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A Fresh Update to Your OBS Grille

Step one was to rewind the front of the 1999 Suburban back to 1993 pace truck standards with a few upgrades. After a quick call to LMC Truck, the crew had all the necessary conversion parts, including a grille shell, billet insert, lower grille filler, turn signal lamps, side marker lamps, front fender extensions, and the correct front bumper. At some point in its life, Brik Yrd had been converted with a 1993 GMC grille with the correct lower grille filler and fender extensions and a smooth, front work-truck bumper with no strips or guards. This is a simple conversion. All OBS grilles are interchangeable from OBS ’88-’98 with the correct corresponding year’s parts. Follow along as the team brings Steve’s vision to reality.

1999 Suburban
Our donor for this project is this 1998 Chevy Suburban. This truck is extremely clean and all factory, but we want to give it a sportier look. So, we’re going to start with the grille.
White 1999 Suburban
The first step is to remove the old pieces. Luckily on these trucks, the grille is very easy to remove with some basic tools. Just lightly pull on the panel to find the next fastener until it easily comes off the truck.
White Suburban with LMC replacement grille
Before we paint and install our new grille, we want to test fit the LMC replacement grille that we ordered. We also are replacing the headlights and driving lights for a much cleaner look. The test fit went great, and the panels fit as they should.
 Billet grille
We also want to add a billet grille to the factory grille shell. Before we cut the grille shell, we tape off the billet grille so it does not get scratched during test fitting.
prepring OBS grille for paint
We also tape off the entire grille shell around the spot that will be cut. We don’t want anything flying into the shell and scratching it before paint.
With a clean cut and a perfect it, the grille is now ready to be painted and the billet metal can be set to the side.
We don’t need a paint booth for something this simple job as long as we have decent ventilation. So, we hung the new grille on a drying rack and gave it a few solid coats of Automotive Touchup’s white paint to match the truck. We also added clearcoat from Automotive Touchup for a factory finish.
Leaving it alone for a few hours to dry is the hardest part of this project. Patience is as important as details, so just wait!
With the grille fully painted and extremely impressive looking, we can now mount the billet panel in its final location before adding it to the truck.

Keep following along online at OBS Headquarters or OBS Builder’s Guide for more updates on Project Brik Yrd.


’89 Chevy Cheyenne C1500 | Red Ryder

On Every Kid’s Wish List in the 1990s

How many of you wanted a Red Ryder BB gun after “A Christmas Story” appeared on TV when you were a kid? It was one of the most influential movie scenes in the ’80s, and to this day it still plays nonstop during the holiday season. 

Roller block SBC 355ci V-8 Chevy
Roller block SBC 355ci V-8

Few things stick around for that long and still hold sentimental value to millions of people around the country. Show anyone in your family a picture of a stock ’88-’98 GMT400 truck, and we promise at least one of them has a great story involving one of them. Either it’s your grandpa who used one as a farm truck his whole life and watched the sunset in it with his wife for the past 30 years, or it’s your mom who met your dad in their parent’s work truck on a Friday night. Everyone has a memory that involves this all-American Bow Tie, and this particular shortbed is no different.

American Powertrain “White Lightning” Tremec 5-speed transmission

bucket seats

Dylan Eaton from Spring Hill, Florida, grew up with this exact truck—well, a stock daily-driven version of it at least. His dad picked it up from the dealership new in 1989 and drove it until 2008 when he gave it to Dylan. This was the first truck Dylan ever owned, and he wanted to prove he cared about it as much as his dad did. Now after a little over eight years and around $25,000 dollars or more, Dylan is proud to tell the story of this long-time family member. He knew the path he wanted to take when he started customizing. A daily driven, big power, thick tire street machine. Nothing more and nothing less. He wants to jump the truck at any time and have a strong crank. No special fuel and no pre-charging, just a ready and reliable show truck.

Welded roll pan

Because it was so well maintained since its time on the showroom floor, the exterior of the truck only needed some fresh paint and a few simple upgrades. A Street Scene front grille with billet inserts was installed, the factory bumpers were shaved and painted, the bed rail stake holes were shaved, and a steel roll pan was welded and smoothed in. Finally, the whole truck was painted Viper Red by Donnie Peake of Peake’s Autobody Inc. To get the stance correct, Dylan and his dad installed a 5-inch front and 7-inch rear suspension drop that included DJM Control Arms, Belltech coil springs, new spindles, a rear flip kit, C-notch for the rear frame rails, and Belltech Street Performer shocks. They also bolted on a 1.375-inch front sway bar with polyurethane bushings and body mounts as well as a Calvert Racing Caltrac bar.

Viper Red Chevy
Forever Sharp steering wheel
Forever Sharp steering wheel
Street Scene front grille

The power plant on this sweet OBS is an ’87 GM roller block SBC 355ci V-8 built by Mark’s Performance and Machine in New Port Richey, Florida. The block was balanced, blueprinted, decked and line honed. It was also bored 0.030 over and has a Pro Meth methanol injection system. Eagle connecting rods, Comp Cams nx276hr camshaft, JE Pistons, Total Seal rings and King bearings complete the internals, and it’s all bolted together with ARP bolts and studs. Under the block is a Morosso oil pan. Topping off the engine build are Air Flow Research Eliminator 180cc heads, a polished 192-intake 16-rib supercharger from The Blower Shop, a Devane “Weekend Warrior” 930cfm carburetor, and Hooker Headers. These bolt up to Hooker Max Flow mufflers and flow out the back of the truck. An MSD ignition keeps the timing in check and an American Powertrain “White Lightning” Tremec 5-speed transmission with hydraulic throwout bearings and a SPEC Type 3 clutch wrap up the drivetrain.

Dakota Digital VHX

All this power is sent back to the 14-bolt 5-lug 454SS rearend with 3:73 gears. Some 17-inch American Racing Torq Thrust 2 wheels are at each corner with a 17×7 up front and 17×9.5 in the rear. The Michelin Pilot Sport 4s tires give Dylan the traction he needs and the SSBC Big Bite brakes stop him when he steps on the pedal. The SSBC rear disc brake conversion and SSBC adjustable proportioning valve give him all the braking power he needs for this beast of a truck. 

’89 Chevy Cheyenne C1500
’89 Chevy Cheyenne C1500

This truck is on every grown kid’s Christmas list, and you don’t have to worry about shooting your own eye out with a truck like this—although you may break a few necks when you drive by.  

