Classic Trucks 2015-05

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MAY 2015

Harry Weasels 53 FordMAKING52 YEARS IN

THE

TECH Vintage Runnin

Dressing Up A Stovebolt Six

Sensor FusionWhat It Takes To Make An LS Tick

Gear Driven Inside A 9-Inch Ford Rearend

LS ENGINE SERPENTINE SOLUTIONS

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W134002-CLTP-150500.pdf 13:22:19__01/09/15 Ad Insertionblackyellowmagentacyan

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This Eastwood Spool gun fi ts the Eastwood MIG200, MIG250, MIG175 & MIG135 Welder. Complete with a 2lb spool of .030 aluminum wire.

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On the Cover: The bleak industrial

background belies the fact that Harry Weasels F-100 is

one of the fnest examples of vintage Ford tin weve seen in years. John Jackson gets credit for constructing the contrasting composure of

the Mike Russell-built beauty.

FEATURES

10 TIME MACHINEA Period-Authentic Nod to the Customs of Yesteryear

28 THE SILVER MEDALJason Fessler Takes His GMC From Purple Beater to Show Quality

50 THE LONG HAUL Te 52-Year Story of a 15-Year-Olds $500 F-100

56 FIERY HOT Curt Richmonds 46 Chevy

TECH

18 NINE LIVESInside Fords Most Popular Rearend

36 SENSOR FUSIONTaking a Look at What Makes an LS Engine Tick

60 S-DRIVEInstalling Eddie Motorsports Serpentine Belt System

68 THE LITTLE ENGINE THAT COULD

Cosmetic Cleanup for a Good-Used Engine

DEPARTMENTS

8 HAUL MONITOR74 PROFESSOR HAMMER82 TAILGATE

Contents May 2015 | Vol. 24, No. 5

CLASSIC TRUCKS (ISSN #1097-7988), Vol. 24, No. 5, is published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY, and additional mailing ofces. Copyright 2015 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to CLASSIC TRUCKS, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rate for 1 year (12 issues) U.S., APO, FPO, and U.S. Possessions $24.00. Canadian orders add $12 and International orders add $24 per year (for surface mail postage). Payment in advance, U.S. funds only. Please allow 8-10 weeks for delivery of frst issue. No part of this book may be reproduced without written permission. This book is purchased with the understanding that the information presented herein is from many varied sources for which there can be no warranty or responsibility by the publisher as to accuracy or completeness.

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The SSBC Performance Brake

Systems kits are complete and easy bolt on. Our disc brake conversion kits feature single-piston cast iron calipers, vented rotors and all necessary hardware. Whether its a power, manual, 2 drop or stock ride height kit, SSBC has what you need! Offered for Ford truck 48-56, 66-72, Chevy truck 47-54, 63-70, 73-96, kits starting at $511.95

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61-66 $233.50 87-91 $249.95 54-56 $289.95 69-72 $259.95


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EDITORIAL

Brian Brennan STREET ROD GROUP CONTENT DIRECTOR

Ryan Manson EDITOR

John Schwartze MANAGING EDITOR

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May 2015 | Vol. 24, No. 5

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May 2015 Classic TRUCKS 7

CLTP-150500-MASTr1.indd 1/23/15 7:41 AM PAGE 7CLTP-150500-MASTr1.indd 1/23/15 7:41 AM PAGE 7

Its funny how certain aspects of a truck build are enjoyed by some, while other aspects are the very antithesis of enjoyment. Ask your buddy and his opinion might be the complete opposite of yours. I know a few car guys who dont mind makin dust, sanding down Bondo all day long, but give em an engine to build and theyd rather chew their way through a Jersey Barrier. Me, Im exactly the opposite. In fact, I rather like the intricate nuance that is engine building.

Haul

MONITOR

by Ryan Manson | [email protected]

Double Digit Fun, Multiplied

The precision involved, the formulaic approach to selecting and installing parts, the checking and double checking of clearances, tolerances, and specs. I relish in tasks that require this kind of detail. Ive been accused of giving readings up to 132 inch when the threshold of accuracy was inch. Hey, they put all those little lines on the tape measure for a reason, right?! I imagine its one of the reasons I like to sneak into my garage at night and whittle out useless parts on my mill. Calipers are fun to use after all. And you look cool when you measure stuff with them.

Does it irritate my colleagues when I needlessly convert fractions to decimals? Absolutely. Is it necessary? Absolutely not. Is it fun to watch them confusedly search through the toolbox for a 0.6875 wrench? Heck yeah it is.

But its not all about being some smarty-pants jerk. Im as bad at math as the next guy; Ive just memorized a few useful fraction/decimal conversions.

When I need to turn a shaft with an OD of 2.685 inches down to 1.275 inches, I gotta grab a calculator or at least a sheet of scratch paper. More than two-digit multiplication and my brains stumped!

But for some reason, the formulaic approach that comes with building an engine is like some sort of strange therapy to me. Check the tolerances, spec the bores, weigh this, balance that its as close to actual science as it gets for me. Unless you consider

the psychological experiments that I conduct on my coworkers on a daily basis, but thats another story for another time.

What brought all this up is the recent LS build that I recently wrapped up (check out Sensor Fusion in this months issue). While its been a few months since the actual work was completed, revisiting it in the form of the written word has reignited that aforementioned affection. So much so, that I decided it was time to start another engine build, just for fun, with no actual truck slated for acceptance of said powerplant. Just a fun build to trigger a few learning experiences, no doubt, culminating with a session on the dyno to see what it can make. Im expecting good things and I think it should look pretty cool to boot when its all said and done.

While I cant give out any of the nitty gritty details just yet, suffce to say I think you guys will like it. I know Ill have fun putting it together and writin it up and Im sure it will be even more fun powering whatever it winds up in. And thats what its all about right? You gotta have some fun! At least I know Im good at that!

Now, where did I put my calculator and who knows how to read a micrometer?!

8 classictrucks.com

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MOTORS

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A Period-Authentic Nod to the Customs of YesteryearBy Phil Schwartze Photos by Tim Sutton

Time MachineFeature Story

Theres only a handful of people left who helped pioneer the world of car/truck customizing. Gene Winfeld, Joe Bailon, George Barris, Darryl Starbird, and Bill Hines are among the few old timers still with us

who are credited with some of the most amazing cars ever made. They also take credit for techniques that have become a mainstay in the world of modifcation. Today newer generations whove paid close attention to what they invented continue to bring those time-honored methods and styling cues to their own projects. John Canepa is no exception.

