Jeff Silberstorf has put his 1972 A-model Peterbilt to work hauling a Brenner X Ring SS 7,800-gallon tanker around Chicago and surrounding areas. Silberstorf said his boat building and repair business was hit fairly hard by the recession, forcing him to go back into trucking.

Silberstorf drives for PAR Trucking, out of Lombard, Ill. The company hauls bulk liquid commodities nationwide to plants and distribution centers.

The truck has about 20,000 miles on it, Silberstorf says. When winter comes, however, he says he’ll probably start driving a company truck to avoid risk of having an accident in ice and snow.

To see the feature on Jeff’s antique Pete published in the winter 2009 issue of Custom Rigs, click here.

Below is a video interview and walk around of Jeff and his truck.

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KWITCHERBITCHIN’

By Ashley Vice

(Lead photo by Paul Hartley)

Complaints come over the CB about high fuel prices, low pay and long hours. Texas owner-operator Drennon Durham’s response is lacquered across the rear window of his 2007 Peterbilt. One word say’s it all: Kwitcherbitchin.

Drennon Durham, owner of Kwitcherbitchin.

“Easy Money” is the 23-year-old entrepreneur’s CB handle, given to him by a fellow trucker in recognition of Durham’s success at such a young age. “I consider myself pretty young for a guy with a fleet,” he says. Kwitcherbitchin was Durham’s special project in his eight-truck fleet, launched when he was just 20 years old.

Fully customized by the Chrome Shop Mafia of 4State Trucks in Joplin, Mo., the Pete 379 extended hood flattop looks more decorative than durable, but Durham and the Mafia recognized and delivered on the need for a balance between showmanship and serious business.

The 550-hp Caterpillar and 18-speed Eaton Fuller transmission enable Durham to haul drilling rigs, pipe and equipment with little difficulty other than keeping Kwitcherbitchin’s candy-apple-red finish safe from damage. “I scratched it the other day, and I liked to have cried,” Durham says.

According to Joe Overfelt, Mafia body shop manager, Kwitcherbitchin was customized to fit its owner’s personality with a blend of “flash, style and attitude.”

Durham made a few changes to the truck before taking it to the Mafia, but the makeover was a collaboration, as are many of the Mafia’s custom projects: Durham’s ideas and CSM’s artistry, under the direction of Mafia boss Bryan Martin.

“Bryan and I sat down and made a list of things I wanted done to it,” Durham says, “and $40,000 later, here we are.”

That list was extensive, including a shiny stainless frame cover caressed with a custom airline box. The headlights, single squares mounted in the truck’s 22-in. American Eagle front bumper, are among the most talked-about features.

“Most of the time truckers want to know where the headlights are, because they’re easy to miss going freeway speed,” Durham says.

Kwitcherbitchin is outfitted with WTI rear fenders and a set of outlaw-styled front fenders to make it look just a little lower to the ground.

“You know lower is better,” Overfelt says. They also “dropped” the look of the cab and sleeper with a set of custom cab/cowl and sleeper panels. The job didn’t end there.

“We gave it attitude with a huge audio/video setup so Drennon can draw a crowd at the local truck stops with his old classic country boy tunes,” Overfelt says. The setup combines four 10-in. subwoofers and two 1,000-watt amps with a Panasonic head unit. The truck has a 20-in. flat screen with a DVD player and an Xbox 360. Durham says he’s considering adding satellite.

“The boys here at CSM love building trucks, but it makes it that much sweeter when the trucks we build fit the owners to a T,” Overfelt says.

Only a year since the truck was customized, Durham already is thinking about taking it back in for a few updates. “I would like to stretch it to 379 inches, so the wheelbase and the model would be the same,” he says.

At press time, Durham planned to show off Kwitcherbitchin at the 2008 Paul K. Young Memorial Truck Beauty Championship at the Mid-America Trucking Show. After that, it’s back to work. Durham recently sold his fleet, seeing the opportunity to pay off debts and make a good deal of money in a short time. He plans to continue working for the company he sold to.

“All the big guys around here are buying out the little guys to avoid competition,” Durham says. “It’s just easier to work for someone else and let them deal with the headaches, like taxes.”

He kept one truck: Kwitcherbitchin. “A guy offered $155,000 for it, but I have almost $200,000 in it and wouldn’t sell it anyway,” he says.

