Shop Talk With Demello Offroad: Navigating the Rough Trails of Small Off-Road Business

Jason Demello of Demello Offroad in Riverside, California is pretty much a household name in the Toyota off-road community. Today, the Demello brand offers bulletproof armor for Tacoma, Tundra, 4Runner, FJ Cruiser, select Lexus GX models AND the brand new Ford Bronco. Bumpers and sliders are Jason’s game when it comes to fabrication, and as far as suspension and installation goes, his team can handle it all at their SoCal location. From overlanding to rock crawling and everything else in between just happens to fall right inside of Demello Offroad’s all-encompassing wheelhouse.

Has it always been THIS good for Jason Demello though? Nope. Not even close. As what seems to be the story for most successful small businesses, trials and tribulations are prerequisite in order to make it on over to the sunny side of the street. Sure, there are always day-to-day operational obstacles to wrangle with but surviving just to face the problems of an established, profit-turning business is a struggle and right of passage on its own.

We had the opportunity and pleasure to chat it up with Jason, as he filled us in on his personal experience through the long days and longer nights associated with starting a passion-fueled business and keeping Demello Offroad afloat for so many years. You may have known bits and pieces of his story, but we were able to get down to the very bottom of where Demello Offroad all started and where its headed.

State Of Speed: Thanks for taking the time to answer some questions for us, Jason. First off, tell us about your experience during the first phase of starting Demello Offroad. 

Jason Demello: I started in my apartment garage in South Orange County but within two weeks, management served me a notice that there were multiple complaints about the noise I was making. Hindsight looking back, it was silly to think that would last. Those garages were meant for storage in a fairly new and rather high-end complex, and I was plugging in my 110 welder into the same outlet as the garage door opener. I learned where the breaker reset was real quick.

During that time I was working a full time job doing shipping and receiving for a small genetics start up company, and after hours I had to resort to bouncing around from the garages of friends and family who would let me work on my project. I cut all the material and bent the tube with my Harbor Freight bender, and frankly, those first three sets of sliders I made by hand were pretty bad—SO bad that someone on the TTORA (Toyota Tacoma Off Road Association) forum called me out for having piss poor welds and called me ‘amateur hours’, which I guess I was.

SoS: That’s harsh. How did you take that criticism? 

JD: It stung but that guy was right. I made the choice to then make the best, be the best and take criticism as a way to grow instead of allowing it to push me back. I also made weld quality my top goal, so I practiced day and night to get better. Often after work on a Friday night, I’d sit in 2+ hours of traffic going to San Bernardino where one of my first business partners (Frank) lived. He had a small garage at his house where we could work. I’d camp out there all weekend working non-stop from morning into the night building sliders and bed bars. Good friends like David Hale and Dan Lilo also helped make things possible by agreeing to work for lunch, dinner or whatever else I could offer for their time.

SoS: Teamwork does make the dream work, huh? What platform truck did you start out building for and what year was this all happening? 

JD: It was mostly Tacoma based back then in 1998-2000 even though these trucks were still relatively new in the off-road world. Most of the guys and companies focused on older Toyota trucks and considered the Tacoma a Camry with big tires.

SoS: So nothing for Chevy, Ford or Dodge trucks back then? 

JD: In those early years we experimented with S-10s, Nissans, Fords, and basically anything we were requested to make but I’ve always been a Toyota guy. I’ve always been familiar with them and if I don’t know something about a Toyota off the top of my head, I can usually find the answer real quick.

SoS: How long did you spend working in other people’s garages?  

JD: We got out first shop in 2002-2003-ish. I ‘clocked in’ there after work every day since it was now just down the street from my full time job. I even had one or two employees at the time cutting material all day or spray-painting sliders for me until I went full time in October of ’03 just after my son was born in June of that year. It was an exciting and tough time that’s for sure.

SoS: That is a big commitment going full time. What were some notable hurdles you ran into and what advice could you give to someone looking to turn away from 9-5 life to start their own shop: 

JD: Wow, there are so many hurdles! I don’t think small business is for everyone and I really wouldn’t recommend it for most people. You really need an advantage to get ahead and stay on top. You need family money, a house to pull money out of, a dad with knowledge, a dedicated shop space, tools—ANYTHING that gives you an advantage. I didn’t have any of those things. All I had going for me was being too dumb to know when to give up.

I once heard Will Smith say in an interview something about running on a treadmill. He’s so competitive, that if you were to challenge him to see who could run farther and longer, he may die trying to beat you. That’s how I felt about building stuff. I don’t know how to stop. I I know I’m not the best, and I make mistakes but was so lucky to be blessed with the ability to blindly go forward when working on something. 

It’s also worth noting that I had no shortage of good friends over the years that helped promote and build the business with me—I couldn’t have done it without them.

SoS: Sorry to focus on the bad times, but can you recall one specific issue that really knocked you back on your ass? You know, “the things that didn’t kill us, made us stronger” type of scenario?

JD: 2008 in general may have been the toughest notable problem. We were just hitting our production stride. The FJC had come out and we bought a new one in the hopes that we could make enough money off it to make the monthly payment. That vehicle blew up and we got slammed with orders. We moved into a bigger shop, hired more employees, took on more expenses and suddenly it was all cut off like the world had stopped turning overnight!

We had to make some tough choices, lay off important people at the shop and really had to evaluate what our shop space was going to be used for. I realized that I wasted a lot of time on my dream rock crawler and race truck projects I was never going to finish. I also didn’t need the lathe that still had no power running to it. I allowed myself one project at a time and sold everything else off. 

I also subbed out stuff instead of trying to bring it all in-house, which is a common mistake I see a lot of shops do. It’s tempting in the short term. It makes sense—even in the long term but the problem is doing it at the right time. I’ve seen really large companies in this industry go from 300 in-house employees to reducing to just a fraction of that in one day. We’ve hit many roadblocks, but this was the biggest eye opener for me.

SoS: So you’d say that 2008 was harder to deal with than the impact of COVID? 

JD: Yes and no. It was a great to have a surge in business during these last two years but it threw everything else out of whack. It permanently raised the prices of so much stuff in our industry. Customers think that we are making a killing because our prices keep going up but honestly looking around the room and seeing what everyone’s charging for similar products, we are all most likely losing money or at lease making less than we were before it all started.

SoS: So taking this into consideration, what would you consider is now Demello Offroad’s bread and butter items/services? 

JD: Bumpers for sure. We are trying to focus on installations because over our 20 years in business, we’ve seen a shift. In the beginning, we often offered free install because honestly people would do it themselves but now people want cheap and fast but they don’t want to get their hands dirty. Unfortunately we are seeing people buy cheaper products made overseas or offered by big box stores. I’ve seen this coming for a while, and I hope I am wrong but because of this we have been currently pushing installations a lot more and just carrying more products.

SoS: Well, folks are going to need a shop to install that eBay lift kit that didn’t come with proper instructions, right? What trends in the current marketplace do you particularly like/dislike and what would you like to see more/less of in the future?

DM: The trend of pushing Toyota towards being a follower and not a leader worries me. If you cut me, I will bleed Toyota but when I saw the new Bronco coming out, I ordered one over two years ago. I swear they took every complaint from a Toyota FJC and Toyota 4Runner owner over the last 20 years and built them exactly what they wanted—minus the reliability and symbol on the hood. We got our Bronco and honestly it’s a home run. I’m just jealous that Ford did this and not Toyota because I don’t see Toyota coming out with a real frame SUV with a removable top, front and rear lockers sitting on 35s, and with tons of power to spare. I mean the new 4Runner is nice but it still falls short of the Bronco in my opinion BUT reliability has its place too. I wonder how long that will play a factor though with warranties extending way out and people trending towards more features and caring less about reliability. I’m just curious where this will lead.

SoS: Ford did not play around with the Bronco release, that’s for sure. Well, are there any new products we can expect to see from Demello Offroad in the near future? 

JD: Oh yeah, rear 4Runner bumpers for ’03-current, rear GX bumpers, and finally a Tacoma rear bumper. Oh, and of course Bronco parts, which I am personally working on at home and on the weekends so I don’t cut into the production of new Toyota parts.

SoS: We’ll keep out eyes open for all of that freshness! Well, thanks for chatting with us for a minute Jason. Is there anything that we didn’t cover or something you’d like to add? 

JD: I’d just like you for the opportunity to tell my story. I’m not a large business owner with a huge bank account or big ego that needs stroking. I’m just another guy who likes to go off-roading. While you may go into an office everyday or we may have completely different types of jobs, we are still the same. So please, if you see me on the trails come say hi. I started doing this because I love everything off-road. I love the outdoors. I love meeting new people who enjoy the same as me. 

SoS: Thanks for keeping it real, Jason.

To stay up to date on product releases and news updates from Demello Offroad check in online at demello-offroad.com or give them a follow on Instagram @demellooffroad. If you prefer a live phone conversation, give them a ring at 866.333.6525 or if all else fails drop by at 12785 Magnolia Ave., Riverside, CA 92503. Either way, they’ll be glad to hear from you. 

Dirt, Mud, Sand & Beyond: Demello OffRoad’s Solid Axle Swap 2005 Toyota Tacoma

In the world of custom trucks, there’s basically no limit on what can be done. This goes for throwing parts, hours of labor and/or cold hard cash into a project. As a grand example of just what we mean, we reached out to Jason Demello of Demello Offroad in Riverside, CA to get a closer look at his very special 2005 Toyota Tacoma 4×4 double cab that he affectionately calls “Big Red”. 

Yes, this truck is quite big—and red BUT this truck is so much more than that. We had an opportunity to spend some time in the dirt with Jason to see what his Tacoma was all about because at first sight, it’s apparent that it’s not like the rest. “Long story short, we wanted to be the first to do a solid axle swap (SAS) on a new Tacoma back in 2005, so a ‘friend at the time’ bought a new truck and dropped it off at the shop”, Jason says. “We started cutting off the front suspension while it still had paper plates on. It was brought back to us in 2011 to add a rear 3-link, and we ended up acquiring the truck outright in 2020 with plans to give it a complete facelift, which it so badly needed.” 

Now, for those who are familiar with Demello Offroad as a company, you’ll know they specialize in the Toyota Tacoma platform, as well as 4-Runner, Tundra and FJ Cruiser and Lexus GX models. Jason started the business in his garage and continues to deliver bulletproof armor options as well as full off-road builds for enthusiasts and trucks of all levels from extremely capable overland machines to mall crawlers—and he does so without judgment, even in the latter direction. He just loves working on these types of vehicles, which is why he’s been at it for so long. 

…He just loves working on these types of vehicles, which is why he’s been at it for so long...

“The most frequent question I get asked from trucks owners is how much a truck like our SAS Tacoma would cost”, Jason admits. “There really isn’t a correct answer for that. What I do is counter their question by asking how much money they are willing to spend, and how capable they are of doing some of the work on their own. This Toyota is pretty extreme and it’s definitely not for everyone.”

Now, Jason will be the first guy to talk you out of wasting your hard earned money at his shop. “You don’t need a truck this crazy to go off-road”, he admits. “Hell, most 4×4 Toyota trucks and SUVs are more than capable of taking you places you never thought possible!” Now with that information in mind, do remember that even though ditching a Tacoma’s comfortable IFS suspension for a front solid axle swap isn’t exactly everybody’s cup of tea, Jason and other likeminded folks who are addicted to scaling wicked rocky terrain, gaining crazy front wheel articulation is of utmost importance. “The best advice I can give anyone is to build what you can and enjoy it!” 

What Jason truly enjoys is climbing rocks. That is clear to see with the Tacoma’s custom front and rear 3-link systems with ARB lockers, solid axle front and rear Currie RockJock 60 setups and a fully customized frame front to back, as well as the Marlin Crawler box, which just happens to be Jason’s favorite part of the build. “It really is cheating. The Marlin Crawler makes rock crawling so much easier and is a definite must-have.”

This Tacoma obviously screams that it can go anywhere it damn well pleases with ease, and to assist in that are the Patagonia M/T tires from Milestar. These rugged hunks of rubber are designed to conquer rocks, mud and dirt without missing a step. The more treacherous the terrain, the harder these tires work, which is a huge component in the Tacoma’s ability to provide pure off-road bliss. 

…This Tacoma obviously screams that it can go anywhere it damn well pleases with ease, and to assist in that are the Patagonia M/T tires from Milestar...

Now, when Jason took ownership of this truck, he planned on making it look like a completely different truck than before. The Tacoma was originally silver in color, but the fresh Toyota Radiant Red paint looks so much better on it. So do all the 2022 Tacoma panels from McNeil Racing. Of course, Jason made sure to showcase Demello Offroad’s own products with the new front bumper, sliders and roll cage that was finally finished up years after it was started years ago in the shop. “Our lead fabricator worked his magic on that cage I began back in the day, and together, I think what we accomplished with truck since we’ve owned it has created a whole new attitude that it was begging for”, Jason says of the job well done. 

As extreme and over-the-top as this Tacoma may be, it’s the exact truck Jason needed it to be to both as a visual representation that potential customers can see what’s possible through Demello Offroad, as well as an adventure rig that he can whip around on his free time and at expo events. Speaking of events, Jason has a great story to tell about the first time this Tacoma debuted back in 2005. 

