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Project Why Wait: Installing Airlift 3H Management


The last Project Why Wait update marked the first time the cab made an appearance since 2016. If you were excited for more metal work I’m sorry. It’s coming, but for this post the cab is back in the corner while I button up a bit more of the chassis.

The chassis is currently on the cusp of being a proper roller. Seeing it lay running board once more would be super motivating, but before that happens there’s a few things I need to strike off the list first.

One of those ‘to do’ items was installing the  3H ride height sensors.

If you remember from the un-boxing post I went with 3H Managment so neither my wife or I have to worry about the truck riding too low, or more importantly too high, at any given time.

To be able to accurately monitor ride height, once different loads are introduced, the 3H system requires the installation of the ride height sensors pictured above.

Depending on who you ask height sensors are either fairly easy to install, or quite complex.

We’ve all heard the “hard to install” height sensor schpeal of companies who’ve opted not to release a sensor based system.

Aware of the existing stigma  produced an excellent set of instructions to accompany their kit. As someone who spent years assembling model cars, I really appreciate a good set of numbered directions.

That said, Air Lift Performance does warn installing the sensors is a time-consuming process. Luckily with this truck I have all the time in the world.

Looking back at my installation experience, one of the best things Air Lift included in the documentation were the sensor range templates. These are used to make sure the sensors articulation is within operating limits when no power is run to the system.

I used these extensively during my install.

Quick tip: you can make them a lot more durable by affixing them to thin cardboard. Cereal boxes work a treat.

I chose to start the job at the front of the truck. I reasoned this would be where most of the complications would lie.

It didn’t take long to find challenge #1. Because Project Why Wait runs Allstar performance tubular upper control arms, there wasn’t a great spot to mount the sensor linkage.

I could have tapped, or welded to the control arm, but I really didn’t feel comfortable with either option.

The solution for this problem came by way of Amazon, where I grabbed a pair of 1″ spit collars. Drilled and tapped these solved my problem perfectly.

Additionally not being permanently fixed, this mounting point allows for further adjustment down the road. I paid about $20 shipped for the collars, though it took me awhile to find a vendor that would ship to Canada.

Truth be told I think my set was used, but no big deal in the end.

Next came mounting the sensor itself. Usually the sensor is mounted above the suspension mounting point. In my instance doing so would be a little complicated so I called Air Lift’s support to see if it could be avoided. They confirmed that it while the manual prescribes one way, it will work the other.

The configuration you see above was take one. It worked mechanically, but ultimately it had a pretty big flaw.

I can be a little slow at times so, it took mounting the sensors completely before I put a wheel on and realized things were no bueno.

Had I left the sensor where it was, the first time I turned it would have been history.

Looking back I’m not 100% sure what I was thinking the night I thought that spot was a good idea. I must have under estimated how close the wheel gets to the frame when steering lock-to-lock.

Using a sensor mounting bracket I got from Air Assisted (thanks Kevin!) I was able to find an alternate position on top of the frame rail. I kept everything as tight to the control arm as possible to lower the chance it would interfere with any other components.

Above was a range test, hence the duct tape holding the two rod ends together, and the quick clamp mounting solution with random home hardware.

Once I was satisfied that position two would work, I set out shortening and re clocking the sensor arm.

This falls within Air Lift’s permissible system modifications and they cover how to do it throuougly in the instructions.

In a nutshell there’s an extruded point on the arm that you have to make sure is oriented correctly. As long as that is correct you can pretty well do whatever you like.

A bit of paint on the collar, and sensor mounting bracket, and you end up with the set up below. It’s worth noting that I cut down the threaded rod that connects the two rod ends significantly to make this work.

That is another permissible modification illustrated in the 3H instructions.

After doing the front twice, the rear was fairly straight forward. Not having to account for steering and having two flat surfaces to mount to really helps speed things along.

I mounted the sensor to the frame rail, and used the lower link bar as my suspension point.