Selling his fleet, he says, gives him the opportunity to go to shows – and keep customizing. “Why not?” he asks. “I like to change things up and be different.” Durham says neither he nor his truck is what people imagine when they think of the trucking industry — and that’s the way he likes it. — CR

PACCAR Parts Offers TRP Dual-Purpose and Starting Batteries for Trucks and Buses

RENTON, Wash., Jan. 5, 2010 — TRP Aftermarket Parts has introduced a full line of batteries for truck, marine, school bus, transit bus, and other commercial applications.

“The TRP line of batteries is offered in standard lead-acid designs, as well as newer Absorbed Glass Matt (AGM) technology,” said Everett Seymoure, global brand manager for TRP.  “All battery types in the TRP line feature high-quality components that make them dependable products that last longer than lesser quality batteries.

“Truck, bus and marine operators, and maintainers should consider the quality and dependability TRP dual-purpose, starting or AGM batteries can offer,” he said.

“The TRP starting battery line-up offers batteries with up to 1,150 cold cranking amps (CCA) for reliable performance under the most adverse weather conditions; or as low as 650 CCAs for warmer climates where longevity is needed more than cranking power,” he added.

TRP dual-purpose batteries allow for more frequent discharge and recharge of the battery with their heavier, thicker plates.Fiberglass strands imbedded into the plate surfaces lock active material to the plates, preventing shorts between the plates. Trucks with sleepers can run their refrigerators and other appliances off battery power for much longer.

“TRP AGM batteries have no free acid inside; it’s absorbed by the separator material between the lead plates,” Seymoure said. This efficiently packed battery protects the plates from the damaging effects of vibration far better than a traditional lead-acid battery while cycling many more times.

“They also feature a greater repetitive reserve capacity, which allows the battery to be completely drained and fully recharged more times than traditional batteries. So, by giving your battery a little attention now, you can help prevent it from leaving you stranded,” he added.

“While AGM batteries are more expensive than traditional lead-acid batteries, all it takes is one day of lost revenue to make it worth your while. Fleets that track down-time are demanding AGM technology for their vehicles. In remote locations, a flat battery is an avoidable problem that could turn into a major situation. TRP AGM batteries are an outstanding value over the life of your vehicle,” Seymoure says.

“TRP batteries are competitively-priced aftermarket parts that have been thoroughly tested at state-of-the-art facilities to meet or exceed original equipment specifications,” Seymoure said.

“Manufactured in North America, the batteries are backed by a two year, industry-leading warranty and a network of experienced Kenworth and Peterbilt dealers who know your vehicle and your business.”

TRP Aftermarket Parts
TRP Aftermarket Parts for commercial vehicles are available through a network of authorized retailers that include Kenworth, Peterbilt, and DAF dealerships around the world. From dump trucks to cement mixers, delivery vans to tractor trailers, school buses to transit buses, TRP offers reliable aftermarket products that are designed and tested to exceed customers’ expectations regardless of the vehicle make, model or age.  For more information, visit www.TRPParts.com.

TRP Aftermarket Truck, Trailer and Bus Parts Debuts with New Spring Brake Chamber

RENTON, Wash., Dec. 11, 2009 — TRP(TM) Aftermarket Parts is introducing the TRP(TM) Aftermarket Parts spring brake chamber manufactured for use in all Class 6, 7 and 8 trucks, trailers and buses.

“The TRP spring brake chamber is available from TRP authorized Kenworth and Peterbilt parts and service distributors, throughout North America and is the first of a series of aftermarket products available for all make of trucks, trailers and buses,” said Everett Seymoure, brand manager for TRP. “TRP will continue to roll out products this year and into 2010.”

“Choosing the right replacement part is one of the most important decisions vehicle operators can make for their business, and their peace of mind,” Seymoure said.

“That’s why the spring brake chamber was carefully tested and selected for high performance and reliability before receiving the TRP stamp of approval.”

FLEET PERSPECTIVE

Bob Broerman, owner and president of New Bremen, Ohio-based Go Bucks Trucking, said he’s been pleased with the performance and quality of his new TRP spring brake chambers.

Broerman’s company operates a fleet of 12 Kenworth T800 dump trucks, including four units equipped with conveyor bodies.

“We have a pretty long life cycle on our trucks; it’s about 10 to 15 years before we get something new,” Broerman said. “So, we rely on quality parts to keep our trucks operating in top shape.”

Go Bucks Trucking hauls about a quarter million ton of aggregate annually from local stone and gravel quarries for more than 100 area contractors. The aggregate is used in a variety of projects, including the construction of driveways, foundations, drainages, and septic drainfields.

“Our trucks have to be in top shape because contractors rely on us to make timely deliveries,” Broerman said.

