#Doug’s Carpet & Upholstery Care

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Carpet Cleaning in Greeley, CO with Dougs Carpet Cleaning

For nearly four decades, Doug’s Carpet & Upholstery Care has stood as a beacon of excellence in the cleaning industry, proudly serving Greeley, Colorado, and its neighboring communities. Established in 1984 by the visionary Doug Gain, this family-owned and operated enterprise has built a legacy rooted in unparalleled craftsmanship and an unwavering commitment to quality.

From its inception, Doug’s Carpet Cleaning has been dedicated to elevating the standards of carpet, upholstery, and tile and grout cleaning throughout Northern Colorado. With a steadfast focus on delivering superior results, the company has invested in only the finest, most advanced equipment the industry has to offer. By embracing cutting-edge technology, they ensure every cleaning endeavor is executed with precision and care.

However, their mastery extends beyond machinery. At Doug’s Carpet & Upholstery Care, science is a key ally. Their deep expertise in fiber identification and chemical reactivity allows them to tailor their approach to the unique characteristics of every surface. This sophisticated understanding of chemistry enables them to achieve remarkable results that leave carpets, upholstery, and tile surfaces revitalized and protected.

For 39 years, Doug’s Carpet & Upholstery Care has been more than a service provider —it has been a trusted partner of Carpet Cleaning in Greeley, CO, committed to enhancing homes and businesses with impeccable cleaning and unmatched customer care.

[itsworn]

Restoring a Ford F-100 With Your Wife

Even though Rich Miller has personally rebuilt and restored a number of classic trucks and cars over the years, he knows the value of listening to his wife, Randi. Particularly on this 1956 F-100, as it saved them a wad of money on the buildup thanks to her advice.

“When we first looked at the panel [van] and since we have a plethora of vehicles, I nixed it as being too far gone, needing too much work,” Randi recalls.

Rich basically agreed, noting that “it was in pretty good shape with the exception [of the area] above the rain gutter that was rotted out, which is a common problem in 1956 trucks.” They knew it would cost a lot to fix so they passed on it.

But later a friend from Rich’s pickup club went to see the panel van at the owner’s house and saw him cutting out all of the rust and welding it in with steel—no mud. Given the quality of the repair, he now wanted more money. Now the asking price was $5,000.

Even so, “Since we were the first to look at it, he said we could have it for the original price,” Rich relates. “I told him we’d take it.”

Well, that’s not exactly the whole story, according to Randi (but we certainly have no intention of getting in the middle). Anyway, after the repair over the front window, “I was the one who, learning it was fixed, said, ‘Just tell him we’ll take it! Let’s go get it before someone else does!’” she recalls.

Looking back on it, “All my fault,” she admits, shaking her head. “Now this was supposed to be a very simple project, throw on a cheap paintjob, take it every place—just a fun, simple, inexpensive fix. Why he even ran me around old junkyards searching for some grubby seats to replace the other grubby seats. Little by little, I was led down the garden path.”

Well, maybe so, but there would eventually be a beautiful result waiting for them at the end of that trail. After all this wouldn’t be the first 1956 Ford for them. A pickup they previously built through Pro Design Hot Rods ran on the cover of Classic Trucks in the spring of 2004. (They’ve restored and modified eight classic vehicles in all, mostly Fords.)

After paying that original asking price they picked up the panel a couple days later and took it home.  It drove well, stayed cool, oil pressure was good, just a little vibration in the motor but not bad. And not really a problem given the impending upgrades.

“We planned on driving it a lot so I ordered a Blueprint motor 347 roller motor,” Rich notes. Then he took it over to Pro Design in Santa Ana, California, for help in coordinating the project. Working together they pulled off the front of the panel. With the fenders, hood, grille, core support, and inner fenders all gone the project really kicked off.

The first step was boxing the frame all the way back to the front cab support and welding in the crossmember and motor mounts. But the firewall was ugly with multiple holes so Rich and Pro Design’s crew cut it out and constructed a new steel one. This was the beginning of the end. They also replaced the two front cab corners, but something else entered the picture that would require some additional chassis mods.

“I wanted big tires in the back so I stepped the rear frame 5 inches and put in TCI four-link coilovers,” Rich says. “I had to raise the rear floor 5 inches. It’s all steel and sealed, so no exhaust fumes in the interior.  I have learned so much about what it takes to build something.”

Once the frame came back from powdercoating, he had to bolt everything back on with grade 8 bolts and put on all the front and rearend parts to a rolling chassis. Then he mounted the body back on to make it ready for paint and finish the rest of the bodywork.

Next it was off to paint for the next eight months at Doug Starbuck’s Starside Designs. The finished ride is an amazing piece of work. Not only are the panels as smooth as glass but “he is the only one I trust to do the two-tone paint,” Rich says. “We chose House of Kolor black and custom-mix root beer.”

Subtlety is a virtue here. You have to look closely or catch the pearl on the curves to realize this is a two-color paintjob. After the panel was painted and pinstriped it had to sit for weeks to cure. When Rich finally got it back from the excellent job from Starside Design it was time to put it back together.

It took him a year to put in the engine and transmission, do the new wiring and windows, and replace all the painted bolts with polished stainless bolts, washers, and nuts. Rich fabricated the two custom outside mirrors. “It takes a lot of careful work to put everything back together without scratching the paintjob,” he points out.

The Millers also spent lots of time working with Willie at Bill’s Hot Rod Interiors in Brea, California. After choosing five leather skins and matching Ultraleather they were really pleased with the rugged look of the Glide Engineering seats.

“I requested special baseball stitching,” Rich notes. The ceiling is a suede cloth, the sides are the Ultraleather, and the floor carpet in the front is a dark chocolate brown. When it came to the bed he did something different there as well.

“I didn’t do the typical strips of wood,” Rich explains. “Instead we went to PCW Millworks in Santa Ana. I chose a single piece of black walnut, which was then routed, stained a dark color that highlighted the walnut grain, and then installed polished aluminum bed strips.”

The Millers are rightly pleased with the finale, as it’s a pleasure to drive and everyone admires the mirror-finish paintjob. They give many thanks to Starbuck for his work. “Also, it couldn’t have been a completed project without Mike Filion of Pro Design for all that he [and his team] did to make it a successful build.”