Mounting to the lower link bar was acheived with a simple right angle bracket purchased from Home Depot.

Much like the front, I clamped everything in position before running the suspension through it’s full up and down range.

With no bind present, and everything falling inside of the red, I again trimmed the sensor arm.

I also slotted the mount on the lower link bar ever so slightly. Again this was done to allow for further finagling down the line.

The final trick to calling this job done was running the wiring for both the sensors and managment ecu/manifold combination.

Though the illustration above might make it look a little involved the wiring really is straight forward.

The controller connection cord (USB), trigger wire, and power and negative go to the front of the vehicle. A relay, and the main plug for the harness remain in the rear.

I’m sure there were a few quicker ways I could have gone about running the wiring the entire system but the cleanest way was through the frame.

Up front the driver’s side sensor enters the frame almost immediatly, crosses over to the passenger side via the engine crossmember, and joins the passenger side sensor on its trip to the rear.

At this point it goes through the rear crossmember, where a power and negative wire are going the opposite direction up to the battery, as part of the second compressor harness.

The rear sensors are done very similarily to the front, though they start behind rear cross member.

Everything is loomed and grommeted to ensure that it works for years to come. Running these wires isn’t exactly something I want to do on any sort of regular basis.

With all of the connections made I wrapped the harness tightly in electrical tape before snaking it back through the frame.

I also at this point drilled holes from the compressor wiring that also runs through the frame.

The main harness was fed through the frame up to the point where the relay and main plug branch off from each other.

Theoretically I could have modified the harness so this junction was closer to where I was going to be terminating my connections. But, this would have voided my warranty and added another ten or so points on failure.

In comparison living with the extra wiring is much easier.

Viewed from under neath the truck this is what all of the wiring looks like. There’s an extra loop of wiring in the middle there for the main sensor plug.

I could call it a service loop, but really I’m not 100% sure the tidiest way to deal with it.

That being said it isn’t really viewable from the angle below which is where most people will be looking at the back half.

While the photos above look nearly identical, the bottom has the management mounted, and wired, and brake lines run. Neither of which can really be seen which is exactly what I wanted.

Next up, probably few months of metal work on the cab before the motor comes back.

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It’s finally double digits in the garage now so I am super motivated to tear through as much as possible. You can follow the updates between the updates on but there’s more to come here on the site as well.

Stay tuned.

Motor Monday: M6 power in Datsun 240z


Cars and Coffee Toronto events never disappoint.

Sunday, after Sunday, the casual gatherings attract some of the more obscure builds from all over Ontario. In addition to your standard exotics, muscle cars and imports.

The events are a great reminder that even though I’ve been covering the Ontario aftermarket scene for nearly a decade, there’s still plenty left to see.

The Datsun 240z that is the subject of today’s post was parked among a long line of various generation Z cars.

The whole line was getting a lot of love, but I noticed this car in particular was receiving quite a bit of attention.

Being a fairly clean example, with only small deviations from factory on the outside, I assumed that a clean L28 would be under hood, or perhaps an SR20.

What I most certainly was not expecting to see between the strut towers was a 3.5L naturally aspirated inline six BMW motor.

Shocked, I quickly looked for the owner to get some details on this madness.

The why is actually pretty simple. The builder Chris owned an M6 he put a lot of work into that no one would buy, and a rusty 280z.

After realizing he could part out his sixer for more than he could sell it, the car’s fate was sealed.

He stripped the thing right down to the shell only retaining the drive line for himself.

Stock the BMW motor S38B35 motor makes just over 250 horse power, with almost equal amount of torque. This one isn’t stock though. It’s had a few intake and fueling upgrades all managed by a Megasquirt engine management system.

The motor is backed by a Getrag five speed and a 280z rear end that’s been fit with 3.90 gears and a limited slip differential.

Braking has been updated and upgraded with Toyota pick up front discs up front and Nissan Maxima rear discs.

