long afterward Beverly received a positive diagnosis for cancer.

Beverly’s fight with cancer, amongst other health challenges, consumed most of her time, but that didn’t keep her from visiting her 1974 C10 and checking on its progress as often as she could. Grieg stated: “The passion in her fight to beat cancer and finish her truck never wavered, but unfortunately God had other plans and took her away from us in May 2011. At that point Beverley’s family was at a crossroads and undecided what to do.”

Sometime after Beverly’s death it was at the last second a T&D Performance customer backed out of loaning his car for T&D’s booth, so Grieg phoned Nick and asked if he could borrow the unfinished 1974 C10 to showoff the shop’s capabilities at a local car show.

The 1974 caught the eye of Harlan McElroy, a loyal patron of T&D Performance, and a deal was struck with Beverly’s family for the truck to change hands. The die was cast for the C10 to be built to an exceptionally high standard from the get-go, and if such a thing was possible in Harlan’s hands the build quality was kicked up yet another notch.

Insane attention to detail began with the frame and continued to body and paint. In the hands of Erik Philpot’s Erik’s Trick Restos of White City, Oregon, every factory drilled hole that wasn’t needed was welded up and smoothed. Erik’s notched the frame in the rear, and welded in tubing to route the rear wiring harness inside the boxed frame. The finishing touch was to shoot the frame Viper Red to match the C10’s exterior. The rear suspension features a Belltech flip-kitted Chevy 12-bolt rearend packing 3.55 Auburn Gears and Strange axles sprung with Posies leaf springs and damped with Pro Shocks and lean controlled with a chromed rear sway bar. A Walker chrome driveshaft connects the 12-bolt to a TCI Automotive TH400 automatic trans.

The rear brakes are polished Aerospace Components calipers with 11-inch rotors and billet hubs. Up front chrome galore includes Belltech 2 1/2-inch drop spindles and Eibach springs. A chrome Classic Performance Products brake booster and master cylinder is actuated via a gun-drilled and chromed stock C10 brake pedal. Steering is handled with a new steering box and CJ’s Rods & Machines steering column topped with a Billet Specialties wheel.

As if a fully smoothed and detailed frame wasn’t enough Erik’s found another area that rarely meets the human eye, the underside of the hood. All of the stamped holes were filled and the underside louvered to draw fresh air from the Goodmark cowl hood. The bed got the extreme treatment too as the entire steel bed floor was cut out, special cross ties were fabricated, and rare Bolivian wood from the Amazon forest was sawed, stained, clear varnished, and custom fitted with blind polished stainless steel bed strips went in its place. The tailgate handle was shaved and a flip kit relocated the handle inside the bed. After many hours of fabrication, bodywork, and prep Erik’s Trick Restos sprayed the C10 in the PPG Viper Red color Beverley insisted on.

Inside the cab is where Randy Kip of Showtime Auto Upholstery of Central Point, Oregon, worked his magic stitching Nutmeg Ultraleather and simulated Ostrich hide throughout. The dashboard, door panels with custom armrests, and Chrysler 300 bucket seats sans headrests feature Nutmeg accented with Ostrich inserts. Randy laid Woolton wool carpeting over foam padding and Dynamat. Full instrumentation comes from an 11 pack of Auto Meter gauges.

The sound system installed by Ben Brown features a Pioneer AVH-X5800 BHS head unit amplified by a Rockford Fosgate R6000-4D amp driving Image Dynamics speakers. Gerry Enck strung the Ron Francis wiring harness, and we can’t forget to mention the contributions made by Jimmy Burton, Chris Williams, or Bryan Marshall.

There were a lot of twists and turns during the 12 years that it took to complete Beverley Bush’s 1974 C10, but it was at the very end where it paid off. Grieg said it all came together, “seeing the look on Beverley’s husband and son’s faces when they saw it finished for the first time was a pretty awesome moment in time.” And of course it should be mentioned Harlan and Kathy McElroy were tickled pink, too.