As proof, this project won a First Place Class Award and a First Place Upholstery Award at its first showing at the Grand National Roadster Show in January 2018.  Despite some of the delays and challenges along the way, Randi is now really happy. She sums up the project this way: “Ladies, beware—or at least be aware—it really is beautiful!” CT

Facts & Figures 1956 F-100 panel Rich & Randi Miller

CHASSIS Frame: 1956 boxed and stepped 5 inches in rear and powdercoated Rearend / Ratio: Ford 9-inch narrowed to 56 inches / 31-spline axles by Roberts Differential of Santa Ana, CA, 3:00:1 Rear Suspension: Total Cost Involved, four-link with coilovers Rear Brakes: Ford Explorer discs with e-brake Front Suspension: Total Cost Involved, coilovers with dropped spindles/disc brakes and power rack-and-pinion, installed by Pro Design in Santa Ana Front Wheels: Intro 18×8 Rear Wheels: Intro 20×12 Front Tires: Goodyear Eagle GT 11 P245/45R18 Rear Tires: Goodyear Eagle GT 11 P305/50R20 Gas Tank: 26-gallon powdercoated aluminum by Pro Design

DRIVETRAIN Engine: Ford 347ci crate Blueprint Engines Valve Covers: Custom Manifold/Induction: Professional Products Crosswind dual-plane polished intake air gap with Demon carburetor Ignition: High-performance HEI Distributor Headers: Long-tube BBK with MagnaFlow muffler installed by General Mufflers in Orange, CA Transmission: Built by Orange County Transmission, Costa Mesa, CA Shifter: Lokar radical 32-inch shifter

BODY Fenders: Stock front and rear Hood: Front tilt Grille: Stock, rechromed Bodywork and Paint: Pro Design (initial metalwork) Bodywork: Completed and paint by Doug Starbuck, Starside Designs, Riverside, CA Paint Type / Color: House of Kolor two-part urethane black and custom root beer with pinstriping Headlights / Taillights: Stock Outside Mirrors: Custom Bumpers: Stock, rechromed and tucked in

INTERIOR Dashboard: Stock Gauges: Classic Instruments Bed: Rear floor raised 5 inches and tubbed 6 inches on each side; one-piece black walnut floor routed for polished aluminum bed strips by PCW Millworks in Santa Ana Steering Wheel: Leather-wrapped Budnik Steering Column: Flaming River, polished Seats: Glide Engineering Upholstery by: Bill’s Hot Rod Interiors in Brea, CA Material / Color: Leather / Suede Carpet: Dark brown wool on front floor

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[itsworn]

1952 Jimmy Suburban—and/or Carryall

Some may call it a Suburban. Others may call it a Carryall. What distinguishes the difference (if there is a difference) depends upon who we ask—and/or perhaps folding seat position. Seats folded out, Suburban? Seats folded in, Carryall? We don’t know. Maybe you do, but since it doesn’t really matter, let’s not get stuck on that. Instead let’s just accept the idea that one model can be known by two names. On that note, let’s say this multi-purpose 1952 GMC Suburban can carry all—but a tune. That part is the job of its owner, blues harmonica artist Jack Nebo of Riverside, California.

Now, does anyone here believe in love at first sight? Jack and wife, Sheila, are believers. They agreed they could love the ol’ Suburban right away, as Sheila’s brother, Mike Birmingham, introduced them by lifting the cover. In and around Silverthorne, Colorado, Mike does well as a wheeler-dealer and collector of older cars and trucks. The Suburban was a recent acquisition so Mike wasn’t eager to let it go. A few months later his stance had softened. When a stranger came to his door meaning business, Mike telephoned Jack and Sheila. They confirmed that they really wanted the Surburban, which pretty much set the stage for Jack’s next steady gig—his impending four-year build.

Following its delivery to Riverside, Jack and Sheila began searching for clues as they inspected the new project. As Jack explains, “We discovered old paperwork with some history. This truck was originally a Navy ambulance. Then it became a paint truck for Los Angeles Unified School District. The truck somehow made its way to Colorado and we believe we are the fourth owners.”

Every now ’n’ then misfortune leads to good fortune. Unfortunate body damage sustained during transport led the Nebos to Scott Barnekow—proprietor of Rodco Hot Rods, also in Riverside. Their successful repairs led to more, and more, and eventually a complete reconstruction. ’Til now we haven’t talked about the ol’ Suburban’s preexisting condition. The poor ol’ Jimmy was powered by a transplanted Mopar mill—a 1973-vintage 318ci V-8 with plain-wrong drivetrain components to match. As Jack and Barnekow’s build plan came together those things topped a laundry list of things to go.

Beginning at the beginning, the ol’ Suburban’s rust-encrusted frame received some needed attention. When the dust settled, orders were placed, packages arrived, and today the finished product’s underpinnings are up-to-date. Up front suspension is all Heidts. Out back we find a Total Cost Involved four-link setup with All American coilover shocks.

This time around, power is provided by a 330-horse, 350ci Chevrolet crate motor with performance modifications by Phoenix Engine. With a little help from a 2,200-stall convertor, power is transmitted via 700-R4, prepared by SW Performance Transmissions. An all-new aluminum driveline from Inland Empire Driveline Service makes the connection to a 9-inch Lincoln Versailles rearend, freshened up in-house at Rodco.

For a proper balance of go ’n’ whoa, stopping power begins underfoot with a bolt-on pedal assembly from Classic Performance Products (CPP). Front rotors and calipers are GM, as is the master cylinder, which is now accompanied by a CPP booster. Rear rotors and calipers are reconditioned stock stuff for the midsize Versailles rearend, which tucks in nicely under the ol’ Suburban.

For the parts most folks would see, chemical stripper came into play as the main body’s secrets were exposed in-house at Rodco. The body parts that would fit in the bed of a shop truck (fenders, hood, doors, and so on) were transported to nearby Abrasive Blasting Service. From there the in-house body ’n’ paint marathon began. When that dust settled, Rodco pounder/painter Robert Montes was declared the winner. After the usual cutting, buffing, ’n’ polishing, the ol’ Suburban was resplendent in PPG Indigo Blues Metallic with a Gunmetal accent stripe ’round the body’s beltline reveal.

After a spit-shine of the new blue hue, the ol’ Suburban was ready for new glass. Barnekow’s longtime friend, Doug Shamblin, had already handled the permanent removal of the sliding quarter glass’ division bars. That was done prior to paintwork, by reworking the surrounding sheetmetal so that smoother-in-appearance single-piece quarter glass could be cut by the area’s go-to glazier Mark Chavez of American Glass Company. Adhering to the bluesy theme, Mark offered up a Liquid Blue tint, which of course fit the bill for Jack.