Chris did all of the work to this car, outside of spraying the paint, himself and aimed to keep things looking fairly oem throughout.

He’s actually thinking of building another BMW powered Z car. The second car would be powered by an s54 that he said is BMWS last “good” motor.

Given how well this car turned out I really hope he does.

If you’re interested in how the swap was performed I was able to locate the cars fairly extensive build thread here on . It’s recent as of a few months ago so is probably your best source for more information.

WTF Friday: Another S10 “Rat”


In the Facebook group S10s come up quite a bit. Over the last few years S10 frames have become an incredibly popular option for those building just about anything.

At this point there may not be a project an S10 frame hasn’t been thrown under. As a result S10 bodies have become somewhat expendable. Or at least expendable to those with no love for first generation s10s in their stock(ish) form.

A few days ago Chris Stagg posted photos of his S10 which one can only assume was piligided for parts somewhere along the way.

Making lemons out of lemonade, Chris got out his grinder and created this one of a kind hot rod.

Chopped and shortened, the truck sits on a custom chassis that looks like it uses a hint of the original s10 suspension.

The big wheels and stock hub caps were the plan from the start and, honestly, I kind of dig the overall look.

It’s weird, but, intriguing.

Body modifications on this truck are pretty plentiful and the most obvious is the chop. Combine that with a healthy channel and you’ve got a vehicle that is roughly three apples high.

It looks as though it would be un-driveable, but the owner does manage to get in and drive the thing.

At this point he’s just driving it around his yard, but still, that alone is quite a feat.

It doesn’t look like the most comfortable ride, but he wouldn’t be the first person to put style behind comfort.

There’s currently no real front end on the truck, but Chris is trying out the two looks above.

Judging by the radiator placement in the video it looks as though he’s leaning more towards the Jeep side of things, but with a project like this you never really know.

All in all the truck isn’t exactly something I would build, but I am not mad at it either. Of the S10 “rods” that have made WTF Friday posts this is one of the best.

No explicit build thread for this truck, but if you want to see updates every now and again join

Theme Tuesdays: Ten Automotive Podcasts Worth A Listen


I’m can’t lie, compared to most it took me a long time to get into podcasts. I found listening to them at work a little too distracting, and had a tendency to nod off listening to them on the train.

Then along came Project Why Wait and significant periods of time regularly spent in the garage. This time proved perfect for listening to podcasts. Especially on nights the power tools stayed on the shelf.

Today roughly one of every three trips to the garage is spent listening to a podcasts over music. The following ten are my current automotive go-tos.


At this point Matt Farah is an automotive celebrity. Like many of his Foxbody Mustang (I love Foxbody Mustangs by the way) and his ‘One Take’ video series were my introduction to Matt.

These days he’s handed off a lot of the One Take responsibilities to focus on podcasting. If I’m not mistaken he has two podcasts, and which is all about cars and the people who interact with them.

His sense of humor and reach within the community make this one an enjoyable and easy listen.

Recommended entry episode:

Listen on: ,


Ravi’s been around the social media automotive space a minute now. He’s a freelance photographer out of Florida who’s contributed work to a variety of different automotive publications like Rides Magazine and Honda Tuning.

Additionally he skateboards, and is quite opinionated. You might say we have a few things in common.

Recently he started a podcast that focuses considerably on aftermarket automotive personalities who have managed to harness the power of social media.

One of the youngest podcasts on the list it’s already off to a great start.

Recommended entry episode:

Listen on:


While watching on older episode of Fast and Loud (yeah, yeah) I noticed Aaron kaufman was wearing a hat. While painting my kitchen one night, curiosity got the better of me and I tuned in to see what all the fuss was about. I’ve been a listener ever since.

C10Talk is a podcast that, as the name implies is predominantly about C10s. The host Ronnie is a firefighter and C10 lover who’s managed to embed himself in not just the C10 community, but the truck community at large.

