Custom Rigs’ Pro Tips / April ’09

SLAMMIN’ FRONT

I have a 2004 Classic XL with a 550 cat and want to lower the front end to make it look more custom and aggressive. I would like to know how I can do it the right way or if there is a kit that I can buy? Also how low can I go with it, my truck is a working truck with a 265-inch wheel base. Will doing this cause any damage to my truck? – Mr. Goodkatt, Crawfordville, FL.

 Here is what the CSM crew would do! You could start by removing the ‘spacer blocks’ underneath the leaf springs. To do this it will require you remove the dowel pins that are pressed into the front axle beam and you must re-use the thin tapered shim (don’t remove or discard em’!) that sits on top of the front axle. You will most likely need to order four new shorter u-bolts to accommodate the removal of the spacer blocks. Another cheap trick is to visit a salvage yard and look for some shorter rear spring shackles than the OEM ones. Last option (and the most expensive & involved one) is to order and ‘air bag kit’ from us, remove one leaf from your spring assembly and install the air bag kit or-if you are uneasy about removing an entire leaf, visit a salvage yard or chassis spring shop and locate a spring leaf the same length, but a thinner / weaker one to let the spring ‘relax’ and lower the truck down a lot, then-when you want go truckin’, charge the air bags with about 25-30psi and the truck will raise up a good 2.5-3inches or so to allow for more bumper clearance. If you need more info, give us a shout at 417-624-2900. – Bryan Martin, 4 State Trucks/Chrome Shop Mafia; (417) 624-2900

 “That I know of there is not a lowering kit that exists for semi trucks. The most common way is to remove the spacer blocks from under the spring and installing shorter u-bolts. This would lower your truck’s front end about 2 to 3 inches depending on the height of the original spacer blocks. Keep in mind that because the caster changes a lot when this is done a front axle alignment would be required.  — Anthony Garcia, Triple R Diesel / Texas Chrome Shop; (210) 410-6161

 FLATTOP ULTRA CAB

I’d like to take the Unibilt ultra cab roof off a 379 and put a regular Unibilt top on so i can put a flat top onto the truck.  Is it possible to swap the roof caps without a lot of fabrication? I can’t seem to find any good advice or parts on a project like this. I know you can chop down an ultra sleeper and retain the ultra cab top. But I like the factory look better. Any info on this would be very appreciated thanks.  Seth Dodson, via web

 Hey Seth, There really aren’t any short cuts to turn your ‘Ultra’ cab into a traditional ‘Unibilt’ cab with the standard ‘low height’ roof. You will need to purchase a roof cap, rear cab corner skins, rear cab skin, new sleeper boot, a Unibilt ‘cab opening’ ring and a few small inner structure pieces to swap out with your original ‘Ultra’ panels. Regarding the bunk, you would save some $$ by sourcing a good used Unibilt flat top sleeper, rather than modifying your sleeper. Good used flat top 63″ bunks are plentiful and can be bought at a very reasonable price-far cheaper than you could retrofit your Ultra Bunk. Of course when you get it all put together, it will require painting and most likely the cab will need a different sun visor.

 Before you ‘dive in’ to this project – give the Ultra Flat Top Sleeper Roof Conversion Kit at www.4statetrucks.com another look. It’s around $2500, can be installed fairly quickly, requires NO cab mods, and once you get it installed, I will guaranty you that most folks will not recognize the fact that it is an Ultra Cab rather than a standard flat-top!  Die hard like us will, but your average Joe will glance and swear it’s another cool flattop 379! Good Luck with your project and ‘Keep Us Posted’ as you make progress!  Bryan “BossMan” Martin, Chrome Shop Mafia

ALL FOR CHARITY

Jerry Kissinger’s Mack Superliner and Great Dane Superseal reefer combo a hit among kids

By Todd Dills

(Photos by Paul Hartley)

If you’re attending a charity show-truck event in the upper Midwest, chances are good you’ll run across Jerry Kissinger and his ’91 Mack Superliner, which has come a long way since he bought it in 1997.