”Often, we have 30 to 45-minute delivery windows we have to make. We can’t afford to have brake failures slow us down. And we certainly can’t have one of our trucks filled with aggregate roll away. That’s something we’ve seen happen to other companies, particularly when they run their trucks with inferior quality parking brakes.”

NEW FEATURES

Broerman said he trusts TRP spring brakes since they are manufactured in North America and feature several high-quality components that make them superior, dependable products that last longer than lesser quality spring brakes. Features include:

• Epoxy-coated steel power springs for longer life and highly resistant to corrosion from road salts, chemicals and other contaminants.
• Highly polished chrome-plated internal push rod prevents internal seal wear.
• 10-gauge reinforced stud mounting housing provides exceptional strength.
• Stroke indicator helps the operator determine accurately when the brakes need adjustment or replacement.
• Heavy duty, synthetic rubber diaphragms provide high resistance to abrasion and contaminants found in pressurized air.

“The TRP spring brake chamber is a competitively-priced aftermarket part that has been thoroughly tested at state-of-the-art facilities to meet or exceed original equipment specifications,” Seymoure said. “Plus, they’re backed by industry-leading warranties and a network throughout North America of experienced dealers who know your vehicle and your business.”

TRP Aftermarket Parts
TRP Aftermarket Parts for trucks, trailers and buses are available through a network of authorized retailers that include Kenworth, Peterbilt, and DAF dealerships around the world.

From dump trucks to cement mixers, delivery vans to tractor trailers, school buses to transit buses, TRP offers reliable aftermarket products that are designed and tested to exceed customers’ expectations regardless of the vehicle make, model or age.  For more information, visit www.TRPParts.com.

BIG RED

Frame-up resto takes this 28-year-old Pete from an oil-field workhorse to Build-Off champion

By Bruce W. Smith

Jerry Diemoz is like a teenager being handed the keys to a dream car. Diemoz, the owner of J&R Trucking, an oil-field operations company out of Rock Springs, Wyoming, is all giggly and barely able to take his eyes off Big Red, an ’81 Peterbilt he’s owned from day one. It’s one of the three custom rigs entered in the Big-Rig Build-Off.

Diemoz has logged more than 1.6 million miles in its cab, most of those miles plying the nasty roads and drilling sites of Wyoming’s oil and gas fields hauling rigging and equipment.

But what he sees before him isn’t the old workhorse anymore. It’s a full-on custom show truck.

“I’m amazed, I’m amazed!” he says looking inside the cab. “It’s great!” He’d not seen it finished until the day he came to the Louisville event and walked into the Build-Off display area where Jim Raines, S&J Truck Sales’ president, handed him the keys. His excitement mirrored the thoughts of the three judges for the Industry’s Choice award.

Big Red originally went into the S&J shop in Ft. Wayne, Indiana, to have the renowned repair center (and winner of the Build-Off in 2007) give the 28-year-old truck a working rig’s facelift.

The Cat 3408 was already out and awaiting overhaul.  “But when I found out about Jim and the work they do,” Diemoz says, “everything changed. Jim started on it and everything changed again, because he’d been invited to enter a truck in the Big-Rig Build-Off – and we decided it’d be Big Red.”

“As the rebuild progressed,” says Raines, “we tore it down and began with new double-frame rails custom-built by P.G. Adams in South Burlington, Vermont. From there we rebuilt the truck from ground up.

“We replaced all the sheet metal in the hood, cab and sleeper, converted the front axle over to hub pilot-style, and put in the custom stainless boxes.”

Diemoz requested spreading the rebuilt locking drivers from 46 to 60 inches to “make it ride better over those washboard roads we have in the oil and gas fields.”

S&J fabbed new fenders to cover the new Bridgestone drivers wrapped around sparkling Alcoas and built the custom stainless deck plate and frame covers.

Alum-I-Tanks provided 185-gallon saddle tanks to replace the original 135s, Valley Chrome the front bumper, and Roadworks the rest of the chrome trim as well as the custom firewall and engine air intake.

While all that was going on, sound-deadening material and custom speaker enclosures were installed. The Pioneer sound system, rear camera, DVD player and police scanner were wired and mounted.

Then Ft. Wayne’s Marquart’s Custom Creations refurbished the interior in leather, including re-covering the new Comfort Ride seats. Meanwhile Rockwood Products handled the hard interior panels.