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achine



Time Machine

As a fan of the old lead sled-style rides of the 40s and 50s, John is not the kind of guy who believes in putting together his rides with off-the-shelf, ubiquitous parts. Hes DIY all the way and his 59 Apache is no exception. From stem to stern, its not only on homage to a bygone era, but it gives the term handmade a new meaning. John bought the truck in Central California with the intention of giving it a few upgrades for daily driver purposes. Needless to say, it took on a life of its own.

First off the suspension was upgraded with the help of a 78 Trans Am frontend and rearend, complete with the original brake system. A Welder Series triangulated four-link, C-notch, and McGaughys drop spindles help keep things stable and allow the Firestone bags and AccuAir setup to keep things low. In order to clearance the front discs without resorting to custom wheels, John discovered that stock 54 Chevy wheels had enough backspacing to do the truck. With the 51 Olds caps painted to match, its quite an ingenious way to keep it old school.

The body of this truck has been modifed something ferce by John. A mild 2-inch chop was made and the windshield frame and A-pillars were modifed so the top line of all the glass was even. The roofs eyebrow was reduced so the windshield blends into the decrowned roof for a smoother, more linear fow. The rain gutters were shaved, windwings chopped, and all the glass (except the rear window) was cut down by John. The door corners were all rounded, cowl shaved, and vents flled in. The front end was molded so theres as few gaps and seams as possible. You may think that grille was a tweaked version of an early 60s Dodge, but its all handformed 58 tube and the grille surround was done in hand-formed sheetmetal to continue to the tapered lines of the front end, all done by John. The buckets for the turn signals were again hand-formed and the stock headlight bezels were welded in place and smoothed out.

The bumpers were shaved and tucked in for a tighter look. Moving rearward, the bedside seams were all welded up and the front of the bed extended to wrap around the cab. The hidden tailgate hinges are (no surprise) handmade with cables that are hidden and self-retracting into the bedsides with a Mar-K latch system. The stake pockets were removed and white oak wood with Mar-K strips and hidden fasteners complete the foor with a Classic Industries tank in the center rear between the 54 Buick taillights. For paint, a Squeegs Kustoms



Prices good through 4/1/15 Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. 2015 AUTOSALES, INC. SCode: 1505CK

1.800.230.3030Tech: 1.330.630.0240Intl: 1.330.630.0230

Call by 10 pm EST: In-Stock Parts Shipped That Day!

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Retrofi t Floor ShiftSteering ColumnsVehicle Specifi c Fit!

Keyword: IDT Retrofi t Floor

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Steel Door ShellsPerfect for Restorations!

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Truck, Yeah!Summit Racing Equipment has the right mix of performance,restoration, OE replacement parts, bodywork supplies, tools, accessories, and more so you can restore your classic truck to its former glory and that's worth getting excited about.

Rely on us to answer your questionsand recommend solutions 24/7.

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Time Machine

1959 CHEVY APACHEJohn Canepa

CHASSIS

FRAME: STOCK W/ C-NOTCH, FIRESTONE AIRBAGS, ACCUAIR SYSTEM

REAREND / RATIO: 78 TRANS AM AND WELDER SERIES FOUR-LINK / 3.23:1

REAR BRAKES: 78 TRANS AM DRUM

FRONT SUSPENSION: 78 TRANS AM FRONT CLIP, MCGAUGHYS DROP SPINDLES

FRONT BRAKES: 78 TRANS AM W/ ABS POWER BRAKE MASTER CYLINDER

WHEELS: STOCK 54 CHEVY W/ 51 OLDS CAPS

TIRES: COKER 205/75R15

DRIVETRAIN

ENGINE: 350

INTAKE / CARB: EDELBROCK / EDELBROCK 600-CFM FOUR-BARREL

VALVE COVERS: MOONEYES

RADIATOR: U.S. RADIATOR

HEADERS: HEDMAN

TRANSMISSION: 350

BODY

MODIFICATIONS: 2-INCH CHOP, SEAMS AND GAPS WELDED UP, TAPERED ROOF, MODIFIED GLASS, DOOR CORNERS ROUNDED, CUSTOM INNER FENDERS, CUSTOM FIREWALL

HOOD: MODIFIED STOCK

GRILLE: CUSTOM 58 TUBE WITH HANDMADE SURROUND

BED: MODIFIED STOCK W/ HIDDEN CABLES, EXTENDED TO WRAP AROUND CAB, AND SHAVED TAILGATE, WHITE OAK WOOD, MAR-K LATCH SYSTEM AND STRIPS

BODYWORK AND PAINT BY: OWNER

PAINT TYPE / COLOR: SQUEEGS KUSTOMS EPOXY PRIMER AND SUEDE TOP COAT / CUSTOM

HEADLIGHTS / TAILLIGHTS: STOCK / 54 BUICK

INTERIOR

DASHBOARD: STOCK W/ 53 CHEVY CENTER SECTION

GAUGES: STOCK CLUSTER W/ AUTO METER EXTRAS

AIR CONDITIONING: VINTAGE AIR

STEREO: NONE

STEERING WHEEL: 59 CHEVY IMPALA

STEERING COLUMN: MODIFIED STOCK

SEATS: LATER-MODEL GMC

MATERIAL / COLOR: TAN / VINYL

CARPET: NONE

From stem to stern, its not only on homage to

a bygone era, but it gives the term handmade a

new meaning.

epoxy primer and suede top coat, in custom sage green mixed by John, covers the whole truck.

The inner fenders were all molded into one piece along with a custom frewall and fan shroud. The truck retains the 350/350 combo it came with and now has an Edelbrock intake and 600-cfm carb, along with Mooneyes valve covers, Hedman headers, and other shiny stuff from OTB Gear.

The interior sports a 53 Chevy center section grafted into the dash, which the Vintage Air A/C blows through. The corners of the dash were

rounded and gaps on the glovebox perfected. The stock steering column was modifed to ft a 59 Impala wheel next to a Gennie shifter. The interior sports a later-model GMC bench, which looks right at home. A Rebel Wiring unit keeps all the vitals pumping.