Powered by an 800-hp, turbocharged E9 V8, the tractor was then a construction jobsite daycab, but it became a working project build for Kissinger between his regular dairy-product runs. He first stretched the frame to 331 inches. The stretch led to adding a used custom sleeper built by All-American out of Fort Worth, Texas. Kissinger paid $3,000 for the box, hung it, then journeyed to Indiana, where ICT outfitted the sleeper with everything but the kitchen sink and shower.

“Some things I guess we just have to do without,” says the Independent Operator Inc. small-fleet owner.

The layover at ICT found Kissinger strapped in the seats of roller coasters at Cedar Point amusement park in Sandusky, Ohio. It’s a pastime he enjoys almost as much as show-trucking for worthy causes.

One favorite is the Big Iron Classic in Minnesota, where the entry fee is a toy that a charitable organization distributes at Christmas; last year, Kissinger brought a pallet and a half full of gifts. Another is the Waupun Truck-N-Show, which benefits the Make-A-Wish Foundation of Wisconsin.

“As many shows as I can do for charity, I try to do,” he says.

MILEAGE STRETCHERS

GM’s ’09 XFE pickups an alternative to more expensive hybrids

By Bruce W. Smith

(Photos courtesy of GM)

Fleet managers and independent owner-operators in in need of a new full-size pickup, but wanting one that maximizes fuel economy, might want to look into the XFE (Xtra Fuel Economy) models being offered by both Ford and GM.

We took a closer peek at the 2009 GMC Sierra and Chevrolet Silverado XFE pickups to see what makes them better than the regular offerings.

Both brands offer the XFE in only one configuration: the 2WD crew-cab pickup, in LT trim, with a 315hp 5.3-liter FlexFuel V-8 engine and six-speed Hydra-Matic transmission. GM’s six-speed automatic has up to this point only been available in the Tahoe/Yukon and the Sierra Denali pickup. So that’s a change toward improving fuel economy in itself.

Another mechanical change is the XFEs come with one axle ratio: 3.08:1. They also come equipped with lightweight 17-inch aluminum wheels, low rolling resistance tires (with higher tire pressure), aluminum lower control arms, a one-inch lower suspension, lower front air dam and a soft tonneau cover. All items to either 1) reduce aerodynamic drag, or 2) reduce vehicle weight.

The end result the GM XFE pickups earn a fuel-economy estimate from the Environmental Protection Agency (EPA) of 15mpg city/21mpg highway. Both figures are 1 mpg better (a 5-percent city/7-percent hwy gain) than those achieved by a regular Silverado or Sierra with a 5.3-liter V-8 engine.

(If you want to see how much money a mile-per-gallon or a change in gas price makes in the long run, go to the EPA fuel cost calculator and plug in your own numbers: http://www.fueleconomy.gov/Feg/savemoney.shtml.)

An added benefit for those who use their half-ton pickup to tow is the XFE model’s maximum tow rating has increased from 6,600 pounds to 7,000 pounds-utilizing a weight-distribution hitch of course. This is a direct result of the six-speed automatic and the XFE’s higher-capacity cooling system.

“We are pulling out all the stops to deliver a more efficient package for customers who need the capability of full-size pickups and want the very best fuel economy,” says Gary White, GM North America vice president and vehicle line executive for full-size trucks.

“Our pickups [and SUVs] are already the fuel economy leaders of their respective segments, but our engineers knew greater efficiency was achievable. We fast-tracked the XFE models to get them into dealer showrooms as quickly as possible.”

From a driving standpoint the XFE exhibits a slightly firmer ride and slightly crisper steering ,due to the tires and suspension tweaks, than you find in a regular Silverado or Sierra pickup of similar configuration.

Also, the six-speed automatic doesn’t make up for the “tall” axle gearing, so an XFE is a little slower to get a trailer up to speed than, say a similar pickup equipped with 3.73:1 rear axle ratio. On the other hand, six-speed’s the double-overdrive will keep engine rpm well below that of a similarly geared pickup with a four-speed automatic.

Base price for the new XFE Silverado is $33,080 including destination charges.-Bruce W. Smith

PRIDE IN LOUISVILLE

Mid-America Pride & Polish truck beauty show a shinning success with surprise winners

By Ken Wirth

Photos: Bruce W. Smith

The economy may be looking bleak and truckers down in the dumps, but one wouldn’t have sensed it by the look of the custom rigs and smiles on the faces of everyone attending Overdrive’s annual Pride & Polish Truck Beauty Championship and Big Rig Build-Off at the Mid-America Trucking Show in Louisville, KY, March 19-21.