  Truck Specs:

Dylan Eaton
’89 Chevy Cheyenne C1500
Spring Hill, Florida


  • 5-inch front and 7-inch rear suspension drop 
  • DJM control arms
  • Belltech springs and spindles
  • Belltech flip kit and C-notch
  • Belltech Street Performer shocks
  • 1.375-inch front sway bar
  • Polyurethane bushings and body mounts
  • Calvert Racing Caltrac bars


  • ’87 GM roller block SBC 355ci V-8
  • Built by Mark’s Performance and Machine in New Port Richey, Florida
  • Balanced, Blueprinted, Decked, Line Honed
  • Bored 0.030 over
  • Pro Meth methanol injection
  • Eagle connecting rods
  • JE Pistons with Total Seal rings
  • King bearings
  • ARP bolts and studs
  • Moroso oil pan
  • Comp Cams nx276hr camshaft
  • 502/520 lift and 276/288 duration
  • Air Flow Research Eliminator 180cc heads
  • The Blower Shop polished 192-intake 16-rib supercharger
  • Devane “Weekend Warrior” 930cfm carburetor
  • Hooker Headers
  • Hooker Max Flow mufflers
  • MSD ignition
  • American Powertrain “White Lightning” Tremec 5-speed transmission
  • T56 Magnum with hydraulic throwout bearing
  • SPEC Type 3 clutch


  • 17-inch American Racing Torq Thrust 2 wheels
  • 17×7 front width 17×9.5 rear width
  • Michelin Pilot Sport 4s tires
  • 224/45/17 front and 275/40/17 rear
  • SSBC Big Bite brakes
  • SSBC rear disc brake conversion
  • SSBC adjustable proportioning valve
  • 14-bolt 5-lug 454 SS rearend with 3:73 gears


  • Street Scene front grille
  • Billet grille inserts
  • Shaved and painted factory bumpers
  • Bed rail stake holes shaved
  • Painted Viper Red by Donnie Peake of Peake’s Autobody Inc.


  • 454 SS bucket seats
  • Black with red stitching by Catalina Custom Upholstery in Spring Hill, Florida
  • Dakota Digital VHX carbon fiber and red gauge cluster
  • Forever Sharp steering wheel
  • Sony single din head unit
  • Factory dash and door panels dyed black

The Major Differences in ’88-’98 Chevy Trucks

The Evolution Of The OBS What Is The Major Differences in ’88-’98 Chevy Trucks?

In my opinion, 1988 was the exact year that jump-started the street truck era with the release of the all-new re-designed GM trucks commonly known as the “OBS” (Original Body Style, Old Body Style). This redesign by GM officially made a truck more than just a tool on the farm. It sparked the creation of an entire culture of automotive enthusiasts, and the street truck/sport truck movement was born. The GMT400 is said to have influenced GM designers long after they were no longer produced, and for good reason! We believe to this day they are the best-looking trucks on the road, we may be a little biased though!

Over its more than 10-year span of production, these trucks just got better and better in terms of design, comfort, reliability, power and safety. Although GM made a ton of changes both cosmetically and mechanically to the GMT400 trucks, we’ll hit the high points of the changes made throughout the years. We wanted to break down all the biggest and best changes between the ’88-’94 and ’94-’98 trucks. So let’s dive deep into the timeline of this timeless truck.

What is an OBS?

(Old Body Style or Original Body Style)

OBS refers to Chevy C/K trucks that were manufactured by General Motors between the years of 1988 and 1998. Marketed under the Chevrolet and GMC brands, the C/K series included a wide range of vehicles including a chevy truck and two SUV models. While most commonly associated with pickup trucks, the model line also included medium-duty and heavy trucks. “C” denoted a two-wheel drive; “K” denoted four-wheel drive.

’88-’98 Chevy There were eight different versions of the C/K line for 1988: Fleetside Single Cab, Fleetside Extended Cab, Fleetside Crew Cab and Stepside Single Cab models, each in either 2WD or 4WD drive-lines. Three trim levels were available for these trucks including Cheyenne, Scottsdale and Silverado.

In 1990 GM retired the dual glass headlights in favor of a composite headlight with a serviceable bulb.

This is also when Chevy began offering their high back bucket seats as an option.

’88-’98 Chevy
However, the most notable thing from the year 1990 was GM’s release of the 454 SS, Sport and Sierra GT packages, all of which are highly sought after now.

In 1992 GM redesigned the gauge cluster, which included a tachometer.

454 SS, Sport Sierra
1993 was the last year for the 454 SS, Sport and Sierra GT packages and the first and only year for one of GM’s rarest production trucks ever made the Indianapolis 500 Pace Truck package.  GM only produced a little over 1,500, making the Indy Pace truck one of the rarest GM Production trucks ever to roll off the assembly line.

Controlled transmission
In 1993, GM also went to an electronically controlled transmission, better known as the 4L60, for improved reliability.

In 1994, both Chevrolet and GMC trucks across the board received a facelift via a re-designed grille and the addition of a third brake light option for safety. A cargo lamp was now standard.

1995 brought the GMT400 to an entirely new level with a completely redesigned interior that included a driver’s side airbag and optional CD player for added safety and convenience. The interior door panels received a noticeable re-design as well.

1995 also brought the newer style composite breakaway style mirrors.

Quite possibly the best update to the OBS came in 1996, more power!  Enter the Vortec line of engines for OBS trucks via central port fuel injection, roller cam, higher compression ratio, better flowing heads and an all-around better engine.

Over its more than 10-year span of production, these trucks just got better and better in terms of design, comfort, reliability, power and safety.

Aside from that, GM introduced an optional third door for the extended cab trucks. If you’ve ever tried to climb in the back seat of an extended cab OBS, you can definitely appreciate this offering.

Interior on a 88" to 98" Chevy Truck

Also an update for the 4×4 guys in 1996 was the push button four wheel drive option.

1997 brought to us the optional passenger side airbag, variable speed assisted steering and better cooling for the 6.5L turbo diesel trucks.

In 1989, a Sport Equipment Package was available on either C/K1500 fleetside shortbed single cab models. The package featured a black grille with red outlined bow-tie emblem, black moldings outlined in red, body color front and rear bumpers, black mirrors and “SPORT” identification decals on the box and on the tailgate. There were no suspension or engine upgrades provided with any of the sport packages as this was an appearance only option.

Notable Moments in the C/K Timeline


Chevy CheyenneThe Work Truck (W/T) was introduced in 1988, which featured a single cab long bed with Cheyenne trim and a new grille with black bumpers. Check out a tech article for this Chevy! 


Throttle body(TBI) fuel injection was used on ‘88-’95 gas engines.


In 1998, to circumvent the rise in auto thefts, GM introduced the Pass Lock II system with a “security” light on the dash to the 88” to 98″ Chevy Trucks.


