You are browsing the archive for 2009 June.

GWTS Las Vegas Winners

9:12 am in Event Articles, Home, Shows / Events by bruce-smith

gwts-lead-web

GREAT WEST TRUCK SHOW

Custom Rigs Big Winners In Las Vegas

“What happens in Vegas stays in Vegas” doesn’t apply to Arrowhead-Nestle Water company driver Michael Salcido.


The Southern California native rolled his 2007 Freightliner Columbia water tanker home with the  Waterford crystal bowl trophy he won at this year’s Great West Truck Show in Las Vegas.  Salcido won the highest honor for custom rigs: Best of Show Combo.


“I’ve been chasing a Best of Show for 13 years,” said the  barrel-chested trucker immediately after Overdrive’s Pride & Polish award ceremony.


As tears of joy welled up in his eyes, Salcido, who spends countless hours of his free time working on the red Freightliner and 40-foot stainless steel Brenner tanker, said “I’ve been close a number of times, but my  trucks were never quite good enough. This time it was. Thirteen is my lucky number.”


gwts09smith_389

The Schultz's hold their Best of Show trophy in front of Homer's Peterbilt tow truck, which they drove in from Wisconsin for the event.

Canadian Andy Zary and Wisconsin’s Homer Schultz III also captured Best of Show honors, Zary with his immaculate ’59 Mack in the Limited Mileage Bobtail class, and Schultz with his ’93 Pete 379 tow truck in Working Class Bobtail.


Schultz is a back-to-back winner: His tow truck won the same award at Overdrive’s Pride & Polish event at the Mid-America Truck Show back in May.


Marcel Pontbriand, another Canadian, won the People’s Choice Award with his ’89 Peterbilt 379 and 1992 48 ft. Stoughton Van, “Little Train.”


Overdrive’s Pride & Polish event saw 27 big rigs enter the competition, which is a featured event of the Great West Truck Show. The full list of GWTS Pride and Polish winners follows.–CR


Winner’s List

The Great West Truck Show

June 25-27, 2009

Presented by Overdrive’s Pride & Polish


gwts09smith_029

Best of Show Working Bobtail, Homer Schutlz' tow truck

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; Mobil Delvac; OOIDA; Overdrive Magazine; Overdrive Radio Network;  PPG;  Roadworks Manufacturing; Rockwood Products; Valley Chrome/Wingmaster; and WTI Fenders.

 

BEST OF SHOW WORKING BOBTAIL – Homer Schultz III, Homer’s Towing & Service, 1993 Peterbilt 379 tow truck

BEST OF SHOW WORKING COMBO  – Michael Salcido, Arrowhead/Nestle Water, 2007 Freightliner Columbia/1991 Brenner Tanker

BEST LIMITED MILEAGE BOBTAIL—Andy Zary, 1959 Mack B61, “Touch of Class”

PEOPLE’S CHOICE WINNER— Marcel Pontbriand, TLC Systems, 1989 Peterbilt/1993 Stoughton Dry Box, “Little Train”

ROADWORKS BEST USE OF CHROME— Juan Gonzalez, A & L Truck Supply,1957 Peterbilt 350, “El Chapulin”

TRUK RODZ BEST THEME— Andy Zary, 1959 Mack B61, “Touch of Class”

Classes:

 

WORKING BOBTAIL 2004 & Older

First Homer Schultz III, Homer’s Towing & Service, 1993 Peterbilt 379 tow truck

Second Michael Most, 1998 Freightliner Classic, “Legends & Heroes”

Third Wes Malmgren, 2004 Peterbilt 379

Bruce Malmgren's 1st Place 379 Working Bobtail

Bruce Malmgren's 1st Place 379 Working Bobtail


 

WORKING BOBTAIL 2005 & Newer

First Bruce Malmgren, 2006 Peterbilt 379

Second Jeff Botelho, 2007 Peterbilt 379

Third Alex Fimbres III, 2005 Peterbilt 379

 

NEW TRUCK BOBTAIL

First “New Venture Award” John Gonzalez, Yamko Trucklines, 2009 Peterbilt 388

gwts09smith_099

Grubb's Blastolene '60 Peterbilt hot-rod

Second Second Michael Winburn, Shetakis Wholesalers, 2009 Peterbilt 335 Hybrid, “Go Green”

 

HOT ROD TRUCK (new class)