An estimated 70,000 trucking enthusiasts entered the convention grounds while 72 custom rigs glistened on the parking lot under mostly sunny Kentucky skies during the event. Custom rig owners competed for a laundry list of Pride & Polish hardware including the coveted “Best of Show” titles in both Working Bobtail and Working Combo.

The top two winners surprised many truck beauty show attendees, but not judges. Homer Schultz III’s 1993 Blue Peterbilt 379 Tow Truck carried away Best of Show Working Bobtail while Canadian Marcel Pontbriand’s 1989 Midnight Blue Muralled Peterbilt 379 and 1992 48 ft Stoughton Van, “Little Train,” captured Best of Show Working Combo.

This year also saw a new tribute handed out called the “Take Pride In Your Ride” plaque in memory of Jacob R. Eilen, and young owner-operator and avid truck beauty show competitor who died in an accident late last year.

The engraved ovel-shaped mirror plaque was presented to Todd & Beth Roccopriore out of Portland, CT, whose close friend, Charlie Shefcyk, died just three days before MATS.

“Uncle Charlie” was the driving force behind the building of “Chopped 93,” the couple’s immaculate Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer. Todd Roccopriore says Shefcyk last words were to promise him they’d make the Louisville Pride & Polish. Shefcyk’s last request was honored in winning fashion.

Here are the other winners who took home P&P hardware:

SPECIAL AWARDS

BEST OF SHOW WORKING BOBTAIL

Homer Schultz III, 1993 Peterbilt 379 Tow Truck

BEST OF SHOW WORKING COMBO

Marcel Pontbriand, 1989 Peterbilt 379 and 1992 48ft Stoughton Van, “Little Train”

BEST LIMITED MILEAGE BOBTAIL

Cory Stuefen of Joplin Peterbilt for owner Dale Blevins, 1942 Autocar, “Big Bad John”

BEST LIMITED MILEAGE COMBO

Paul Stanchio, 2009 Peterbilt 388 and 2009 Cottrell Car Carrier, “Hot Wheels”

PEOPLES CHOICE

Marcel Pontbriand, 1989 Peterbilt 379 and 1992 48ft Stoughton Van, “Little Train”

ROADWORKS BEST USE OF CHROME

Todd and Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

TRUK RODZ BEST THEME

Jeremy Graves, 2007 Peterbilt 379 and 2008 Mississippi Tank , “Bucket List”

CLASS WINNERS

WORKING BOBTAIL 2001 & Older

First:Bud Westhafer, 1995 Kenworth W-900, “El Patron”

Second: David Wood, 1998 Peterbilt 379 Extended Hood, “Silver Streak”

Third: Darwin Bratcher, 2001 Freightliner Columbia

WORKING BOBTAIL 2004 & Newer

First:  Dallas McCord, 2007 Peterbilt 379 Extended Hood, “Orange Appeal”

Second: Matthew McCord, 2007 Peterbilt Peterbilt 379 Extended Hood 379

Third: Jeremiah Wolfe, 2007 Peterbilt 379, “Let’s Boogie”

BOBTAIL NEW TRUCK UNDER 75,000 MILES

First (“NEW VENTURE AWARD”): Marty Marcum, 2009 Peterbilt 389

Second: Scott Ruwe, 2009 Peterbilt 386

Third: Dick Fisher, 2009 Kenworth T-800 Dump Truck

BOBTAIL SPECIALIZED

First: Homer Schultz III, 1993 Peterbilt 379 Tow Truck

Second: Brad Sweet, 2007 Peterbilt 378 Wrecker, “Dreammaster”

Third:  Nathaniel Mason, 1997 Peterbilt 378 Tanker Truck, “Million Dollar Baby”

COMPANY BOBTAIL

First: Vince Hogan, Schneider National, 2008 Freightliner Cascadia

Second: Barry Kasdorf, Jade Transport, 2008 Peterbilt 389

Third: David Brewster, Smith Transport, 2007 Peterbilt 379, “379 The Legend’

FIRST SHOW BOBTAIL

First (“RISING STAR AWARD”): William Benjamin, 1998 Peterbilt 379

Second: Jim Langton, 2006 Kenworth T-2000, “Let Freedom Ring”