“We had to roll the truck into the Off Road Expo that year due to a missing 3^rd link bolt, which was replaced at the last minute with a grade-5 bolt from Home Depot. That detail was forgotten about until the first time it was taken off-road at the Gate Keeper at Duran Falls in Calico, CA. The front axle broke loose when that bolt failed in front of a crowd of 100 people. Needless to say, we were embarrassed BUT it was a humble reminder to never overlook the ‘small’ things in any scale of truck build.” 

Evil 1956 Jeep Willys:
The Ultimate Off-Road Adventurer

There comes a time in one’s life when “fitting in” takes a back seat to being unique and truly different than the rest of the pack. Pat Soffe (@offpvmt) of St. George, Utah found himself in this exact category while figuring out what vehicle to build. His major prerequisite was one that could keep up with his off-roading, rock crawling habits—but that all changed before he even began.

…Just make sure to measure the height of the door before you get started though…

As the sun started to set on Pat’s time with his 2001 Jeep XJ, he began weighing the pros and cons of building a newer Jeep—a JL. Unfortunately, the cons quickly posed a very real sign to go into a different direction. “The first deterrent of building a new JL was the price of a new JL”, Pat admits. “Purchasing a brand new stock condition vehicle that would need so much additional money invested to match the capabilities of our old Jeep was just too cost prohibitive.”

With the towering monetary barrier causing Pat to find another way forward, he began scouring the used JL market, but was soon hit by another block in the path. “We took our old XJ to three JP Magazine Dirt & Drive events among other meets throughout the years, and something that kept telling us to stray away from going with a Jeep JL was that literally EVERYBODY else had a JL. I wanted something that would get noticed and stand out.”

While Pat still didn’t know exactly what kind of rig to build next, he did start watching past Four Wheeler magazine’s Ultimate Adventure videos in hopes to find nudge in a certain direction. “I was going through hours of coverage to get some bit of inspiration, and then there it was”, Pat says excitedly. The vehicle he spotted was a 1949 Willys truck, and it belonged to JP Magazine’s own Verne Simons. “I was instantly hooked. I soon found myself literally taking screen shots of as many photos as possible of Verne’s truck. As luck would have it, I had a chance meeting with Verne at the Lucas Oils Off Road Expo in Pomona, California. It was that exact moment that solidified my decision to build a 1956 Jeep Willys truck.”

With the big picture crystal clear in his mind, Pat soon embarked on his own Willy’s build—starting with a 1997 Jeep TJ frame. “We literally started with a blank slate”, he says. “The humble beginning allowed for the build process to move ahead rather simply.” First, that TJ chassis was stretched at the top of the rear axle rise and extended 42 inches to provide a proper place to mount the bed, as well as obtain a 118-inch wheelbase. The front Dodge Dana 60 Kingpin and the rear GM 14-bolt axles were then built up before the custom front 3-link Skyjacker suspension setup, as well as a rear 4-link system that both feature TJ 2.5-inch dual rate springs and ADX reservoir shocks were assembled.

To handle the terrain shredding, rock climbing duties Pat was after, he selected a set of TR Beadlock HD17 wheels and 40×17-inch Milestar Patagonia tires that are well known for their established prowess out in the wild. So far, Pat’s Willys project was showing some real promise while on the ground floor. Next, he would begin the process of finding an adequate power source to fuel the level of adventure he had in mind for his soon-to-be assembled pickup.

Pat could’ve run with many different engine options but he ultimately chose a 2002 GM 5.3L LS power plant, as well as a Monster TH400 transmission to propel his truck through the elements. The LS provided modern reliability, as well as more than enough horsepower and torque to get him out into the great wide open and back home again. To keep the engine cool even during the hottest day in the desert, a Champion 3-row aluminum radiator with a Spal fan was selected, which is actually a Jeep CJ V-8 conversion that fit the bill perfectly.

…The first deterrent of building a new JL was the price of a new JL…

Now as far as the ’56 Jeep Willys truck cab, front end and bed, Pat didn’t do a whole lot to prep it for installation onto the frame. The natural 66-year-old patina, which is impossible to duplicate otherwise, was left in place as a nod to the experience this truck has seen in action. Pat did include many new conveniences to the Willy façade in the way of a front and rear bumpers, a Warn winch and a whole arsenal of Rigid LED lighting, which is required equipment for the environment Pat tends to frequent.

Next, the interior space within the cab was completely Raptor lined before it was outfitted with a set of Corbeau Baja XP seats, light gauge sheetmetal door panels and aircraft style toggle switches. The Willys’ cabin is comfortable enough to allow Pat to navigate his truck through some pretty rugged terrain without feeling like he was roughed up too badly at the end of the day.

Now that we see a physical manifestation of Pat’s latest rig build, the many questions regarding the ‘how’s’ and ‘where’s’ behind the project begin to surface. While he does have some fabricating experience, he didn’t put the truck together at a professional shop. “This truck was built in its entirety in a two-car garage”, he says proudly. “While I did have some know-how to go on, not so much with our old XJ, which was put together with mostly off-the-shelf parts, I never put together anything of this magnitude before.”

Once the dust settled, Pat begin to look right where he started to prove that his creation was ready to take on the Ultimate Adventure—the very event that gave him the inspiration to put the truck together in the first place. While he was told that the unique and not-often-seen trucks are usually selected to participate in the event, his truck was not chosen the first time he applied. He did, however, get in on it the next year. “It truly was an adventure of a lifetime”, he states. “During the entire 6 days of the event, we only encountered two problems—a rock hole in the trans pan and a shorted wire in the ignition switch. It was great to see how it performed in the event that ultimately pushed me to build it.”

Pat did share with us that his first real trip in the truck (even before the whole Ultimate Adventure experience) was a rip through the famed Rubicon trail, which he completed in one day—14 hours. The truck was mostly untested at that point, but he just had to get out there and match his build up against the realest of proving grounds.

“I couldn’t have made it to this point without seeing what Verne Simons did with his Willys truck first”, Pat says with great pride. “Once I got started with my truck, I gathered a lot of support from some very awesome manufacturers. A huge THANKS goes out to Milestar Tires, Skyjacker Suspension, TR Beadlock Wheels, Motive Gear, Rigid Industries, PowerTank and Warn Industries. Here is proof that you too can build a legit rock crawler in a two-car garage. Just make sure to measure the height of the door before you get started though.”

History Of The Dodge Charger: A Quick Look

Many muscle cars of the 1960’s all share a very similar story. While this decade is commonly referred to as the golden era of these fast, flexing street machines, there was a literal war between the companies designing and subsequently serving these cars as hot as possible to feed the market’s insatiable need for speed. 

The Dodge Charger wasn’t the first of these cars types to emerge from the drawing board. In fact, its very existence came in hopes to steal a share of the muscle market from General Motors and Ford, which had already achieved huge success on the streets with the 1964 release of the Pontiac GTO and Ford Mustang respectively. The younger audience that was buying these cars was hopped up on adrenaline, constantly scanning the horizon looking for the next big hit. In 1966, Dodge was there to enter a new horse in the race. 

The Charger came out sprinting to catch up to the frontrunners with four different V-8 engine offerings, one of which was the much-anticipated 426 Street Hemi mill. While the Dodge Charger displayed a strong initial showing during its first year of production, a slower-selling 1967 prompted the company to act fast. What happened next was an alteration to their approach in hopes to remain a viable competitor to the industry’s leading performance models. 

Little did Dodge know the impact said changes would make for the Charger’s second-generation success. At first glance, everyone who laid eyes on the car’s fresh redesign knew right away something big was about to happen. The sleek Coke bottle shape and integrated rear spoiler made the car look fast and capable before the key was even turned. Even today, the ’68-’70 Charger (namely the ’69) remains one of the most recognizable silhouettes in automotive history, as it has been forever immortalized with its multiple big screen appearances. 

…The sleek Coke bottle shape and integrated rear spoiler made the car look fast and capable before the key was even turned…

Backing up the Charger’s aggressively updated appearance, Dodge designated four big block V-8 powertrain options available for the coupe. The mild, entry-level 145-hp 3.7L I-6 was enough to make new-to-market drivers happy, but for the more wild at heart, two big V-8 engines were lying in wait to exponentially make things far more interesting. Buyers had a hell of a decision to make when starting at the 7.0L Hemi or the 7.2L Magnum power plants, but there was surely no losing with either selection. 

The third generation of the Charger received a second package redesign that was right on par with the looks of many other vehicles of the 1970s (think overly curvy), but lacking a longer lasting appeal that the previous gen had going for it. It was during this time that the Charger tells a shared tale of woes of other performance vehicles in the industry. Increasingly rising insurance premiums and gasoline prices proved to be major threats to the muscle car species as a whole. If that lethal combo wasn’t enough to take them out, the upcoming federal emissions regulations was sure to be certain death for their kind. 

Thankfully for Dodge, the Charger was still able to eek out some semblance of an existence until the end of the 1978 model year when it was taken out of production. Before the plug was pulled on it, the Charger had somehow appeared in the personal luxury car category. For the first time in the car’s history, performance output was not placed at center stage, and to be honest, neither was its styling with regards to today’s standards. The writing was definitely on the wall for the struggling Charger. 

…Increasingly rising insurance premiums and gasoline prices proved to be major threats to the muscle car species as a whole…

After the release of a Charger R/T concept car in 1999, which received good enough reviews, there weren’t any more whispers of the sleeping giant’s name in public again until 2005 when Dodge legitimately rereleased the car as a 2006 model year. The first question on everybody’s mind was quickly answered with authority—yes, this car was worth the wait! 

Even though there was some grumbling from a small sect of Charger ultra purists, the sedan version didn’t look bad—not at all. Even those who had something to say about the car’s extra two doors remained quiet when learning about the Charger’s top-end 6.1L Hemi V-8 SRT8 model—425 ponies and 420lbs-ft of torque will do that. 

A major overhaul came in 2011 for the Charger, which notably included aggressively restyled bodywork and a 6.4L Hemi-equipped SRT model. The car continued to evolve with the introduction of the SRT Hellcat model four years later. The Charger claimed a lot of bragging rights under this badging with the inclusion of a supercharged 707hp 6.2L Hemi attached to an 8-speed paddle-shifted ZF auto transmission. Yeah, those are big numbers, especially for a five-passenger sedan.

 It’s safe to say that 56 years after its inaugural release, there’s never been a more exciting time to own a Dodge Charger. 

A Quick-Hitting History Of The Chevrolet Impala

Chevrolet’s Impala is an iconic nameplate that has been around since 1958 until 2020 when it was yanked from production for the second time. Throughout the years, and 10 generations later, this car has seen its fair share of restyling and reconfiguration to fit in with the auto industry’s ever-changing climate. 

First introduced to the world as the Bel Air Impala, the name itself designated itself as the top-of –the-line trim package for Chevy’s well-established, deluxe full-size car line. While the first example of the Impala was built to commemorate Chevy’s 50^th anniversary, it gained enough traction to become a stand-alone production model the very next year. 

Car fans fell in love with the styling of the ’58 Impala with its wide yet sleek appearance, but the factory quickly tweaked its appearance to give it a fresh identity that was all its own. In its second year and generation, the brand new Impala line featured exterior tail fins and teardrop shaped headlights, and sat atop of an X-frame chassis that promoted a lower ride height and had great structural integrity. The Impala was made available in multiple body variations such as a two-door hardtop or convertible and a four-door hardtop or sedan—the options were plentiful. 

While the Impala was quickly gaining popularity in its first couple years on the street, it wasn’t until the very start of the third generation in 1961 when things really got interesting when the release of the Super Sport performance package was first made available. While the SS model was available with many powertrain options to choose from, including Chevy’s brand-new 409ci 360hp V-8, which really allowed the Super Sport designation to live up to the hype. While upgraded performance gains were the major reason consumers opted for this premium badging, its many plush interior features and heavier-duty chassis components were also just as desirable. 

The exterior packaging changed again during the Impala’s third generation, and overall, the car became boxier than before. The new look of this particular redesign has had long-lasting power and is one of today’s most popular selections for restorations and full custom rebuilds throughout the car’s history. You’ve most likely seen Impalas of this vintage cruising in music videos or heard about rolling in a ‘six-four’ on the radio a time or two before. 

…this particular redesign has had long-lasting power and is one of today’s most popular selections for restorations and full custom rebuilds…

While the fourth generation saw its own redesign, which brought a more sleek and modern aesthetic to the Impala’s exterior, it also represented the car’s seeming most popular iteration to date for car buyers of the era, as it sold over a million units alone in 1965. Another interesting happening during this generation was the dropping of the availability of the wagon option in 1969, which had been a great family-friendly package from ’65-’68. 

During 1971-1976, the Impala once again went through another major appearance overhaul, while still offering the outstanding comfort and interior space consumers had come to associate with the nameplate. It was also during this time that the Feds began cracking down on emissions regulations, which in turn directly led to dramatically lower performance offerings being made available. These limitations were not specifically unique to the Impala, or the Chevy brand for that matter—the strain was felt all throughout the automotive industry.

…It was also during this time that the Feds began cracking down on emissions regulations, which in turn directly led to dramatically lower performance offerings being made available…

After going though yet another repackaging starting in 1977, the Impala’s sixth generation saw the car’s retirement from production in 1985. The premium Caprice package trim, which had proved to be popular in years past, began outselling the Impala as a sports coupe, yet the sedan Impala was still a popular selection for families during this period. Either way, the Impala was out, and the Caprice was given a chance to run as its own model.  