He mixes interviews with truck builders, celebrities, and show runners in with technical episodes and show coverage episodes.

He just opened a home studio so I don’t think this one is riding off into the sunset anytime soon.

Recommended entry episode:


The is the combined audible efforts of automotive journalist  and Jake Solberg. Together they chat about a variety of different automotive topics, in addition to guest interviews.

It is admittedly a bit random, but they snared , and in they nabbed previous featured ride owner Mike Olson, aka . That episode was my entry episode, and while I have not gone through all of the episodes yet I’m making my way.

Recommended entry episode:

Listen on:


is run by the automotive journalist duo of and Patrick Stenson. Jason writes for and Patrick contributes to anyone that needs a hired gun.

Together they host in California and have covered topics like rally prep, BMW check engine lights and building stuff yourself with Nigel Pietre () which was my entry point.

This is another one that I’m chipping away at, but so far so good.

Recommended entry episode:

Listen on:


is a podcast aimed at unraveling how industry professionals stay successful in the challenging automotive space.

It’s fairly Motorsports focused with guests appearing from Powerstop, Painless Wiring, Forgeline and more.

If you’re trying to figure out how to make cars your nine to five this is a great podcast to listen to.
Recommended entry episode:

Listen On:


Perhaps the most globally traveled of all the podcasts listed is a collection of interviews of car racers, enthusiasts,and celebrities from around the world.

Hosted by James McKeone this Podcast is quite a bit different than the rest because it takes place in cars giving it a bit of a different feel.

It also seems like this podcast has some affiliation to the which is an absolutely awesome place to go for any enthusiast to spend a few hours.

Recommended entry episode:
Listen On:


You guys remember the from a few years ago? It was built in part by Jacob Gettins, host of .

This podcast is a bit of a unique one on the list because much of it circles around the sport and culture of drifting.

Though Jacob does have a lot of ties in the Drift community, this is not exclusively a drifting podcast. They touch on tech tips, and perhaps the secondary theme of this post, social media.

Recommended entry episode:

Listen on: 


If you’re into Minitrucks, even a little bit, then you’ve heard of Jason Ballard’s podcast, Our Lifestyle. Jason, and ODB, have had a whole host of Minitruckin’ legends on the show and show absolutely zero signs of slowing down.

Each episode follows a bit of a format, a bit of random chatter in the beginning, some intro music (usually hip hop) followed by an interview.

Jason’s podcast also holds the unique distinction of being the very first one I ever appeared on.

Recommended entry episode:
Listen on:

10. Podcast

is a local Toronto Podcast run by Trevor Byrne. Trevor is a generalist enthusiast with a wide bredth of automotive knowledge.

He’s managed to wrangle quite a few notable members of the local Toronto automotive community () for interviews. It’s the only podcast on the list where more often than not I know the person being interviewed personally.

He follows a bit of a format for each episode which helps bring consistency and keep the conversation rolling on effortlessly.

Recommended entry episode:
Listen on:

Those are my ten, and I’ve love to hear yours.

Also let me know what you think of the idea of ten item lists becoming a regular addition to Theme Tuesdays. They take a little longer to do, but if you’re into them I’ll keep on pluggin’

Theme Tuesdays: 1.8T Motors In Everything


K-swaps, J-swaps, F-swaps, there’s been Theme Tuesday posts on all of them. I’ve done VR6 swaps and even sr20 swaps. One motor I have not done to date however is the Volkswagen 1.8t.

The 1.8t motor didn’t exactly set the world on fire when they were first released, but near the end of their run they put out just over 200 horsepower. Admittedly even still that isn’t a ton of jam. But the motor was offered in a ton of different vehicles.

From hatchback models to wagons Volkswagen wasn’t afraid of using, and reusing their little turbo four. This means there are plenty in scrap yards around the world.