CPI (central point injection) was used on the ‘96-’00 4.3L-V6, 5.0L-V8, 5.7L-V8


1997 was to be the last year the C/K Silverado would display “CHEVROLET” on the tailgate


Belltech Lowering Kit | ’96 GMC Sierra C1500

Installing A Belltech Lowering Kit in a ’96 GMC Sierra C1500

When it comes to lowered trucks, the stance is everything! Without the proper stance, the truck will not look good or handle correctly. One company has been getting it right since 1983—Belltech. 

Belltech was at the forefront of the sport truck craze in the early ’90s building parts for none other than the GMT400 trucks. The launch of the drop spindle allowed people to lower their trucks while maintaining front-end geometry. They also addressed the rest of the suspension with shackle kits, flip kits and lowering coil springs. All of these components resulted in a ride quality that hadn’t been realized before now.

We recently picked up a 1996 GMC Sierra C1500 as a project truck. It was a bit rough around the edges but had great bones and potential. A little elbow grease and replacing a few things such as the carpet and body side moldings had the truck looking much better than when we bought it. The next step was to address the suspension, brakes and wheels.

’96 GMC Sierra C1500

To get the stance and look we wanted, we reached out to our friends at Belltech and Ridler wheels. We knew we wanted it to be low, but didn’t want to lay frame. The folks at Belltech recommended a 4/6 lowering kit with their Street Performance shocks part #688SP. We chose the new Ridler 606 gray with milled spoke wheels wrapped in Toyo rubber to round out the look we were after.

While we were tearing into the suspension, we also decided to upgrade the brakes and steering components. We chose drilled and slotted front rotors and a rear disc conversion from Little Shop Manufacturing. To ensure the truck steered straight and true, new steering components and balljoints were in order from Proforged.

All of these parts combined are going to create a truck that handles as well as it looks. Lets dive into what it takes to istall a 4/6 lowering kit from Belltech.

Belltech Lowering Kit
We laid all of the parts out and took inventory to ensure we had everything we needed to get the job done.

Removing the bed on a ’96 GMC Sierra to install a Belltech lowering kit
The first order is to get the bed removed. We also chose to take a pressure washer to the frame to get rid of years of caked-on dirt and grime.

After we got the truck on the lift, we removed all of the wheels and tires. We decided to start on the front first. Unbolt the caliper and secure it out of the way to prevent damaging the brake hose. Remove the dust cap from the rotor, remove the spindle nut and the rotor assembly. Next detatch the backing plate from the spindle by unfastening the three bolts.

Take out the two bottom bolts and upper nut from the shock and discard the shock.

Pull out the cotter pins and unfasten the nuts from the tie rod end, upper and lower ball joints. Leave both nuts on the ball joints at this time to prevent the coil spring from unloading.

Support the lower control arm with a jack. Using a deadblow hammer, gently strike the spindle at the lower ball joint to release it. Repeat for the top ball joint. Once loose, you can now remove the nuts from the ball joints.

Slowly lower the control arm to release the tension on the coil spring. Make sure to stay clear in case the spring bounces out. Lift the spindle off of the lower ball joint. Now is the time to replace those worn-out ball joints as we did.

A comparison of the spindles and springs shows the difference and how it results in a drop.

The springs come with a 1-inch spacer for the top. Use this spacer for a 4-inch drop. If a 5-inch is what you are after, omit the spacer. Now install the spring back into the spring pocket. Using a jack slowly apply tension to the spring. Make sure it seats properly into the lower control arm.

Set the new spindle on the lower ball joint and hand tighten the lower ball joint castle nut. Slowly jack up the lower control arm until the upper ball joint is fully inserted into the spindle and install the castle nut. Re-attach the tie rod end. Torque the castle nuts to 90 lb-ft and install new cotter pins.

Intall the new Street Performance shocks. The upper shock cover must be removed for the shock to fit into the control arm.

Reinstall the dust shield and rotor assembly and brake caliper. Repeat the process for the other side. Let’s move on to the rear.

Start by supporting the rear axle with a jack. Make sure to put a slight pre-load on the springs to aid in removing the spring bolts.

Starting on one side, remove the shock and U-bolts

While supporting the leaf spring, remove the front and rear eyebolts. Carefully lift the leaf spring pack and set out of the way.

Remove the two bolts circled and secure the brake line and wiring harness clear of the chassis.

Locate the cut template located in the drop kit. Attach to the frame using tapered punches inserted through the existing holes in the frame.

Using a center punch, mark the upper and lower hole locations as indicated on the template. Remove the template and drill ½-inch holes through the chassis. We used a step bit to step up to the ½-inch hole.

Using a scribe or equivalent, connect the holes. We found it worked best to scribe to the far outside of the holes. Be sure the leave the radius intact to reduce the possibility of stress cracks arising. Using a cut-off wheel, Sawzall, or plasma cutter cut along the scribed lines. Debur the edges.

Test fit the C-section. (Some trimming may be required) Using the C-section as a guide, mark the eight holes located on the side of the chassis and the two located on the bottom (circled). Remove the C-section and drill each hole to ½ inch. Applying a little paint to all of the drilled holes is recommended to prevent rust forming on the bare metal.

Install the C-section using the supplied ½-inch hardware. Torque to 110-120 lb-ft. Make sure to tighten the side bolts first, then the two bottom bolts. Note: Extended cab trucks require a few extra steps due to the two-piece driveshaft. Since ours is a regular cab, we could omit these steps. Reinstall the leaf spring, ensuring it is under the rear axle. Do not fully tighten the leaf spring eyebolts at this time.  Repeat the notch steps on the other side.

Once the C-notch is complete and the leaf springs are reinstalled, it is time to install the flip kit. Remove the original spring pack plate and replace with the new axle saddle. Make sure the hole in the bottom of the saddle is forward of the axle centerline. Lower axle into the new saddles.

Install the supplied U-bolts and spring bottom plate. Torque in 5-10 lb-ft increments to a final torque of 85-100 lb-ft.

The transformation is drastic and just what we were looking for!  The 4/6 drop and the Ridler 20×10 rear in 275/40R20 and 20×8.5 fronts in 245/40R20 tires give the perfect look and stance. We couldn’t be happier with the outcome!

Check out other Belltech lowering tech installs click here!