Third: Rebecca Jo Marlin, 1987 Peterbilt 359, “Tara II”

ANTIQUE BOBTAIL

First (“GRAND ANTIQUE AWARD”): Todd Cox, 1975 Dodge 950 Big Horn

Second: Robert Downey, 1953 Peterbilt 350

Third: David Ratliff, 1970 Peterbilt 359

FIRST SHOW COMBO

First: Justin Steed, Henderson Heavy Haul, 2004 Kenworth W900L and 2009 IST Wind Blade

Second: Philip J Mairer, 2007 Kenworth W900L and 2009 East Trailer

Third: Shannon Cain, 1999 Kenworth W900L and 1995 Wilson DW Hopper

WORKING COMBO 2005 & OLDER

First: Todd & Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

Second: Phillip Clayton, 2005 Peterbilt 379 and 2007 Great Dane Super Seal, “Nitro Express”

Third: Marcel Pontbriand, 1989 Peterbilt 379 and 1992 Stoughton Dry Van, “Little Train”

WORKING COMBO 2007 & NEWER

First: Kevin Pascavis, 2009 Peterbilt 389 and 2007 Mac trailer, “Rollin for Jake”

Second: Cliff King, 2007 Peterbilt 386 and 2006 Wabash Dry Van

Third: Josh Lyle, 2007 Peterbilt 379 and 2008 Mac Flatbed

INTERIOR, CAB ONLY

First: Todd and Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

Second: Scott Ruwe, 2009 Peterbilt 386

Third: Josh Lyle, 2007 Peterbilt 379 and 2008 Mac Flatbed

INTERIOR, OEM SLEEPER

First: Marcel Pontbriand, 1989 Peterbilt 379 and 1992 Stoughton Dry Van, “Little Train”

Second: Homer Schultz III, 1993 Peterbilt 379 Tow Truck

Third: Kevin Pascavis, 2009 Peterbilt 389 and 2007 Mac trailer, “Rollin for Jake”

INTERIOR, CUSTOM AFTERMARKET SLEEPER

First: Jonathan Kimball, 2005 Peterbilt 379

Second: Cliff King, 2007 Peterbilt 386 and Wabash Dry Van

Third: Bill Gibson, 1997 Peterbilt 379 and 2006 Transcraft Eagle

MOBIL DELVAC ENGINE CLASS

First: Marcel Pontbriand, 1989 Peterbilt 379 and 1992 Stoughton Dry Van, “Little Train”

Second: Homer Schultz III, 1993 Peterbilt 379 Tow Truck

Third: Todd and Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

BOBTAIL CUSTOM PAINT & GRAPHICS OR MURAL

First: Dallas McCord, 2007 Peterbilt 379 Extended Hood, “Orange Appeal”

Second: Matthew McCord, 2007 Peterbilt Peterbilt 379 Extended Hood 379 Extended Hood

Third: Bud Westhafer, 1995 Kenworth W-900, “El Patron”

COMBO CUSTOM PAINT & GRAPHICS OR MURAL

First: Todd and Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

Second: Marcel Pontbriand, 1989 Peterbilt 379 and 1992 Stoughton Dry Van, “Little Train”

Third: Bill Gibson, 1997 Peterbilt 379 and 2006 Transcraft Eagle

BOBTAIL LIGHTS

First: Homer Schultz III, 1993 Peterbilt 379 Tow Truck

Second: Edward Black, 1987 Peterbilt 359

Third: Carl Ragland, 2007 Peterbilt 379

COMBO LIGHTS

First: Marcel Pontbriand, 1989 Peterbilt 379 and 1992 Stoughton Dry Van, “Little Train”

Second: Todd and Beth Roccopriore, 1993 Peterbilt 379 Extended Hood and 2009 Mac Dump Trailer, “Chopped 93″

Third: Bill Gibson, 1997 Peterbilt 379 and 2006 Transcraft Eagle

LIMITED MILEAGE BOBTAIL

Second: Glen S. Page, 2007 Peterbilt 379 Legacy #871, “Purpose Driven”

Third: Isaac Aguilar, 1992 Peterbilt 379, “Still Deliriouz”