In addition to being readily available they are not all that bad to maintain, and take to turbo modifications very well. Cheap, plentiful, and mod friendly? Sounds like a great swap candidate to me.

Back in 2013, the only time I’ve been to h2o, I spotted this 1.8t e30 at one of the many parking lot meets
If I’m not mistaken the owner of this was actually a streetable drift car
This car is now in the possession of Mike from GT Custom Exhaust.
As you can tell the motor is quite popular among e30 owners
One day I really ought to make it back to Eurokracy…
Remember this FB? It was first posted on the site in 2012 or so.
It’s had a Volkswagen heart for a few years now at this point, it’s one of the more unique 1.8t swaps around.

A Lotus Europa is the last vehicle I expected to find a 1.8t in
But the proof is in the pudding, as they say, you can read more about this car at
Project Dubin, a 1.8t powered rock crawler is one 1.8t swapped vehicle I would have loved to post more photos but Photobucket made that miserable. So here’s a link to a .

And to go along with that here’s a quick first start video.

Are you doing a 1.8t swap yourself or know of someone who is? Let me know in the comments below.

I feel like this motor is going to become one of many affordable go tos for projects around the globe.

WTF Friday: Hayabusa Powered Bradley GT


The Bradley GT is a car born in the late 70s kit car craze. It used a Volkswagen Beetle chassis and the body was entirely fiberglass.

The cars had sports car features like flip-up headlights and an open air feel.

Offered as an assembled car, or a DIY-kit, Bradley GTs vary somewhat in final specification.

Typically though typically they are powered by air-cooled Volkswagen motors.

This red example is not typical. There’s no air-cooled motor to be found here. Instead there’s a first generation Hayabusa motorcycle engine suspended between the rear tail lights.

It ‘fits’ but it is certainly not covered or subtle by anymeans. The motor is backed by a custom Rancho transaxle with a hardened input staff.

It’s also been tuned with a Power Commander and ‘autotune’.

Inside the gauge cluster has been brought over to support the new power plant and transaxle.

The interior also features a heavy amount of red and black to match the exterior.

The owner states the car was professionally built and is asking $9000 for the car to pursue a business venture.

If you’re curious, yes, it does run and drive as seen below.

Want to own this little terror? .

In Print: Mike Livia’s 1959 Chevrolet Apache


Mike Livia and Blair Taylor are no strangers to . The former owns and built the absolutely phenomenal 1936 Copperhead and the latter has built a variety of vehicles that have been featured here.

Late last summer they called me down to Taylor’d headquarters to take some photos of Mike’s summer driver, ’59 Apache that lays out on 20″ wheels.

I originally planned to run the feature of the truck here, but after editing I switched things up and decided to see if I could get them in print.

It had been a few years since I had worked with Terry, the editor of Canadian Hot Rods Magazine, so I gave him a ring.

He seemed stoked on the samples so I finished out the set. Writing a few words around the truck wasn’t too difficult since I spent a lot of time around the shop when the truck was coming together.

Once everything was ready I patiently waited for the truck’s turn in print. Fast forward to today and the feature is now on news stands as part of the April/May 2018 issue.

I honestly couldn’t be any happier with the layout Terry did for the feature. The two-page center fold shot that opens it up looks amazing laid out as he did.

The magazine is available on the , at Indigo, Wal-Mart and various news stands throughout Canada. It’s also available at some outlets in the United States as well. Finally it is also available digitally.

In addition to Mike’s truck there’s a lot of other really great builds featured. Including the Ford on the cover and a really cool AMC Rebel SST Pro Street wagon.

The photos in this post are actually proof edits and outtakes from the photo set. Since the final is out the door I am not free to release these photos.

There’s plenty more from this set so don’t be surprised if you see more pop up over time. I am going to use them to try out various editing techniques I’ve since learned.

I’ve set my sights on a few more publications for 2018 so lets see if I can keep this momentum going!