1974 Chevy C10 | Harlan & Kathy McElroy

CHASSIS Frame: F44 Rearend / Ratio: 12 bolt / 3.55 posi Rear Suspension: Posies flipped Rear Brakes: Aerospace Component / Polished and drilled disc Front Suspension: Bell 2-inch drop spindles / Eibach 2-inch drop coils Front Brakes: Aerospace Component / Polished and drilled disc Front Wheels: Budnik 17×8 Rear Wheels: Budnik 17×10 Front Tires: General G-Max 225/55 R17 Rear Tires: General G-Max 275/55 R17

DRIVETRAIN Engine: 383 by Ken Culver, Mitch Jones Bullet Racing Engines Heads: AFR Valve Covers: Billet Specialties Radiator: Ron Davis Fan: Be Cool Headers: Sanderson Exhaust / Mufflers: Flowmaster Transmission: TCI Shifter: Stock

BODY Style: C10 Fenders: Original Hood: Goodmark cowl induction Grille: Billet By Empire Bed: Wood Paint by: Erik’s Trick Restos Paint Type / Color: PPG DBC / Viper Red Headlights / Taillights: stock

INTERIOR Dashboard: Custom Gauges: Auto Meter Steering Wheel: Billet Specialties Steering Column: CJ’s Machine & Rods Seats: Chrysler 300 Chrome Plating: Ogden Chrome & Bumper Upholstery By: Randy Kip at Showtime Auto Upholstery Material / Color: Naugahyde with Ostrich inserts / Nutmeg Carpet / Color: Woolton wool / Nutmeg Wiring: Ron Francis

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itsworn · 7 years

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Cab Rehab—A Fresh DIY Interior and Gauges for Our 1949

At one time fixing up an old truck required hours of climbing through rusted hulks at a wrecking yard, combing swap meets row after row or waiting for days for parts to be “handled and shipped” from a far-off vendor. But, thanks to the Internet, times have changed—almost anything you can think of can be sourced online, from a bride to parts for your classic truck, without leaving home.

Classic Parts Of America has been a leading purveyor of parts for 1947-1998 Chevrolet truck parts and GMC truck parts since 1984 and they make getting what you need faster than ever with their online services. The majority of all ClassicParts.com orders placed by 2:00 p.m. (CST) are shipped the same day.

Finding what you need on ClassicParts.com is easy enough. You can visit the website, which is broken up into main departments for trucks from 1947-1954, 1955-1959, 1960-1966, 1967-1972, and so on, and then look at the list of categories for specific parts. Or, if you know what you are looking for, just type the item name, item number, or a descriptive keyword into the search box located on every page. Ordering with a credit card is simple enough, but for those who don’t feel comfortable transmitting information on the Internet ClassicParts.com uses the latest credit card encryption methods and multiple layers of fraud protection. However, if customers prefer, orders can be made by phone, fax, or email.

In the Sept. and Oct. ’17 issues of Classic Trucks we covered the improvements made in Buck Lyons’ 1949 Chevy pickup, thanks to the efforts of Christian Arriero in the Classic Trucks Tech Center and a full compliment of parts from Classic Parts of America. So far we’ve fixed rust, insulated the cab, replaced virtually all the hardware in and on the doors, and replaced all the glass and weatherstrips. The final step was installing an interior kit and fresh set of gauges from Classic Parts of America’s website.

As Lyons’ truck is a driver in the best vintage tradition, the decision was made to keep the interior simple, so a stock replacement-style seat cover was ordered from ClassicParts.com. The color and grain of the material is similar to the original and the cover is in the correct pattern/style. We also ordered a seat padding kit that includes burlap, padding, and clips. To complete the interior transformation we opted for matching door panels, armrests, visors, headliner, carpet, and even a new glovebox liner.

Prior to our involvement with Lyons’ 1949, the running gear had been updated with a late V-8 so to keep track of the underhood happenings we had Classic Parts of America send a set of Classic Instruments 1947-1953 replacement gauges. Lyons chose the Nostalgia VT Series package for 1947-1953 GM pickups with a 4 5/8-inch Speedtachular (speedometer/tachometer) and a quad assembly with fuel (240-33 ohm), volts, oil pressure, and water temperature gauges. Both instruments have stainless, low-step bezels and flat glass lenses. The package includes model-specific rings, mounting hardware, and all sending units.