First Randy Grubb, Blastolene, 1960 m Peterbilt 361, “Piss’d Off Pete”

Second Jeff Botelho Custom Peterbilt

gwts09smith_064

Cendejas' '31 Model "A" 1-ton

Third Mike Harrah/Shawna Thornton, 1964 Custom Peterbilt, “Sneeky Pete”

 

ANTIQUE, NON-WORKING (new class)

First “Grand Antique” Ruben Cendejas, Arrowhead/Nestle Water, 1931 Ford A Cab

Second A & L Truck Supply, Juan Gonzalez, 1957 Peterbilt 350, “El Chapulin”

 

WORKING COMBO 1998 & OLDER

First Jeremy Smith, First Class Transportation, 1994 Peterbilt 379/2007 Wilson ALF300

Second  (TIE) Scooby Meltcher, 1994 Freightliner FL80/2007 McClendon Wedge car hauler, “Bling Shaker”

Second  (TIE) Marcel Pontbriand, TLC Systemes, 1989 Peterbilt/1993 Stoughton Dry Box, “Little Train”

gwts09smith_008

Salcido's Best of Show Combo

Third Kris Gaare, 1998 Peterbilt 379/2001 Great Dane refer

 

WORKING COMBO 2000 and Newer

First Michael Salcido, Arrowhead/Nestle Water, 2007 Freightliner Columbia/1991 Brenner Tanker

Second Cliff King, Castle Rock Transportation, 2007 Peterbilt 386/2007 Wabash Dry Van

Third Stephen Ashburn, 2005 Peterbilt 379/2006 Boydston 9100ST car hauler

 

INTERIOR, CAB ONLY

First Stephen Ashburn, 2005 Peterbilt 379/2006 Boydston 9100ST car hauler

Second Michael Salcido, Arrowhead/Nestle Water, 2007 Freightliner Columbia/1991 Brenner Tanker

Third Scooby Meltcher, 1994 Freightliner FL80/2007 McClendon Wedge car hauler, “Bling Shaker”

Ashburn's custom interior wins top honors

Ashburn's custom interior wins top honors


 

INTERIOR, OEM SLEEPER

First Michael Most, 1998 Freightliner Classic, “Legends & Heroes”

Second Marcel Pontbriand, TLC Systemes, 1989 Peterbilt/1993 Stoughton Dry Box, “Little Train”

Third Homer Schultz III, Homer’s Towing & Service, 1993 Peterbilt 379 tow truck

 

INTERIOR, CUSTOM AFTERMARKET SLEEPER

First Cliff King, Castle Rock Transportation, 2007 Peterbilt 386/2007 Wabash Dry Van

 

MOBIL DELVAC WORKING ENGINE CLASS

First Michael Most, 1998 Freightliner Classic, “Legends & Heroes”

Second Marcel Pontbriand, TLC Systemes, 1989 Peterbilt/1993 Stoughton Dry Box, “Little Train”

Third Homer Schultz III, Homer’s Towing & Service, 1993 Peterbilt 379 tow truck

Most's M&M truck, Legends & Heros"

Most's M&M truck, Legends & Heros"

 

BOBTAIL CUSTOM PAINT & GRAPHICS OR MURAL

First Michael Most, 1998 Freightliner Classic, “Legends & Heroes”

Second Wes Malmgren, 2004 Peterbilt 379

3RD Third Jeff Botelho, 2007 Peterbilt 379

 

COMBO CUSTOM PAINT & GRAPHICS OR MURAL

First Marcel Pontbriand, TLC Systemes, 1989 Peterbilt/1993 Stoughton Dry Box, “Little Train”

Second Ray Rodriguez Jr., 2000 Peterbilt 379 Ext Hd / 2006 Transcraft flatbed

Third Michael Salcido, Arrowhead/Nestle Water, 2007 Red Freightliner Columbia/1991 Brenner Tanker

 

LIMITED MILEAGE BOBTAIL

Second  Isaac Aguilar, Sandvik Trucking, 1992 Peterbilt 379, “Still Deliriouz”

Third  Bill Sandvik, 1998 Peterbilt 379

Mobile Delvac Best Limited Mileage Engine

Mobile Delvac Best Limited Mileage Engine



MOBIL DELVAC BEST LIMITED MILEAGE TRUCK ENGINE– Bill Sandvik, 1998 Peterbilt 379


PRIDE & POLISH BEST LIMITED MILEAGE INTERIOR – Andy Zary, 1959 Mack B61, “Touch of Class”