Motor Monday: Bullseye


Watching vehicles evolve over time, and having evidence of their evolution, is one of the perks of having more photos then you know what to do with.

In 2018 Motorama coverage I mentioned that the turbo set up on this local twin turbo Dodge Dart had changed from the last time I’d seen the car.

I took a minute to look back in the archives so I can illustrate just how much the car has changed under hood.

The two pictures below represent the difference from 2016 to now.

The setup has evolved from phase one rather significantly. The radiator is has been swapped, the turbos are now positioned entirely differently, they’ve been wrapped, and they just might be new units all together.

I’m sure all of these changes were not done arbitrarily as it doesn’t look like a car that was built just “because”.

The Dart is an all steel, leaf sprung car and the motor is a 514 Mopar big block. I don’t know what it runs yet but when I find out I’ll update this post.

Visually the car is rather unchanged and looks nearly identical to the photo above.

Event Coverage: Import Expo Toronto – Season Opener


In 2012 Import Expo held a solitary event in Toronto before taking their show across the border into the United States for five years. 2017 marked their homecoming hosting an event at the Toronto Exhibition center late fall.

After dipping their toe back in the Toronto waters, and not having it bit off, they’ve jumped both feet in for 2018. The 2018 Import Expo Toronto schedule includes three events, mid summer track event, an October season closer and the early spring season opener covered today.

I’m not going to lie, when they picked an April 8th date I wasn’t sure if the gamble would pay off.

Sure, technically it’s spring, but every show in Toronto before the end of May runs into issues filling it to capacity due to our fickle weather.

To put things in perspective for the out of town/country readers, the day before the event it was snowing. Not a lot, but snowing none the less.

I’d say most of the people competing don’t have access to a trailer, much less an enclosed trailer, so it takes a special type of commitment to roll to a show so early in the season.

So, truth be told, I went into this event with the expectation that the show field would be nearly identical to Motorama’s Spring Fever. Much to my welcomed surprise though the overlap between the two events wasn’t excessive at all.

The quantity/quality ratio of the show was really quite good overall with very few cars having a limited set of modifications.

Not sure what the organizers did to make this happen, but whatever it was they ought to keep doing it.

One of the most refreshing parts of Import Expo was the number of clean Hondas in attendance.

People love to take the piss out of Honda owners, but the ones that are truly in love with the brand know how to put together exceptional examples.

When I got home, and started sorting through the coverage, I was a little shocked at how many Hondas caught the attention of my lens.

The show wasn’t dominated by Hondas by any means, but they were certainly made up a lot of the vehicles that stood out. Be it built for performance, looks, or a bit of both the Honda crowd really brought their “A” game.

One of my personal favorite Honda’s of the event comes from powerhouse shop .

Dyna is the shop responsible for the Celica below, as if you could forget.

But for Import Expo they bought along something new, and I’m sure more than few people walked by without actually realizing how unique the car actually is.

At first glance this car is ‘just’ a very cleanly modified turbo EK. A turbo EK that makes 579 whp on pump gas, but a turbo EK all the same.

Things get a bit more interesting however when you consider that 579 was done on a base tune and in two wheel drive configuration.

No I didn’t make a mistake, and no I have not finally lost my mind. I said two wheel drive configuration because this car is in fact now all wheel drive.

But the proof is in the pudding, take a look at the video below.

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Those who knew about the car flocked to see it attempting to see what makes it all tick, but I’m sure a few people walked by without giving it a second glance.

Now more than ever I feel the need to make a trip out to Dynamotorsports and meet these magicians.

Another pretty wild, and likely AWD car (these were released awd and rwd not sure which this is) was this Nissan Stagea. There’s a very small number of these Ontario so seeing this one was pretty awesome.

If memory serves this car gets tracked somewhat regularly as well.

Rolling through the rest of the show, there was a little bit of something for everyone if Hondas were not your thing.

The venue wasn’t packed (it also wasn’t empty), but I imagine their next show (October 21) will be packed wall-to-wall.