Ridler Wheel


Little Shop Manufacturing



1996 Chevy C3500 Dually | NO COMPROMIZE

Mike Barcia Left No Stone Unturned on This Wicked 1-Ton

A DRIVER. Every custom truck enthusiast must have one. The driver is the truck that gets mobbed on the daily work commute and usually gets put through the paces on the weekend hauling the “show truck” around. The driver is never left alone for long, however. It always starts out innocent enough with a drop kit or airbag suspension setup, wheels and tires, and maybe some upgraded audio and simple exterior bolt-ons, but that only lasts so long. Pretty soon, the custom truck freak’s desire to take the build further and further takes over, and what was once the driver becomes yet another show truck. So much for self-restraint!

Mike Barcia out of Tampa, Florida, bought a driver back in January 2001 to tow his full custom Isuzu show truck. The driver came to him in the form of a trade where Mike gave up the title to his bagged ’90 C3500 and some cash for the ’96 four-door that would eventually become No Compromize.

After a weekend of de-grampifying the OBS Crew, Mike set about getting it on the ground. Set up with full air-ride suspension, the truck’s stock black paint eventually gave way to a full color change with a crisp and clean two-tone with traditional flames heating up the beltline coupled with billet interior accents, ear pounding audio and deep detail under the hood. It didn’t take long before the driver became another show truck. So, Mike decided to take the dually off the road and show circuit and build the most radical custom 1-ton on the planet. The Isuzu was sidelined and the dually became the popular girl getting all of the love and attention.

It was February 2003 when Mike and friend and fellow Negative Camber club member Robbie Taylor tore the truck down to perform a traditional 4-inch body drop on it. After the rockers were kissing the Florida asphalt, the truck looked cool but Mike thought, “It’ll just be another bagged and bodied dually with nice paint and a stock frame under it.” So, the decision was made to go for broke and have a full custom chassis built. Also being a fan and regular attendee of ISCA World of Wheels car shows where the best of best show up to compete, Mike knew that if he wanted to play on that level with the truck, then he had to bring his A game.

Enter Jimmy Graham of Jimmy’s Rod N Customs in Edgewater, Florida. Jimmy hand built and fabricated a oneoff custom chassis equipped with a custom built four-link rear suspension. The leadingedge underpinnings feature custom front suspension and shock hoops built from scratch. Not only is the chassis of No Compromize a work of fabrication and design art, but the depth of detail is unmatched.

After Jimmy finished fabbing up the ultimate bones and suspension, Mike took special care to grind smooth all unnecessary roughness, such as the factory ridges on top of the rear differential where the axle tubes meet the pumpkin. Mike and Gerald Ashe welded up all of the seams and grinded all the welds baby butt smooth. Friend and fellow NC club member David “Double D” Dekorver bodyworked the frame before Chris Bareswilt covered the chassis and suspension components in Euro Red. The frame and suspension were painted as opposed to powdercoated for a superior finish, and then Mike wet sanded and polished to perfection.

To keep things extra clean and smooth, all of the wiring was run through the frame rails, the air compressors were plumbed into the chassis tubing, and all of the chromed stainless bolts were clocked the same direction for that extra touch of ISCA detail. Polished stainless hard lines handle fluid transfer to the brakes and transmission, while a fully polished 3-inch stainless exhaust system built by Jimmy Graham with one-off billet chrome plated exhaust hangers built by Tom Hingle of Billet & Acrylic Fantasies kick out the octane cocktails. Cruising juice is housed in a custom aluminum fuel cell built by Jeff Davy of Devious Customs. The factory rearend was shortened 9 inches and stuffed with shortened Franklin axles while the first set of 24-inch Raceline Ratchet polished wheels mounted on Toyo rubber. Mike even sanded the side walls down for a smooth no-letter look. For an extra touch, Mike reached out to Kennedy Brown from Fat Dog Designs in Jonesboro, Arkansas, to machine one-off billet floating logo No Compromize center caps.

The truck comes to a halt with one-off billet 4-piston calipers and custom slotted and drilled rotors by Aerospace Engineering. Slam Specialties Slam Bags get the meticulously detailed underpinnings on the ground while air management from Accuair sends lift and drop commands from Mike’s itchy trigger fingers. Viair compressors re-supply the tanks.

The factory big block, while mechanically stock, has a bit more bite with a March Pulley Set, Edelbrock Headers and 3-inch custom built stainless exhaust. Making the most noise under the hood is the deep detail, including the smoothed block and heads, paint-matched block, and all of the chromed and polished accents. Mike wanted the world’s finest chrome, so he reached out to Steve from Advanced Plating in Tennessee to get that accomplished. Billet Specialties valve covers cap off the valve train in style, while a custom-built radiator from Performance Rod and Customs keeps the BBC’s operating temps in check. A Wilwood master cylinder kicks fluid to the custom machined calipers allowing them to bite down on the slotted and drilled rotors.

When building a truck of this caliber, getting it this low and expecting it to compete and win on the extremely competitive indoor show circuit, you have to pull out all of the stops. Modifications lead to more modifications to achieve the right fit, the right look, the right form and most importantly the right function! Not only does No Compromize have a detailed to the nines, full-custom chassis, but the envelope was deeply modified as well, demanding a mountain of metal work from the firewall forward.

Blending classic CK lines with more modern Silverado styling, Mike opted to go with a ‘06 Chevy cat-eye front end. Sounds simple, right? But this mod combined with Mike’s obsession to go over the top turned into a five-year fabrication adventure just to make it seamless. Jimmy’s Rod ‘N’ Custom knocked it out of the park again with hammer bending all of the edges for a clean, smooth look. The front fenders were sectioned and lengthened in the front to make them flush with the ’06 Silverado bumper. On the backside, the ’06 fender is joined with the ’96 fender, and the wheel opening had to be cut, sectioned and massaged to make the lines flow proportionately. Moving up, the hood was lengthened on the backside by 10 inches and the windshield wiper cowl area was removed. The side curves of the hood were cut off so that when the hood was opened a clean fender line was achieved. The hood top body lines were then rebuilt and moved in 2 inches per side. The bottom side of the hood was hand built with a bead-rolled insert added for a smooth look and to gain clearance between the top of the intake and the base of the hood. The ’06 Silverado bumper top was chromed and the lower half sectioned and extended by Gerald Ashe so the bottom sat flush with the tarmac when the truck is laid out.

Even before paint was laid down, the engine compartment alone was a work of art in and of itself, with a custom bead-rolled firewall, custom core support and core support bead-rolled sheetmetal cover and bead-rolled fender wells. The radiator and power steering caps were all frenched into the sheetmetal work as well as the hood hinge pockets. To take it one step further, Mike wanted custom billet hood hinges, but he had no clue what he was getting himself into. After commissioning four different machine shops and delaying the build for over a year, Bobby McCurdy finally saved the day. Bobby designed and cut a set of one-off custom billet hood hinges like no other. The truck is basically a highend turn table street rod with a bed on it.