Meanwhile, back at Rodco, wiring tasks were tackled by longtime in-house wiring specialist Jerry Echandi. Echandi has wired more ol’ cars and trucks there than you can shake a test-light at. Some are rather complicated jobs. The ol’ Suburban was not. Even with its big, booming sound system, Vintage Air, and numerous other electrical options, the complete rewire presented no unusual challenges for Echandi. Most of it is hidden. All of it is pretty—and bulletproof to boot.

With body, paint, glass, and wiring chores all ’tended to, it was time for interior trim. The greater Inland Empire area has no shortage of trimmers. Some are very good. A few are quite well known. After careful consideration, Jack and Barnekow agreed to commission Ernie Yanez Jr. of Ernie’s Auto Interiors for the inside job. Keeping in tune with exterior cues, Jack chose two-tone gray leather, which works nicely to tie in the Gunmetal beltline accent stripe. Completing the interior is a particularly clever product of Jack’s own imagineering. Now topping a Lokar shifter is a repurposed Shure Super 55 dynamic microphone.

With interior trim finished up, tedious final assembly got underway at Rodco. Grantland radial rubber rolled into the picture and The Wheelsmith’s “Rallye” wheels received reproduction GMC ’caps. While the nearly finished project was up on the lift, in-house exotic exhaust expert Kenny Acshe bent up a custom blend of 2.5-inch tubes, Flowmaster mufflers, and his own brand electric cutouts—perhaps for added safety in the big city.

Obviously, the end result is beautiful in deep Indigo blues. If we look harder, it’s beautiful in an even deeper way. During the course of this four-year build, professionals assisted with every phase. Now at the end of the extra-long haul, Jack and Sheila Nebo are happily satisfied with everyone involved. Making friends through business is a priceless bonus—don’t you think?

Facts & Figures Jack & Sheila Nebo 1952 GM Suburban

CHASSIS Frame: Stock Rearend / Ratio: Lincoln Versailles, 3.50 Rear Suspension: Total Cost Involved four-link and All American coilovers Rear Brakes: Disc-type, stock Lincoln Versailles Front Suspension: Heidts independent Front Brakes: Disc-type, GM rotors and calipers Steering Box: Power rack-and-pinion Front Wheels: The Wheelsmith “Rallye” 16×8 Rear Wheels: The Wheelsmith “Rallye” 16×8 Front Tires: Grantland Milestar radials 225/60R16 Rear Tires: Grantland Milestar radials 245/70R16 Gas Tank: Stock

DRIVETRAIN Engine: 330-horse, 350ci Chevrolet by Phoenix Engine Heads: Vortec, 194 intake and 1.5 exhaust Valve Covers: Chrome plated Manifold / Induction: Edelbrock and Edelbrock 600 Ignition: HEI and 8mm Taylor wires Headers: Patriot Tight Tuck from Summit Racing Equipment Exhaust / Mufflers: Custom 2.5-inch twice-pipes, Flowmasters and cutouts Transmission: 700-R4 by SW Performance Transmissions Shifter: Lokar

BODY Style: Suburban—and/or Carryall Modifications: Rear body panel reshaped to fit Billet Specialties taillamps Fenders front / rear: Stock Hood: Stock Grille: Stock, restored and re-chromed Bodywork and Paint by: Robert Montes of Rodco Paint Type / Color: All PPG, Indigo Blues Metallic and Gunmetal accent Headlights / Taillights: Stock up front, Billet Specialties out back Outside Mirrors: Reproductions from Brothers Truck Parts Bumpers: Reproductions from The Truck Shop

INTERIOR Dashboard: Stock Gauges: Autometer Air Conditioning: Vintage Air Stereo: Sony with Pioneer speakers Steering Wheel: 14-inch billet-type from Performance Online Steering Column: ididit Seats: Stock frames and springs Upholstery by: Ernie’s Auto Interiors Material / Color: Two-tone gray leather Carpet: Matching gray

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[itsworn]

This One-Owner 1970 GTO Keeps Evolving

In the fall of 1969, Tony Palmieri accompanied his dad to their local Pontiac dealer to consummate the purchase of a new Catalina. While dad was signing the papers, 10-year old Tony was perusing the showroom. One car in particular captured the impressionable lad’s imagination: “There was a brand-new 1970 GTO, and I was able to sit in it,” he recounts. “Then and there I promised myself that one day I would have my own GTO!”

Everything about his first GTO encounter – the look, feel, and even the smell �� was seared into Palmieri’s brain. Some ten years later, when he was finishing college and getting ready to buy a car, there was no question what it would be. With help from muscle car pal Don Schwenker, he located a sweetheart of a GTO in December 1980. “It was bone stock with a dark green exterior, dark green vinyl top, and beige interior,” Palmieri recalls. “It was my everyday driver and was very reliable for the year or so that I drove it like that. My girlfriend Lisa also drove it, and we’ve now been married 34 years, so her history with the car goes back just as far as mine, and she’s awesome for putting up with the blood, sweat, and tears that have gone into it for the past 38 years!”

As is often the case when an unrepentant hot rodder owns the same car for decades, Palmieri’s Pontiac has evolved over time. The first changes came in 1981 when friend Don Schwenker and his partner, Vesser Vani of V&S Autobody, replaced the rear quarters and trunk lid, and gave it a two-tone finish. Around the same time, Palmieri bought a wrecked ’70 GTO and swapped its black interior into his previously green car. He then continued driving and enjoying the car another ten years.

“In the early 90’s, pro street was big, and I decided to go in that direction,” Palmieri recalls. He turned to master fabricator Tommy V at Superpro Performance Chassis for the first round of serious upgrades. Tommy V did the back half with Chassis Engineering parts and his own custom fabricated four-link rear suspension. He also installed a full cage, rear tubs, and a strengthened 12-bolt rear. At that point, the car got 31.5”x18” Mickey Thompsons and Weld Lite wheels that looked good, but not quite good enough. “Tommy and I agreed that they looked just a little bit too small for the car, so we stretched the wheel openings 4”, which was enough to house 33”x21.5” tires on new, 15”x14” Weld Lite wheels.”

One of the issues with the back end modifications was Palmieri’s non-negotiable desire to have a back seat so his son Dan, who was 3-years old at the time, could ride along. Tommy V designed the tubs and cage with enough room for a third seat and proper mounting for Dan’s car seat, which was covered with custom upholstery tailored to match the rest of the interior. The following year, when daughter Alyssa was born, Palmieri immediately began conspiring to reconfigure the back seat to accommodate two children. He subsequently had Vinny at VJ Upholstery custom make a rear bench seat with room for two little ones.