When the Impala became a fond memory, there were no plans to bring it back until almost a decade later in 1994. This 7^th generation only lasted two years in production, but since this release was strictly an SS model equipped with a decent 5.7L 260hp LT1 power plant, critics weren’t overly thrilled with the four-speed automatic transmission that was made the only option available. While the upgraded suspension setup was praised, however, this version didn’t have the right moves to hold the market’s attention for long. 

After being sidelined yet again, the Impala took another breather for another four years until it was revived again in 2000. This time, it remained on the street until it was recently canned once more in 2020. This most recent run spanned two whole decades that proved to be rather influential throughout the years as it hung around at the top as Chevrolet’s luxury full-size car offering. 

Many wonder if the Impala will make yet another return. It’s hard to count this car out, as it has been sent to pasture multiple times only to be roped back into production rotation. If the car does come back, it’ll be interesting to see what it will look like and what kind of new features it’ll be flexing. If the Impala does remain in extinction this time, it will remain near and dear in the hearts of millions of car enthusiasts.  

Then & Now: A Quick Look At The Dodge Challenger’s Past & Present

With so much buzz given to the Hellcat and Demon trim packages these days, it sometimes seems like there is somewhat of a disconnect from the Dodge Challenger of the early 1970’s. While the level of excitement surrounding the modern muscle car currently sits at an all-time high, the beginning stages of Dodge’s entry into the pony car scene some 52 years ago weren’t much more than hopes based on performance-centric auto market predictions.

Introduced to the market in 1969 as a 1970 model, the OG Dodge Challenger showed up as the new kid on the block to those into manufacturer-tuned performance cars. With the Ford Mustang and Chevy Camaro already well established names during the golden era of the American muscle car segment, the Challenger was originally designed to be a worthy and capable stable mate for Plymouth’s Barracuda to help take on the competition.

…the Challenger was originally designed to be a worthy and capable stable mate for Plymouth’s Barracuda…

While the Challenger did its part of raising awareness of Chrysler-branded performance cars, it also simultaneously carved out its own devout fan base rather quickly in its short production run. When it was first introduced, the Challenger won so many consumers over based on the sheer amount of customizations available to buyers at dealerships nationwide.

The Challenger boasted a wide range of powertrain selections to admire from a modest 225ci 144hp inline six engine to a 440-cubic inch 390hp V-8 power plant, the car was made available in a total of nine total engine configurations to perfectly suit the many types of owners looking to bring one home.

To build upon the Challenger’s generous powertrain menu, the first generation was originally offered in either a two-door hardtop or convertible model with trim packages ranging from the base platform Special Edition (SE), mid-level Road/Track (R/T), and a limited edition Trans-Am (T/A) model that was one of the first production vehicles to offer staggered front and rear tire sizes while meeting the qualifications for legit Sports Car Club of America (SCCA) Trans-Am racing. The Challenger also had one of the most impressive number of color palettes in the industry of paint codes to select from as well.

It was an exciting time for Chrysler, and even more so for fans of the Challenger specifically. The car’s appeal to gear heads, as well as to folks simply looking for a sporty car to drive was nearly immediate. But like all good things, the Challenger’s future was snuffed out all too quickly in 1974. The hike in insurance premiums during that time, the creation of the Environmental Protection Agency (EPA) in 1970, along with a worldwide gasoline crisis going on in 1973, the carbureted muscle car industry was hit blow after blow, ultimately resulting in one challenge the Dodge Challenger just couldn’t overcome.

It wasn’t until 2006 at the North American International Auto Show in Detroit that a sign of the Challenger’s possible resurrection was made public. A concept vehicle based on the styling cues of the first generation and presence of a 6.1L HEMI engine under the hood, went over better than expected, and eventually led to yet another production run in 2008 due to overwhelming demand. The Dodge Challenger was back on the streets—kind of.

While only a limited number of high-end, fully loaded SRT8 models were made available in that first year back, not everyone who wanted a new Challenger could get their hands on one. 2009 proved to be the car’s full return to consumers looking to buy one according to their preferred specifications. Muscle car admirers were once again able to hop back into the driver seat with a base model SE equipped with a 3.5L 250hp V-6 with the option to upgrade to a R/T package complete 5.7L 375hp HEMI engine with even more options and performance add-ons to select from.

…2009 proved to be the car’s full return to consumers looking to buy one according to their preferred specifications…

Throughout the years, the Challenger became available with more aggressive HEMI packages, but found itself becoming overshadowed by the competition, namely Ford’s Mustang GT500 and Chevy’s Camaro ZL1. Dodge’s response to potentially being hopelessly overpowered by these cars was its release of the SRT Hellcat—a car equipped with a 6.2L rendition of the Gen III HEMI that was teamed up with a 2.4L twin-screw supercharger to produce 707hp and 650-lb fit of torque.

This escalated the Challenger to the top of the heap, but in an effort to remain ahead of the pack, the same 6.2L HEMI found in the Hellcat was blessed with a larger 2.7L supercharger, along with a suite of upgraded engine components to make for the 808hp nucleus available in the notoriously powered SRT Demon package that was limited to only 3300 units.

For 2022, there are a total of nine different Dodge Challenger trim levels topped off with two high-end cars—the SRT Hellcat Redeye and SRT Super Stock premium models. The Challenger still remains attractive to a wide audience, from the entry-level 303HP V-6 AWD package to an 807hp rocket in the Super Stock trim that thrives on 91-octane pump gas.

It’s safe to say that the Challenger remains a crowd pleaser to this day more than 50 years after its original release. Even with the plug being prematurely pulled back in ’74, the legendary car has sat through a decades-long hiatus and has come back swinging for the fences.

Hodson Motor’s 1965 Jeep J60 Dually:
One of a Kind, One at a Time

You’ve seen their trucks before (and are most likely obsessed with one or all of them if you’re anything like us). Their personal collection of insanely cool, larger-than-life custom pickup creations are definitely labors of love, and each one is an example of equal parts creative vision, healthy obsession and attention to detail and purpose.

Of course, we’re talking about the legendary father/son combo Derrick and Riley Hodson. The Hodsons call the outlying dessert landscape of Las Vegas home, which is just far away from the bright lights of the big city to give them all the peace and quiet they need in order to dream up these large-scale truck build before getting down and dirty bringing them to life.

Classic, rare medium-duty trucks are the Hodsons’ forte, and over the years, they have truly developed a design perspective that is uniquely their own—you’ll know a Hodson truck when you see it. The truck itself will be an industrial-grade pickup of some sort that wasn’t meant for the everyday consumer to hold the keys to, but that’s half of the appeal. Once the guys zero in on a truck they want, they located it, dig it out of its long-time place of rest, and apply their own special sauce to the equation. So far, this process has yet to let them down.

…you’ll know a Hodson truck when you see it…

Even though Derrick and Riley specialize in legitimate medium-duty trucks, they also like to drive the trucks they built—otherwise, what’s the point, right? To allow them to have a get more seat time behind one of their own creations, they sat down and developed what they now affectionately call the Jeep J60—essentially a 4-door J10 pickup. If you’ve never heard of this particular model before, don’t fret—it has never existed. Well, until now.

This particular project was designed to be more of a real-world daily driver. Now, don’t get us wrong—each and every one of their builds is painstakingly designed to function well on the road. Broken down, the Hodson’s Jeep J60 consists of a Jeep Wagoneer 4-door that has been sliced at the back of the cab and sealed up with the back wall of a J10 pickup cab grafted in. The rear doors received a great deal of metalwork to further give this creation the appearance of a true 4-door pickup.

…each and every one of their builds is painstakingly designed to function well on the road…

The front of the cab features a 60’s-era Gladiator grille that resides front and center, as well as wide front fenders from Autofab. The rear features a custom bed, a big side step tailgate, and step side fenders that have been widened a whopping 10 inches! The paint color of choice that makes all those cool customizations gel in complete harmony is Ford Raptor Lead Foot grey—and man, does it look good.

Paint isn’t the only Ford component to be incorporated into the creation of the J60, however, as the full-custom body was laid atop a 2004 Ford F450 dually chassis complete with a 6.0 Powerstroke engine and 5-speed automatic transmission. This truck sounds just as good as it looks with that big diesel rumbling underneath the hood, and to give the truck the oversize appearance that is synonymous with all Hodson trucks, 22-inch American Force wheels covered in 37X13.50R22 Milestar Patagonia X/T tires were bolted into position. The roll bar the guys went with is as burly as it looks—even more so, actually. While a lot of roll bar setups are fabricated out of hollow tube pipe, the stuff used here is solid through and through.

Hopping up into the cab is made easier with AMP Research Powerstep running boards, and with just one glance inside the cab, you’d be blown away by how clean the interior space is. Black and grey upholstered seats and other paneling from TMI Products helped make all the difference in updating and upgrading the entire confines of the J60. Creature comforts are never spared in any of the Hodson one-off pickups. While this truck already boasts an impressive lineup of high-end amenities, the guys wouldn’t dare one of their projects be considered finished without Dakota Digital gauges, a full audio system, power windows and door locks, and of course, ice cold A/C.

While the J60 is hardly alone as the single shining star in the deep Hodson stable, it does stand as one of their favorites. This truck does get a little more road time than some of the others, but that was the point of building it. Unless the guys are just planning to go for a cruise without making many (if any) stops, any selection from their lineup would do just fine, but the J60 has been dialed in to give them everything they love to put into their projects, in a slightly more compact package—even through there’s really nothing small about it.

Five years have been invested into this build, and a talented supporting cast in Nefarious Customs, 6651 Customs, Airth Defined, Cheyenne Ruether, Jeeprecyclers.com, and more were sourced to bring it all together. Trucks like these don’t just appear out of nowhere—they require a lot of imagination, skill, patience, and a sh*tload of parts.

The Differential Difference

Adding the Right Traction to Your 4WD Truck

Before we dive right into how to turn up your truck’s traction ability, let’s first ponder a question that should be answered honestly. How do you anticipate driving your truck? Will it spend most of its time on the road, and will the off-roading you do plan on doing be mostly on gravel or compacted dirt? Will you be doing any driving on icy, snowy or wet conditions on pretty advanced off-road terrain? Do you anticipate driving through trails where very uneven ground, rocks and other obstacles and holes will be present? Taking these questions into consideration will greatly impact your decision-making when looking to upgrade your truck’s differential system(s). 

If you answered ‘yes’ to the first question above—congratulations! If you plan on sticking to mostly streets and highways or surfaces that are hard but not technically paved stretches of land, you really don’t have to worry about messing with your truck’s factory-equipped open differential, which is great. We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is. 

We understand the temptation to buy new parts is hard to fight off sometimes, but consider this a win and save yourself some time and money, and enjoy your truck as-is…

For those who answered ‘yes’ to the second and/or third questions with the anticipation of driving through surfaces impacted by inclement weather that also feature more severe terrain, then you might want to consider shopping around for limited-slip or locking differentials. There are plenty out there to choose from, and it is best to still keep your personal driving scenario in mind when wading through these waters. 

Now, also keep in mind that whichever type of traction-adding components you choose will have a direct effect on different types of driving, wherein lies the importance of staying true to what you will actually be using your truck for. Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely. 

Bragging about having the latest, greatest, most expensive performance gadget on the market won’t do you a lick of good if it’s not used correctly, so do pay attention and choose wisely…

Most light off-road duty adventures will be greatly improved with a rear limited slip differential, or better yet both a rear and front limited slip. These are the most widely used and common types of diffs since they cover such a wide application spectrum. What the limited slip does is shift a percentage of the torque to the wheel that has the most traction while limiting the slip on the wheel experiencing the least amount of traction (the one that is stuck in the air or free spinning on a patch of black ice). Torque is not always balanced between the wheels here, which will allow your truck to power through less than ideal surface situations with less of a chance of getting stuck. Icy, wet or uneven ground will pose less of a threat with the limited slip differential, so if you plan on encountering any of these foes on a regular basis, this traction-adding upgrade will definitely be money well spent. 

A locking differential will take your rig further than any limited slip setup can—no question. Now, do you absolutely, positively need to install a locker? Well, that all depends on if you want the power of a true 4×4, which means that all four wheels are getting power to the ground. Anything less than that might very well leave you stranded when attempting to take on some serious mud pits or extremely rough country. If you still plan on driving your truck on regular surface streets when you’re done on the trail, you’ll want to look into selectable lockers specifically. This will allow your truck to fire on all 4 wheels while off-roading, while still having the ability to flip back to an open or standard (stock) diff configuration with the flip of a switch. You’ll be able to beat the piss out of it off road, and still actually be able to drive it comfortably on surface streets just like normal. 

Within the realms of limited slip and locking differentials are other options to consider, naturally. There isn’t one system out there that can meet the demand of every driver of every truck for all conditions, so don’t get your hopes up. If you know and understand exactly what you’re asking of your truck, however, then you should already have a better idea of what side of the traction fence you’ll need to invest time and money into. The rest is merely addressing the details of personal preferences in order to fine-tune your driving experience. 

Layin’ Frame

Some Basics On Slamming Your Ride

So you want to go low, huh? Ok, well there’s “just a few inches” low and then there’s “pavement pounding” low. Both are cool and have their place on certain vehicles, and while a modest drop in suspension does go a long way in terms of appearance, nothing compares to laying your car or truck out on the ground. Granted, there is quite a lot more to take into consideration if you’re interested in the latter option, but if you’re serious about taking your daily or show vehicle to the next level, it can be done, no matter what you’re driving. 