After Jimmy finished the work on the front clip and the engine compartment, it was time to get the cab and bed slick and smooth. Starting with the bed, the fuel door, stake pockets, tailgate handle and taillights were all shaved. A motorcycle style fuel cap was added to the top of the bed rail while one-off custom taillights by Greening Auto were frenched in for stylish stopping. A custom roll pan was built, and the dually fenders were raised 2 inches so  the 24-inch Raceline would tuck. Jimmy fabricated new bead-rolled sheetmetal to the front outside bulkhead of the bed, and the factory dually fender marker lights were shaved in favor of custom one off machined replacement. Jimmy kept the tools burning by fabricating a push-button tailgate handle on the inside of the tailgate, rounding all four corners of the inside of the bed, building bead-rolled interior sheetmetal inserts inside the inner bed sides, and building widened bead-rolled inner wheel tubs. It didn’t stop there. The welder kept on blazing with a custom raised and smoothed bed floor panel, both top and bottom, smooth sheetmetal on the inside of the tailgate and bead-rolled billet oval No Compromize insert into  the tailgate.

Ever since the truck came off the road and was torn down in ’03, the color of choice for the modified metal was to be red. When it came time for the metal work to be body worked and covered in color, Mike delivered the truck to Justin and Eli Griffin at Twin States Rod Shop in Meridian, Mississippi. Once the truck was arrow straight, smooth and ready for color, it was time for the booth and the ultimate decision on color. Since the chassis was already red and Mike wanted it to stand out, it was decided that the body better be an opposing color. BASF RM products were custom mixed to come up with the custom color nicknamed “SEMA Gray,” and the truck was coated from nose to tail and roof to rocker and the liquid art buried in RM Glamour clear coat.

Completion of the metal work, body work and paint led to wiring before the truck was delivered to the upholstery and audio shop for threads and sounds. Justin and Eli Griffin installed a Painless Performance wiring harness to connect all of the electrical dots and a custom motor wire harness from Tempe Speed & Performance to get the bigblock cranking.

No head turning, jaw dropping and awardwinning custom show truck is complete without a double throw down interior and some tunes to pummel ear drums. Aaron Markwell, Jesse Johannesen and the team of Innerworx in Sarasota, Florida, got down on the cabin of No Compromize with the entire interior inner structure built out of ABS plastic and then cut, shaped, layered and routered out to perfection. Innerworx built the custom dash, door panels, center console, overhead console and the seats. A total of 11 hides of Relicate Napa saddle leather were used to wrap the full custom interior. Mushroom Versaweave textile carpet covers the cab floor. Complementing the supple leather and smooth street rod sculpted styling of the threads is a Flaming River steering column topped by a custom machined 15-inch billet steering wheel. Vintage Air climate control keeps show cruising temps in check while Classic Instruments gauges provide accurate reporting on the big blocks behavioral patterns. Further accenting the cruising chamber are a variety of billet dress-up items from Clayton Machine Works. To finish off the interior, Mike had Jeff Bertrand of J&B Microfinish in Pontiac, Illinois, machine custom billet seat recliner handles to match the door handles, while Tony Pasquini of Automods in Sarasota, Florida, performed the interior leather laser engraving NC logos throughout. Tom Hingle of Billet and Acrylic Fantasies in Vero Beach, Florida, designed and machined more than 100 unique custom billet parts placed carefully and strategically throughout the build to add class and detail at every turn. A keen eye will note the “NC” engraved throughout the billet accents signifying two things—the truck’s name, No Compromize, and Mike’s truck club, Negative Camber.

For cruising beats, Mike went with all Sony components featuring three-way speakers up front, two 10-inch subwoofers in the center console and a sixchanel Bluetooth amplifier with DSP sending the signals.

No Compromize was a 15-year journey in the making from the time Mike tore it down until the day it rolled into the SEMA Show in November 2018. His commitment to the level and quality of the build is self-evident in the finished product. Mike is thankful for the help and support of his wife, Heather, and daughters Madison and Brooke Barcia for allowing him to pursue his dream. Mike would also like to extend his deepest appreciation for the hard work and dedication of the build team, including Justin Griffin, Eli Griffin, Gauge Griffin, Jimmy Graham, Aaron Markwell, Jesse Johannesen, Chris Bareswilt, Gerald Ashe, David Dekorver, Robbie Taylor, Efrain Ramos, Tony Pasquini, Cody Holmes, Chris Douglass, Joe Griswold, Alex Madrigal, Kennedy Brown, Bobby McCurdy, Jeff Bertrand, Andre Brown, Chris Rawlins, Matty Barkley, Anthony DeMichael, Chuck Scheer, Bryan Perreault, Danny Terneus and CJ Fayet. Bad ass trucks, family and friends— what it’s all about!


Mike Barcia
1996 Chevy C3500 Dually
Tampa, Florida
Negative Camber


  • Full custom chassis and suspension by Jimmy Graham at Jimmy’s Rod ‘N’ Customs, Edgewater, Florida
  • Custom four-link, custom front suspension and shock hoops
  • Shortened and smoothed rearend
  • Chassis body worked and smoothed by David Dekorver of Dub D Kustoms
  • Chassis paint by Chris Bareswilt of Tampa
  • Slam Specialties slam bags
  • Accuair air management
  • Viair compressors
  • Custom fuel tank by Jeff Davy of Devious Customs


  • Factory 7.4-liter 454
  • Edelbrock headers
  • March Performance pulleys
  • Custom 3-inch stainless exhaust fabricated by Jimmy’s Rod ‘N’ Customs

Wheels/Tires Brakes

  • 24-inch Raceline Ratchet dually wheels
  • Custom machined center caps by Kennedy Brown at Fat Dog Designs in Jonesboro, Arkansas
  • Toyo 255/30/24 tires sanded to remove all logos, letters and numbers
  • Custom machined billet four-piston calipers, cross drilled and slotted rotors by Aerospace Engineering
  • Wilwood master cylinder

Body /Paint

  • ’06 Chevy cat-eye front end
  • Custom built hood hinges by Bobby McCurdy
  • All curved edges of front sheetmetal
  • Bead-rolled firewall
  • Custom core support
  • Bead-rolled fender wells
  • Sectioned and lengthened front fenders
  • Modified wheel well openings
  • Lengthened hood 10 inches
  • Traditional 4-inch body drop
  • Shaved fuel door
  • Shaved stake pockets
  • Shaved tailgate handle
  • Frenched one-off taillights
  • Raised dually fenders
  • Custom roll pan
  • Metal Mods by Jimmy Graham Jimmy’s Rod N Customs
  • Paint: SEMA Gray by BASF sprayed by Justin Griffin and Eli Griffin at Twin States Rod Shop