For a guy who did practically everything but the chroming, we must say, this is truly a customizers custom. While more mods still stand to be done, its clear that John may have called upon the spirits of Dean Jeffries, Ed Roth, Dick Dean, and Norm Grabowski to pull this one off. Were thoroughly impressed.



INK


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Bushings are available for all sizes of sway bar.

MUSTANG II IFS SYSTEMS

Enjoy the comfort and benefits of having an independent suspension system in your early truck. These kits come with crossmember, coil springs, spindles, brakes, shocks, upper & lower control arms, power rack & pinion, forged hubs and our Big Bore calipers, plus mounting hardware.

Complete Kit - starting at $1489/kit Crossmember only - starting at $209/kit

AVAILABLE IN 4.5, 4.75, 5X5, 5X5.5 AND 6 LUG!

FOR 1937-59 CHEVY AND 1948-60 FORD TRUCKS!

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POWER STEERINGCONVERSION KITS AND BOXESCPP has the newest technology power steering conversion kits for your classic! We've got you covered with our brand new 400 Series as well as our very popular 500 Series power steering boxes for your classic Chevy. Many applications available. ASK FOR IT BY NAME!

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MANY OTHER APPLICATIONS AVAILABLE!

SHOWN WITH

OPTIONAL ROTOR

UPGRADE

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NEW!

W133628-CLTP-150500_1.pdf 13:22:53__01/09/15 Ad Insertionblackyellowmagentacyan

www.classicperform.com

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that kits and prices may vary between certain applications.

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800-830-1724 714-522-2000 FAX 714-522-2500

CLASSIC PERFORMANCE PRODUCTS, INC.378 E. Orangethorpe AvenuePlacentia, California 92870

FEATURINGCPPS EXCLUSIVE PERFORMANCE

BRAKE KIT

DROPOR

STOCKAVAILABLE!

Drop spindles are the easiest way to lower your truck and moves the wheels in to fit larger tires. Modular spindles direct bolt on and have big brake lug patterns. Stock spindle uses Chevy truck brakes and bearings.

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Firewall Mount - starting at $299/kitOriginal Style Complete Kits - starting at $289/kit

BRAKE BOOSTER KITS

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AVAILABLE FOR ALL YEARS AND MODELS

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1963-72 C-10 MOTOR MOUNTS

starting at $159/pr

CPP TUBULAR CONTROL ARMSOur arms are stronger and provide better ground clearance. Available for air bag or coil springs. Available in black or silver.

Upper - starting at $327/pr

Lower - starting at $529/pr

WILWOOD CALIPERSSold separately or as an upgrade to any kit.

Special - $199/ea

COIL SPRINGS AND RETAINERS

Front or Rear Coil Springs - starting at $95/prRetainers - starting at $20/kit

Our FitRite adapter brackets allow you tofine tune engine place-ment for optimalclearance and fit.Includes POLYPLUS mounts.


LS ENGINE MOUNT KITS

Kits have enough circuits and wiring for most cars and trucks.

Now available in big and small block.

UNIVERSAL 22 CIRCUIT WIRE HARNESS KITS

Starting a

$199/kit

BILLET HEAVY DUTY CARRIER BEARINGS For 1963-72 Chevy Truck

starting at $109/ea

ENGINE MOUNTS

starting at $34/ea

A full line of new ready-built rearends are avail-able with the same high-quality parts used in Currie custom-built rearends, but at off-the-shelf prices.

CURRIE CRATEREAR ENDS


HEAVY DUTY 31 SPLINE AXLES

Custom tubular look. Bolts in place of stock.

REAR SHOCK CROSSMEMBERS

Starting at $129/ea

COMPLETE SOS "SIMPLE OFFSET SOLUTION" - MODULAR FRONT AND REAR BIG BRAKE KITS

CPP's 2" drop spindle wheel kits for 1960-87 Chevy pickups helps solve tire to fender interference commonly found with lowered trucks. Also, allows use with standard factory brakes and PERFORMANCE aftermarket "BIG" Brake Kits. (5x5 and 6x5.5 bolt pattern, custom patterns also available.)

Front Kits - starting at $1099/kitRear Kits - starting at $699/kit

Complete Kits - starting at $1798/kit

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1963-72 CHEVY TRUCK

COMES WITH FORGED ALUMINUM HUBS AND TWIN 52MM PISTONS

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MUSTANG II IFS SYSTEM

AVAILABLE FOR 1937-59 CHEVY TRUCK & 1948-60 FORD TRUCK! Complete Kit - starting at $1489/kit

NEW!

Enjoy the comfort and benefits of having an independent suspension system in your early truck. These kits come with crossmember, coil springs, spindles, brakes, gas shocks, tubular upper and lower control arms, power rack & pinion, sway bar, plus all mounting hardware. Specify stock or dropped spindles. The CPP exclusive design brake kit is available in your choice of 5x4.5, 5x4.75, 5x5, 5x5.5 or 6x5.5.

SHOWN WITH OPTIONAL ROTOR

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W133628-CLTP-150500_2.pdf 13:24:01__01/09/15 Ad Insertionblackyellowmagentacyan

INSTALL FABRICATE UPGRADE

By Kev Elliott

However, these days

youll fnd very few, if any,

Ford parts inside a Currie

rearend, be it an 8-, 8.8- or

9-inch version. With the

availability of original

parts drying up (face it,

you dont see many 8- or

9-inch rears in junkyards

these days) Currie undertook

to produce its own axle

center housings, gear cases,

yokes, and differential

would have been referred

to as narrowing an axle

casing, before new parts

were used throughout) is the

easy part, as assembling

the differential is somewhat

more time-consuming and

technical, yet the team at

Currie makes it look simple.

Incidentally, all the 9-Plus

components are available

individually, should you

want to build your own

When it came to sourcing a rearend for our project 56 F-100, and wanting to keep the running gear all Ford, there was really only one choice Currie Enterprises. Theyve

built tens of thousands of rearends over the past 50-plus years, especially since their axles

became synonymous with the performance aftermarket in the 80s.

carriers. 9-Plus products are

brand-new manufactured

components and assemblies,

meeting or exceeding OEM

specifcations. The housings

and covers are made from

high-tensile steel, almost

40-percent stronger than

conventional 1010 low-

carbon steel.