Asses the Situation

All vehicles are different, which means that the modification process to get said vehicle on the ground varies as well, as does the list of parts needed. Clearance plays a big role, especially with modern cars. With only so much available space at the front and rear, you may just have to get creative and pay close attention to tire selection as well as important wheel specs (width, offset, etc.). Every half of an inch counts, so do be sure to examine just which parts and pieces will need to be trimmed, relocated or cut out altogether in order to clear a path for adequate suspension travel. Classic cars in general have lots more room to work with at both ends, so take that in mind when deciding how to move forward with your project. 

Trucks, on the other hand have much more clearance space to play with at the rear. With only a bed floor standing in the way of axle and chassis clearance, there are just so many more options. Chopping up the bed is a necessity when ‘bagging a truck, with the easiest solution being to either cut out a portion of the floor that’s in the way, essentially. From there, you’ll have to decide to leave the area exposed, build a covered “bridge” or raise the entire floor up to keep a “stock” appearance. There are lots of ways to get the rear down on the ground with a truck, which makes this particular scenario mighty interesting. 

Equipment

If you’ve never ‘bagged any of your vehicles before, there are a few key components you’ll have to familiarize yourself with while prepping your ride for lower lows. Assuming that you will be ‘bagging your car or truck since hydraulic setups aren’t all too common these days (but they are out there), the air system is only as complicated as you make it. Air management systems have come a long way since the days of having to individually piece every single component out when building an entire air setup. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive). You’re going to find out quick that quality air management systems are worth every buck, as many of them have all the system’s ECU, valve manifold, and pressure and height control (in some premium packages) all built right into a small and convenient, easy-to-mount unit. From there, you’ll need to select an air compressor (or two) to keep the system supplied with enough air at all times. Figuring out air line plumbing can be a tedious process, but one that can still allow for creativity. Once everything is wired up and checked for problems, accessing this orchestration of components is made simple though a programmable controller, or if equipped, an app installed on your phone. 

The airbag itself is an essential component of the system, but it is not the most important (or even the most expensive)…

While that does sound like quite a bit to worry about, it is—to an extent. There used to be much more involved, but there are lots of plug-n-play type units that helps simplify installation. 

Alterations

Cutting and altering the chassis and other factory components (depending on the vehicle) is essential when it comes to “laying frame”. While it’s a big step to take, it’s important to not take these steps lightly, and ensure that an experienced person take the lead, even when it comes to simple rear frame notches. Using a plasma cutter, cut wheel and drill all require some know-how to deliver the best results (which includes your safety). Always remember the golden rule when working with these tools—measure twice and cut only once!

Half and Full Frame Packages

A lot of classic muscle car and truck projects have the luxury of a wide selection of well-crafted front, back and full chassis systems on the aftermarket. These take a lot of guesswork out of building the best air ride setup possible. Since the existing frame on vehicles of a certain age can be “iffy” at best, selecting these options could really come in clutch. These types of setups do offer far more than the ability to go up and down, as optimum ride quality is the ultimate objective with these, which will only make your project better in the long run. These kits do run on the high side when it comes to suspension components, but they are definitely worth the dough. 

‘Bagging your ride is a big step, that’s for sure, but once it’s done and all the kinks are worked out, it really is worth the effort. Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button. Even at rest, there’s nothing quite as cool as a vehicle resting on the ground with the wheels and tires tucked far into the fenders. Your ride will definitely catch all the attention in the parking lots at work, at the grocery store, as well as at any car show you take it to. 

Nothing gets more attention on the road than a car or truck that can change the height of their ride with a simple push of a button…

Don’t fall into the trap of investing only the minimal amounts of money and time when slamming your vehicle. You definitely get what you pay for as far as parts and components go, and there is no such thing as “cheap” quality labor (unless you’re doing the work or have a friend or relative willing to help out).

Don’t Call It a Comeback:
The Resurgence of the Compact Truck

By “compact” truck, we really are discussing the modern, smaller-than-full-size pickup that is commonly referred to as a “midsize” model. Long gone are the days of the true mini-truck, so if you’re thinking those are making another appearance at new dealer lots, keep dreaming. The classic S-10, Ranger, Tacoma, Hardbody trucks are machines of a past generation. They had a great run, and are great projects if you can get your hands on a good specimen, which are still readily available. “Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick, but there are some bright sides to that reality. 

“Mini” sized price tags are also a thing of the past, as today’s compact/midsize truck models can enter full-size budget territory pretty darn quick…

The Chevy Colorado is still going strong, and it is larger than ever. In 2019 Ford rereleased the Ranger back onto the market, which is great to see, but it too, is much larger than its last generation that phased out in 2012. Oh, and the Tacoma? It most certainly leads the midsize pickup scene, as it remains one of the most popular on the market. There are other established players in this category that boast devout followings and comparable specs, roomy cabs and available bed lengths that justify their respective MSRP figures, and there are new models trying their best to compete for a place in this very interesting segment. 

So what makes the midsize truck marketplace so exciting, anyway? Well, automakers really are looking to deliver the most bang for your buck in this category. Even though we can all complain that the cost of modern midsize truck are catching up with full-size pickups, these slightly smaller models will come in cheaper than their larger counterparts at the end of the day—there’s no doubt about that. A little sacrifice of space is par for this course with these models, however, these trucks can be jam-packed with features, which make maximizing their function and catering them to meet your exact needs becomes the fun part. 

…automakers really are looking to deliver the most bang for your buck in this category…

Right off the bat, midsize trucks are easier to maneuver than the big ones given their natural nimble size. Just because they’re a tad bit smaller though, don’t move too fast and assume these compact haulers can’t pack a punch to contend with the true heavyweights, because they absolutely do. If you need them to haul stuff around or tow heavy loads, they’ve got you covered. Looking to hit the trails and head off-road? You can do that with these trucks, no question. If you need a commuter vehicle, but want the true utility that only a pickup truck can offer, there are engine configurations with these midsize wonders that are ultra efficient and sip lightly at the pump. There really is a compact truck for every driver out there. 

Since muscle is an obvious concern when truck shopping, let’s take a look at some of the beefier compacts in the field. The Nissan Frontier, which is a familiar face in the compact genre, received a standard option motor upgrade last year, in the form of a healthy 3.8L V6 with a respectable 310HP output along with 281 lb-ft of torque. This engine will most definitely make its presence known while hauling, towing and ripping around off the beaten path. The Ford Ranger also puts up some impressive numbers from its 2.3L turbo 4-banger—270HP and 310 lb-ft of torque. It has proven to also tow and haul great, which is definitely something to consider when comparing to a full-size brute to get the same job done. 

Suspension wise, the Colorado/Canyon with its off-road-ready ZR2 package, is an upgrade that brings the price of admission up a bit, but don’t feel too guilty about over spending on your dirt hobby here, as the the ZR2 equipment also earns rave reviews on paved roads as well. The two-inch suspension lift utilizing quality components and the 3.5-inch wider track is an investment rather than an added expenditure, as the premium suspension package will serve its owner well during work and play. Same goes for the Tacoma with its TRD package, or better yet, its TRD Pro tier option. The latter selection comes correct with an upgraded skidplate under the engine, Fox internal bypass shocks, an electronic locking differential, an inclinometer with pitch and roll displays, 16-inch wheels with beefy A/T tires, improved off-road driving modes—and the list just keeps on going from there. 

While most buyers are interested in midsize trucks that do big truck things, there is another crowd that is interested in overall value and efficiency. These are mostly the folks who don’t intend to work their truck too hard, or play too rough with it either, but still want to have the utility of a truck on hand without it costing too much to operate. For these guys and gals, Ford has released an ultra affordable wildcard onto the market that may get mixed reviews from the truck audience. The Maverick is less expensive than the Ranger right off the lot as MSRP starts under $20K. The standard hybrid powertrain and impressive MPG will only continue to keep more money in wallets. Before this truck is prematurely written off for its lack of power, just know that Ford’s new budget-minded midsize truck is also available with a 2.0 turbo I-4 that boasts 250HP and 277 lb-ft of torque—definitely no slouch.

The variation of standard and optional equipment in the realm of midsize pickups is more than enough to assist in piecing together the right truck at a lower price of a comparably equipped full-size. This is what has made this segment of vehicles such a hot commodity among today’s truck buyers. While there may not be too many outright steals to be had at the dealership, there is plenty of room to better budget your money to get the exact truck that you need/want. Bigger isn’t always better, and the ever-growing fleet of midsize wonders are looking to drive that point home with everything in their power. 

Build an Off–Road Truck With a $10K Budget

Get the Parts You Want and Need

$10,000 is just the right sum of money that can be stretched a very long way when spent correctly. Think about it—if you’re in the market for a new truck, that $10k can quickly evaporate on dealer upgrade packages that aren’t really worth that much money when it comes down to it. It may buy a good amount of factory ‘premium’ add-ons and accessories, but they might not even be the key items you’d need to work towards building the legit off-road truck you want. Instead, you can take that cash and strategically spend it on quality goods from reputable aftermarket manufacturers who specialize in products that you actually want and need. 

Even if you’re looking to outfit an older truck that you may have had around for a while or have finished making payments on, that same $10,000 will come in clutch with turning things around for the better. It’s cheaper than going out and buying another brand new truck, that’s for sure. So why not invest some money into an older pickup and starting having some off-road fun with it? 

…$10k can quickly evaporate on dealer upgrade packages that aren’t really worth that much money when it comes down to it…

Rolling Attire

Tires

There are a few key categories of parts you’re going to have to start shopping around in if you plan to make a go of transforming your truck into an off-road worthy rig. Right out the gate, you’ll want to address your truck’s tire situation. You’ll want to still steer clear of dealer-upgraded rubber here, as whatever tire they’ll try to sell you will still be geared toward on-road above off-road performance every time. Instead, take a look at tires that are designed to take on dirt, mud, sand, and rocks—all the types of terrain that you’ll be looking to combat while out in the great wide open. Specially designed tread patterns and beefier sidewalls will most definitely be your friends here, and will totally be worth the money you’ll invest in them. 

Wheels

While you can put bigger, better tires on just about any wheel, it’s probably wise to spend some money on a set that is designed to better handle off-road situations. Bead lock equipped wheels will prove to be invaluable when you’re out on the trail as they provide clamping power to maintain the tire seal instead of relying on inflation pressure alone to keep them held onto regular wheels. This is quite an advantage since lower tire pressure is often used to improve traction on rough terrain. Plan on spending a few thousand of your budget on new wheels and tires. Of course, you could spend a lot more on them but that’s all based on your own personal preference and taste. 

Ride Height

Suspension

You can get away with spending minimal money on an entry-level leveling kit here and still be able to fit larger wheels and tires all around, and get the look of an off-road truck. While that may make your rig look the part (kind of), you could (and should) go a step further and look into more complete lift kits that will get both ends of the truck up a few inches higher, thus giving your truck the added ground clearance that is imperative in true off-road situations. While you don’t have to get your truck crazy jacked in the sky or anything, even a 4-inch lift will do. 

Shocks

Whichever way you end up lifting your truck, don’t forget to upgrade the factory shocks with a set designed to take on and handle increased dampening abilities. Even if you think you might need remote-reservoir shocks, invest in them. They can take much more abuse, and a lot of them can be manually adjusted to better fit the specifics of your particular truck. Of course, they cost more than simple upgraded OEM replacements, but are well worth the money. 

Underbody/Rocker Protection

With a truck sitting at a higher than stock altitude, its underbelly becomes more susceptible to damage from debris and other obstacles while bombing the trails. To keep vital parts and systems protected from an unforeseen accident, there are plenty of panels and skid plates available that bolt on and offer peace of mind while you’re out having fun. These aren’t a requirement, however, but a strong recommendation when it comes to defending your rig against the elements. 

Accessories Make the Truck

Lighting

Even if you don’t plan on being out in the middle of nowhere past sundown, upgrading your truck’s headlights to brighter HID/LED output wouldn’t be a bad idea. Heck, while you’re at it, it couldn’t hurt to wire up some bright auxiliary lighting sources as well. LED light bars, spotlights, or any other type of bolt-on light housing will end up getting a lot of use even if you don’t intend to use them often. You’d be surprised at just what kind of pitfall you could avoid with sufficient nighttime illumination in pitch-black visibility.  

Winch

You really don’t ever need a winch until you absolutely need one. Whether it’s your truck that gets stuck, or a buddy’s rig that needs to be pulled out of a sticky situation, you’ll be glad to have a dependable get-out-of-jail pass at your disposal.

Brakes

A proper off-road truck definitely deserves an upgrade or two in the braking category. Larger, heavier wheels and tires can rob your truck’s factory braking system of precious stopping power. Aftermarket rotors and calipers are an easy solution, and if your truck is still equipped with rear drum brakes, converting them to discs will dramatically improve braking abilities.

Performance

HP & Torque

There are a lot of combinations to choose from in this department ranging from simple air intake systems, custom exhaust, digital programmers, and a ton of other products designed to make more power. Pricing and level of skill required for at-home installation vary, so choose wisely and know when it’s best to fork over the extra cash for a pro to handle the install. 

Locking/Limited Slip Differential

You may not think this upgrade is necessary until you experience the struggle to make enough traction firsthand. Installing a locking or limited slip diff will allow for your truck to spin both wheels on an axle, which really comes in handy while keeping or regaining precious momentum on tricky types of terrain. The boost in confidence of where your truck can go after installation will astonish you. 