  • Hand-built dash, door panels, seats and consoles
  • Relicate Napa saddle leather
  • Design, fabrication and stitchwork by Innerworx Modern Interior Solutions, Aaron Markwell, Jesse Johannesen and team in Sarasota, Florida
  • Vintage Air climate control
  • Classic Instruments gauges
  • Flaming River steering column
  • billet from Clayton Machine Works

Miscellaneous Custom Tricks

  • Interior laser engraving by Tony Pasquini of Auto Mods in Sarasota, Florida
  • One-off machined parts by Tom Hingle of Billet and Acrylic Fantasies in Vero Beach, Florida
  • Billet seat hardware by Jeff Bertrand of J&B Microfinish in Pontiac, Illinois
  • Billet/LED taillights and billet fan shroud by Jesse Greening of Greening Auto in Cullman, Alabama
  • Chrome plating by Advance Plating
  • Door moldings and rubbers by Precision Replacement Parts


1994 Chevrolet | DOOR DRAGGER

From One Friend to the Other 1994 Chevrolet C1500!

One of the most important things you can hold onto are friendships. Friendships help you build character, define who you are and help you along the way through trials and tribulations. Those friendships often influence your hobbies and interests as you learn about new things and cultures. Since their time in middle school, Robert Walden and his friend Kyle Boring have been close. Although they had different lives and interests, they remained very close. 

1994 Chevrolet C1500Kyle got involved in the truck lifestyle and Robert began a career in the pharmacy industry. Oftentimes, Robert would see the trucks Kyle was around and absolutely loved the style and look of them. Kyle was building a 1994 Chevy C1500 and had just added a bodydrop but got distracted by some other projects and set it aside. For about a full year, Robert would ask if he could purchase the Chevy before Kyle finally agreed. Robert had never owned any custom vehicle so Kyle was hesitant at first but figured he would lend a hand.

Robert brought the truck home in pieces—a rolling frame, a cab and lots of other small parts. The frame was painted a bright red, and then tires and wheels with the ’bags were installed. Robert’s friend Wesley Copeland helped add the cab to the frame even though there was no wiring or glass yet. Robert’s brother Joshua has a background in bodywork, so he handled all the body smoothing and shaved the doors, gas tank lid, drip rails, third brake light, tailgate handle and antenna.

The interior was half done, with Kyle trying to use a ’59 Impala dashboard inside. It wasn’t fitting properly, so Wesley and Joshua stretched it 2 inches on each side, making it fit into place. The body was a light gray primer and the frame was bright red, so Joshua coated the entire 1994 Chevrolet truck in a bright red mix that matched the frame. The next step was making sure the Chevy would be a solid driver, so an LS6 was pulled from a ’04 Silverado and fit into the engine bay. The new intake wouldn’t clear the hood, so he had to use ZO6 injectors and the hood finally closed. Wesley had to install a custom-built wiring harness from Hotwire to match the right length. After that was wired up, Oilmasters in Tifton, Georgia, built a 3-inch exhaust with true dual Black Widow Venom 250 mufflers. Derek Browing tuned the motor and dialed in the horsepower to put out 410 hp.

Inside the Chevy, Wesley removed seats from a ’90 Chevy Suburban and cut them down. The foam was reshaped and the factory seat slides remained. The seats were stitched up using black and red houndstooth centers. Joshua assisted Robert with getting the black carpet mounted along with the door panels and new poppers for the doors. Robert called in about five friends to get the bed back on the truck and lined up. Kyle and his crew at his business, Boring’s Glass Company, got all the glass installed and road ready. Robert continued to add final touches with a new center console to fill between the seats. Robert added a box behind the seats to house the battery for the Chevy.

Since his purchase of the rolling chassis, Robert has about 3,000 miles on the Chevy C1500 traveling to shows and events all throughout the country. He owes his dedication and passion to his loyal wife Jessie, who insisted he finish the build no matter how long it took.

Robert was able to make Door Dragger a huge success with the helping hands of all his close friends and brother. His lifelong friendship with his middle school buddy Kyle led Robert to purchase and help build his very first truck.

Billet specialties o a 1994 Chevrolet

Red 1994 Chevrolet C1500

Red 1994 Chevrolet on the beach



Robert Walden
1994 Chevrolet C1500
Moultrie, Georgia
Club Affiliation: Aftermath


Front Suspension: Michigan Metal Works control arms, Belltech drop spindles, Slam Specialties SS7 bags
Rear Suspension: Ektensive two-link with Panhard bar, box back half frame, Slam Specialties SS7 ’bags, two Viair 400c compressors, two 5-gallon air tanks, Accuair E-Level air management system


Engine: 6.0 LQ9, upgraded cam, springs, rockers, LS6 intake, Z06 injectors, tuned by Derek Browning of Browning Tuning, 3-inch custom exhaust, true dual Black Widow Venom 250 mufflers
Transmission: 4l60e
Rearend: 9-inch Ford rear end, limited slip, 3:50 gears


Metal work by Wesley “Stick” Copeland
Paint and bodywork by Joshua Walden
Shaved drip rails, door handles, third brake light and tailgate
Traditional 4.5-inch bodydrop
Custom-mixed red paint
10-gallon custom stainless fuel cell
New clear glass by Boring’s Glass Co. in Moultrie, Georgia
94-98 GMC grille with billet insert
LED headlights and taillights
Sir Michael’s rollpan
Tailgate handle flip kit


1959 Chevy Impala dashboard swap
Omega Kustom gauges
1990 Suburban seats cut down and reshaped by Thomas at Top Shop in Cairo, Georgia
Custom built door panels and center console
Interior work done by Wesley Copeland
Retro style billet steering wheel black half-wrap
Stereo: Pioneer head unit, Pioneer components, Pioneer shallow mount 12-inch subwoofer, two HiFonics amplifiers

Wheels & Tires 

Wheels: 22×9 Intro Radicalli polished
Tires: 255/30R22 and 265/35R22 Pirelli Scorpions

Special Thanks: My wife Jessie, Wesley “Stick” Copeland, Joshua Walden and Kyle Boring



LS in an OBS | Making the Swap After the Drop!

LS in an OBS…. Making the Swap After the Drop!

Before the pandemic, life was easier in so many ways for so many people. One problem we constantly heard was builders had increased customer orders but couldn’t procure the materials needed for manufacturing, which is what we went through while trying to create content for our tech section.  