Hundreds of miles away in Elco, Nevada, at Elite Motor Works, Big Red’s tired 450-hp V8 received its own special service. Elite’s experts did a block-out rebuild, popping in bigger injectors, oversizing the bore and upsizing the turbo. The result: a 1,000-hp Cat.

When it came back to S&J they fabricated a new air-intake box and redid all the electrical and plumbing to accommodate the bigger stable of ponies.

After all the wrenching and fab work was done, Big Red made a trip across town to Hoosier Trailer & Truck Equipment, where they deftly applied the finishing touches using Dupont Imron 6000 Polyurethane Autumn Leaf and black as the primary colors to make Big Red shine.

And shine it does. The list of modifications reads more like a parts inventory for a custom truck fabrication and repair shop.

But it’s the one item listed at the end in bold type that says it all: 2009 Big-Rig Build-Off Industry Award.

“I spec all my company’s trucks for the work we do so they are ‘custom’ in that respect,” says Diemoz, running his hand along the stainless deck plate.

“But nothing on this level. This is my first custom rig. The thing I like most about it is the detail that Jim did on it. He’s very, very proud of his work and he has reason to be.”

When Diemoz was asked if Big Red was headed back to the muddy oil fields, he said, “No way. We are literally building a showroom for this truck. After all, as my wife says, ‘Our home is one Peter built.’ Now it’s time for it to retire.”

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IDEAL FOR CONSTRUCTION, PETROLEUM DELIVERY, REFUSE AND UTILITY VOCATIONS

DENTON, Texas   (October 19, 2009) – Today, Peterbilt Motors Company unveiled the new Model 348 designed to exceed the rigid demands of Class 7 and Class 8 specialty application market that requires rugged durability and a wide range of option content. The Model 348 represents a multi-dimensional performer with a GVW beginning at 33,000 lbs. and optional capacity ratings to suit almost any speciality vocation.

The all-new interior enhances the vehicle’s durability, reliability and value through its “in-mold” color process that imbeds the color permanently into the material to virtually eliminate peeling, scratches, scuffs and fading that can occur in harsh operating environments.

Additionally, the ergonomically designed driver display package features backlit gauges that are easy to read and simple to understand and includes key vehicle performance data located at the top of the dash for optimal viewing. For increased driver comfort and convenience, a new HVAC system not only improves air flow, but also reduces maintenance costs.

By Lanier Norville

“Hot rodding has no limits.” This, the motto of Flaming River hot-rod shop, is epitomized in its latest revival: the transformation of this 1987 Pete 379 Flattop into the smokin’ hot gangsta rig known as Blackbird.

Flaming River of Berea, Ohio, frequents hot-rod trade shows, showcasing its products and custom work, which is catered to early models of hot rod cars.

“We had a smaller truck, a GMC top kick,” to haul products from show to show, says Brett Domin, sales manager at Flaming River who oversaw Blackbird’s custom makeover. “The GMC really wasn’t meeting our needs. The Pete seemed to be a better fit.”

The hot-rod shop gave the old Pete a second chance at rollin’ in style by modeling it after the Lockheed SR-71 Mach-3 spy plane, which was used by the U.S. Air Force until 1998. The boys in the shop at Flaming River drew inspiration from the jet’s sleek, low profile minimalism – a look that translates well to big rigs — and named it Blackbird.

The redesigned Pete boasts custom machining, hot rod stainless pipes, a new interior and unique graphics that showcase the shop’s finest work.

On the outside, the frame, tranny, and final drive were soda blasted and painted to match the body. No, they didn’t shake up cans of soda and spray down the parts, though the process is not far off from that.

Soda blasting is a cleaning method that can remove dirt and rust without damaging metal or glass. The process involves shooting baking soda through a tube at high speed using compressed air. Know how baking soda shines up teeth? It works on trucks, too.

Once clean and rust-free, the frame, transmission and final drive received a matte black paint job at Priebie’s Collision Center to match the body.

The color, Jet Black, is a Dupont Finishes Hot Hue. The Flaming River team removed the fuel tanks; steps; trim molding; mirrors and brackets, cleaned them, and had Creative Powder Coating of Elyria, Ohio, give them a black powder finish.

The original aluminum wheels got a custom treatment with bead blasting, black powder coat and new chrome hub center covers and lug caps. The original 8-inch visor was replaced with a 14-inch black powder coated visor.

“The truck just looks so aggressive rolling up from behind,” Domin says.