The Great American Pickup Trucks

Examining Chevy C/K & Ford F-Series Platforms

While this is not meant to be yet another Chevy versus Ford truck debate, it is more of an examination of some of the differences, the similarities, and what made both so popular among their individual fan bases. Now, the battle between Bow Tie and Blue Oval groups will never die—surely you’ve experienced some degree of it over the years. When it comes down to the core of the situation, it really is a brand preference thing—Coke VS. Pepsi, Duracell VS. Energizer, Burger King VS. McDonalds, you get the idea. While the decision of what vehicle to purchase far outweighs what to eat or drink for lunch, there is something to be said for the slight modifications between competing brands and what they bring to the table. 

Both C/K and F-Series pickups were the flagship vehicles in the work truck segment for both Chevrolet and Ford respectively. Both brands held the top shares of sales back when C10 and F-100 model trucks were brand new, and they have since laid the foundation for modern Silverado and F-150 models to still rule supreme in today’s marketplace. 

Both C/K and F-Series pickups were the flagship vehicles in the work truck segment for both Chevrolet and Ford respectively…

Ford’s first generation F-series pickup went by the F-1 name, which was introduced in 1948 and lasted until ‘52, when the F-100 title was put into place just one year later. For 31 years, Ford’s F-100 pickup helped hard working Americans earn their livings behind the wheel of a truck that was one of the top selling models in the country. For diehard Ford enthusiasts, the F-100 was the only game in town when the time came for purchasing a pickup, while neutral consumers who bought one did so based on its own merit. While the F-100 had a pretty good run for itself, it did help pave the way for Ford’s F-150, which hit the streets in ’75. In its first 9 years (while the F-100 was also still for sale on the market) the F-150 quickly rose to even higher popularity, which led to the F100’s graceful exit in ’84. 

While Ford did have a jump on the pickup market in the early 50’s with their updated F-Series truck, it wasn’t until 1960 when General Motors rolled out what was arguably the most popular American pickup during its run. When the C/K platform began rolling out at dealerships throughout the country, the buzz behind GM’s sleeker looking, smoother riding pickup truck was growing at an impressive rate. The C-10 era C/K rode out 27 years, and finally gave way to a new generation, the OBS (old body style or original body style), which ran a 10-year span until the Silverado was released in ’99, and we all know how well that changeup went over. 

While there were other pickup trucks available to consumers during the CK/F-Series heyday (we see you Dodge fans), it was these two that sat alone with a commanding market share. At first glance though, both the Chevy and Ford trucks in the 60’s and into the 70’s didn’t really stand out that much from each other. Sure, you could easily tell one apart from the other, but there were no glaring differences like what a Jeep Gladiator would look like in direct comparison. Both Chevy and Ford models offered two similar bed styles, the Fleetside and Stepside (or Styleside and Flareside as Ford dubbed their versions) but those didn’t really make much of a difference from one make to the other. Small exterior changes like headlight shapes and grille styling (and constant restyling) help greatly in determining one year from another. It’s really all on how you look at these two trucks during these times and which particular style speaks to you more. Either way, they were both uniquely qualified to share the spotlight as America’s best looking working class sweethearts. 

C/K and F-Series pickups were looked at as being very modernized, forward-designed versions of what many thought of trucks at that point, which was simply clunky and overly utilitarian. To help change this rationale, both Ford and Chevy designed their chassis to improve overall ride quality with and without full payloads. The F-100’s 2WD model was given a twin I-beam front suspension with coil springs while the C10 featured an independent front suspension while utilizing torsion bars, which were soon ditched for coils as well. Chevy soon added independent coil trailing arms to their C-10 platform, giving it improved feel, especially while carrying a full load. Both companies were always looking for new ways to give their fans new solutions when development permitted. It was these early upgrades that eventually led to the technological wonders we have in place today in the form of highly evolved suspension systems in pickup trucks. 

In the age of restoration and customization, the C10 and F-100 platforms are nearly sitting on even ground, although the slight advantage might lean a bit in Chevy’s favor. The aftermarket support for both trucks is huge, making it easy and less stressful to order the parts needed for a full suspension rebuild, body and interior renovation, as well as rebuilding or replacing the factory engine. The simple fact is that classic Chevy and Ford trucks are still as popular now as they were back when they were new. Newly developed products have allowed builders to not only build them to ride and handle better than ever, but they can now be so finely tuned to meet individual needs down to the smallest of details.

The simple fact is that classic Chevy and Ford trucks are still as popular now as they were back when they were new…

There is no runaway winner of the timeless debate between Chevy and Ford trucks, and there really doesn’t have to be. Devout fans and customizers, no matter which brand truck they choose to build, are the true champions because of their unwavering dedication to preserving the machine of their preference. Whatever the make, model or year of the truck, there are parts to make it not only whole again, but better than any member of the Ford and GM engineering teams could’ve ever dreamed possible for these old, yet highly desirable work horses. 

Mid Travel vs. Long Travel Off-Road Suspension

Which Is Right For You?

Every truck and its owner are different. While that may sound like stating the obvious, it is very much true, and determines the relationship of how someone drives their pickup. Most folks are more than fine with leaving their truck bone stock, and hardly ever venture far from paved roads. Modern trucks are easy to drive, and are often treated as a regular car—with a handy bed that comes in clutch during those sporadic trips to Home Depot. While this picture comes off as being dramatically domesticated, it’s really not that far off from how it really is, except for the truck owners that have a sharp taste for far more action and adventure. 

Now, the type of action we have in mind here is off-road adventure, and what exactly that means to each individual truck owner. While a good percentage of them tend to lean toward the mild side of things (which isn’t a bad thing at all) there are a slimmer number of truck fiends that crave the most capable, unstoppable setup imaginable. Of course, we’re talking about the timeless debate between mid- and long travel truck suspension systems, and what it really means to build and drive them. 

The Deciding Factor(s)

Which is the right one for you? Well, only you can really answer that question. There’s a lot to take into consideration—some are the obvious cost and labor issues, and others may be less glaring and require careful attention. You’ll have to seriously address the pros and cons of how mid- and long travel suspension systems stand to benefit your particular situation and how they could possibly negatively affect you world as well. 

Materials

While there is no real “negative” surrounding either of these suspension upgrades as they are both far superior than factory specs if you plan on doing any type of off-roading—even in the slightest. Mid-travel setups are far more accessible than their long-travel counterparts, as most basic front kits consist of at least an aftermarket uni-ball upper control arm, a quality coilover with reservoir, an upgraded leaf spring pack, axle flip kit, and a reservoir-equipped shock. All are fairly straightforward to install, and all of these components bolt right into place. 

Mid-travel setups are far more accessible than their long-travel counterparts…

On the other end, long travel setups are far more involved as you’re looking at aftermarket upper AND lower uni-ball control arms, an extended axle shaft, tie rod extension, coilovers with reservoir, and strategic weld-in reinforcements in the way of braces/gussets for optimum strength. You’ll see a beefier leaf spring pack here at the rear, which will be placed underneath the axle. This means that bolting on shocks in their factory mounting points will not be possible. You’ll have to get creative here to make it work, whether that means relocating the mounts somewhere else of going right through the bed utilizing a bed cage. Don’t expect things to be as easy as with mid travel setups here, it’s far more work, but there is a larger payout here once the dust settles. 

Cost

Long travel suspensions cost much more to build, obviously, but in more ways than you might think. Aside from the suspension components themselves, you’ll also have to take factory fender panels out of the equation, and think about wider, fiberglass options instead since the width of the front suspension is extended and the rear travel is extended so much over stock. On the bright side, you’ll be able to run comfortably with 35” tires without having to endlessly cut and trim until there’s nothing left of those original fenders anyway. 

Type of Driving

Think of mid travel suspension good for casual trail cruising, some moderate rock climbing, and increased general access to rougher conditions that wouldn’t otherwise be comfortable in a stock truck. You’ll have a lot more options open to you as far as terrain you’ll be able to take on, but take those options and multiply them—that is the true capability of long travel. But is long travel feasible for daily driving duties? Sure, why not? It’s really a personal preference with the additional width up front and all, but it’s just like anything else, you’ll adapt. 

Bottom Line Pros and Cons

Let’s start with mid travel first. You’ll be able to install the suspension components comfortably at home without any specialty skills or tools. The parts involved are fewer and relatively inexpensive, and you’ll still be able to upgrade tire size—think 33s without having to cut/trim fender wells too extensively. While you’ll be able to comfortable drive your truck daily and still have more confidence off-road, you will still be limited to more extreme conditions that only a long travel will be able to handle.

Long travel suspension parts do add up fast and installation isn’t always for the everyday DIY builder at times. You’ll most likely have to do some welding, so if you don’t have this skillset under your belt, you may have to outsource or wrangle a buddy who can help out. Save part of your budget for replacement fender panels, and prepare to lose valuable bed space for that bed cage and probably a spot to throw your spare. Don’t let all those factors stop you from seeing the job through—once everything is done, the off-road landscape will be your oyster. 

…once everything is done, the off-road landscape will be your oyster…

In the end, you’ll have to make the decision of just which scenario is right for you. Are you down for the higher cost and more in-depth installation of the long travel? Is it really worth the extra money and extra headaches? Are you fine with still being able to having more paths opened to you while still being limited to only where long travel-equipped trucks can travel? Weight it all out, sleep on it, talk it over with your better half, and then start building the truck that is right for your own personal situation. 

Restore or Restomod?

What To Do With Your Classic Chevy C-10 Truck

Ultimately, the decision of what you decide to do with your truck is up to you—it should be, anyway. Don’t get caught up in the hype of what your pals are doing or what you constantly see in magazines or on social media. At the end of the day, the truck parked in your garage should best represent what you want to see out of it, not just what current trends say it should be. 

With that said, you’re going to have a lot of different avenues when it comes to prepping your truck to get back on the road. Now, some guys might only be concerned about whipping the engine back into shape and driving it as-is, with the original paint/patina and replacing parts with only factory OEM product when available. If OG parts can’t be sourced, using pieces that are designed to resemble original equipment is the only way to go for some Chevy purists. 

Going this route leans into the restoration realm of doing things, and there isn’t anything wrong with it at all. It’s pretty cool seeing an old truck maintain its heritage, and look like a time capsule piece of how it would’ve looked back in the day when it was the new truck on the block. There’s a much stricter guideline to follow going this route, as say going full-on custom, but there’s a place for every type of build out there. It’s just as impressive hearing about where a guy had to go to score rare original parts than it is seeing parts designed to fit but look completely different than stock. This is what truly makes both sides of the spectrum so interesting to see.

With a restomod project, builders celebrate their truck’s age and history while modernizing it to function and feel like a vehicle that better fits today’s standards. Updated creature comforts like stereo systems, aftermarket bolt-on products, non-OEM paint selections—now, these are on the modest side of things. Just wait until you get the urge to do some heavy custom bodywork, air ride suspension, and drop-in an LS performance engines. Stuff like this blows the covers off more straightforward restoration books, because there really aren’t any rules here. Every modification is geared toward personal style and demand. It’s all about picking up where the factory left off decades ago and building a truck that is more unique and personal. 

Sure, current trends keep a majority of restomod C10 trucks looking somewhat uniform, as low suspension stance (air ride or static) and large-diameter wheels have seemingly become a standard for street-styled trucks, but even so, there is still a lot of room to be unique and stand out from the crowd. These trucks are perfect candidates to outfit for street track driving with more responsive coilover chassis setups. There’s even room to go completely against the grain with a restomod, as there are a big number of C10 and C20 trucks that rock lifted suspensions complete with proper off-road wheels and tires to match. 

As with all types of classic or collectible vehicles, there is the question of value when the time ever comes to resell. There are still bone stock C10 “barn find” trucks out there for sale that haven’t seen the road in years, let alone any type of upkeep or customization. These tend to get a lot of attention because most builders would prefer to start with an untouched gem, without having to redo potential shoddy work done by a previous tinkerer. When pitted against each other, it’s fairly common to see a well-done restomod truck selling for more than a clean restored C10. The more of the high profile builds that are featured in all the magazines as well as a SEMA appearance, make it to the auction block and sell for impressive amounts. Now, it might be fractions of what was actually spent in parts and tons of billable hours of fabrication work, but full custom trucks are in demand, especially for someone looking for a completed truck who doesn’t want to start one from the ground up. 

Are restored trucks still valuable? Well, yeah, of course. If there’s a guy out there looking for the exact same truck like his dad or grandpa had when he was a kid, you’d better believe he’s going to lay down some good money to buy something that takes him back to his childhood. Nostalgia sells, especially when it comes to vintage vehicles. Guys looking for the no-frills route, or plan to customize on their own, might also look to this market for the right truck to purchase. 

Nothing is more valuable, however, than having something that has been carefully crafted to suit your specific taste. Now, that could come in the form of a beautifully restored or totally customized pickup—only you can determine that value for yourself. Either way, you’ll have to invest time and money into whatever route you choose to take. And if you don’t even plan to flip the truck, then resale value goes completely out the window. 

Most everyone has one similar goal when building any type of classic truck, and that is for it to be their own, and to reflect their own wants/needs and personality. Think about it—just how many C10s do you see on a daily basis? Not too many, right? Now, think how many completely restored or customized C10s you see. Unless there’s a car show in town, or you just happen to catch that one guy in the neighborhood who has one, chances are you just aren’t going to see them as often as you’d think. Given that fact, your truck is going to be unique no matter what you end up doing with it, and you’re still going to have a blast putting it together—and that’s what really matters once the dust settles. 

A Closer Look at the 2021 Ford Bronco

Does the New Model live Up to the Hype?