PRIDE & POLISH BEST LIMITED MILEAGE PAINT – Isaac Aguilar, Sandvik Trucking, 1992 Peterbilt 379, “Still Deliriouz”

Leland Martin CD Supports Our Troops

2:17 pm in Community by bruce-smith

4 PAGE FOLDER .PDFCountry musician Leland Martin helps support our troops with the release of his new CD, “Truckers For Troops”:

[wpvideo kbikcexi]

by admin

WHEEL JAM TRUCK SHOW

4:09 pm in Uncategorized by admin

by Lanier Norville

 

The 6th annual Wheel Jam Truck Show June 5-7 in Huron, SD, was a successful event for truckers and truck enthusiasts, despite the rain. A record 104 trucks were registered from South Dakota, Minnesota, Wisconsin, Iowa, Kentucky, Illinois Oklahoma, and Canada.

Special guests included G-man from Chrome Shop Mafia with the Pit Boss and expo trailer, Meradith Ochs from Free Wheelin, Carl Carstens from Rockwood Products and Roger Snyder from Large Car Magazine.

Twenty-seven drivers participated in our annual Jake Brake competition, but Jerod Blue finished first.

Other award winners include: JR Schlenger of Britt, IA won 1st place in the 2001-2006 Bobtail; Colin Stuart of Harvard, IL won 1st place Best Interior and 1st place 1984-older Bobtail; Habeck Trucking of Belle Fourche, SD won 1st place in Fleet; and Steve Hendershot of LaPorte City, IA won 1st place in Cab Over. The Lifetime Achievement Award went to Norman Mason of Huron, SD. Norman has logged more than 70 years of service in the trucking industry.

For more information, contact:

Scot Marone

18 Wheel Truck Promotions

431 18th St. SW

Huron, SD 57350

605-354-2809

Wheel Jam Truck Show

by admin

INSIDE AUDIO AMPS

1:15 pm in Articles, Technical by admin

arcaudio-xxd_5080POWER AMP ANATOMY

Dissecting the Modern Audio Power Amplifier and Power Supply

By Robert Zeff

With the proliferation of different audio amp types it’s become difficult to figure out which one is best for your application.

In the past audiopholes had essentially two types of amplifiers to choose from: Class “AB” and class “A”. Today we have AB, A, D, G, H, & T, in addition to some that do not have a class name.

New technology brought down the size and price while improving performance and efficiency. We’ll review the various topologies of the modern amplifier, spending extra time on the aspect of efficiency (as the quest for smaller, more efficient designs have spawned the class D, G, H, & T designs). We’ll also try to dispel some of the misconceptions and folklore that seem to surround amp design.

Amplifiers require circuitry for short and thermal protection, fan control, turn on delay, and over voltage protection. In the past we littered the designs with dozens of components to handle these events.

Today we can use a single microprocessor to handle all of this in addition to having many more features without additional cost. The microprocessor can monitor the battery voltage, internal voltages, temperature, control volume and crossovers, and drive external displays.

These embedded computer chips also allow features like compression and power limiting with little added cost. Of course, what is an amplifier without a power supply? First we’ll visit the power supply designs, as every amplifier needs one.

The Power Supply

The purpose of the supply is to convert the auto’s battery voltage to a higher voltage. For example, if an amplifier is to produce 100 watts into a 4 ohm speaker, we need 20 volts RMS.

This implies that we need about +/-28 volts. (20 volts R.M.S. = 28.28 volts peak). We call that the “rail” voltage. Since the amplifier’s output transistors cannot pull all the way up to this rail, we actually need a slightly higher voltage.

The process is to convert the 12 volts DC into AC, feed it to a transformer and convert it back to DC again.

Converting the 12 volt battery voltage to AC is simple, a PWM (pulse width modulator) IC feeds a bank of MOSFETS (MOSFETs are switching transistors perfectly suited for this task).

The 12 volt power is switched at a very high frequency, somewhere between 40 and 150 kHz. Slower switching speeds require a larger transformer, but high speeds have more switching loss.

Advanced transformer core materials, faster rectifiers, and clever winding methods have enabled us to utilize very high frequencies. Some of today’s better amplifiers have very small power supplies that produce enormous amounts of power.