Building an axle housing

to a customers required

width (which previously

SOURCES

ART MORRISON ENTERPRISES(866) 321-4499

www.artmorrison.com

CURRIE ENTERPRISES(714) 528-6957

www.currieenterprises.com

MILLER ELECTRIC(920) 734-9821

www.millerwelds.com

Inside Fords Most Popular Rearend

NINE LIVES

TECH

axle. Currie even sells an

assembly alignment bar

under its 9-Plus brand (www.

new9inch.com), as well

as everything from gear

cases and mini-spools to T

bolts, bearings, gaskets, and

retainer plates.


CLTP-150500-REAR.indd 1/16/15 9:55 AM PAGE 18CLTP-150500-REAR.indd 1/16/15 9:55 AM PAGE 18

SPOTRGB INK


02 Once Currie has the desired width of a rearend, the axle tubes are cut to length from 3-inch diameter, 0.188-inch wall steel tubing.

01 Currie Enterprises recently moved to a new location, allowing the opportunity to redesign its facility. The result is a near production line of rearends. Here is a portion of the stock for various applications.

03 With the axle housing placed in a jig, a gear case is installed with collars in place of the bearings, and an alignment bar installed through the collars. The axle tubes are then put in place.

04 The bearing housings (in our case large bearing Torino-style housings), also with collars in place of the bearings, clamped in place using Vise Grips, are slid over the alignment bar, and the housing width checked.

05 With the front face of the gear case set level, the bearing housings set perpendicular to that and all four bearings aligned using the bar, the assembly is tack welded.

06 The entire assembly is then transferred to a slowly rotating jig for fnal welding.

07 Once welded and cooled, the housing is moved to this heavy-duty press, which, with the assistance of another alignment bar, is used to perfectly align the bearings.

08 The housing is next drilled and tapped for a vent.

09 The completed housing is media blasted and hot tanked prior to delivery to the assembly area.

INSTALL FABRICATE UPGRADETECH



INK


10 The new components for the third member; a 3.55:1 ring and pinion, open carrier, new yoke, and pinion support, plus bearings and bolts.

11 Assembly starts by pressing tapered bearings onto the carrier.

12 The ring gear is bolted to the carrier and torqued to 65 lb-ft. Note the splined tool used to hold the carrier in place while the ring gear is torqued.

13 The bearing and seal are pressed into the pinion support

14 and the pocket bearing is installed in the gear case.

15 This jig is used to hold the gear case while its assembled, and is capable of being fipped to work on both sides. Here the pinion support is bolted in

16 before the case is fipped and the ring gear and carrier are lowered into position. The spanner nuts and caps are then installed, the cap bolts tightened to 85 lb-ft.

17 After backlash is set using a dial gauge, depending on the gear manufacturers recommendations, gear marking compound is applied to the ring gear to establish the contact pattern between the ring and pinion. An electric drill is used to spin the pinion to determine this.

18 Once any adjustments are made, by readjusting the spanner nuts, and the pattern is central on the ring gear teeth, these lock tabs prevent the nuts from moving.

19 The yoke can now be installed on the pinion to complete the third member assembly.

20 Moving to the assembly area, and with the rearend housing clamped in a jig, an air-powered rotary wire brush is used to clean the axle tubes of any debris.

21 A magnet is glued in the bottom of the pumpkin to catch any metallic debris once the rearend is in use.




1971-1972 Chevy/GMC

C-10 Truck Throttle Pedal

Assembly

- Available in Brushed

or Black Finish

1967-1970 Chevy/GMC

C-10 Truck Throttle

Pedal Assembly


or Black Finish

Automatic Transmission

Shifter Lever 16" Bench Bend

- Available in Chrome or Black Finish

1967-1972 Chevy/GMC

C-10 Direct Fit Brake & Clutch

Pedal Arms


or Black Finish

PLAIN & SIMPLE

QUALITY

American

2014 Lokar, Inc. s ,/+!2#/-

060314 ClassicTrucks-Oct14.indd 1 6/3/14 2:51 PM


22 With a bead of RTV on both sides of the gasket, the third member is lowered into position in the casing.

23 While the third member was being assembled, the axles were cut to length and splined.

24 Currie has this neat press for installing wheel studs.

25 Do not forget to install the retainer plate prior to pressing the bearing onto the shaft!

26 With the retainer in place, the collet and bearing is pressed on.

27 With a little grease on the bearings, the shafts can be installed. The retainer plates use the same studs that hold the drum brake backing plates in place, but our rearend will be using Wilwood discs. Currie can supply rearends with Wilwood discs, or with 11-inch drum brakes, using Ford-sourced internals and drums of their own manufacture.

28 Our retainer plates werent tightened all the way down, as well be installing the Wilwood caliper brackets using the same studs. This is how Currie ships its rearends.

29 We shipped the rearend with the chassis to Art Morrison Enterprises, who added four-bar, coilover, and Panhard rod brackets before straightening the casing once again.

30 Hung on coilovers and showing the Panhard bar, the rearend is currently back out of the chassis as were C-notching the rails.




/RQJ0RWRU&RUSRUDWLRQ

LMCTRUCK.com (800) 562-8782 /RQJ0RWRU&RUSRUDWLRQ

1973-87 Chevy/GMC Truck Side Mount Gas Tank Support

-YVU[

9LHY

$59.95 ea

Gas Tanks

Want to see more Gas Tanks?*HSSVYNVVUSPUL[VKH`MVYTVYL.HZ;HURZHUK.HZ;HUR

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*DV7DQNVB&7LQGG

INK

W134163-CLTP-150500_L.pdf 13:57:22__01/09/15 Ad Insertionblackyellowmagentacyan

1947-13 Chevy/GMC I 1948-14 Ford I 1972-12 Dodge

Shortbed Models, 16 Gallon

+PLZLS

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$99.95 ea

1973-87 Chevy/GMC Truck Side Mount Steel Gas Tanks

Longbed Models, 20 Gallon

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30W134163-CLTP-150500_R.pdf 13:57:19__01/09/15 Ad Insertionblackyellowmagentacyan

Jason Fessler Takes His GMC From Purple Beater to Show Quality

By Charlie Lewis and Ryan Manson

TheSilver Medal

Feature Story

Ever since Jason Fessler could remember, he always wanted a 1967-1972 Chevy pickup. So the whole family was on the local hunt for one of these trucks, six months before Jason turned 16. But one day Jason got lucky when his dad found a 1971 Chevy -ton longbed for sale not far from their house and purchased the truck. Just like any other 16-year-old, Jason was anxious

to work on his new truck with his dad. They shortly fxed it up into a nice daily driver allowing Jason to drive this 1971 Chevy C10 truck through his high school years. But shortly after Jasons graduation in 1995 he found a Toyota 4x4 and traded in his C10 truck for it.