There’s a lot to be said about the re-release of vehicle models that go on years-long hiatuses. Some will love, like, or downright hate a factory’s new rendition of an old classic. We’ve seen old muscle car nameplates flex once again in recent years, and while the resurrection of the Chevy Blazer did receive some positive attention at the jump, it really doesn’t seem to be making a lasting impression amongst truck and SUV fans as the 2021 Ford Bronco promises to deliver. 

While we could go on a bit longer about why the Blazer didn’t live up to its expectation, we aren’t really here to touch on that. What we are here to do, however, is to examine just how new Ford Bronco stands to live up to the absolute legend that is its past self. While this task seems easy enough to do, it somehow feels a lot like dissecting a modern classic movie remake. Casual or impartial fans will see the new Bronco for what it is without being overly critical than decades-deep Bronco fanatics who will hold Ford directly responsible for not building their favorite truck “like they used to”. 

While this seems like dangerous grounds to be standing on, the Bronco does have a lot going for it, which makes it highly capable of scoring valuable points from across the many categories of admirers across the market. 

Let’s first start by taking the diehard first gen Bronco into consideration. Ford has modeled the 2021 Bronco to look and feel closer to the all-American, more compact Bronco of the 60’s rather than the later, larger OJ era Bronco of the 90’s. Nostalgia sells for a premium these days, and if there’s a specific version of the SUV to base the reboot after, it’s just gotta be this mid century classic. 

Size wise, the new age Bronco is officially on record as a midsize SUV, which is smack dab in the middle of first gen’s compact classification, and the fifth (and last) gen’s fullsize ranking. Now, it is also important to note that all Broncos previous to the 2021 model were offered in 2-door configuration. The new model is being released as a 2-door, as a nod to its heritage, but it is also being made available in a 4-door option now as well to keep up with modern SUV style and convenience. The 4-door will obviously out measure the 5^th gen 2-door, making it large enough to comfortably fit extra passengers or cargo. 

Aside from size, the new Bronco does have quite a bit in common with its predecessor in the looks department as well. A lot of key elements uphold the spirit of the 1^st gen style pioneer. The use of round headlights, a familiar grille design and an option of a soft top or removable hardtop (depending on door configuration) does call back to a time gone by. Maybe the Bronco would have naturally progressed into this updated take of its inaugural design if it had remained in regular production—it’s tough to say. On the other hand, the remodel may have required a necessary hiatus period for the classic adventure orientated SUV to truly be missed and the calls for nostalgic value to be heard and answered. 

Ford will not only introduce one new 2021 Bronco, but multiple Broncos (7 to be exact). From the base model, all the way up to the top of the line ‘First Edition’ edition, which is trimmed and optioned out with the best upgrade packages from the variations ‘below’ it. The wide variety of premium add-ons that will be available will truly separate the Bronco of old with this year’s model. Lots of technology is available from remote start with the entry level model to a 12-inch LCD touchscreen and B&O sound system available starting in the mid-tier Outer Banks trim package. It’s a little unfair to compare the interiors of the new and old Bronco, as the previous truck was a true utility vehicle of its time. The standard then was minimal to say the least, and today’s Bronco definitely brings the SUV up to meet modern conveniences and luxury comforts we have grown accustomed to. 

The 2021 Bronco isn’t just a handsome, renovated shell with some convenient bells and whistles attached, as the base model is equipped with a 2.3L turbocharged 4-banger that boasts 270HP with 310 lb-ft of torque—not too shabby to start. There’s also an optional 2.7L turbo V-6 that’s also available for additional romp. Transmission offerings include a seven-speed manual with a crawler gear standard on the 2.3L, as well as a 10-speed auto that is standard issue on the 2.7L and optional equipment on the smaller engine. These modern power plants most definitely blow the largest of original engine models, the 205HP 4.9L V-8 small block, right off the trail. 

Suspension and smart driving modes also set the new Bronco apart from the old version. To start, the full-boxed steel frame and the IFS system already give the 2021 Bronco a leg up, but then it starts racking up more technical features higher up in the trim level chain. The Go Over Any Terrain (GOAT) package features eight unique driving modes including Normal, Eco, Sport, Slippery, Sand, Baja, Mud/Ruts, and Rock Crawl—enough to satisfy any type of driver in just about any type of off-road condition. 

The anticipation for the 2021 Ford Bronco has been building steadily, and for good reason. It’s been 55 years since the OG Bronco was released, and in that time it has gained a tremendous reputation and devout following. It’s almost unfair to pit the new model against its previous self, given the obvious advantages available to it, but it’s cool to see what the Bronco has evolved into. This is the SUV its fans have been awaiting. For the “purists” who may not be planning to partake in this next generation of Bronco adventure, there’s still no denying the potential this new generation has to becoming a lasting presence in the modern off-road marketplace. 

What Is a Supercharger?

Which Is the Right One for Your Car or Truck?

Most custom car and truck enthusiasts pay lots of attention to their engines. While keeping them in tip-top running condition is a given, increasing performance is always a more interesting topic of conversation. Now, there are plenty of methods to bumping up horsepower and torque output, from simple bolt-ons to digital reconfigurations (depending on the vehicle), but one of the most popular pieces of equipment to add more power in a hurry is a supercharger. 

While the blanket “supercharged” term does get the point across—that there is major performance enhancement made to an engine, there is more to understanding exactly how that enhancement is made. Some might not care all too much to know the details, but to inquisitive minds, knowing what type of supercharger that is attached to an engine tells a lot about where the extra power is coming from and how. 

What Is a Supercharger? 

Those who are even somewhat familiar with how engines work know that the more oxygen that is introduced to an engine, the better. Building on that basic theory, a supercharger basically creates and injects more (much more) oxygen into an engine, which in turn, increases fuel burning efficiency. This directly increases the amount of power that engine can put out. Now, there are different types of superchargers that vary in the way of accomplishing that exact mission, which we will expand upon soon enough, but for the purposes of building a good foundation of information, let’s first understand this first piece of the equation. 

What A Supercharger Is NOT!

The terms “supercharged” and “turbocharged” may sound like they could be interchangeable. Granted, both are in essence very similar, as they are both air compressors that “charge” an engine with a much-higher-than-normal flow of oxygen into the combustion chamber, but it’s the way they get that job done that presents the difference between them. 

Any type of supercharger is a “parasite” in the sense that is it powered by the very source (the engine) that it is designed to enhance. It’s belt-driven by the crankshaft (or an electric motor in some cases), and while a supercharger does require energy to function, the amount of energy it allows an engine to make far exceeds its cost of operation. A turbocharger, on the other hand, utilizes the velocity of expelled exhaust gasses to create energy that, in turn, directs more air into the engine. Props to the turbo for turning wasted energy into a renewable source of power though, right? 

Three Major Types of Superchargers

While there are other types of superchargers out there, there are three notable variations that you may already be familiar with. While you may not have known the exact difference(s) between these styles, they do provide their each set of pros and cons depending on their application. As previously mentioned, each of these superchargers is dependent on power from the engine to operate, but the fashion in which each operates is a bit different. But of course, each is designed to provide the same end result. 

Roots “Blower” Supercharger

You’ve heard of a blower, right? Well, in case you didn’t know exactly what somebody was referring to when talking about their latest engine tweak, a roots type supercharger is what they mentioned. The path of air in which the blower starts with comes directly from the air intake, through the throttle body, into the supercharger, where two oppositely spinning, lobed rotors are doing their thing. These rotors direct the high capacity oxygen through an intercooler (because this process does produce high levels of heat) and into the engine where the rate of combustion is increased, which in turn makes all the extra power. The roots supercharger is ultra reliable, probably the most inexpensive across the board, and offers good low RPM boost, making it highly appealing. 

Twin Screw Supercharger

The twin screw design is similar to the roots supercharger as far as set up, placement on the engine and overall appearance is concerned. It is inside the supercharger itself where the mechanics make all the difference. Instead of spinning away from each other, as in the roots style, the two rotors (screws) spin towards each other, and because of the design of these rotors, the air is compressed inside this supercharger, and not in the engine itself as with the roots style units. This directly leads to higher thermal efficiency. 

BOTH the roots and twin screw superchargers are positive displacement types, which simply means that torque levels are increased across the RPM board. So, whether you’re cruising around town or have the pedal mashed to the metal, you’ll experience increased performance gains throughout. 

Centrifugal Supercharger 

The design of the centrifugal supercharger is a lot like a turbocharger, as both rely on an impeller to suck in air at an increased rate, then distribute that air through the rest of the engine system. Instead of being powered off exhaust gases like the turbocharger, however, the centrifugal supercharger is still belt-driven by the engine, unless it is an electric style that would be equipped with its own alternator, battery and motor.  

The centrifugal design also differs from the roots and twin screw superchargers being that it is not a positive displacement unit. Since the impeller on a mechanical (non-electric) centrifugal charger only spins as fast as the engine’s RPM output at any given time, there really is only a major increase of torque at the top end RPM range. The electric version offers much better performance at all RPM ranges but there is a considerable amount of extra equipment that also goes along with the installation. 

Also consider the fact that the actual size of centrifugal type superchargers are much more compact than the two others, and don’t have to be mounted vertically on top of the engine like they do either. It can be placed “before” the throttle body, and therefore is much more flexible as far as placement on the engine. 

Superchargers make a big difference under the hood, and luckily there are multiple types to ensure that there is an absolute right one to best meet your vehicle’s individual needs. And if the right supercharger for the job turns out to be a turbocharger, well then, hey go ahead and run with it. 

Hodson Motors’ Forest Service Ford F-250 Restomod

In our last feature installment starring the father and son duo at Hodson Motors, Derrick and Riley Hodson, we explored their amazing beast of a truck—the ’83 Jeep J10 they affectionately refer to as the JRT10. Outfitted with a V-10 Viper engine, SRT10 interior, a full 4-inch lift and all the fixins, along with a unique visual appeal that has become the Hodson’s calling card, the JRT10 is staying put in the permanent Hodson collection. However, the truck is always in high demand when fans are able to take a closer inspection. 

“Dad comes up with these crazy concepts for truck builds, briefs me on his vision, and sends me off to make it happen.”Riley Hodson

With so many impressive completed and in-progress projects to look at, we’ve decided to reserve some space on the Internet to take a well-deserved peek at a truck that means a lot to Derrick. “This 1964 Ford F250 is something particularly cool that my dad wanted to build”, Riley says. Now, for those who aren’t up to speed on how the Hodsons operate their shop, their method is pretty straightforward and very effective. “Dad comes up with these crazy concepts for truck builds, briefs me on his vision, and sends me off to make it happen”, adds Riley. This is the truck that really kick started Derrick’s truck collecting and established Riley’s work flow to make said trucks come to life. 

In the case of this F250, the plan was to dig up something quite rare, which is now par for the Hodson course, and add some special parts to really make it come together, which is also a common ingredient in the family recipe. “This truck here is actually a factory F250 4×4 short bed”, Riley admits. “But what really makes it unique is that it was a custom ordered short bed, as it was a brush fire truck with a water tank in the bed. These kinds of trucks were used at National Parks by the Forest Service.” 

The first step in the project was to first locate one of these trucks out in the wild, which is a process Riley now has down to a science. “The hard part is not really finding these trucks, it’s the actual digging them out of the far off, remote locations they are usually in, and dragging them back home to our shop in Las Vegas that poses the real challenge.” While we aren’t at liberty to discuss where this particular F250 was found, we can share the details about what was done to the truck to make it come out they way it did. 

Even though the truck is a rare bird as-is, the first thing Riley and his crew at Hodson Motors did was cut it up. The rear fenders were stretched three inches wider and 6 inches longer, and F600 medium duty fenders were grafted into place up front, as was a front clip from the same truck. To give the roof another six inches of additional headroom, an F800 tall cap was worked into the equation. 

To further make the truck their own, Riley and his crew built a completely custom bed for the F250, and also installed a unibody big back window to help brighten up the inside of the cab. Now, you may be wondering where the heck these guys are able to source so many killer parts from obscure trucks. Well, let’s just say the guys have been doing some healthy hoarding over the years, and know exactly where to get more.  

When all the metal work was done to the truck, it was sprayed with a green primer and left that way for quite some time. The guys started getting used to that green color, and ended up mixing a custom gunmetal gloss green hue to finish it off while keeping the looks of it somewhat familiar.  

To increase the big look of the truck shell itself and give it that Hodson Motors classic touch, the suspension was lifted a full four inches all around. The original frame and axles were utilized in the overhaul, and the roll cage you see—it’s made from 4-inch pipe, not hollow tube, so it’s super heavy and damn near bulletproof. To capitalize on the taller ride height, a set of 20-inch Method NV wheels were selected, as was a set of 38-inch Milestar Patagonia M/T tires to ensure the truck was as capable to handle rough terrain and not just look the part. 

Powering the F250 is a Lincoln 460 big block with a few add-ons in the way of a Sniper EFI self-tuning fuel injection system, and a C6 transmission. The engine compartment is clean and tidy, and is designed so to keep function a top priority. Also designed with function in mind, is the F250’s interior space, although a ton of form has also been thrown in for good measure. Freshly distressed leather was used on the bench seat, center console, and door panels for an plush vet vintage looking appearance. As with all the builds that Hodson creates, a lineup of usual creature comforts in the way of Dakota Digital gauges, full air conditioning, and power windows were included to modernize the feel of the interior. 