The last time we visited this particular project was over six months ago with the installation of a QA1 coilover suspension. This 1997 Chevy C1500 now handles like a rail car but lacks the power to really test out the engineering. Yes, we could upgrade the factory 305ci engine to gain a few hundred horsepower, but the time, dollars and effort spent doing that would be on par with a complete LS engine swap. So that’s the route we are going on this build, and we really hope you follow along.

Did I mention we are supercharging it? Now I have your attention!

1997 Chevy GMT400

Our block of choice is a 6.0-liter LS engine out of a 2003 Silverado 2500 HD. We are going to completely strip it down and prep it properly for the big power we expect to get with this ProCharger supercharger system. Along the way, we will strengthen the structure with ARP bolts and paint it nicely to match the rest of the truck. This P-1SC-1 supercharger system from ProCharger is self-contained (SC) and the only gear-driven centrifugal superchargers to feature self-lubrication. SC ProChargers also feature the highest step-up ratio, exclusive billet impellers and the industry’s only billet gearcases for superior rigidity, sealing and appearance.

We are sending the harness to Current Performance Wiring for a complete overhaul. Which will make it plug and play with our 6.0-liter LS. The follow OEM wire colors and use OEM connectors to produce the best quality products. They go through a multi-step quality inspection process that’s guaranteed to meet or exceed even the most demanding show car owner’s expectations. We are replacing this original OEM transmission with a Chevrolet 4L80 transmission to handle the additional power and finishing it all off with some Red Line fluids. Keep in tune with this one because the end result will be something you want to see, we promise!

This 1997 Chevy GMT400 was extremely well maintained by the original owner and sold to a hardcore gearhead with high standard and an attention to detail. After a QA1 coilover conversion and a set of 20-inch US Mags wheels, its sits like a title holder but performs like an amature. Time to fix that!

6.0-liter LS engine
The block for this serious swap is a 6.0-liter LS engine straight out of a 2003 Silverado 2500 HD. We are going to completely strip it down and prep it properly for the big power we expect to get with this ProCharger supercharger system.

Joe Egizio from Egizio Motors in Ocala

Joe Egizio from Egizio Motors in Ocala, Florida, is performing the surgery, and he’s basically a newbie to the operating room. Yes he’s performed many mechanical masterpieces in his day, but never a ProCharged 6.0 LS in an ONB Chevy. We will all learn together! First on the list, cleaning and painting the block.

The weak link in a connecting rod has always been the bolt, and racers know that nobody builds a better bolt than ARP. However, it is critically important to monitor the stretch of each bolt and replace it when it has permanently elongated by .0005. This is typically defined by the loads that are carried by the bolts in terms of piston/rod weight and the rotational speed of the engine. You should also know that ARP rod bolts are superior in the area of fatigue strength. Testing has shown ARP rod bolts to have 10 times the fatigue strength of other bolts.

LS Valve springs
Assembling the valve springs is the next step to building an unbreakable LS. Valve springs are the unsung heroes of horsepower. The springs provide force to keep the valve in contact with the mating components during the valve opening, peak lift, and during closing of the intake and exhaust cycles.

ARP assembly lubricant will get you within 5% of the required pre-load on the first pull and stays consistent with each subsequent cycle including race prep, machining, pre-assembly and final assembly! It’s developed to be more consistent, more repeatable and manufactured with no harmful contaminants.

The valve covers look great installed on the newly painted block. Time to start adding the goodies!

LS Rocker Assembly
With the valve springs in place we can move to the rocker assembly and and then the valve covers.

Pro Charger
The big picture of this project is this beautiful ProCharger system we are adding.

The best thing about ProCharger is that the kit comes complete with everything you need, including the intercooler and even a license plate frame!

The first part of the puzzle is the harmonic balancer. It does not actually balance an engine, but rather it absorbs and removes unwanted vibration due to torsional twisting of the crankshaft.

Next, the main bracket is installed, which allows all the other pieces to bolt up. We also added the new waterpump.

This ProCharger head unit will align the six-rib belt as needed and give you some adjustments based on tension.

Looking great so far! All this black powdercoating looks great, and it came that way out of the box.

Our kit came with this P-1SC-1 supercharger is self-contained (SC) and the only gear-driven centrifugal superchargers to feature self-lubrication. SC ProChargers also feature the highest step-up ratio, exclusive billet impellers. The industry’s only billet gearcases for superior rigidity, sealing and appearance.

Yes, this will fit in that truck! We know it doesn’t look like it, but this entire engine and ProCharger system will slide in. Fits perfectly in our 1997 Chevy C1500.

Red Line Fluids
Like most projects we do, we use Red Line fluids throughout. Red Line has a reputation with racers and enthusiasts alike for creating products that perform and protect better than any on the market. No compromises.

With the engine prepped and ready to install, we need to yank out the old 350ci V-8. We will be reusing the factory wiring harness, so we need to take that out first, with patience!

Current Performance Wiring was formed in 1999 when LT1 engine swaps were truly gaining momentum, and the LS1 engine has just come to market. They follow OEM wire colors and use OEM connectors to produce the best quality products and they go through a multi-step quality inspection process. Guaranteed to meet or exceed even the most demanding show car owner’s expectations.

Current Performance Wiring manufactures custom engine & transmission harnesses for:

  • ’05-Newer LS2, LS3 & LS7 (24 and 58 tooth)
  • ’97-’04 LS1, LS2, LS6
  • ’99-Newer Vortec 4.8, 5.3, 6.0, 6.2
  • ’94-’97 LT1 & LT4
  • ’96-03 Vortec 5.7L 350
  • Gen V Direct injected LT1, LT4, L83, L86

Next on the task list is to remove the transmission. Since we are replacing everything, it’s a cleaner process to take it all apart in the truck than it is to yank it all out though the engine bay. We are replacing this original OEM transmission with a Chevrolet 4L80 transmission.

LS Swapping a 1997 Chevy GMT 400

With the transmission out of the way, we can start pulling the engine block. This particular small block turned nearly 300K miles on the odometer before being removed in perfectly working condition. This may be a project for another day!

The 6.0-liter LS engine looks menacing and roaring to rip. With this much detail and precision going into this project, we need to clean the engine bay before we begin the install.

A quick bath and a little scrubbing gave this bay a fresh look. The previous owner was a full time detailer and it shows.




Until the next issue, we will put this project away. Focus on some other items until we get out wiring harness back from Current Performance. Stay tuned!

Check Out A Video:


ARP Bolts

Current Performance Wiring

ProCharger Superchargers

Red Line Oil

OBS Builders Guide Volume 2 Cover Reveal! Preorder Now!