CLTP-150500-FESSLER.indd 1/16/15 10:22 AM PAGE 28CLTP-150500-FESSLER.indd 1/16/15 10:22 AM PAGE 28

Te Silver Medal

Jason always told himself he would fnd another truck someday, and in 2003 he was watching a TV show called Trucks and was inspired with their Copperhead build. After Jason looked for a solid six months straight he ran across a 1970 GMC located just a couple of hours away in Camas, Washington. For the most part his mind was set; he went to look at the truck and ended up buying it for $4,000. The truck still needed a lot of work, but it was a solid project. Being that it was a shortbed was also a plus.

One day Jason was cruising around when the engine started missing. It was at this point Jason decided it was time for an extreme makeover. The old, tired motor was pulled and subsequently replaced with a rebuilt Chevy small-block 383 stroker engine built by Alex McClelland.

The next project was working on the interior of the cab. As Jason started pulling out the carpet inside he found out that the cab corners were almost

rusted through as well as parts along the foorboard. He then realized this project was going to be a lot harder than anticipated as most of the sheetmetal needed to be replaced. Luckily for Jason he recorded all the episodes of Trucks where they replaced the rusty sheetmetal components on their build with aftermarket sheetmetal, inspiring Jason to do the same. As he tore the truck down to the bare frame and welded up all the unnecessary holes,

One day Jason was cruising around when the engine

started missing. It was at this point Jason decided it was

time for an extreme makeover.



INK


Te Silver Medal 1970 GMC TRUCKJason Fessler

CHASSIS

FRAME: C-NOTCHED REAR FRAME AND POWDERCOATED

REAREND / RATIO: 12-BOLT DETROIT LOCKER 3.73

REAR SUSPENSION: KYB SHOCKS, EARLY CLASSICS 3-INCH DROP SPRINGS

REAR BRAKES: WILWOOD TWO-PISTON 12-INCH

FRONT SUSPENSION: EARLY CLASSIC LOWERING SPINDLES

FRONT BRAKES: WILWOOD TWO-PISTON 12-INCH

STEERING BOX: EARLY CLASSIC QUICK RATIO

FRONT WHEELS: 18X8 BILLET SPECIALTIES SLG 02

REAR WHEELS: 20X12 BILLET SPECIALTIES SLG 02

FRONT TIRES: MICKEY THOMPSON SPORTSMAN S/R 26/10/18

REAR TIRES: MICKEY THOMPSON SPORTSMAN S/R 29/15.5/20

GAS TANK: 19-GALLON UNDER BED

DRIVETRAIN

ENGINE: 1970 CHEVY SMALL-BLOCK 383

HEADS: EDELBROCK PERFORMER RPM

VALVE COVERS: CHEVROLET PERFORMANCE

MANIFOLD / INDUCTION: EDELBROCK AIR GAP

IGNITION: MSD ELECTRONIC

HEADERS: HOOKER 1 INCH

EXHAUST / MUFFLERS: 3-INCH WITH QTP 3-INCH ELECTRIC CUTOUTS

TRANSMISSION: CHEVY TH-350

SHIFTER: B&M TRUCK MEGA SHIFTER

BODY

STYLE: GMC

MODIFICATIONS: ALL-STEEL BED, UNNECESSARY HOLES FILLED IN, SEAMS ACROSS BACK OF CAB FILLED IN, WHEEL TUBES WIDENED 5 INCHES, BED FILLED IN, FIREWALL COMPLETELY SMOOTHED

FENDERS FRONT / REAR: GOODMARK

HOOD: GOODMARK

GRILLE: EARLY CLASSICS

BODY WORK AND PAINT BY: ROBERT ANDERSON, TRADITIONAL AUTOBODY

PAINT TYPE / COLOR: R+M BRITE SILVER CUSTOM MIX

HEADLIGHTS / TAILLIGHTS: LMC TRUCK

OUTSIDE MIRRORS: CUSTOM

BUMPER: LMC TRUCK

INTERIOR

DASHBOARD: LMC TRUCK

GAUGES: AUTO METER C2

AIR CONDITIONING: VINTAGE AIR GEN 2

STEREO: ALPINE HEAD UNIT

STEERING WHEEL: BILLET SPECIALTIES ALIEN

STEERING COLUMN: IDIDIT

SEATS: BENCH

UPHOLSTERY BY: CREATIVE DESIGN

MATERIAL/ COLOR: LEATHER AND SUEDE DARK GRAY AND LIGHT GRAY

CARPET: CHARCOAL

he also had it powdercoated. Luckily for Jason he had a good friend, Robert Anderson, who is a body man/painter, show him the ropes and together they fxed all the rust problems on the cab. In the meantime Robert got the truck cab in primer as Jason test ft all the new sheetmetal, before applying the Brite Silver custom paint.

Once the color was applied, the truck was sent over to Creative Design, where they wrapped the interior of the truck in gray leather

and charcoal carpet. A Glide Engineering split bench seat supplies the creature comforts, helped by a Vintage Air A/C unit. An ididit steering column topped with a Billet Specialties steering wheel sends the drivers input to the road, while Auto Meter gauges keep a close eye on the drivetrain.

After nearly 10 years, Jasons GMC has been transformed from a purple beater to a true Silver Medal winner.



'47- '51 1ST SER. CHEVY MODEL 3100 SWB STEP

168-1011201-ROAK Red Oak, '47-'51 1ST CHV 3100 SWB $44999 kit

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See our websitefor more sizes!