Fourth: Colin Stuart, 1984 Peterbilt 359, “Working Class”

Fifth: Jason Carello, 2008 International Lone Star

LIMITED MILEAGE COMBO

Second: Vinnie Diorio, 2005 Peterbilt 379 and 2008 Mac Trailer, “Picture Me Rollin”

Third:  Ronald Baird, 2000 Peterbilt 379 and 2000 Heil Tank, “Hoffman’s Hotrod”

MOBIL DELVAC BEST LIMITED MILEAGE TRUCK ENGINE

Bobtail: Isaac Aguilar, 1992 Peterbilt 379, “Still Deliriouz”

Combo: Jeremy Graves, 2007 Peterbilt 379 and 2008 Mississippi Tank , “Bucket List”

PRIDE & POLISH BEST LIMITED MILEAGE INTERIOR

Bobtail: Isaac Aguilar, 1992 Peterbilt 379, “Still Deliriouz”

Combo: Vinnie Diorio, 2005 Peterbilt 379 and 2008 Mac Trailer, “Picture Me Rollin”

PRIDE & POLISH BEST LIMITED MILEAGE PAINT

Bobtail: Jason Carello, 2008International Lone Star

Combo: Paul Stanchio, 2009 Peterbilt 388 and 2009 Cottrell Car Carrier, “Hot Wheels”

PRIDE & POLISH BEST LIMITED MILEAGE LIGHTS

Bobtail:  Isaac Aguilar, 1992 Peterbilt 379, “Still Deliriouz”

Combo: Paul Stanchio, 2009 Peterbilt 388 and 2009 Cottrell Car Carrier, “Hot Wheels”

2009 MID-AMERICA BIG-RIG BUILD-OFF

PEOPLE’S CHOICE WINNER: Outlaw Customs, 2000 Peterbilt 379, “Vigilante”.

INDUSTRY’S CHOICE WINNER: S&J Truck Sales, 1981 Peterbilt 359, “Big Red”.

Thanks to all the show truck competitors and sponsors:  10-4 Magazine; 75 Chrome Shop; Custom Rigs Magazine; Dynaflex Exhaust Technologies; Firestone; Howes Lubricator Products; Truk Rodz by Jones Performance;  Mercer Transportation; Mobil Delvac; OOIDA; Overdrive Magazine; Overdrive Radio Network;  PPG;  Roadworks Manufacturing; Rockwood Products; Valley Chrome/Wingmaster; and WTI Fenders.

Bruce W. Smith, Editor

I feel like an owner-operator leased to the best carrier in the world who’s just been handed the keys the coolest rig in the fleet. My old rig was pretty nice. But it’s nothing like what I’m about to jump into.

Being named the editor of Custom Rigs is a true honor, and one that almost brings me full circle in my publishing career. When I first entered the magazine world I covered all aspects of customized pickups and SUVs for Four Wheeler and traveled the world in search of off-road adventures.

Life was good. Really good. I’d just changed careers from being a parts and service manager for a big Peterbilt fleet in Oregon run by Stalcup Trucking Company and found my new career far more fulfilling than standing behind a counter.

That was 25 years ago. During those two and a half decades I’ve worked for numerous automotive magazines and written about monster trucks, exotic cars, street rods, hot-rods, ATVs, auto racing and, in general, enthusiasts’ love of personalizing their rides. And of course, I’m a gearhead, so just about every vehicle I’ve owned has had its share of customizing inside, outside and under the hood.

My passion for custom vehicles and my admiration for those who do the work on them have never waned. Take a
peek behind every cool vehicle and you’ll find an owner with an equally fascinating story. Customized big rigs are the epitome of power, beauty and majesty in the world of custom vehicles. Each rolling piece of art is as different as the driver at the wheel.

That mentality bodes well for my job. My new bosses here at Randall-Reilly are very clear about the purpose of Custom Rigs: to showcase the vehicles and skills of those in the custom truck community while providing a conduit for the newest trends, products and services to reach those who take pride in their ride, be it a working rig or show truck.

My goal is to steer Custom Rigs in that direction, but I can’t do it without your help. So don’t be shy about calling or e-mailing to tell me exactly what you want to see in these pages and on our website (www.customrigsmag.com).
Criticisms are just as valuable as compliments. Custom Rigs is published quarterly, but our website will be updated weekly with articles you’ll find fun and informative, along with pictures of your own rides.