New black bucket-style halogen headlights from Southern Rods and Parts contrast nicely with the classic long-nose design, while integral top mounted turn signals add extra custom flair. The exhaust system tubes received chrome plating and a new direction, rerouted to the side dump Lakester-style, a popular ‘50s style. “We wanted to give it that hot-rod look,” Domin says.

The Flaming River team removed the original Peterbilt logos, replacing them with billet aluminum ovals engraved with “Pete 379” and backlit by LED lights.

The custom integrated fuel tank and exhaust brackets also shine with billet aluminum and polished stainless steel. The custom bumper, made by 32 Chrome Shop of Pulaski, Wisc., is 22” deep and ridin’ low, at 4” below stock.

They left one vestige of the old truck intact: the bird-shaped hood ornament that the last owner had added. “We had changed so much on the truck that we just decided to leave that on there,” Domin says.

The team stripped and refurbished the cab and sleeper, including the upholstery. They installed four new Air Ride seats, a Flaming River steering column and steering wheel, a new headliner, interior door panels, and side/rear interior treatment in the sleeper. They even added a new dash cover and new wood cabinetry to give it a high-class look.

But Blackbird doesn’t just have looks to die for, it’s got the entertainment to match. The audio system includes Sirius satellite radio, CD and cassette players, MP3 player compatibility and new speakers.

Then there’s the Magellan GPS navi system, flat screen TV, DVD player and Playstation 3 that the team picked up from Best Buy.

To ensure a clear sound, Design Engineering Corporation of Avon Lake, Ohio, installed sound deadening insulation in the sleeper and the cab.

Though the truck hasn’t been seen on the big-rig show circuit yet, it’s something Domin sees in its future.

Outlaw Customs plays its money card with Dead Man’s Hand, one of the hottest trucks shown at the 2007 GATS in Dallas

By Todd Dills

(Lead photo by Paul Hartley)

The crew from Outlaw Customs strode into the Overdrive’s Pride & Polish contest in Dallas last August on a mission.

As Dead Man’s Hand, a 2001 Peterbilt 379, rolled into the show, the guys who built it – Andy and Alex Gobel, Nic Gillan and Jon Gill – hoped it would answer a pressing question.

It had been on Andy’s mind since the Colorado customizers decided earlier that year to break out of Western Truck
Parts, the business owned by Andy and Alex’s father: “How can we get people to talk about us?”

One way was by “having the girls out with us,” he says. During the show, the men were fl anked by four women
in Outlaw Customs T-shirts – one was Alex’s girlfriend, Marina, the others were friends – who tried their best to
help bring attention to Outlaw’s masterpiece.

Taking a cue from the recent trend of twisted-down-tube forks in custom chopper design, the Outlaw Customs crew fired up the torch for the delicate job of twisting aluminum mirror arms.

Turns out, the masterpiece was doing the job all its own; Dead Man’s Hand won Best in Show in Limited Mileage Bobtail and first place in its class. Not bad for a first truck from a new business.

It’s the result of a clear approach and a keen eye for unique features that make up one twisted, bad-ass show truck. Outlaw began its search for the right truck by looking for “a Pete with the biggest Cat engine you could get,” Andy Gobel says.

After canvassing the Western Truck Parts yard and coming up empty, Andy and Alex’s father, Alan, a man with long experience in buying salvage vehicles, found a Pete 379 a few states away. The truck had been driven through a schoolhouse in Lodi, Calif. (school, luckily, was out at the time), but it had a mammoth Cat C16 under the hood.

As Andy Gobel tells it, “When this thing came up, I said, ‘That’s a builder that we can do.’”

His father realized upon delivery of the vehicle that the photos had been deceiving. “The frame was twisted,” Gobel says. Another hitch: When the truck was headed to Denver over Donner Pass at minus-10 degrees, “all thefreeze plugs blew out of it.” Whoever drove it last had used only water in the cooling system. In short, the truck was a mess.

Outlaw set about bringing it up to par, and along the way focused on uniquely designed in-house custom-made parts to really showcase its workmanship.

Both Andy and Alex were reared with welding torches in hand. Alex had plenty of experience in custom car
work, and Alex and Nic Gillan were yard managers at Western Truck Parts before joining Outlaw Customs. They
were all fans of vehicle customizing, down to the arena where many of the more radical designs first pass public
muster: the custom-chopper circuit.

At a Denver Merchandise Mart event sponsored by Easyriders magazine, Andy saw a bike that combined

a sleek, dark look with ornately designed chrome parts, unlike anything he’d ever come across.