Regulated Power Supplies

Most early audio amplifiers contained unregulated power supplies. Regulated supplies require very high quality filter capacitors (called “low ESR” capacitors), output chokes, and an optically isolated voltage feedback circuit.

Regulation occurs by controlling the switching pulse width from 0 – 100% to compensate for changes in the battery and rail voltage.

The same action occurs when the audio level increases. As the amplifier draws more power from the supply, the rail voltage drops. Again, the regulator circuitry senses this drop and responds with an increased pulse width.

The high frequency PWM waveform is rectified (converted to DC) and applied to the output filter choke and capacitors. This output of this circuit is the + and – DC rails that feed the power amplifier.

Unregulated Power Supplies

Unregulated power supplies are less expensive than regulated supplies. They do not require an output choke, voltage sense or isolation circuitry. Because the duty cycle is nearly 100%, capacitor ripple current is much lower in unregulated supplies. Lower ripple current requires less expensive capacitors throughout.

Often we hear that unregulated designs have more “headroom”. That means that the amplifier will produce extra power during transients.

Most home audio amplifiers employ unregulated power supplies. The power supplies in these amplifiers run at 60 Hz, thus the filter capacitors must be 200-500 times larger than those used in high frequency switchers. The extra capacitance in home audio amplifiers results in extra headroom.

Headroom for anything other than very short transients simply doesn’t exist in the unregulated designs. The following is an example of specifications for an unregulated vs. regulated amplifiers.

Unregulated designs have a higher supply voltage at low power, causing higher voltage on the output transistors. This reduces the amplifier’s efficiency.

Small amplifiers (less than 100 watts) cannot justify the extra cost of the regulation circuitry, so we often see unregulated supplies in these amplifiers.

Pros and Cons of Regulated / Unregulated SuppliesSome designers try to keep their supplies regulated down to battery voltages as low as 9.5 volts. The supply compensates by increasing the current. The following table shows voltage and currents for a 500 watt over-regulated amplifier operating at full power.

The current increases dramatically at the lower voltages. Because of higher currents at the lower voltages, the supply efficiency drops further, requiring even more current.

At higher voltages, the pulse width reduces, causing increased ripple current. This high current creates heat in the filter capacitors and can destroy the capacitor’s electrolyte. Some manufacturers do not use capacitors of sufficient quality for this range of regulation. These amplifiers may not perform up to specification just one year after installation.

Also, the extra current at low voltages is extra hard on a battery that is already suffering! So, we recommend that amplifiers stay in regulation down to about 11 – 11.5 volts. Any properly working charging system can easily keep the battery voltage well above this.

The Amplifier Section, Class AB and AClass AB and A amplifiers are similar. Class AB amplifiers have transistors that pull up to the positive rail and transistors that pull down to the negative rail. This corresponds to the action of pushing the speaker cone out and in.

Class AB means that the output transistors do not always have current on them. For example, when the upper transistors are pulling up towards the positive rail (pushing the speaker out), there is no current in the lower transistors.

When the output signal swings through zero, towards the negative rail, the output transistor must go through a transition from zero current to a non-zero current.

The best analogy that I can think of is driving an old car with too much slop in the steering. As you go from one side of the road’s crown to the other, the steering crosses a “dead” zone, and you tend to over-steer.

Special temperature compensated bias circuitry reduces this dead zone, known as notch distortion. The figure below shows the output of a class AB amplifier with too little bias and the resulting distortion. Notch distortion increases at higher frequencies and low volume levels. Some modern designs have reduced this type of distortion to very low levels.

Class A means that every transistor is always conducting current. They are very similar to class AB amplifiers, but the bias circuitry is set so that there are very high currents in the output transistors. Because these amplifiers do not have this “dead zone,” less feedback is required to achieve low distortion.

A 100-watt amplifier may dissipate nearly 100 watts internally even when there is no audio output. This type of design is impractical in the harsh auto environment. Many class A amplifiers pedaled for the automotive market are not really class A. They are huge power wasters in the home as well.ks10001

Input and Driver Stages

The amplifier works this way: A small audio signal is presented to the amplifier’s input. Transistors are not linear, which means that the input signal will distort somewhat as it passes through the various amplifier stages.

To correct this distortion, a portion of the output is compared with the input. The difference creates a correction signal reducing this distortion.