Naturally, the children adored it when Palmieri made noise and did smoky burnouts, but his wife Lisa wasn’t as enthusiastic about the shenanigans, and normally told the youngsters not to egg on their father. Even she had to laugh, however, when their daughter, who was 10-years old at the time and sitting comfortably in the custom made back seat, responded to a hard launch and some good tire smoke with, “is that all you got?”

Shortly after the chassis work was completed Palmieri turned to Anthony DeDomenico to fine tune the body and do a complete respray in 1988 GM Flame Red. In testimony to the quality of DeDomenico’s work, the paint still looks incredible 25 years after it was applied.

Around 2009, Palmieri traded out the Weld Lites for Mickey Thompson one-piece billet wheels measuring 18”x16” at the rear and 18”x6” up front. At the same time, he lowered the Global West/QA1 suspension about 1.5” all around, which totally transformed the car’s look. Two years after that he got the itch to make some engine changes. Up to then he relied on a reasonably strong mill with a healthy boost from nitrous, but decided to forego the nitrous and build a new engine that made excellent power the old fashioned way. He turned to the Pontiac specialists at Butler Performance for most of the parts, as well as porting the intake manifold and cylinder heads. Wyandanch Engine Builders did additional machining and assembly of the bored and stroked 472 cid power plant. Then, two years ago, Tommy V modified the intake manifold to accept fuel injectors and fabricated fuel rails. He also made a throttle body air tube and plate, and converted the engine to run on E85. Master tuner Glen Hunter, from Hunter’s Garage, dialed in the injection setup.

The engine’s 605 horsepower and 615 lb-ft of torque, which go through a thoroughly beefed up, Tommy Derych built Turbo 400, had no trouble whatsoever breaking those big, sticky Mickey Thompsons loose in any gear, even in third at 55 mph. “That was a blast,” says Palmieri, “but it was a bit too much in a car that I still drive all the time, so I had Tommy V take out the 4.56 gears and install a set of 4.11 gears. That helped but it’ll still fry the tires pretty easily.”

Never content to sit still for long, Palmieri plans to go into the engine again to get additional power out of it, strengthen the rear end, and update the roll cage. Just as they’ve done for the past 38 years, the entire Palmieri family intends to continue using and enjoying their beautiful GTO every step of the way.

Tech Notes

Who: Tony Palmieri What: 1970 GTO Where: Commack, NY

Body and Paint: Tommy V at Superpro Performance Chassis stretched the rear wheel openings four-inches and Palmieri added a fiberglass hood and front bumper made by GLASSTEK. Anthony DeDomenico did all of the body work/preparation and sprayed the 1988 GM Flame Red paint.

Chassis: The front of the chassis is stock and the rear half is from Chassis Engineering.

Suspension: Handling and ride quality are both enhanced by virtue of Global West front upper and lower control arms with QA1 coil-overs, and a Superpro Performance Chassis custom fabricated four-link rear suspension with QA1 coil-overs.

Steering: The original GM steering column and box are still with the car.

Brakes: Complete Wilwood system featuring 12.190-inch drilled and slotted front and rear rotors, 6-piston front calipers, and 4-piston rear calipers.

Wheels and Tires: The car wears Mickey Thompson one-piece billet wheels sized at 18×16-inches at the rear and 18×6-inches in front. Mickey Thompson Sportsman S/R Street Radial Pro tires measure 33×22.00R18LT in the rear and 26X8.00R18LT up front.

Engine: The engine was built by Wyandanch Engine Builders around a factory 455 cid Pontiac block that’s stroked and bored .040-inches over to yield 472 cid. Butler Performance supplied most of the engine parts, ported Edelbrock Performer aluminum cylinder heads, and port-matched an Edelbrock Victor intake manifold to the heads. Eagle connecting rods link 11:1 CR Ross custom forged pistons to an Eagle crankshaft. A Comp Cams hydraulic roller camshaft with 0.520”/0.540” lift and 288/294-degrees duration actuates the valves while a Melling high volume oil pump and Milodon low-profile oil pan keep the big mill well lubricated. Spark comes from an MSD system, featuring a billet distributor, crank trigger, Blaster coil, and 6AL box. Tommy V at Superpro Performance modified the intake manifold to accept fuel injectors and fabricated fuel rails, as well as a throttle body air tube and plate, did the necessary changes to enable the engine to run on E85. Doug’s Headers and Magnaflow mufflers take care of purging the exhaust gases.

Transmission: Tommy Derych built a strengthened Turbo-400 transmission using a B&M manual valve body along with high performance clutch plates and drums. The 4,000 rpm stall speed torque converter for the transmission was custom built, using a 1-inch billet anti-ballooning plate.

Rear End: The GTO’s stock rear axle gave way to a 12-bolt GM built by Tommy V at Superpro Performance Chassis with a Moroso Brute Strength differential and Moser axles. Very quick acceleration is delivered by 4.11:1 gears.

Interior: Vinny at VJ Upholstery did all of the interior upgrades, including new carpeting, headliner, arm rests, roll bar padding, and custom upholstered Jazz racing bucket seats to replace the stock Pontiac seats. The original rear seat and related trim were replaced with a single racing bucket seat and custom trim designed to accommodate the wheel tubs. The modified Turbo-400 is controlled via a B&M shifter, and a full set of Auto Meter Phantom gauges take the place of the stock units. The interior is dressed up with carbon fiber parts from Matt’s Classic Bowties and a Billet Specialties steering wheel features a carbon fiber rim. Enhanced safety comes courtesy of G-Force Racing Gear Pro Series 5-point safety harnesses for both front seats and a Superpro Performance Chassis roll cage.

Electronics: A BigStuff3 engine controller tuned by Glen Hunter from Hunter’s Garage keeps the fuel injection humming along. Palmieri upgraded the car’s lights, gauges, and along with Tommy V, installed new wire harnesses throughout the car.

Thanks to: My wife, Lisa, Tommy V at Superpro Performance Chassis, Vinnie at VJ Upholstery, Glen Hunter from Hunter’s Garage, Wyandanch Engine Rebuilders, Butler Performance, Anthony DeDomenico

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[itsworn]

This One-Family 1952 Chevy Went from Work Truck to Trophy Winner

When Mackey Young’s sister and brother-in-law bought this 1952 Chevy Stepside it was in brand-new condition. They all were in 1952. It wasn’t winning trophies. None of them were. It was providing transportation and handling chores.

When Mackey’s dad, Harold, bought the truck from them two years later, it still wasn’t a classic. Harold owned it for the following 30 years, continuing to put it to work. When Harold died in 1984, the truck went to Mackey. It was banged up and the paint was peeling off—the outward signs of 32 years of hauling wood and hay. Mackey said it looked like it was bound for the junkyard, where most of the other 1952 Chevy pickups had already ended up. Mackey had other ideas. He wanted a show truck.