Imagine what the forest rangers back in the 60’s would say about what has become of one of their old work trucks. The Hodsons work their magic time and again in order to dream up and build the type of trucks that are now directly associated with their name. If this Ford gives you any tingles (as it should), check out some of the other Hodson Motors’ creations, and be sure to stay tuned to their social accounts for future projects that will be sure to push the envelope even further. 

Hodson Motors’ Viper-Powered Jeep JRT10

Lifted trucks, classic trucks, rare trucks—if you consider yourself a fan of either or all of these categories, then you’ve surely heard of Hodson Motors out of Las Vegas, NV. Derrick and his son Riley Hodson operate their modest shop in the middle of the desert that houses parts and pieces from some pretty not-often-seen medium duty pickups from the past. Crew cabs that you never even knew existed are there, as well the other key ingredients required to create their insanely cool one-off machines. 

So the way Derrick and Riley operate is pretty simple—Derrick comes up with the grand ideas, and then brainstorms with Riley and lets him loose on figuring out how to make those ideas come to life. The guys have come to rely on a network of tightly knit shops to assist in their builds over the years, and in that time the Hodsons have amassed quite the personal truck collection, including this 1983 Jeep J10 that they affectionately call the JRT10. Derrick started on it seven years ago alongside local Las Vegas off-road fabricator, Cameron Chin, who owns and operates Nefarious Kustoms. Wanting to finally button up the build, they kept running with their vision of a rarely seen Jeep pickup model beefed up and customized to meet their specialized criteria. Also on the docket were a couple of imported tricks to make the J10 truly different from the rest. 

In the end, the time-consuming engine swap was well worth the effort just for the sake of saying that the Jeep now has an SRT-10 mill under the hood…

With an engine swap already in the stars for the Jeep, the guys narrowed the running down to a Viper SRT-10 engine. Yeah, that’s quite the jump, and a little more in-depth than Riley had initially anticipated. “The install was complicated”, he admits. “The firewall had to be chopped, and the radiator actually had to be relocated back to the bed if you can believe that. It just didn’t fit in the engine bay, so we had to run stainless tubing for the water underneath the truck.” In the end, the time-consuming engine swap was well worth the effort just for the sake of saying that the Jeep now has an SRT-10 mill under the hood—and, it lent a hand in creating a pretty catchy nickname for the truck. 

Since the Hodsons have been building cool trucks on a more frequent basis over the past six years or so, they’ve whipped up their own winning recipe that is applied to all of their projects, which always includes a killer suspension setup. The Jeep now sits on a full front and rear 4-link suspension system complete with a caged rear frame and Radflo long travel remote reservoir coilovers, so you just know this thing rides comfortably—even on the rough stuff. 

With the all-around lifted ride height, a healthy set of rubber could be thrown into the mix without any clearance issues. 37-inch Milestar Patagonia M/T tires were selected for their tried and true all-terrain exploration capabilities. While tires of this stature are commonplace in the lifted truck scene, so is the use of stock fenders, unfortunately. Hodson Motors has come to appreciate the importance of keeping proportion in mind when incorporating large tires, and to do that they like to go with larger fenders to keep up. To give the JRT10 correct proportional balance, AutoFab wide body fenders were utilized up front while the bedsides were widened six inches with fresh three-inch wider rear fenders to boot. Now, give the truck another look. All that extra bodywork makes much more sense when understanding the method to their madness. 

With the truck getting closer to paint, the guys started debating what color to have it sprayed. A specific Lamborghini color caught their eye, but it turns out they don’t typically release the actual codes to their paint—go figure. Instead, Matthew Miller of Nefarious Kustoms had to trust his eyeballs to match up an opal blue metallic pearl color that came pretty damn close to the Lambo shade. He then sealed it up with an eggshell matte clear coat, and blacked out all the exterior trim for good measure. The original front end was swapped out with a Gladiator Rhino grille conversion, and new LED lighting was wired up for updated looks and increased nighttime visibility. 

Other items that were scavenged from the SRT-10 donor were the black suede power bucket seats and dash cluster, which look right at home inside the Jeep. “All of our builds also feature what I usually refer to as creature comforts”, Riley adds. “These are just the common modern amenities such as power locks and windows, and air conditioning—all those little things that we enjoy in our daily drivers should be included in custom classic builds as well.” With the added Bluetooth stereo system, push button start, leather-wrapped steering wheel and dash, and a whole lot more, the cab space feels much more plush than one might expect from the Jeep at first glance. 

While the JRT-10 is a permanent part of the Hodson Motors collection, it does serve as a representation of what type of truck Derrick and Riley enjoy building and driving. If their custom trucks are good enough to make them happy, it’s a safe bet the ones they create for their customers will be finished off even better. If you’re looking to check out some crazy off-road rigs that perform just as good as they look, Hodson will surely scratch the itch of the uncommon utility truck fanatic.

The Cleanest ’75 Ford Bronco On Dirt

Jeff Godbold admits that his time owning this ’75 Ford Bronco surely hasn’t been the most exciting era the truck has ever seen. Actually, since its lengthy, in-depth rebuild, the Bronco really hasn’t been worked all too hard, but that’s mainly due in part because of how clean it has come to be. Jeff purchased the Bronco from the guy who invested the time to completely blow it apart and piece back together again with parts and products that would ultimately allow it to perform and look better than it has in its 47 years in existence. And who’d want to go and get those kind of results muddy? 

“I purchased the Ford Bronco completely done in 2012”, Jeff says. “The guy I bought it from was an older retired police officer, who spent several years doing most of the work himself. With the exception of waiting a couple years for the bodywork and paint to be completed, he did his part in pretty good time.” 

Time, in fact, was something that the previous owner put a large emphasis on. When he sold the Bronco to Jeff, he also included a rather extensive parts and cost list, as well as a well-organized log of billable hours that accounted for everything from the 13-hour engine and transmission rebuild job on 1/20/2009 right down to the 2-hour wash and vacuum back on 10/10/2005. Every other imaginable modification in between is also accounted for, as you could imagine, which is awesome to see actually. This very detailed record keeping has given Jeff a level of insight most folks don’t get when buying someone else’s project vehicle. 

High on the list of completed chores was the rebuild of the 347ci stroker engine that has all the bells and whistles any gearhead would flip over, and to capitalize on all the extra performance gains, Jeff added an overdrive transmission after he took ownership of the Ford Bronco to make it more freeway-friendly. Also on the logbook is a 2-inch body lift with all new mounts and bolts, as well as new American Racing wheels, center caps, lug nuts and locks and finished off properly with 33-inch Milestar Patagonia M/T tires. 

This ’75 is basically a brand new rig, and has been built to easily conquer rugged terrain, although it has only been assigned light duty work since its completion. Don’t go pointing fingers at Jeff for this, as the previous owner also kept the Bronco in the garage most of the time since he thought it turned out too nice to have to power wash every weekend. 

It’s just one of those rare gems that is a direct product of someone’s grand vision, and in this case fueled by a period of his absolute mania.

“We’ve towed the Bronco with our motorhome and driven it around some during our outings, but nothing too crazy”, Jeff admits. “I’ve also taken it to a car show, even though that’s not really my thing, but the response to it was nothing short of amazing”, he adds. Even though the Bronco has been equipped to handle the trails, the quality of its reworking has placed it in the show vehicle category, which wasn’t the original intent. Either way, there’s something to be said about owning a classic off-road truck of this caliber. It’s just one of those rare gems that is a direct product of someone’s grand vision, and in this case fueled by a period of his absolute mania. 

At the end of the all-encompassing parts and labor list is a grand totaling of just about $63k, which sounds about right. There may have been some other costs that slipped by the last owner, but he didn’t seem like the type to leave anything out. Jeff didn’t pay that much to bring the Bronco home, naturally, but in today’s current market for vintage Ford Broncos, this number sits somewhere on the low end considering the extent of its rebuild. With the release of the new 2021 Ford Bronco, there seems to be an undeniable uptick in sales of classic models that could be peaking right now due to timely nostalgia. That’s what we’ve come up with anyway, but that sure would explain the spike in resale value. 

You’d be hard pressed to find another Bronco that has been restored to this ‘75’s pedigree. There’s always new evidence to be found of it with every inspection, and of course when pouring through the list of modifications that has been compiled during its transition. Jeff has had quite a number of custom vehicles in the 25 years that he’s been into cars, and even though he might not drive the Bronco as much as any of the others, he has appreciated the time spent with it. 

The moment has come for Jeff to release the ’75 Ford Bronco into the care of another owner, and he can only hope it might get more use in the dirt as it is certainly equipped to handle it. On the other hand, he wouldn’t blame them for deciding to continue the tradition of keeping the Bronco as clean as can be. What would your driving habits be with this machine if you happened to find yourself its next lucky owner?

Click Here to view the 1975 Ford Bronco on Bring A Trailer.

Engine Swap Fundamentals: Trucks

Classic pickup trucks are great candidates for engine swaps for many reasons. For starters, the original motor in any vehicle more than 20 years is bound to be tired and in need of an intensive overhaul if it hasn’t been properly and regularly serviced throughout the years. Enthusiasts who are interested in giving their old truck a new breath of life with a modern engine with far more power, an engine swap is the best way to go given the amount of ready-to-go crate engines and install kits that can make the job doable, and rather affordable too. Whatever the case may be, a new engine can make a world of difference in the experience in building and driving a custom classic truck or vehicle of any type, really. 

New or Used? 

Either way, there’s no losing when replacing that old, whipped engine that’s way past its prime.

Depending on the type of truck you’re working on, there will be plenty of engine options to consider. “New VS. Junkyard Find” will always be a heated battle that will almost always favor a brand new mill given the reliability and warrantied performance at a slightly higher premium when compared to a used engine that would require maintenance and refurbishment before installation. While a good amount of builders will resort to ordering a virgin engine, there is a respectable sect that prefers to scour the junkyards and partake in the thrill of the hunt when looking for that perfect transplant motor that can be had at a fraction of the price. Either way, there’s no losing when replacing that old, whipped engine that’s way past its prime. 

Engine Types

While Coyote 5.0L Mustang engine swaps are trending in classic Ford pickup builds, LS engines have been all the rage in the C10 market for some time now. Since the size is similar to a small-block Chevy (SBC), there is plenty of room to plant one under the hood of just any year classic GM truck.

While there are plenty of other engine SBC V-8 options to select from such as a 350, 327 or 305 models, nowadays the LS platform has taken center stage with a very wide selection of aftermarket kits to assist in the swap of your truck’s new engine. Whichever engine route you decide to take, it will be a drastic change in performance compared to your truck’s dated power plant. 

Adaptability 

While available room isn’t an issue so much when installing a smaller, more modern engine into a classic truck, the matter of properly placing the engine becomes the real factor during a swap. While there are many installation kits available for LS and other engine platforms to pick from, the job itself is anything but plug and play—no matter what you see advertised online. Selecting correct engine mounts is paramount, and luckily, finding the right ones isn’t hard these days.

Aside from getting the new engine to sit in the right place, you’re also going to want to consider swapping out the transmission, driveshaft and all the fixins, especially if you’re going with a more high performance engine. While not necessary at first (but highly recommended), just keep in mind that the OE equipment, especially depending on its age, wasn’t designed to handle the kind of power an LS unit is capable of. Oh, and don’t forget a torque converter. 

Breathing and Cooling Options 

A new engine will require a fresh exhaust system with an emphasis on a proper exhaust manifold and header selection. While there is a range of affordability here to fit any budget swap, you’ll want to take clearance into heavy consideration here. 

A capable radiator is also of utmost importance since heat will definitely not be your new engine’s friend. Depending on the engine you’ve selected to run with, it may be more feasible to go the aftermarket route, maybe even an engine-specific selection, instead of saving a few bucks salvaging one from the scrapyard. 

Gassed 

Let’s say that you went with an LS engine to swap into your old truck. If that’s the case, then you may be ecstatic to ditch a carbureted setup and run with an EFI setup, unless you’re a big, big, BIG fan of the carb. Choosing EFI will make you consider fuel tank and pump options that will vary based on price and level of installation that you’re comfortable with. And if you just can’t stand to stray from a carbureted fuel system, there won’t be as much of an issue, but just be prepared to handle the pros/cons of whichever option you choose. 

Take Control 

It might not click instantly when planting a modern engine underneath the hood of your old truck, but new engines carry with them their own sets of characteristics to take into consideration. Now, when it comes to the ECU (electronic control unit) and wiring harnesses, you’ll have options to choose from to better dial in the installation process. This is where things can get exponentially interesting. Depending on how you plan to drive your truck, you can select an aftermarket ECU controller package that can handle the wiring, as well as enable you to unlock your engine’s true performance capabilities. Builders looking to race their truck or run it through the autocross course will get the most out of topping off the swap with the right ECU package for the job. 

Kick start your sluggish pickup project by tossing the old engine out, and swapping in a brand new crate engine or freshly rebuilt motor in its place. While an engine swap does encourage the replacement of the transmission at the same time, as well as a lot of other key equipment pieces, the job can really update a classic truck in more ways than initially realized. Increase horsepower by the ton, while also delivering a new sense of reliability in the truck you plan on getting real seat time in with whether it be at the track or open stretches of highway. An engine swap isn’t the easiest or cheapest things to do with your truck, but one that will certainly make the biggest impact in the way you enjoy it. 