The input stage is a special type, called “differential”. It has a + and a – input because it must accept both the audio input and the input from the feedback circuitry. Excess feedback can lower distortion dramatically, but cause instability. Careful design rules must be followed to avoid this instability.

The output of the input stage feeds into the driver stage. The driver stage may use one, two, or three devices. Often this circuitry is referred to “Darlington”, or “Triple Darlington”.

The driver circuit feeds the output stage, which may have two, four, six, or more transistors. The more output transistors, the better. Multiple output devices reduce distortion (requiring less negative feedback) and improve reliability.

Bipolar or MOSFET

We have seen both MOSFET (Metal Oxide Silicon Field Effect Transistor) and Bipolar transistors used in audio amplifiers. Claims have been made that each is superior. I have seen claims that MOSFETs have a tube (“Valve” for the Brits) sound.

This is more folklore. The musicians and their instruments are supposed to have “the sound”, not audio equipment! MOSFETs are tougher than Bipolars, and can pull closer to the supply rail. It takes more Bipolar transistors to achieve the same power as a MOSFET, therefore Bipolar amps tend to be more expensive.

But, MOSFETs are very non-linear, compared to Bipolars and require much more feedback to achieve reasonable distortion numbers. They are a great choice for bass amps, as low frequency audio is not difficult for a MOSFET. The most expensive car and home amplifiers almost always use Bipolar transistors.


Efficiency

What makes an amplifier get hot? Both the power supply and the power amplifier generate heat. The maximum efficiency of the power supply is nearly 100%. Good power supply designs, with the highest quality components approach 85%.

The class AB amplifier efficiency at full power can approach 75%. The total efficiency, including the power supply, can be about 65%.

But, efficiency drops at lower power and can typically be under 20%.

A class AB amplifier actually runs cooler at full power than it does at half power. Run this amplifier into clipping and it might run even cooler!

Where is all this power going? The output transistor is basically a large variable resistor. If the instantaneous output voltage should be 40 volts and the power supply is 100 volts, then 60 volts must be “wasted” in the output transistors.

Driving a reactive load (like a speaker) causes the efficiency to drop ever further. This brings us to the other audio classes designed to improve efficiency.

Class D

First, let’s dispel another myth: Class D does not stand for digital. The input is converted to a two-state (binary) representation of the audio waveform. That’s where the similarity ends.

This distinction is important because class D doesn’t provide the benefits normally associated with digital components.

That being said, class D designs dramatically improve efficiency. Instead of wasting power in the output transistor, the output is switched at a very high frequency between the positive and negative supply rails.

If the output is to be zero, then the waveform is at a 50% duty cycle. If the output is to be a positive voltage, then the duty cycle would be greater than 50%. Because the output devices are either completely turned on (no wasted voltage) or completely turned off, theoretically efficiency is 100%.

So the audio input must be converted to a pulse width modulated waveform (PWM). The yellow trace below is the output of the amplifier; the blue trace is the PWM waveform. The blue waveform is fed to an output filter, which results in the yellow output waveform. Notice that the output looks somewhat distorted.


All of the switching noise and distortion cannot be removed and the result can be seen here. Because of this process of converting the input signal to PWM and converting back to analog, a good deal of distortion is introduced. Conventional feedback like that used in class AB designs is used in these amplifiers to reduce distortion.

MOSFETs are the only choice for class D designs. Most class D designs are useful only for bass amps as they can not switch fast enough to reproduce high frequencies.

Some high quality, full range class D designs exist for pro audio, but they are complex with multi-phased outputs.

Class T

Class T (Tripath) is similar to class D with these exceptions: This class does not use analog feed back like its class D cousin. The feedback is digital and is taken ahead of the output filter, avoiding the phase shift of this filter.

Because class D or T amplifier distortion arises from timing errors, the class T amplifier feeds back timing information. The other distinction is that this amplifier uses a digital signal processor to convert the analog input to a PWM signal and process the feedback information.

The processor looks at the feedback information and makes timing adjustments. Because the feedback loop does not include the output filter, the class T amplifier is inherently more stable and can operate over the full audio band.

(Most listeners cannot hear the difference between class T and good class AB designs.)

Both class D and T designs share one problem: they consume extra power at idle. Because the high frequency waveform is present at all times, even when there is no audio present, the amplifiers generate some residual heat.