The first major change Mackey made to the pickup was replacing the factory 216 babbit rod engine with a 235 straight-six. He drove it that way for a while, partially for pleasure and partially as a work truck, until locating a shop to rebuild it according to his goals. The truck spent nine years in that shop, with only a 3-inch chop and a transplanted 1959 Chevy Impala dash to show for it, until Mackey transferred the project to builder Mike Weber in St. Charles, Missouri. Weber promised to get the build moving and carried to completion.

The stock frame serves as the platform for the renovated Chevy, but the rest of the chassis has been upgraded from front to rear with performance upgrades. Those factory ’rails have been stiffened with boxing plates, which made an immediate noticeable difference. Custom mounts were fabricated to support the battery as well as the air tank and compressor. A Mustang II–style independent frontend suspended by RideTech ShockWaves and dropped spindles from Heidts contribute to the perfect low stance. ShockWave suspension and a RideTech triangulated four-link setup help bring the rear down to the ground. Mechanical Motion in Warrenton, Missouri, helped with installing lines and other chassis assembly tasks.

Weber combined imagination and mechanical chops to bring out the almost art deco elegance of the Advance Design lines. Emblems, trim, and hardware pieces were shaved, side vents filled, and the factory steel hood was smoothed and reshaped to improve the profile. The previously chopped top was complemented with a custom split windshield. The front fenders were sliced 2 inches and the running boards now extend below them. The Briz Bumpers’ ribbed front bumper is reminiscent of a 1937 DeSoto bumper and was ordered from Chevs of the 40’s.

Weber used paint to create some proportional illusions; painting the top half of each grille bar to make them look thinner, and painting the outer portion of the frenched Hagan headlight rings makes them seem deeper. In the back, a Sir Michaels roll pan was customized with flush-mounted Lambert Enterprises LED taillights. The frenched license plate conceals a functional trailer hitch, and the tailgate is an aftermarket piece from LMC Truck. LMC also supplied the pine bedwood, which has been treated with cherry stain and clear. The boards are separated by stainless runners—with a fuel fill neck mounted in the center.

The classy exterior demanded a classy paint color. The choice was black cherry, spiked with the right percentage of pearl. Weber used Axalta paints for the job. To complete the truck’s outward impression, Mackey and Weber agreed on the rolling stock combination, opting for 17×8 Intro Twisted Vista five-spokes front and rear. Nitto NT450 Extreme Performance tires measure 225/50R17 and 275/50R17, providing the right amount of sidewall for a classic truck and the right fat footprint for a performance truck. Wilwood 13-inch disc brakes are used in the front, with drums slowing the rear.

A naturally aspirated 0.030-over Chevy 350 small-block, built by Jeff Odum, replaced the 235 that had been powering the truck. The 650-cfm carburetor, intake manifold, aluminum cylinder heads, and valve covers are all Edelbrock parts. The center of attention has to be the March Performance Revolver billet air cleaner topping it all. Stainless Hooker headers route gases to the custom exhaust system. MagnaFlow mufflers provide a mellow exhaust tone—until Mackey engages the Doug’s electric exhaust cutouts to wake things up. A 700-R4 from Bowler Transmission was assembled at Old Dog Street Rods in Maryland Heights, Missouri. A custom steel driveshaft delivers torque to a limited-slip differential with 3.73:1 gears.

The interior was given full contemporary custom treatment. Dakota Digital gauges were installed in the 1959 Impala grille that had been added way back when. The lower dash was filled with custom vents to blow cool air from the Vintage Air A/C system. The dash is matched by a 1959 Impala steering wheel atop a chrome Flaming River tilt column. Jerry “Stitch” Klich at Top Stitch Interiors in Cottleville, Missouri, took care of the beautiful upholstery, using tan vinyl with maroon accents to cover the Dodge Caravan bucket seats, interior panels, and headliner. The fabricated center console features Vintage Air, RideTech, and power window controls, as well at the floor shifter. A contoured custom panel behind the seats houses the Eclipse audio system, with JBL speakers in the back and console.

Since the truck has been completed, Mackey has driven it to as many shows as possible. It has only been trailered once—to the Street Machine Nationals in DuQuoin, Illinois—where it won the prize for Grand Champion Truck. In between road trips, the Chevy is cruised on the streets of Mackey’s home in Warrenton, Missouri.

Mackey said that driving the truck is one way to remember his father. He said that Harold would probably ask him, “Son, what did you do to my truck?!” He knows his father would also say, “Job well done!”

1952 Chevy Stepside Mackey Young

Facts & Figures:

CHASSIS Frame: Factory, boxed, custom mounts for battery and air suspension Rearend / Ratio: GM / 3.73:1, limited slip Rear Suspension: RideTech triangulated four-link, RideTech ShockWave air suspension Rear Brakes: Factory drums Front Suspension: Mustang II–style IFS, Heidts dropped spindles, RideTech ShockWave air suspension Front Brakes: Wilwood 13-inch disc brakes Steering: Flaming River steering rack Front and Rear Wheels: 17×8 Intro Twisted Vista Front Tires: Nitto NT450 Extreme Performance 225/50R17 Rear Tires: Nitto NT450 Extreme Performance 275/50R17 Gas Tank: Rock Valley

DRIVETRAIN Engine: Chevy 350 small-block, bored 0.030-over, built by Jeff Odum Pistons: Keith Black dome top with Sealed Power rings Heads: Edelbrock aluminum Carburetor: Edelbrock 650 cfm Intake Manifold: Edelbrock Air Cleaner: March Performance Revolver Valve Covers: Edelbrock Ignition: MSD Headers: Hooker Headers Exhaust: Custom pipes, Doug’s electric exhaust cutouts Mufflers: MagnaFlow Radiator: Be Cool, dual electric fans Transmission: Bowler Transmissions 700-R4, built by Old Dogs Street Rods Shifter: Aftermarket floor shifter Driveshaft: Custom steel Horsepower: 425 hp

BODY Style: 1952 Chevy Stepside Modifications: Shaved body panels, 3-inch chop, filled side vents, modified front fenders and running boards, frenched headlights, frenched license plate, smoothed firewall and inner fenders, hidden trailer hitch Hood: Factory steel, smoothed and reshaped Grille: Chevy Duty Classic Truck reproduction Mirrors: Peep Windshield: Custom split Painter: Mike Weber Paint / Color: Axalta / Black Cherry pearl Bed Floor: Stained pine, stainless runners Tailgate: LMC Truck Headlights / Taillights: Hagan / Lambert Enterprises LED Bumpers: Front Briz Bumpers, rear Sir Michaels roll pan