Who’s The Boss: Ford Raptor vs RAM TRX

Now, there have been A LOT of comparisons between these two behemoths of the factory off-road truck world, and the results are pretty much unanimous. But we aren’t really here to determine a winner or loser, because let’s be honest here, neither the Raptor nor the TRX deserves to be called a loser—not in the slightest. There is, however, a more divisive line that has been drawn in the dirt as to which of these two impressive trucks hits the hardest—for now. 

Right out the gate, it’s no secret that the 2021 RAM 1500 TRX currently packs a heavier punch. The supercharged, intercooled 16-valve 6.2L V-8 cranks out a bruising 702HP with 650 lb-ft of torque, which just happens to be the true definition of Hellcat power right there! Now, as impressive as those numbers are by themselves, just think that the TRX completely mashes the Raptor’s 450HP offering by a difference of 252HP! That’s big. On paper alone, RAM clearly takes the first arm wrestling match, but we’re quite interested to see how Ford retaliates with the next Raptor rollout. Whatever they do come back with has to be some kind of big artillery in hope to keep up at the very least. 

When it comes to the exterior of both trucks when they’re side by side, there’s clearly a larger one of the two. The TRX stands more than two inches taller than the Raptor and measures almost two inches wider. The beefier façade just isn’t skin deep, as the RAM truck tips the scales at 6,866 pounds—nearly 900 pounds heavier than the Raptor. That extra size and weight doesn’t exactly equate to a slower moving pickup, as the TRX can reach the 60mph mark quite quicker than the Raptor. Again, while RAM is leading the race at the moment in the performance category, we’ll see what Ford cooks up in the future to combat this onslaught. 

As far as suspension and handling is concerned, both the TRX and Raptor offer more-than-competent suspension systems comprised of well-qualified suspension components, but the RAM has proven to edge out Ford, and that is mostly in part to the inclusion of a coil spring system paired with Bilstein adaptive dampers. The Raptor still employs leaf springs, which may change at some point (maybe not), but so, as there are some necessary tweaks to be made in order for the former off-road champ to hopefully re-enter the contest with increased maneuverability. While there is definitely nothing “wrong” with the Raptor’s existing suspension setup, as it would outperform a great deal of would-be performance trucks out there looking to contend, it’s just that RAM really has raised the bar that much higher in this category, especially for its weight class.

Creature comforts are important, and the TRX does capitalize on being built upon America’s favorite pickup—the Ram 1500 platform. The truck is only available in a crew-cab option, which may be an issue for those who specifically desire another cab configuration, but there are plenty of add-on luxury packages on both trucks to make just about anybody happy. At a quick glance, the TRX does feature a more updated and refined interior space, with a much larger infotainment screen than Ford’s. That much alone scores some very important points with consumers. 

Another limitation that is attached to the TRX is the lack of any 2WD mode to be found. While the Raptor does feature one, all that is available on the RAM are 4WD Low, 4WD High and 4WD Auto settings. Take that for what you will. This may not land in deal breaker territory (or maybe it does) but it definitely is something to keep in mind. 

Another thing to take into consideration when comparing these two heavyweights is the price associated with them. The starting price point for the TRX is $71,790—definitely on the higher end of the spectrum as compared to the Raptor’s “meager” $55,150 tag for extended cab models. Now, these are just the base prices, so if you plan on spending extra on some upgrades (which most buyers do) plan on throwing another $8-10k at these trucks. Bargain hunters may balk at the TRX price tag, but did you expect a Hellcat engine, crew cab model, or anything else about this obvious premium truck to run “cheap”? No? Didn’t think so. 

At the end of the day, it’s important to remember that it’s a new day in the off-road truck industry. The baked-in greatness that has come standard in the Raptor for the last decade has afforded it a rightful place at the top of the heap—but its throne has most definitely come under heavy fire. While attempting to stray from that whole winner vs. loser thing, it’s safe to say that RAM is the current leader in this heated battle royale. We do expect Ford to come back swinging, as they absolutely must to respectfully defend the Raptor’s honor. 

While there is much room for the Raptor to show improvement in the future, there is equally as much space for the TRX to grow as well. Bruising egos wasn’t seemingly the intention with the release of RAM’s high-performance rig (or maybe it was) but this is the off-road rivalry all truck enthusiasts have wanted to see for the better part of 10 years. RAM surely wasn’t interested in being a contender here, that’s for sure, as their sights were set directly at the Raptor’s crown. 

We do expect that the entire pickup-loving world will be anxiously awaiting Ford’s response to this wallop of an upset. This fireworks show has just begun, folks—stay tuned.

Picking Your Ride Height: Lifted vs. Lowered

In the world of custom pickups, trucks often fall into two distinct categories as far as suspension systems go—lifted or lowered. These two worlds are as divisive as modern politics given that the overall purpose and aesthetics go in completely opposite directions. Everything on each side is different—from the necessary suspension components themselves, right down to the cultural differences of both types of truck owners. While both methods of suspension alteration are equally cool to impartial onlookers, the height of one’s truck might say a lot about their preferred extracurricular activities. Off-road and autocross action both require different types of trucks, each equipped with specialized components and accessories.

Up VS. Down 

While there is no right or wrong side of the fence to be on, it all comes down to personal preference, really. How far is one’s desire to go higher or lower than factory ride height? Both cases do have mild routes—a few inches or so in either altitude level, that are fairly easy to revert back from just in case the urge to go back to stock becomes unbearably tempting (does that ever happen?) Whatever the case may be, let’s take a quick look at what it takes to set a truck apart from the crowd of the boring factory ride height stiff. 

Leveling 

Most new truck owners gravitating toward the side of lifted suspension do have one entry level solution that is oftentimes too good and too inexpensive to pass up—the leveling kit. Basic packages rarely cost more than a few hundred bucks, consist of nothing more than easy-to-install coil spring spacers and new hardware to lift the front end, (depending on year/make/model) and can usually be handled at home in the garage. Aside from the price and ease of installation, leveling kits also boast one more thing—the instant ability to run bigger, more aggressive tires due to the extra clearance up front. “Mild” may have never have looked so better, right? 

Lifted

The difference between a lift and basic front end leveling kit is that a lift is a lift of the entire suspension—front and rear. Off-road fans would argue that a jacked up truck is far more capable than any lowered vehicle to handle the roads less traveled. Given a lifted truck’s longer suspension travel and beefier tires, this argument does hold validity—a truck not equipped with the right suspension and tire setup pretty much hits an invisible wall wherever the paved road ends. 

While some hybrid leveling packages do include modest rear lifting components, a true lift kit will be much more noticeable at both ends. Instead of the more simple components used in leveling kits, premium lift packages consist of replacement spindles, control arms and leaf springs to get the height you want with optimum ride quality in mind. 

Raked

There’s nothing worse than an intentional saggy rear stance.

Factory trucks naturally come with a moderate “rake” (a slightly higher rear end to even out the ride height when hauling a heavy payload). Leveling kits are used to do just that—level. But what if you simply want to embrace the raked look while lifting the front end or still plan to use the truck’s bed to still haul heavy loads? There’s nothing worse than an intentional saggy rear stance. Attaining the perfect height for your truck is easily doable since there are so many suspension components and packages to dial in the desired ride height down to the inch. 

On the other hand, lowered trucks utilize more exaggerated rake positions at times. The stance just looks cool, especially on classic models with a set of extra wide rear tires. Whether it’s a performance thing at the track or just for a sportier appearance, it’s just a great way to play with suspension height and fun tire combinations that otherwise would just look downright weird at any other stance.  

Lowering 

Dropping the height of a truck can be done with common static suspension components such as spindles, control arms, and springs up front, and leaf springs, blocks and shackles at the rear. There is a limit to lowering before more drastic steps come into play such as cutting and notching the rear frame to make room for axle clearance. Most component manufacturers design their kits to be mostly bolt-on affairs that handy owners can manage to do at home with the right tools, making most lowering jobs attainable. 

Air ride is another facet of lowering that combines static components and specialized parts like air bags and compressors but can also feature full custom, high-dollar chassis that makes on-demand, adjustable ride height a legitimate art form. While that may sound like a lot of time and money to invest in attaining the ability to drop a truck’s frame on the ground (which it is), there’s nothing cooler and lower than this route. As with static lowering, tire selection is key since clearance shrinks, especially at the front, whereas much wider tires can be fit at the rear. 

Yet another way to lower a truck is by selecting coilovers instead of air bags. For those wanting to take their lowered pickup to the autocross track, this is really the only way to go. The more responsive suspension will make cornering and handling during abrupt changes in speed a breeze. Throw in a set of high-performance tires into the mix for a truly exhilarating experience behind the wheel. 

Bottom Line 

Think of your next factory height truck, whether brand new or used, as a blank canvas. Get a custom look and feel on the cheap and quick or go all-in for increased excitement and maximum curb appeal. Level it. Lift it. Lower it. There’s no wrong way to go as long as you stay true to what you want and need out of your daily driven or project pickup.    

C10 Terminology: Understanding the Basics

The Chevrolet C10 pickup line spans nearly three decades with three distinct generations released in that time. Each generation is uniquely different with a devout following of fanatics behind each one. While the Chevy C10 was one of the best selling pickups during its time on the market, the C10, across all generations, remains one of the most modified trucks to this day. The aftermarket support for these trucks is utterly amazing, which makes customizing them exciting and attainable for novices and experts alike. From suspension and performance products to exterior and interior styling items, there really is no limit to what can be done with these timeless American trucks. 

Now, whether you’re in the market for a Chevy C10 truck or are an avid admirer of one of the most popular American pickups to ever hit the streets, you’ll always run into specialized vernacular that describes in better detail the particular specimen you happen to be drooling over. In an effort to help familiarize you with these key terms attached with the C10 platform, we’ve gathered a small group of widely used descriptive words to assist in sifting through classified ads or to just having a better understanding for these classic pickups. 

The C10 Name

While some generic truck terms are easier than others to pin down and understand, there are others like the actual C10 name that can leave both newcomers and some well-versed enthusiasts equally stumped. While the name of these trucks has become familiar in many automotive circles, the C10 title is actually a bit coded. GM introduced the C/K truck platform in 1960, with the “C” prefix standing for  “conventional” signifying the truck is a 2WD model, where the “K” models would indicate a 4WD pickup. 

To further differentiate GM’s truck offerings, another commonly seen model, the C20 was also made available, which was capable of carrying a ¾-ton payload compared to the C10’s ½-ton abilities. While there are other differences between C10 and C20 models including towing capacity, suspension components and varying engine options available in some years, payload is the main separation point between the two. 

Bed Length 

Aside from three different Chevy C10 generations (1960-1966, 1967-1972 and 1973-1987), there are universal terms that place them into separate subcategories based on the bed type each happens to be equipped with. The most popular among builders these days is the short bed over the long bed. The less lengthy bed has a sportier aesthetic that simply looks and performs better on the autocross course, but if all you can find for sale are long beds (which are usually cheaper anyway), don’t fret—converting long into short is a very common modification these days. It all really comes down to preference in looks and specific hauling needs, but the difference between the two is important to take note of. 

Bed Styles

While we’re on the topic of beds, let’s also examine two style variations: Fleetside and stepside. The Fleetside is the sleeker of the two as it features flat paneled sides with the wheel wells concealed within the bed. Other automakers have their own terms for this particular style (Styleside and Sweptline are used by Ford and Dodge respectively), but GM’s Fleetside term has taken precedence over them all and can be used interchangeably unless you like to stick to each brand’s own technical term. 

The stepside model bed features a more utilitarian (think farm truck) look and function with the wheel well placed on the exterior, making a body recess with a built-in step just behind the cab to allow easier access to the bed. This style was actually the only truck bed option with GM trucks produced between 1947-1959. It wasn’t until the introduction of the Chevy C10 in 1960 when the Fleetside became the new “standard”. The two styles create significant difference in side profile appearance, and while the majority tends to prefer the Fleetside option, the stepside has its own charm and dedicated sect of fans. 

Generation “X”

Chevy’s first generation C10 proved to be a major shift in both appearance and performance from their truck models that preceded it. Although there really hasn’t been a sweeping nickname given to Chevy trucks made between 1960-1966, the second-generation C-Series trucks did get one, although you’ll rarely ever hear it used.

The handsome, modern styled trucks released from 1966-1972 came to be known as the “Action Line” as creature comforts not often associated with work trucks became available to cater to a new breed or truck owners. A much-improved coil spring trailing arm suspension system also played a role in the new name as it helped achieve a car-like ride quality, and a handful of interior amenities and the inclusion of disc brakes went a long way into creating an appealing overall package that stands as one of the most attractive classic truck models in the crowd today. 

As the third generation of Chevy C10s rolled out in 1973, so did a more descriptive name for the new rounded body style—the square body. While this wasn’t the official name given to this model (Chevy actually dubbed it the Rounded-Line), it’s the one that has lasted throughout the years and been embraced by 3^rd gen enthusiasts. The boxy body features a wider profile with rounded edges, which was a vast change from the 2^nd generation’s sleek streamlined design. While the change was different in appearance, it wasn’t different in popularity as even more in-demand cab options like power windows and door locks were made available to consumers. The C10 pickup was no longer seen as merely a vehicle used only by the working man—it was now more appealing than ever to those looking for an alternative to driving a “regular” car. 

While there are a lot of other more specialized terms associated to Chevy C10 model trucks, knowing which bed is attached to what generation will tell you a lot about a pickup without even seeing it. No doubt, these terms will help narrow down your truck search or simply allow you to further your knowledge about the line of classic Chevy pickup trucks that you’ll be seeing at shows and on the road for many years to come.