Some of these amplifiers actually turn off in the absence of music, and can be annoying if there is too much delay turning back on.

arc-ks1254-mini1

ArcAudio's new KS125.4 mini amp combines small size with strong performance.

Class G

Class G improves efficiency in another way: an ordinary class AB amplifier is driven by a multi-rail power supply.

A 500 watt amplifier might have three positive rails and three negative rails. The rail voltages might be 70 volts, 50 volts, and 25 volts. As the output of the amplifier moves close to 25 volts, the supply is switched the 50 volt rail. As the output moves close to the 50 volt rail, the supply is switched to the 70 volt rail.

These designs are sometimes called “Rail Switchers”. This design improves efficiency by reducing the “wasted” voltage on the output transistors. This voltage is the difference between the positive (red) supply and the audio output (blue).

Class G can be as efficient as class D or T. While a class G design is more complex, it is based on a class AB amplifier and can have the same clean characteristics as well.

Class H

Class H is similar to class G, except the rail voltage is modulated by the input signal.

The power supply rail is always just a bit higher than the output signal, keeping the voltage across the transistors small and the output transistors cool. The modulating power supply rail voltage is created by similar circuitry that you would find in a class D amplifier.

How to Choose?

Regulated or unregulated? Class AB, D, or T?

If you’re really into a lot of bass, the class D or T may be for you as these amplifiers will produce the highest SPL with the smallest size.

If you just want to wake the neighbors, blur your vision, or make a big splash in SPL contests, maybe you just need one of the inexpensive, powerful, & dirty class D designs. Want the cleanest high frequencies? Maybe a good class AB amp would be your selection.

Whatever you choose, I hope this information helps you achieve the sound you’re looking for!

Old School vs. New

11:17 am in Articles, Truck Features by bruce-smith

CULTURE CLASH

Today’s hot rod-style show trucks face-off against old-school traditionals

By Carolyn Magner; photos by CR staff

Terry Wier Jr. of Belle, Missouri, slouches against his satin-black 2005 Peterbilt 379 flattop talking with onlookers at the Great American Trucking Show in Dallas last August. They are admiring the bad-ass attitude of this new breed of truck and trucker as he explains the heavy, hunky tandem fenders, low-rider body, monochromatic paint, sleek, minimalist interior, low lighting, suicide doors and outrageously low-drop visor.

“Is that even legal?” asks one trucker, pointing to the squinty-eyed windshield. Wier shrugs: “The truck reflects my personal philosophy in life and trucking.”

It also reflects a popular design trend. This style, often called gangster or outlaw, sharply contrasts with the elaborate, chrome-laden trucks popularized by the more classic, old-school crowd. The styles are equally admired and reviled by both camps, though many trucks have features of both.

HOT ROD LOOK

April Locklear, co-owner of K&L Chrome Shop in Florence, South Carolina, believes the “less-is-more” look extends to her more traditional customers as well as those just starting out.

“There’s a strong demand for simple design with minimal lights, two-color paint jobs, wide stainless panels, no bolt holes, painted, drop visors – a look that’s fresh and modern,” says Locklear, whose husband Kelvin is the boss on CMT’s “Trick my Truck.

Locklear gets dramatically fewer requests for old school touches, such as themes, lots of exterior lights and what she calls “chrome trinkets.”

“We still get the occasional customer who wants a patriotic tribute or a cartoon theme, but for the most part they want the newer style or a mixture of old and new,” says Locklear.

“My personal taste definitely trends toward new school. But I still like old-school features such as shiny pieces of stainless and simply painted flames.”

Rick Boardwine, President and CEO of Bristol Peterbilt in Glades Spring,Virginia, sees a similar trend. He estimates that nearly 90 percent of his customers request painted fuel tanks and minimal exterior lighting while at least 50 percent chose painted drop visors. Most want the low-to-the-ground look of cab and sleeper extensions and heavy fenders.

“My feeling is that the popularity of ‘clean-shaven’ hot rod inspired features will continue growing in popularity with both show truck owners and general customizers,” Boardwine says.

MUTUAL RESPECT

Those features can help win truck show awards, though the charcoal hauler who drives for Struemph Charcoal, also of Belle, doesn’t mind telling his truck’s admirers he wasn’t after a show truck trophy at all.