As a photographer though I’m not one to complain about a little bit of breathing room between cars and aisles.

I made the best of the hall not being packed like a sardine can by busting out one of my prime lenses and getting some sharp shots of vehicles I’m usually unable to.

This Libery Walk S5 is usually at shows, and usually behind stanchions, which has prevented me from getting some photos that do it justice.

I think these few finally do. It’s also got one of the best looking wraps I’ve ever come across, I think it’s a white car under all the vinyl.

I was also able to get some isolated shots of this Rocket Bunny Rx-7. Unlike most Rocket Bunny cars this FD has it’s kit molded.

This is a bold move that can often yield undesired results but in this case it looked pretty damn good.

The sharp eyed among you probably noticed this hard to miss widebody Syncro (awd) Golf in the background of the FD butt shot.

It’s a super clean car, with a rare widebody(Reiger?) kit, and wide BBS RM wheels fit with appropriately sized rubber.

It’s a bit of a throwback styling wise but an appreciated one. What’s old is new after all.

When it comes to cars that have been around for years this 2002 ranks up there. As a former daily reader I remember this car when it was a different style of two tone, factory width, and non turbo.

Now of course none of the above is true, as it’s clearly a wide body turbo vehicle. Turbo stroker M20 in fact.

M Tricks Motorsports built this car, which if I am not mistaken it was a father son project.

Keeping on the subject of turbo BMWs this 325is was pretty awesome. No, it’s not a genuine m3 but it does a mighty fine job of playing the part.

I think it’s still a work in progress so expect a few more photos of this one as the year goes on.

When it comes to a vehicle to close out this coverage, I could think of no more deserving vehicle than this Lexus LS430.

Under construction for most of last year, it did manage to make it out onto the streets late last year. However myself and many others never got a chance to see it because the show season was pretty well wrapped up up by that point.

That means that Import Expo was the cars ‘official’ debut.

The VIP lexus is a product of a few of Ontario’s best shops coming together.

did the air ride and wide body, did the wheels and dialed in the fitment.

From the brushed wheel finish, the gills in the front fender, and the perfect rear flares it all comes together incrediblely well. Absolutely a fantastic build overall.

With the season now officially kicked off (more or less) thanks to Import Expo I’m eagerly looking forward to what the rest of the year has to offer.

It’s shaping up to be a great season.

Theme Tuesdays: Another Ten Instagram Builds You Should Be Following


Much to my dismay, many a build thread has moved over to Instagram. For the how-to enthusiast this is less than ideal, because Instagram really isn’t the best medium for in-depth mechanical break downs.

However, for quick updates, even I’ll admit it does work well. Unfortunately every time Instagram muddles with their troublesome, mysterious, algorithm builds get harder and harder to find.

For example I follow every builder in this post and I still had a heck of a time remembering the names and dredging them back up to the forefront of my timeline.

Frustrating, but it is what it is. Here are ten more Instagram builds you ought to follow.


I was put onto this build while I was on . Ron is building a pretty wild bagged and bodied third generation Ford Bronco.

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Full disclosure his Instagram isn’t dedicated solely to this truck, but if you also like minitruck clothing then you won’t mind giving him a follow.

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The light at the end of the tunnel is a truck that will be able to skate on massive 24×15″ wheels in the rear.

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Not shying away from the OJ references he’s currently attempting to get the Juice to autography the glove box. You know, if someone out there reading this knows somebody.


Dodge Conquests are a totally under appreciated vehicle. They look far better than most people give them credit for and they are right wheel drive.

Decently rare today, they are the perfect base for an a-typical build.

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This particular Conquest is LS powered (yay) and runs a unique cantilever suspension in the rear.

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If you’re wondering about the body panels Richard is building his own quarters, from scratch, out of carbon fiber.

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He’s currently pretty deep into the creation of said panels so if you’re into custom bodywork now is a great time to follow.