INTERIOR Dashboard: 1959 Chevy Impala Gauges: Dakota Digital Steering Wheel: 1959 Chevy Impala Steering Column: Flaming River tilt Seats: 2002 Dodge Caravan Upholstery: Jerry Klich, Top Stitch Interiors Material / Color: Vinyl / Tan and maroon Carpet / Color: Wilton wool / Tan Sound System: Eclipse, JBL speakers Air Conditioning: Vintage Air Wiring: Painless Performance Products

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[itsworn]

Mildly Built 1969 Chevy Nova Street Machine

Don’t know about you but it seems that the majority of vehicles in enthusiast magazines these days are stretching for the top rung. It’s all or nothing, and it seems that there’s not much in between. Larry Taylor doesn’t let that kind of stuff lead him around. He’s an old hand with Novas, and since his first 1966, he’s herded at least five of ’em, including a rare but clunky 1974 Spirit of America. How’d he get the hook? When he was a 15-year-old he helped his father rebuild a ’54 post car—which he ultimately traded for ’55 hardtop.

For the black beauty idling on these pages, Larry charged Tom at Wilhite Auto Service in Derby, Kansas, with the confirmation. The Nova was listed on autotrader.com in Bonner Springs, west of Kansas City. Larry just had to look. Arrgh! It seized him. By the throat. “The car was beautiful in PPG Black,” he said. “It had the right stance and was the best Nova for that body style I had seen in some time. But there were some issues that needed fixing.” It cried for a new fuel system, had no brakes to speak of, and it refused to idle. Yeah, and it was compounded by a leaky peg-leg rearend and a weeping transmission. Larry crinkled his eyes and cracked philosophically, “The car just needed some tender loving care and a good home.”

Wilhite addressed the gig list: He augmented stopping power with a vacuum pump and new brake pads. He added an electric fuel pump and a Holley dual-feed inlet kit. He set up a battery cable junction box and the appropriate relay switches. He replaced the pinion seal and amended the 10-bolt housing with an Eaton Truetrac differential.

Once the car was safe to pedal around, Wilhite opened the box and shook the crap out of it. They hoisted the body away and got down with the chassis. They cleaned, repainted, and bestowed the ’rails with new hardware. Since access was easy, they put up the refurbished suspension bits, added racier brakes and tried on modest 17-inch rollers.

The goal for this road dog was reliability. Larry didn’t envision an embarrassing amount of grunt either, just a competent, inexpensive cast-iron V-8 offering excellent driveability. A Chevrolet Performance 350 HO Base long-block replaced the original wheezer, but being a hot rodder, Larry sure as hell couldn’t leave it alone. He went with the historical hop-up imperatives. He superseded the usual flat tappet stick with a Chevrolet Performance hydraulic roller camshaft that exhibits more duration and lift. He had Wilhite build the induction system with an Edelbrock Air-Gap manifold and a sensibly sized Quick Fuel HR-650 carburetor.

Exhaust systems are always intriguing. Hot rods need headers and this one sports Doug’s pipes. The primary tubes are small, enhancing low-end punch, and channel into a 2.5-inch system. Since the long-block package does not include a spark generator, Wilhite hopped on MSD stuff: a Pro-Billet distributor (PN 8360), Blaster 3 coil, and Street Fire primary wires.

For the drivetrain, Larry and Tom arrived at a sensible compromise among comfort, reliability, and performance. Because he goes hard at it on the road, Larry wanted to drive a modern automatic with an overdriven top gear (2.61:1 final drive). In an effort to address the connection among vehicle mass, gearing, and camshaft events, Wilhite fitted a 700-R4 with a B&M 2,000-stall converter. Rather than an aftermarket ratchet, Wilhite modified a 2004 Pontiac Grand Prix shifter to work in its stead.

In the bat cave, everything looks ordinary until you absorb the details. Those 2004 Grand Prix buckets (the Barcaloungers wouldn’t fit) and that distinctive shifter/console look like they grew there. The underlayment is Classic Industries loop carpet. The door panels are original.

Unlike the United States Treasury, Larry can’t just print all the money he’d like. That the Nova was finished solid when he bought it saved him lots of loot. He doesn’t know who did the bodywork or the pristine paint, but the guy’s rendition is exemplary. A pastiche of bold black and bits of bright trim make the Nova pop. Torq-Thrust II nostalgia punctuates the period and evokes Larry’s formative years, but that’s basically a thing just between him and the car.

The Nova has already generated delight in a younger generation, which when you come down to it, is the reason for all of this monkey business in the first place. The ultimate experience for Larry didn’t concern him. “It was letting my grandson drive the car to [a] show and have him winning First Place in the Street Machine category. He was excited to say the least.”

Larry’s Nova is a success. It represents Everyman’s muscle car. It isn’t a bank-breaker, a lateral-G executioner, or any kind of snowflake, either. It’s not a hand-carved one-off that only a few could fund; it’s a modest, truthful, and affordable representation of the real world.

Tech Check

 Owner: Larry E. Taylor, Derby, Kansas

Vehicle: 1969 Nova

Engine

Type: Chevrolet Performance 350 HO Base

Displacement: 350 ci

Compression Ratio: 9.1:1

Bore: 4.000 inches

Stroke: 3.480 inches

Cylinder Heads: Vortec cast-iron, 1.94/1.50 valves, 64cc combustion chambers

Rotating Assembly: Nodular-iron crankshaft, powdered metal connecting rods, hypereutectic pistons

Valvetrain: Roller lifters, Chevrolet Performance aluminum 1.5:1 roller rocker arms, 5/16-inch pushrods

Camshaft: Chevrolet Performance hydraulic (PN 14097395) (0.431/0.451-inch lift; 196/206-deg. duration at 0.050)

Induction: Edelbrock Air-Gap manifold, Quick Fuel HR-650 carburetor, Billet Specialties air cleaner, new GM-style fuel tank

Ignition: MSD Billet distributor, Blaster 3 coil, and Street Fire primary wires

Exhaust: Doug’s three-quarters headers, 1 5/8-inch primaries, 2.5-inch system, custom-made mufflers

Ancillaries: Serpentine accessory drive system, aluminum radiator

Output (at the crank): 330 hp at 5,000 rpm, 380 lb-ft at 3,800 rpm

Drivetrain

Transmission: 700-R4, B&M Holeshot 2,000-stall torque converter

Rear Axle: GM 10-bolt, Truetrac differential, 3.70:1 gears, 28-spline axles, GM driveshaft