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2013 Fatman CT B July:2011 Fatman R&C Aug 3/5/13 12:11 PM Page 1


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2014 SR page3 FatMan:2011 Fatman R&C Aug 8/13/14 12:35 PM Page 1


INSTALL FABRICATE UPGRADE

by Ryan Manson

And while the sensor

package of a modern engine

can at frst appear daunting,

its actually pretty foolproof

when it comes to hooking

things up. On our Chevy

Performance Parts LS327, for

example, all of the necessary

sensors attach via different

connectors, therefore making

youre left with only a handful

of loose wires to connect to

the trucks main harness.

The specifc sensors that

our engine will require come

down to engine management.

In our case well be using the

Holley Dominator Vehicle

Management System to

control and manage the 327

LS engine swaps have become fairly common in the classic truck world, but it seems there still exists a bit of mystery surrounding what it actually takes to retroft an old hauler with

modern motivation. Electrical requirements, wiring necessities, and component cooperation are

all considerations that need to be investigated before a modern motor can be dropped between

the rails of your classic pickup. Fuel system requirements, gauge package compliance, and plain

old ftment all need to be thought about ahead of time.

it impossible to connect

say, the MAP sensor to the

crank sensor wire connector.

Coupled with a wiring harness

like Holleys LS1 Main Harness

truly makes this a plug-n-

play affair, mating all the

connectors to the ECU. Once

all the connectors are mated

to their respective sensor,

SOURCES

AUTOMOTIVE RACING PRODUCTS (ARP)(800) 826-3045www.arp-bolts.com

CHEVROLET PERFORMANCE www.chevroletperformance.com

CLASSIC INSTRUMENTS(844) 342-8437www.classicinstruments.com

COMP CAMS(800) 999-0853www.compcams.com

GUARANTY CHEVROLET(800) 672-6710www.guarantychevrolet.com

HOLLEY (270) 782-2900www.holley.com

LOKAR PERFORMANCE PRODUCTS(877) 469-7440www.lokar.com

MSD PERFORMANCE(915) 857-5200www.msdperformance.com

OPTIMA BATTERIES(888) 867-8462www.optimabatteries.com

PAINLESS PERFORMANCE(800) 423-9696www.painlessperformance.com

PERTRONIX(909) 547-9058www.pertronix.com

POWERMASTER PERFORMANCE(630) 957-4019www.powermastermotorsports.com

SUMMIT RACING(800) 230-3030www.summitracing.com

TORQSTORM(616) 885-3626www.torqstorm.com

WESTECH PERFORMANCE GROUP(951) 685-4767www.westechperformance.com

Taking a Look at What Makes an LS Engine Tick

SENSOR FUSION

TECH


CLTP-150500-SENSOR.indd 1/16/15 10:38 AM PAGE 36CLTP-150500-SENSOR.indd 1/16/15 10:38 AM PAGE 36

Universal Truck

Tank

Also available in a Fuel Injection

ready tank.

Ranging from...$205-$235

Shown

with

optional

3 neck &

aluminum cap.

38-1/4 x 11-1/4 x 11

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01 Heres our supercharged Chevy Performance Parts LS327 just after we dropped it into the C10. The fuel lines are hooked up, and the preliminary wiring is in place. Now its time to hook all the sensors up that will make our motor come alive.

02 To control the LS327, well be using Holleys Dominator Vehicle Management System (#554-114). The Dominator not only provides the fuel map for the engine, but will control the ignition side of things as well. It will also control the DBW throttle body and pedal. The capabilities of the Dominator EFI system are truly vast and we merely scratched the surface when it came to its capabilities. Multiple mappable inputs and outputs can be confgured in a variety of options to control a myriad of components including water/meth injection, electric fans, fuel pumps, A/C inputs, and more. We assembled the ECU along with the necessary wiring harnesses on our bench before we mounted it permanently inside the cab. From left are the power harness (#558-308), DBW harness (#558-406), and the main harness (558-102). Coiled in between the main harness is an auxiliary harness (#558-404) used to add additional inputs and outputs to the system as needed.

03 For our engine, were going to take advantage of the Holley Dominators ability to control a GM drive-by-wire throttle pedal and throttle body by using a two-channel GM throttle body (GM #12570790)controlled via a DBW pedal (GM #10379038). Using a DBW setup eliminates the need to fabricate up a throttle cable system, making the install a simple plug-n-play afair. Using Holleys EFI software, well be able to tune the pedal versus throttle opening to fne tune the driving characteristics of our truck.

04 The Pedal versus Throttle Position table is the primary method of tuning a DBW throttle body system. The Pedal Position represents the position of the accelerator pedal. The user can adjust the Throttle Position to change based on the pedal position. This allows the user to increase or decrease throttle body position (engine airfow) to tailor the responsiveness of the engine. It can allow for an overly large throttle body to have good driving manners or a small throttle body to be very responsive. For example, if a vehicle is not responsive enough of-idle, increase the throttle position at low pedal positions. If a vehicle has too much throttle response, lower the throttle position accordingly.

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in a Speed Density format. Simply

put, a Speed Density system compiles

information from a handful of sensors

to determine engine speed and load,

and then extrapolates that information,

combined with a preprogrammed fuel

map to establish the engines fuel needs.

Engine speed is determined via a tach

signal, while load is established by

using the vacuum created by the intake,

read via a Manifold Air Pressure (MAP)

sensor (well be using a 2 Bar MAP

sensor for our supercharged setup). An

Intake Air Temperature (IAT) sensor also

throws its info in the mix by reading

the air temperature inside the intake,

thereby determining any air density

changes. A pair of wideband O2 sensors,

one behind each exhaust manifold,

adds fuel/air ratio information to the

game and allows the ECU to make any

necessary corrections to the mix as

determined by the initial tune.

Typically, a Speed Density system

would also require an Idle Air Control

(IAC) Motor to maintain proper idle speed

and a Throttle Position Sensor (TPS) to

communicate actual throttle blade position

to the ECU. Our setup, however, will take

advantage of the fact that the Holley

Dominator system can fully control a GM

Drive-By-Wire (DBW) throttle body setup,

with Holleys plug-and-play DBW harness

which allows the Holley Dominator ECU

to control the throttle blade position for

idle speed control and read the internal

throttle position sensors to eliminate the

need for an external IAC and TPS sensor.