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I try to keep these posts unique, with no repeats, but sometimes exceptions have to be made.

I’ve included the Boss Roadster again because it’s been largely torn apart once more.

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Not completely happy with the car the first time around, Tommy has taken it back down to nearly nothing so he can properly address various the issues that cropped up with version 1.0.

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The old saying that projects are never ever really done applies here.

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For this second go round he’s addressing mechanical issues like drive angles, as well as aesthetic points like the tail lights.

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Pro touring trucks are awesome. And the Official Pro 10, C10, is further proof of this. Originally a Nascar short track truck, the fiberglass body has been removed, now replaced with modified factory sheet metal.

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This build actually crosses over between and Instagram so you can choose your own adventure in regards to staying up to date.

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If your into circle track cars, street cars, and c10s this is one build you should definitely be following.

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I think the intent is to have the truck ready for SEMA of this year, so things should really get cooking in a few months.


If the truck above wasn’t quite enough, you can also follow its nasty step child the Sinster D100.


Similar to officalpro10 it’s a short track Nascar truck that’s being converted for street use.

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This one is pretty new so if you hop on board now you won’t miss much.


I can’t mention race trucks without posting Mark Bovey’s Targa Truck. Mark’s truck has been quite unique for a long time but, with his sights set on hill climb it’s had to go under the knife for some significant changes.

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By significant I mean he cut the darn thing in half to install a new cage and moved the motor so far back far it’s practically a passenger.

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It has since been welded back together and recently landed at . Where it goes from here, well, that’s anyone’s guess.


This isn’t so much a solitary build as it is a collection of whatever the hell Mike is building at the time.

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Currently Mike is working on a TE72 wagon that he should will be sliding on the track as early as this Saturday.

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Mike’s attention to detail, talent and plain speed is nearly unrivaled. He took his new battle wagon from a hunk of nothing to track ready seemingly overnight.

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The craziest thing is there’s no guarantee he’ll even have it next month because something new could catch his eye seemingly at a whim.


I could have sworn I posted Pipey’s build in a previous ‘builds you should be following’ post but alas I had not.

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This Jaguar E-type took the internet by storm a few months ago when it was debuted at Retro Rides. Then it had a Mazda20b motor under hood.

Today that motor has been yanked, and replaced with a BMW S65 V8 instead.

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The reasoning? He was tired of dealing with getting the rotary to run right.

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Obviously the new motor in no way takes away from the sheer awesomeness that is a completely custom, dumped, swapped Jaguar.


I follow a few different trucks like Project Why Wait on Instagram but Brandon Toland’s is a little different from the rest.

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First, he’s keeping the straight six motor in the truck. This isn’t really common because the straight six motors are really nothing to write home about. They often leak, are expensive to modify, and stock just make highway speeds.

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As though he’s a sucker for punishment he’s also retaining the straight axle in the front, despite making the choice to put it on air.

The road less traveled seems to be the road #slick50 is going to occupy.

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Tripling down he’s also using a very unique under-slung rear suspension set up.

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With such side wheels out rear I’m really curious how he’s going to handle the rear fenders so I’m keen to follow along.


The final build for this post is a Triumph GT-6 project that I’ve actually had an open invite to go check out for over a year now.

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Like most of the other builds featured today Sean’s Instagram isn’t solely dedicated to his car, but it’s pretty close.

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Sean, who studied mechanical engineering, is giving his Triumph the heart of a Mazda MX-5. This will give it a bump in performance and reliability.

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But he’s not just slapping the motor in there. While the thing is blown apart he’s addressing the frame, suspension, body, and wiring.

This one’s no walk in the park and he’s also documented it a little bit more in depth .

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There’s also a few other very interesting cars in the shop that make an appearance on Sean’s Instagram, but those are another post for another time.

Want to follow more builds? Check out Ten Instagram Builds You Should Be Following Part 1 and Part 2.