Chassis

Front Suspension: Stock spindles, tubular upper/lower control arms, OE springs, factory shock absorbers

Rear Suspension: GM leaf springs, Lakewood traction bars, factory-type shock absorbers

Brakes: GM 12-inch drilled and slotted discs, single-piston calipers, front; factory drums, rear

Wheels & Tires

Wheels: American Racing Torq-Thrust II 17×7 front, 17×8 rear

Tires: Sumitomo HTR Z II 235/45 front, 245/45 rear

Interior

Upholstery: OE Pontiac

Material: Factory leather

Seats: 2004 Pontiac Grand Prix w/ B-pillar mounted seat belts, original rear seats

Steering: OE column, OE power-assisted box, GM Bow Tie wheel

Shifter: 2004 Grand Prix

Dash: Stock

Instrumentation: AutoMeter gauges in console and dashboard

Audio: Kenwood head unit, Polk Audio DXI front speakers, Polk Audio DXI 12-inch subwoofer

HVAC: Factory rebuilt, new-type GM compressor

Exterior

Bodywork: N/A

Paint By: N/A

Paint: PPG Black

Hood: Classic Industries steel cowl

Grille: Billet

Bumpers: New GM, front/rear

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A carried-away clone of the one that got away

Oftentimes our old truck projects commence for sentimental reasons, which far outweigh just wanting that particular type of truck. We’ve all heard the story of the one that got away. Sometimes it’s retrievable. When it’s not, cloning is the option, as it was for Riverside, California’s Ronnie Bauman. Yes, this time we’re talkin’ about my own dear ol’ dad. For Dad, whose standards have risen through the years, accurate cloning of the Bauman’s Auto Wrecking delivery truck would mean holding back. Now, given the quality and availability of reproduction parts for the GM brands today, holding back ain’t easy.

The original C10 shorty that inspired this carried-away clone was in fact rebuilt in the mid ’60s from late-model salvage. Although it was only one in a long string of fleet vehicles, it was special enough to receive extra gingerbread—things like twice-pipes, chromed-reversed wheels, and ARA underdash AC with a genuine Muntz Stereo-Pak alongside.

In the beginning that rebuilt C10 was Dad’s personal pickup. In later years it was passed around by delivery drivers, but that old truck was always well cared for as it served the family business. Then, in the middle of the ’70s, it was crashed a second time. I can still recall looking over the wreckage. The left front fender was relocated deep into the cab. Miraculously, the driver survived with a single lump on his head. He quickly mended and carried on, but alas, the truck did not.

At the end of its road, in true multi-function fashion, the old truck’s twisted remains served the family business in a new and different way—on stands in the wrecking yard. From there as a donor, Dad’s dearly departed pickup was dearly departed out, but it was never forgotten. Though other delivery trucks came, went, and earned their keep as well, Dad maintained a sentimental soft spot for his old C10—the one that got away.

So, what about the clone? Well, the project began with a decent enough 1964 C10 shorty. It really wasn’t bad, but even so, it was disassembled down to bare bones for a frame-up rebuild. Sure, Dad got some help from friends at local Riverside, California, shops, but the majority of the work was done in-house, right where the old wrecking yard used to be.

Quite appropriately, this pickup is powered by a good, used engine—a 350ci Chevrolet—sort of similar to the ones we used to sell. Beautified with brightwork bits from the Pomona swap meet and backed by a rebuilt 700-R4 from Budget Transmissions, “the little engine that could” still can.

This truck’s rear suspension is comprised of straightforward stock stuff with a six-lug-upgraded GM intermediate 10-bolt rearend, all freshened up in-house by Mike Alonso. Suspension up front is mostly stock with cut coils. The original ’60s-era delivery truck didn’t have that feature, or power steering, or power brakes for that matter. With a little help from Dave’s Wheel Alignment, those upgrades harmonize nicely and the clone is a pleasure to drive—especially with the tunes turned off. Joe’s Muffler Service bent up a set of Turbo-muffled custom twice-pipes, which pass the gas in soothing eight-part harmony of their own.

The underside floor and undercarriage are freshened up in OEM-style semigloss black. For the shiny side, Ghostly Gray Metallic is subtle enough that fit ’n’ finish speaks for itself. The bodywork and paint chores were farmed out to builder Alonso’s buddy, John, who is best known as a prolific painter of custom motorcycles. With the benefit of modern materials, the clone’s finish boasts depth and gloss—far beyond that of the original truck.

Once pounding, painting, and polishing were completed, assembly was handled in-house, again by Alonso. Alonso’s bag o’ tricks is a deep one, and he does some bitchin’ stitchin’ as well. Interior trim is his specialty. For Dad’s little truck, Alonso used a matching shade of gray vinyl, and although the original had a black rubber floormat, the dolled-up clone sports matching gray carpet. With Vintage Air components cleverly concealed, this truck’s dash is kept clean and simple with stock instrumentation.

It’s been said that it’s better to sit nice than ride nice. However, this little pickup does both well with stance-enhancing six-lug “Rallye” wheels from The Wheelsmith and the proper balance of Cooper Radial G/T rubber from another Riverside resource—Kuma Tire & Wheel.

The original ’60s-era Bauman’s Auto Wrecking delivery truck was a hard-working, long-hauling fleet vehicle that had to earn its keep. The clone gets to sleep indoors when it’s not propelling dear ol’ Dad to and from Tuxie’s (Riverside’s last-standing ’50s drive-in restaurant) monthly cruise nights, swap meets, and so on. Now let’s think. Where can we go to photograph a carried-away clone of an old wrecking yard’s old delivery truck? How about right here at its home?