The Classic Instruments gauges for the 1947-1953 Chevy truck were designed to be mounted from the back of the dashboard with the included adapter rings and mounting brackets. Once the instruments and senders are in place the final step is to calibrate the speedometer, which had never been easier, thanks to Classic Instruments’ Zeus Speedometer Technology (ZST). The electronic circuitry in the speedometer provides calibration at the touch of a button and ensures the smoothest possible pointer operation. ZST accepts any known speed signal, such as a pulse generator, VSS, ECM, or GPS without the need for an additional interface.

Lyons’ 1949 Chevy is a great example of cool truck that anyone can build without breaking the bank. And with Classic Parts of America as close as your phone, computer, or fax, it’s quicker and easier than ever.

***place CT Tech Center Logo

With just the right amount of patina and a new interior from Classic Parts of America (CPA), Buck Lyons’ Chevy not only looks cool, but it’s an affordable and fun driver.

Arriero started the upholstery process by removing the stock seat assembly and stripping it down to the bare springs.

Lyons wanted to stay with original-appearing upholstery, so he chose these pre-sewn covers from CPA.

Rather than the old-style cotton stuffing, Arriero used two layers of foam to make the seat bottom more comfortable.

To secure the seat covers hog rings and special pliers to install them are included in the seat cover kit.

Also included in the seat kit is a piece of burlap. To make them work together the burlap is stretched across the springs and secured with hog rings.

Scissors were used to trim the front corners of the foam to match the shape of the springs. An electric carving knife also works well for trimming foam.

The seat covers are pulled down over the springs; this often takes some pulling, pushing, and smoothing to get rid of wrinkles.

Upside down on a bench the front edge of the cover is secured to the seat frame with several hog rings; the cover is then pulled to rear.

With the seat cover pulled tight, the rear edge is secured to the framework. It’s then a matter of securing the remainder of the cover with hog rings.

The finished seat looks original—the cover is rugged, comfortable, easy to install, and it’s a bargain at less than $140.

To keep everyone safe Arriero installed lap belts from CPA. Always use large-diameter washers under the floor on the attachment bolts to distribute load in case of an accident.

The floor of the cab had been covered earlier in Dynamat and Dynapad, which was then covered by CPA loop pile carpet.

To match the seats Lyons chose stock-style replacement kick panels, door panels, armrests, and sunvisors.

CPA’s door panes are pre cut and the necessary holes are punched. Standard panels come in flat finish; deluxe versions have leather-style grain, as original.

Headliners are cut to the exact size for a perfect fit. Early 1949s use retaining screws, later cabs use a “floating headliner” with a center retainer strip.

Like we said, CPA has everything for Chevy trucks, including reproduction dome lights.

Here the headliner with the retainer strip and a new dome light has been installed. Check out the chrome window trim—a ’60s touch, no doubt.

Like most old trucks the cardboard glovebox in Lyons’ was long gone. Arriero installed a replacement liner along with a new locking latch.

Proving yet again CPA has it all, a new cigarette lighter filled the original hole in the dash.

To monitor the truck’s vital signs, the original gauges were removed in favor of direct-replacement Classic Instruments. Included were new bezels, a pair of retainer brackets, and the necessary senders.

The gauges are installed from the back of the dashboard with new reproduction chrome bezels.

Classic Instruments’ Speedtachular comes with its own wiring harness; the ZST technology makes calibrating the speedometer as simple as pressing a button.

This is the back of the quad instrument (fuel level, oil pressure, volts, and temp). Wiring is done by connecting the appropriate senders to the seven numbered terminals on the back of the instrument.

The new gauges are held in place by a pair of retainers that fit over the factory studs in the back of the dash.

The gauges we chose are Classic Instruments’ Nostalgia VT Series for 1947-1953 GM pickups. They feature a stainless low-step bezel with flat glass lens. The package includes model-specific rings, mounting hardware, and all sending units.

With a few minor details to be finished (such as the light switch and parking brake release), Lyons’ truck is ready to see regular duty. The tilt steering column from CPP and the Eddie Motorsports steering wheel were installed earlier.

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