Possibly more than any other feature, the "twisted" sculpted aluminum parts draw the most attention to Dead Man’s Hand. Design director Nic Gillan describes the labor-intensive production process. “At 1,300 degrees, your aluminum will be malleable. But at just 1,313 degrees, it crystallizes and breaks.” The customizers thus had to heat a 15-foot aluminum rod, bend the section they were working on before it got too hot, then let it cool before going to the next section. Outlaw now sells cast versions for around $400.

With twisted aluminum forks and a subtle, dark paint scheme, it served as the conceptual prototype for Dead Man’s Hand, a success in showing off not only the new shop’s  ability to trick out a working truck but to fully restore a wrecked vehicle.

Dead Man’s Hand unites the longand-low simplicity of West Coast designs with the more fl ashy, over-the-top murals of the East.

“We aren’t so much about one style. but rather taking elements from both sides and different industries  then  applying them together, being open-minded to all cultures,” Andy Gobel says.

“Whether it’s a lead sled, low-rider, bike or rat rod, there are lines and curves that can work for all industries. Our design style is really diverse. But we do appreciate a cleaner, more sleek-looking truck. We are firm believers in less is more.”

They’ve captured the imaginations of truckers throughout the country. Randy Stroup, for example, is a longtime customizer. A custom Pete he owned was featured in a 1984 issue of Custom Rigs’ parent magazine, Overdrive; today Stroup owns the 106-truck fleet First Class Services of Lewisport, Ky.

When Stroup read about Dead Man’s Hand, he was struck by its originality. “We saw some unique features on it, some new ideas,” Stroup says.

Now Stroup has partnered with Outlaw to customize his 1986 Peterbilt 359, First in Class, an entry in the Big Rig Build-Off competition at this year’s Mid-America Trucking Show. The truck showcases Outlaw’s work in myriad custom component parts.

Part of Outlaw gang: (L to R) Nick Gillan, Alex and Andy Gobel.

“Anybody can buy accessories,” Stroup says, “But these guys have ideas.” “We’re a chrome and truck accessories shop, but we don’t want to just be a chrome shop,”Andy Gobel says.

“Our market model is brand identification.” Taking their cues from extreme sports suppliers,they’re looking for customer dedication to bring their business to the fore.

“The way they do things in the snowboarding industry is to get professional snowboarders to endorse the product,” Gobel says. “The kids, then, are buying the brand.”

Outlaw’s craftsmen hope to take that one step further, Gobel says, to deliver in spades on quality and “to create a lifestyle behind what we do,” he says. “We’re getting customers for life.”– CR

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

West Coast Chop-Top  One  Slick Creation

Nothing gets Mike Salinas’s adrenaline pumping faster than seeing a green-light flash on a Christmas tree and feeling 540 cubic-inches of blown Chevrolet, sitting inches ahead of his toes, punch him into the seat while it lifts the wheels of his 7.0 Pro nostalgia dragster skyward. The thrill of that seven-second quarter-mile, 200-mph blast is hard to beat.

It’s also hard to beat his tow vehicle: a 1997 Peterbilt 379 extended hood that reflects both the colors and style of this Gilroy, California, National Hot Rod Association Hot Rod Heritage drag racer. Salinas’ hot-rod-style hauler, dubbed Slippery Pete, is an odds-on favorite to win every time it rolls into a racetrack or a truck show, as was proven at Overdrive’s Pride & Polish competition at Truck Show Latino in Pomona, California.

Jeff Davidson of John’s Truck Repair, in nearby Cotati, entered Salinas’ Pete in the Limited Mileage Show Truck class and walked away with Best Limited Mileage Bobtail and Best Pride & Polish Limited Mileage Paint among some stiff competition.

Richly deserved, too. The paint and bodywork on the chop-top Pete are works of art, thanks to the fabrication and attention to details the JTR crew put in.

“The project started out small,” says Davidson. “We were planning on chopping the cab top, building smooth deckplates, making custom rear fenders and tailplates, and painting the truck orange and black with blue flames to match Mike’s trailer [and dragster] we’d finished six months earlier.”

“But every time we got together with him to discuss the specifics, we all had ideas on how to alter this or that on the truck. When it was decided to yank the motor and transmission to dress them up a bit, the small project instantly turned into a huge one. Eighteen months and 4,000 man-hours later, this is the result.”

So the next time you are at a nostalgia drag race and see Salinas’ #7211, or one of his four daughters racing their Jr. Dragsters, sneak a closer look at the Peterbilt hooked to their car hauler/race shop. It’s as impressive as Salinas’ burnouts. — Bruce W. Smith

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