Facts & Figures

CHASSIS Frame: Stock Rearend / Ratio: GM intermediate 10-bolt with six-lug upgrade Rear Suspension: Stock Rear Brakes: Drum-type Front Suspension: Stock with cut coils Front Brakes: Stock drum-type Steering Box: PS by CPP Front Wheels: The Wheelsmith six-lug “Rallye” 15×7 Rear Wheels: The Wheelsmith six-lug “Rallye” 15×8 Front Tires: Cooper Radial G/T P245/60R15 Rear Tires: Cooper Radial G/T P275/60R15 Gas Tank: Stock

DRIVETRAIN Engine: 350ci SBC Heads: Stock for engine Valve Covers: Aftermarket aluminum swap meet scores Manifold / Induction: Edelbrock with Edelbrock 600 Ignition: Mallory Headers: By Doug Exhaust / Mufflers: Turbo-muffled twice-pipes by Joe’s Muffler Service Transmission: 700-R4 by Budget Transmissions Shifter: Stock column-type

BODY Style: Shortbed Fleetside Modifications: Little things like frenched aerial, marine-type TG latches, and so on Fenders Front / Rear: Stock Hood: Stock Grille: Reproduction swap meet score Bodywork and Paint by: Mike Alonso’s buddy, John Paint Type / Color: Acrylic urethane BC/CC, Ghostly Gray Metallic Headlights / Taillights: Stock-type reproductions Outside mirrors: Stock-type reproductions Bumpers: Stock-type reproductions

INTERIOR Dashboard: Stock Gauges: Stock Air Conditioning: Vintage Air Stereo: JVC CD tuner, not Muntz Steering Wheel: Camaro Steering Column: Stock Seats: Stock bench Upholstery by: Mike Alonso Material / Color: Gray vinyl Carpet: Matching gray

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[itsworn]

TMI’s Super Sexy 1970 Chevy Blazer Built for SEMA

There’s no classic truck that exposes more of its interior than a Chevy Blazer with its top taken off, and that’s exactly why Larry Lashley and his crew at TMI Products of Corona, California customized this two-wheel drive 1970 Chevy Blazer for the 2016 SEMA Show.

The SEMA Show, held annually in Las Vegas, is where TMI Products rolls in deep each year with an array of show cars to wow folks in the industry with its latest and greatest interior designs and exterior cosmetic enhancements. The Southern California company made its name offering custom interior packages for Ford Mustangs, Chevy Camaros, VW Bugs, and then quickly expanded into Ford and Chevy pickups.

Since TMI already offered a comprehensive line of Chevy C10 interior pieces the easy part was deciding a two-wheel drive Chevy Blazer would be the hot ticket for SEMA; but finding a two-wheel drive Chevy Blazer to build wasn’t quite so easy. It took Larry months of searching before he ran across a 1970 K5 Blazer on Craigslist, and then it was a race to pay full asking price before another person in hunt of a Blazer beat him to the punch.

The Blazer’s build, excluding taking care of the upholstery work and laying on the body and paint, was entrusted to RnG Customs, Classiscs and Fabrications of Hesperia, California. Don’t let RnG Customs’ misspelling of classics fool you, Ron and Gabe can really get down and knock out some cool stuff. Starting from the chassis up it was a no-brainer the 1970 K5 needed to be dumped deep in the weeds in order to give SEMA goers a bird’s-eye view of the truck’s full-custom TMI interior.

The stock 1970 Chevy K5 chassis received a C-notch and then CPP 2 1/2-inch drop spindles with RideTech air ride suspension was installed. The braking system was upgraded significantly to Baer Brakes four-wheel disc brakes with 14-inch six-piston calipers in front and 12-inch four-piston calipers in the rear. The Blazer’s 12-bolt rearend was given a total go-through by J&S Gear Co. of Huntington Beach, California. For rolling stock in front, American Racing VF 498 bronze satin lip 20×9 wheels were stuffed into 265/35-20 Continental ExtremeContact DWS 06 tires, and in the rear American Racing VF 498 bronze with satin lip 22×10 mounted with Continental 285/30/22 ExtremeContact DWS 06 tires were fitted.

The previous owner modernized matters under the K5’s hood and transplanted a 5.3 plucked from a 2008 Chevy Silverado. Then under TMI’s ownership a host of ancillary performance upgrades were added that included a K&N air filter and Doug Thorley headers paired to Flowmaster mufflers. Full instrumentation from Dakota Digital keeps an eye on how all drivetrain systems are running, and an Odyssey battery keeps the 12V juices flowing.

DCIM100MEDIADJI_0007.JPG

The K5’s exterior got the TMI sport products treatment with a host of new trick goodies debuting at SEMA for 2016. In front it took a combination of TMI’s air dam combined with a Brothers chrome smoothie bumper and HIDprojectors.com headlights to get the right look. Going topless full time was made to look cleaner by installing a TMI windshield frame cap and TMI bedside filler caps. The butt end of the Blazer was capped in style with a chrome smoothie rear bumper from Brothers.

Johnny’s Auto Color of Riverside, California, did the custom paint and bodywork on TMI’s SEMA Blazer. The DOT marker lights and tailgate were shaved, and then answering Larry’s request to “give it a nostalgic feel with a modern twist” Johnny’s two-toned the K5 PPG root beer brown and Champagne Gold.

The crowning glory of the K5 Blazer is its TMI Products custom interior kit. It took a very short six months time from tooling up to manufacture Blazer custom upholstery kits to when this 1970 Chevy Blazer drove onto the 2016 SEMA Show’s floor. Starting from the floorboards up TMI guys laid down Heatshield Products’ thermal mat and sound insulation, and then installed TMI Products’ German weave carpeting. The front seats are a pair of TMI Classic Pro Series buckets done in vinyl with a rear seat covered to match. Also color-keyed to tie in is a TMI Sport R steering wheel, padded TMI Sport XR dash cover, door panels, and rear inside quarter-panels.

Pondering the Blazer’s build Larry recollected, “About two days before leaving for SEMA I got a text from the seller wanting to know how the Blazer came out. I sent him a few pictures and he asked if he could buy it back. I said ‘I’m sorry man, but this Blazer will be on the show circuit for sometime.’ I guess he must have gotten back together with his ex, or met a new girl, who knows?”

1970 Chevy K5 Blazer Larry Lashley, TMI Products

CHASSIS Frame: Stock with C-notch Rearend / Ratio: Chevy 12-bolt / 3.7 Rear suspension: RideTech Rear brakes: Baer Brakes Front suspension: RideTech Front brakes: Baer Brakes Front wheels: American Racing Rear wheels: American Racing Front tires: Continental Rear tires: Continental

DRIVETRAIN Engine: Chevy 5.3 Heads: Stock Valve covers: Stock Radiator: Stock Fan: Stock Headers: Doug’s Exhaust / Mufflers: Magnaflow Transmission: 4L60E Shifter: Column

BODY Style: 2WD Blazer K5 Fenders: Stock Hood: Stock Grille: Stock Paint: PPG Paint type / Color: Root beer brown and Champagne Headlights / Taillights: HIDprojectors.com

INTERIOR Dashboard: TMI Gauges: Dakota Digital Steering wheel: TMI Products Steering column: Stock Seats: TMI Products Upholstery by: TMI Products Carpet / color: TMI Products German weave

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