To keep our engine from becoming a pile

of parts spat out through the oil pan, well

also be incorporating a coolant temperature

sender (CTS), oil pressure sender, and two

knock sensors mounted in the valley of

the engine. This will provide fair warning

that something might be going a bit pear

shaped and allow the computer to pull out

timing, cut fuel delivery, or both to avoid a

potential catastrophic result.

At the end of the day, I will admit that

it is a bit to get ones head round, but the

good news is, you neednt understand it

fully. A simple comprehension of what

sensor does what job and why, followed

by a simple mix-and-match affair with

the wiring harness, and the hard bit is

better left to sharper minds than mine.

Once we had everything connected and

powered up, I loaded one of the custom

calibrations provided by Holley in their EFI

software, entering in our engine parameters

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05-06 Well be using eight Holley 42 lb/hr fuel injectors (#522-428) for our setup, mounted directly over the intake ports and triggered by the Dominator ECU via Holleys Bosch-style V-8 Injector Wiring Harness (#558-200).

07-09 Two GM knock sensors (GM#12589867) will be mounted in the factory location in the valley of the engine to detect any foul activity inside the motor. They will communicate with the Dominator ECU via a knock sensor wiring harness (GM#12601822).

10 A coolant temperature sensor (#534-10) will be mounted in the passengers side head to keep tabs on the engines temperature.

11 The fnal link in the safety chain is the 0-100 psi oil pressure sensor (#554-102). Between the CTS, oil pressure sensor, and the knock sensors, any undesirable engine state will be noticed by the ECU with appropriate changes made to the fuel/ignition system to hopefully thwart total annihilation of the engine.


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to further determine a more accurate base

tune. Once all the numbers jived with our

engines setup (fring order, DBW, 24-tooth

reluctor wheel, speed density load sensing,

etc.), a reluctant push of the starter button

and the LS roared to life, reacted to pedal

inputs, and after a quick warm-up period,

settled down to a nice, steady idle. I couldnt

have been more impressed. The self-learning

feature of the Dominator meant that with

this base map loaded, we could proceed to

drive the 68 around immediately, all the

while teaching the computer the necessary

fuel parameters that the blown engine

required. After a short break-in period, we

then took the truck to Westech Performance

Group, where the engine was then carefully

tuned to reach its full potential before being

mercilessly fogged on their chassis dyno.

Well reveal the impressive numbers next

month as well as a more in-depth look at the

combo that it took to get there. For now,

check out what it takes to make a 21st

century supercharged LS engine tick.

12 The Holley Dominator system uses Speed Density to control the fuel/spark of our engine by compiling the information received from a number of sensors. One is the 2-bar Manifold Air Pressure (MAP) sensor (#538-13). Since one bar is equivalent to the weight of one atmosphere at sea level, or 14.7 psi, adding another 8 psi from to the supercharger brings the total pressure up to 22.7 psi, hence the 2-bar MAP sensor. If we were to add more boost and push the adjusted psi over, say 29 psi, wed need a 3-bar MAP sensor. The MAP sensor detects the pressure inside the intake manifold and responds to changes in manifold pressures (vacuum or boost), relaying the information to the ECU.

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14 A pair of NTK Wideband O2 Sensors

(#554-100) will be used to ensure that the information coming from the MAP and IAT sensors is accurate and being processed properly by the ECU. An improper air/fuel ratio detected by either O

2 sensor means either a

malfunction of the IAT or MAP sensor, fuel injectors, throttle body, ECU, or any combination of those items. In a way, the O

2 sensors are the last check to ensure

that the engine is combusting the fuel as efciently as possible.

13 The Intake Air Temperature (IAT) Sensor (#9920-107) monitors the temperature of the air entering the intake of the engine. Colder, less dense air requires more fuel to maintain the same air/fuel ratio than hotter, denser air.

15 With the sensors identifed, lets take a look at their location on the engine. At the back of the Holley Mid-Rise intake manifold (#300-135) that well be using are three ports. The port on the far right is for an LS3-style MAP sensor. These are a direct mount and dont require a barbed ftting and hose to receive signal. Ours MAP sensor does, so a block-of plate was fabricated and installed in place of the LS3-style sensor. At the moment, all the ports are blocked of to prevent debris from entering the intake as were installing the engine. The 14-NPT port on the left will accept the IAT sensor while the 18-NPT port in the center will be equipped with a barbed ftting to which a hose will be attached to provide the boost/vacuum reference to the MAP sensor.

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16 Just below the plenum of the intake is another 14-NPT port, which will provide boost/vacuum reference to the boost gauge as well as the fuel regulator. Providing a boost reference signal to the regulator is important as the fuel demands can increase as the engine is under a boosted situation. Note the wiring harness for the knock sensors exiting from underneath the intake manifold as well. Down at the back of the block are two items worth mentioning. The frst is the oil pressure port on the left. The other is the Camshaft Position Sensor, which will mate with the matching connector on the wiring harness.

17 Our Holley wiring harness came equipped with a Deutsch-style MAP sensor connector for the aforementioned LS3 sensor. Since well be using the earlier-style sensor, well need to swap out this connector with the other style.

18 Luckily, our MAP sensor came with a pin-style weather-tight connector for just such an occasion.

19-20 Swapping the connectors is simply a matter of cutting the wires and recrimping them using the new pin-style terminals.

21-22 Ive been using PerTronixs crimping tool for all the wiring on my 68 and it works exceptionally well for these type of connectors.


23 The MAP sensor was mounted on the frewall, directly behind and below the intake to keep the vacuum hose as short as possible.

24 Since well be utilizing a Drive-By-Wire setup, there are a couple connectors in the Holley wiring harness that wont be used, namely those for the TPS and IAC sensors. Im also not concerned with monitoring the fuel pressure, so well be taping that connector back into the loom as well.

25 We will be using a number of other connectors, however. Here, you can see the connectors for the oil pressure, camshaft position, MAP, and IAT sensors. This group of wires will be routed to the back of the engine where the corresponding sensors are located.

26 The Crankshaft Position Sensor is on the passenger side of the block, just above the starter. This monitors the position and rotational speed of the crankshaft to control ignition timing and other engine parameters.

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27 Once the Crankshaft Position Sensor is hooked up, we installed the MSD Performance starter (#5096) and its associated wiring. For our project, we linked the battery directly to the starter, while the solenoid was wired to the purple (#919) wire on our Painless Performance wiring harness.