After all, this is your magazine. I’m just the guy sitting in the seat holding the steering wheel while thinking of what I can customize next to make this new rig even more special. – Bruce W. Smith, Editor  / bsmith@rrpub.com

WIRED RIGHT

We’re rebuilding our old KW and want the wiring for the lights and switches to look and function as professional as we can. We deal a lot with magnesium chloride up here in Michigan, so the wiring has to be done right. Your suggestions? – Richard Iverson, Minneapolis, MN via the web

Richard, stay away from butt connectors! Use solder, liquid electric tape (Star brite or PlastiDip brands work well), and shrink tube at every junction point. The way we do it here is strip the wire about 1/4″ from the end where you wish to connect the wires on each side. Put on a 1-1/2″ piece of shrink tube. Slide to one side. Push the two wires together and twist the wire ends together in a manner so the wire looks continuous. Solder. Let them cool. Apply a generous amount of  liquid tape over the solderd area,  then slide shrink tube over the area and shrink the tube allowing the liquid tape to ooze out of the ends to create a water tight seal. There you have a mag-choloride-proof connection. On the light plugs use SL4 grease from CarQuest or a boat dealer. It’s marine-grade grease, which is waterproof. Apply generous amount to the two prongs. – Adam Martin (owner), Colorado Custom Chrome; (970) 284-6552

HEADLIGHT LOW DOWN

I saw a 379 Pete [“Kwitcherbitchin,” March ’08] with the headlights mounted in the bumper. How were the holes laid out, cut, and the lights mounted? The low-mount headlights look like they’d be great in fog and rain driving instead of mounting fog/driving lights. —Ed Smith, Eugene, Oregon

Ed, what we do in our shop is, once the customer decides on what style headlights they want mounted in the bumper, to make a paper template of the lights. Then we position each template on the bumper face and trace the outline. We then use a plasma cutter and follow the pattern, smooth up any rough edges with a small grinder, drill the mounting holes from the chrome side of the bumper and bolt ’em in. Now a word of caution: There are federal laws regarding how low headlights can be mounted. We understand there must be a minimum of 24 inches from headlight center to pavement. – Bryan Martin, Chrome Shop Mafia/4 State Trucks

Ed, there are a number of ways to put lights in the bumper, but none are easy! The least expensive way is to go to your local salvage yard and look for headlight guts that hold the headlights in the headlight assembly. Next you have to fabricate brackets to hold the headlight guts to your truck’s frame. After the headlights are mounted to the frame, measure out where they fall in relation to the bumper and transfer those precise measurements to the bumper. The openings in the bumper will then need to be cut out and the openings finished out. If you need help call; we would love to give you a hand. —Adam Martin, Colorado Custom Chrome; (970) 284-6552

<!–[if gte mso 9]> Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 <![endif]–><!–[if gte mso 9]> <![endif]–>

I have a 2008 T660 KW with an 86″ studio sleeper. Currently, my TV (a 22″ widescreen) is secured atop the cabinet behind the passenger seat. I would like to move it to the area between the roof mounted windows that come standard in T600′s/T660′s. Since that area is just fiberglass, it won’t take the stress of the TV weight, especially on some of these rough roads. I’ve talked to my local KW bodyshop and they say it can’t be done. What’s your opinion?  –Derre Chambliss, via web

Derre, in my opinion, if you have a mounting bracket custom built to accommodate the backside of your television and catch at least 6 of the factory screws that are visible between the two overhead factory sleeper windows, or the screws above the windows or even the row of screws below the sleeper glass that provide mounting for the curtain track for the sleeper curtain-you should be able to provide a stable mounting bracket for your 22” TV. If you have a bracket built that will ‘catch’ any 6 of these screws, simply purchase a slightly longer screw to secure the TV bracket to the factory interior. I think it would also be a good idea to coat the screws with a light coating of LockTite to  insure that the screws wont ‘back out’ once you tighten them. If you have trouble getting the bracket custom built-come see us at 4 State Trucks in Joplin, and we will take a closer look and see if we can ‘make it happen’!–Bryan Martin, 4 State Trucks