The crew at Mach1 Media got an amazing shot for this issue’s cover!

Premier issue number one of OBS Builder’s Guide was so successful, we’re going to do it again! From the editors of Street Trucks Magazine comes the all-composing guide to restoring and customizing one of the most popular body style trucks ever released. Chevrolet’s 88-98 Fullsize trucks and SUVs spawned a massive sub-culture of passionate enthusiasts, artists, and gearheads worldwide. With over 800,000 OBS (Old Body Style) trucks built and sold within the first year of production, it’s easy to see why this is one of America’s most beloved bodies. The OBS Builders Guide is here to document this trend-setting truck and bring you the best how-to tech, feature stories, manufacture spotlights, event coverage, and new product reveals that relate. In this book you will see things like:

  •  Suspension upgrades and modifications like air-ride, static drops and even lift kit installation
  •  Engine Performance upgrades and LS style motor swaps
  •  Body Restoration, Metal Modifications and Rust Repair
  •  Interior Upgrades, Electrical, and Audio Enhancements
  •  New Parts Guides and Model Specific Press Releases
  •  Paint Styling Trends, Tips and Tricks
  •  Wheel and Tire Size/Style Options and Looks
  •  Braking upgrades for Street and Competition use
  •  Tends and Ideas to help your truck stand out from the rest!

VIDEO | Picking up Project Artemis with C10 Club of Florida!

Now that our 1998 GMC sierra is completely covered in an all new custom wrap from GLARB and Tate Designs, we have to take a trip down to Overpower Customs to pick her up. Next stop is Florida Boy Customs for a full custom interior.

We can’t wait to show you guys the strong, stay tuned or be there at Daytona truck meet 2021 for the official reveal! Huge shout out to Josh from C10 Club of Florida for not only towing our project back for us, but also shooting and editing this great video.

We hope to bring you quite a few more of these videos, so you can stay up-to-date with this amazing build.

Project Artemis Debut Article –

Project Artemis Goals and Parts Used –

Project  Artemis Front Suspension Install –


Father and Son See It Through

Most everyone reading this magazine understands what a battle building a full custom truck can truly be. The constant snowball effect, the nickel and diming of every little part, the late nights and early mornings, the missed birthday parties and family events, and on and on. But none of this comes close to comparing with the real-life battle that the Neeld family was hit with mid-build. 

Jimmy Neeld was handed down a passion for custom trucks from his hero: his pops, Jim Neeld. Father and son, Jim and Jimmy, have worked in the garage together ever since Jimmy was old enough to hand his dad a wrench, and that passion blossomed through the years. They have built a couple rides together and hit the road across the country, enjoying shows and family time and sharing this passion.

But one thing Jimmy was not prepared for during their latest build together was the news of prostate cancer. Mid-build, Jim was diagnosed, and this put things on hold as the family pulled together for Jim. For those who haven’t had the pleasure of meeting Jim or Jimmy, the Neeld family is a strong, tight-knit family, and when one battles, they all battle. The family rallied around Jim. Through surgery, treatment and all, Jim fought the hard road and did so with his family by his side.

Battling cancer is probably one of the hardest things a person could ever endure, but ringing that bell and beating this silent killer definitely sheds a different light on things. The little things become that much more important, and spending time with his son Jimmy, building their dreams out of their garage, is something Jim had missed dearly. As soon as he was able, father and son jumped right back into the dually build to see it through. As you’ve seen, the Neelds just don’t quit! So, they tackled the hardest parts of the rebuild first to get them out of the way.

Starting on this beast of a dually bed, they redid the sheetmetal bed floor, cut off the old bent-up roll pan and replaced it with a new smooth one. They also added some old school 1989 Cadillac taillights and welded and smoothed the tailgate. Next, the rear fenders were molded to the bed sides and the rear marker lights were also shaved.

Moving on to the cab, they added a bodyline behind the rear doors, shaved the third brake light, shaved the rain gutters, fixed minor body work, and added a smooth cowl and a cowl induction hood to the mix. Because paint and body are what Jim and Jimmy do, they knew this one had to be extra special. A month-long process to the exterior with a little over 3 pounds of Tropical Glitz Frostbite Flake, laced roof and House of Kolor Tangerine Kandy (roof/side stripe), and she was starting to come together. Interior pieces were color matched with PPG beige, and in the bed Jason Feltham from Feltham Fabrications worked his magic on the custom billet FLO airride tanks. Then Brandon Shirley from Mad House Designs pinstriped everything bringing it all together quite nicely.

After the paint and interior work, the new custom cut 24-inch Alcoas were added to make things that much sweeter. And the custom-built spare tire mount for an additional Alcoa in the bed really finishes things off.

With all of the builds the Neeld family has under their belts, this dually definitely hits home and holds a special place in their hearts. Proof that truly anything is possible, with hard work and a positive outlook on life, miracles can and DO happen! Jimmy and Jim are the type of people the truck industry and scene need more of—good people coming together to spread love and share their passion with others, all the while enjoying and putting their family first. Very proud to call you friends, and can’t wait to see what comes out of the Neeld garage next!

Truck specs


Jimmy Neeld

1997 GMC C3500
Smith’s Grove, KY


24-inch Custom Cut Alcoa’s with 275/25R24 Lexani LX-Thirty tires

Chassis Modifications

Air Lift Performance D2600 ‘bags
Ridetech Strong Arm Uppers & Lowers
FLO Air-ride comps and custom tanks painted by Feltham Fab
Z’d and notched frame for clearance, bed lined frame black


Performed by Jim & Jimmy Neeld
Shaved door handles, antenna, third brake light, roll pan and tailgate

Body Mods: Added bodyline behind rear doors, molded rear fenders, flush mount chopper style fuel cap in the bed rail, 1989 Cadillac taillights, custom spare tire bed mount for an additional 24-inch custom cut Alcoa spare wheel

Bolt-ons: Street Scene smooth wiper cowl panel, front fender flares, billet grille with custom billet grille bumper inserts

Misc.: All clear headlights, turn signals and roof lights, tinted windshield/side/rear glass
Brand and Colors: PPG ambulance white base with 3 pounds of Tropical Glitz Frostbite Flake, PPG black base (lace roof), House of Kolor Tangerine Kandy
Extras: FLO air tanks custom painted by Jason Feltham (Feltham Fabrication), pinstriping by Brandon Shirley of Mad House Designs
Interior color matched PPG beige


Performed by Upholstery by Mike’s Upholstery in Seaman, OH
Seats: Stock seats (front and rear) sectioned and covered in faux alligator and beige vinyl
Dash: Painted PPG tan