28 Speaking of the Painless wiring harness, we might as well cover the couple other wires that need to be connected to the engine. The red wire in my hand (#915) will be attached to the alternator post. A separate six-gauge wire will also be attached to the alternator post and run to one side of a 200-amp MIDI fuse. The other red wire (#916) will also run to this main fuse, providing 12-volt battery power to the main harness and fuse block. That green wire (#983) attaches to a temperature sending unit and the barely visible black and white wire (#902) connects to the A/C compressor.

29 Heres the 200-amp MIDI fuse that will serve to protect our entire electrical system. It will be mounted near the battery with a number of other fuses for the Holley ECU, stereo amps, etc.

30 Since the ECU requires its own temperature and oil pressure sending units, which we covered earlier, we need to have another pair to provide the same information to the Classic Instruments gauge cluster. That green wire (#983) previously mentioned is attached to a standard temperature sending unit mounted in the drivers side head for just this reason.

INK


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36 Inside the cab, once the DBW harness is attached, another single wire needs to be connected. This is the brake pedal switch input safety circuit and needs to be attached to the 12V+ input on the brake pedal switch. When the brake pedal is depressed enough to activate the brake light switch, the ECU will not allow a pedal position over 10 percent, no matter how far the pedal is pushed. This consequently limits the opening of the throttle body. This is a fail-safe circuit and is required as part of the Drive-By-Wire feature. Note the dressed up GM throttle pedal, thanks to the addition of a Lokar Direct-Fit Throttle Pedal Pad (#XDBW-6200) that matches our existing clutch and brake pedals.

32 Since the ECU is using the oil port at the top of the block, we need to fnd an alternative for the oil pressure gauges sending unit. Above the oil flter on the drivers side is a port that is blocked of from the factory on our crate engine, but can be converted for just such an occasion.

33-34 Swapping the blank block-of plate with a modifed GM oil pan side cover (#12577903) allows us to tap directly into the oil pressure port for our sending unit. The side cover has a blind hole machined in the upright portion of the casting that needs to be drilled through to the backside frst so as to tap into the oil port. A Q (0.332-inch) sized drill is used since the follow up procedure calls for tapping the hole to 18-NPT to correspond with the ftting on the sending unit.

31 To provide the cluster with an engine oil pressure reading, another separate wire (#922) thats part of the main Painless engine compartment harness connects to the pressure sending unit. Circuit labels are provided in the Painless kit so that wires can be labeled, set aside, and connected at a later date.

35 Once machined, the sending unit can be installed, using a little thread sealant, before the whole assembly is swapped out with the block-of plate and the oil pressure wire (#922) attached.

37eespecially one thacensurwgrt


39 I then used another strap to mate the cab to the frame. Attached to the same frame bolt will be the main ground cable that will attach to the negative side of the battery. Note how the grounds are all linked together. Inside the cab, all the grounded wires run to the 14-20 bolt visible at the end of the smaller cab ground strap. A similar setup exists on the drivers side as well to provide easy access for grounding points for the gauges, keyless entry, and other various electrical components.

37 Proper ground connections are extremely important in any wiring job, especially one that involves sensitive computer equipment and sensors. To ensure everything is properly grounded, well be using Painless Chassis Harness ground kit (#40140) to ground the cab to the chassis, as well as to the engine.

38 The Holley Wiring Harness includes one wire at either side of the engine that needs to be grounded to each individual head. On the passenger side using the same head bolt, I then used the heaviest strap of the Chassis Harness ground kit to ground the engine to the frame.

40 In addition to the proper grounding requirements, it is imperative that the Holley Dominator ECU is wired directly to the battery using the provided 10-gauge wire power harness. A 40-amp fuse is pre-installed to prevent damage to the ECU. Ive found that the side mounts on the D34/78 battery models work perfectly for this. To provide the necessary battery power for our energy hungry C10, well be using an Optima Yellow Top (#8014-045) high-performance absorbent glass-mat battery. With 750 cold cranking amps at the ready, the deep cycle design is built to handle the high-demand loads that well be throwing at it.

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The Cover Story

The 52-Year Story of a 15-Year-Olds $500 F-100By Tim Bernsau Photography by John Jackson

Long Haul

Time passes and trends come and go, but the classics never go out. Theres just something about an early F-100 with the right stance, meticulous work, and the right vintage (or vintage-appearing) components that will always turn heads. Covering

it all with paint as black and shiny as onyx just makes those heads turn faster.

Harry Weasel, owner of this beautiful 53 Ford, lives in Rhode Island. The builder, Mike Russell, lives in North Carolina. Despite the distance, they have been friends for decades and managed to collaborate on the buildup of the truck.


CLTP-150500-RUSSELL.indd 1/16/15 10:42 AM PAGE 50CLTP-150500-RUSSELL.indd 1/16/15 10:42 AM PAGE 50


CLTP-150500-RUSSELL.indd 1/16/15 10:42 AM PAGE 51CLTP-150500-RUSSELL.indd 1/16/15 10:42 AM PAGE 51

Te Long Haul

But lets back up a little bit to California and the summer of 1963. Harry was 15 and Mike hadnt been born yet. Thats when I frst laid eyes on her, Harry told us. I knew I had to have her. A guy he knew was selling the truck for $500, which he thought was a reasonable price. Harrys dad thought that was too much money, but told him, If you work hard and save your money you should be able to spend it on what you want. Harry said that he used his dads words in his defense and made his case. His dads answer was, Lets go get it!

Harry drove his 53 until 1968 when he enlisted in the Navy. His father (who loved it as much as Harry did) drove it while Harry was overseas. When Harry returned in 1972, he reclaimed the F-100 and drove it to Rhode Island where his girlfriend Kathy lived. Harry and Kathy got married and the truck got parked and stayed parked.

Next thing you know, its 2010. Harry was having dinner with his business partner Rod Dunn, and Rons son Mike, who builds rods as a hobby. Would Mike be interested in restoring

a forgotten F-100, Harry asked. A month later the truck arrived at Mikes 28x24-foot shop in North Carolina.

Mikes work exceeded Harrys dreams. The stock cab was shaved of trim and handles. The front bumpers were extended to wrap around the fenders, and 56 Ford parking lights were incorporated into the

Documents

Classic Trucks 2015-05