“My motivation is for someone to look at my truck and say, ‘Holy —-, that’s the baddest truck I’ve ever seen,’” says Weir, waiting to see if he’s shocked the crowd. gambler-old-school

“I like the hot rod look, but I can learn from the old timers, too. I respect them and most of them seem to respect me,” says the 42 year-old of his first show experience.

One of those old-timers is Floyd Moore whose classic show-style red Peterbilt is parked next to Wier’s truck. The 69-year-old owner-operator of Cagle Rock Trucking in Russellville, Arkansas, and a first-time truck show participant himself, has been hanging out with Wier and some of the other bad boys of trucking.

He likes their trucks – and their fresh attitude.

“They aren’t afraid to tell it like it is,” he says. They and Floyd might not see eye to eye on style, but there’s mutual respect.

“It’s not an age, it’s an attitude,” explains Moore. “And besides, we are all here for the same reason. We’re proud of our trucks, we work hard and we are working truckers.”

REAL OLD SCHOOL

If Wier’s sleek low-rider is at one end of the spectrum, the well-known entry from Grayling, Michigan’s Bob and Shelley Brinker captures the other end. The Brinker’s 2000 Freightliner Classic XL, Legend of the Black Pearl, uses a pirate theme based on Disney’s “Pirates of the Caribbean” film trilogy.

Bob Brinker is only six years older than Wier, but has won more than 50 Best of Show awards in six years of truck beauty contests.

He says he’s not impressed with what he classifies as the hot rod trucks or the edgy attitudes of their owners although he does admire the ones who do their own custom work.

brinkers-old-school

Bob Brinker's rig is loaded with graphics, lights and chrome.

Still, he says many make cookie-cutter choices. “They all look the same,” he says. “You take the same kind of truck, paint it all one color, give it a wash and bring it to a truck show. I don’t look twice at them. There’s not much to see.”

In stark contrast there’s plenty to see on the Brinkers’ truck. The pirate motif is used throughout the exterior and interior and includes an almost life-size mural on the hood featuring an image of Jack Sparrow (Johnny Depp) alongside a likeness of their late daughter, Amie McKnight, in pirate attire.

“It’s meaningful to us and tells a story. The excitement it generates makes it all worth it,” Brinker says.

WINNING WITH DETAIL

The Brinker’s award-winning feat comes with an enormous time requirement; they arrive five to six days before a truck show opens and spend 10 hours a day cleaning, shining and detailing every inch of the truck.

While virtual non-stop prepping for days just before a show is not uncommon for any entrant, old school trucks, with their more intricate features and often-ambitious themes and presentations, can demand more work to be done properly.

“We do what we have to do to win,” Brinker says. “Those [new-school] guys don’t want to get under their truck and use a toothbrush on the U joints or a screwdriver to poke rocks out of the tire treads. The judges notice stuff like that and they give us full points and extra points for our attention to detail.”

Indeed, cleanliness is one of the details judges are trained to notice. Wier, who cruised in the day before the show, learned that when a judge told him there was enough grease under his truck to grease three more trucks.

ROCKING THE STATUS QUO

While individual judges may appreciate the look and style of the new-school trucks, the current point system rewards extra effort such as staging, tire detailing, glitzy lights,  theme-inspired murals and cleaning in the most remote areas.

“If all things are equal, extra effort, no matter how old-school it may appear, still translates into extra points that may win the category,” says Bud Farquhar, who directs the five Pride & Polish shows.

wier-new-school

Terry Wier's slammed black beauty

“You can earn full points for a category and not get extra points if you didn’t go to the effort to set your tires or clean under the truck.”

Even with the stray grease, Wier rocked the status quo at the Dallas Pride & Polish when he won four awards, including two Firsts-one being the coveted People’s Choice Award.

“You don’t have to have all the flowers and glitter,” he says. “I’m glad everyone liked it enough to win the popular vote. I think it’s the new attitude; show goers want a lean, tough, smooth-looking truck.”

Meanwhile, the Brinkers have plans to tweak their truck, adding more features and continuing to strive for old-school originality.

“When we’re driving down the highway and see people hang out their car windows taking cell phone pictures of the truck, we get a huge kick out of it,” Brinker says. “That’s the real award.”

Such fan appreciation is the common denominator shared among all custom rig owners whether of the new school gangsta’ mindset or traditional ol’ school.-CR

Qwikliner Spray-On

11:16 am in Products by bruce-smith

[video http://www.qwikliner.com/flash/Qwik_Video.html nolink]