How it all Started
In May of 2023 I achieved one of my life goals when I took delivery of a 2020 GT350R. That goal was to have a GT350 and GT500 in the same generation/body style, and having purchased a new 2022 GT500 CFTP in Sep 2022, that goal was now met.
Once I got the second car the question became how do I get both of them to the track, show, or event? I also wanted to be able to take my family to some of these events. I sat down and created a list of requirements and constraints. A big factor being in CA is use of diesel engines and speed restrictions for trailering/3 axle. An additional big factor is GVWR limit of 26,000lbs for non commercial. I did not want to have any special licensing restrictions/requirements, speed restrictions, engine restrictions, or being forced to cross the scales. Also since I am hauling 2 Ford cars, it had to be a Ford truck!
To do this I had to do the following: 1- Use 2 axles, 2- Keep a GVWR 26,000lbs or less, 3- meet CA RV requirements, and 4- be a class C motorhome, meaning I couldn’t use a bus/heavy duty truck chassis.
CA emissions/RV requirements played a role in what cab I chose to use because I needed room for additional equipment as well as my family. I originally was looking for an older generation Ford COE (30’s-40″s) as I like that style, however ones I saw quad cabbed, were not very wide, nor deep for leg room, meaning there was no room for equipment or very comfortable for thousands of miles of highway driving with 4 people.
After I started researching I decided that the 1957-1990 Ford C series was the best option. Interestingly it was also used by Ford/Shelby to haul 2 Daytona Coupes, 2 Cobra’s, and 2 GT40’s around the US to famous races such as the 24hr of Daytona. Also after researching I found that earlier model cabs (58-60) came with quad head lights, which I liked, and came with turn signals/parking lights in the front grill, giving it a much better look.
Over the next several months I expanded my list of wants/needs ie requirements as I learned more about the 57-90 C series trucks. They were very rough rides with leaf packs front and back, had little horsepower with at most 210hp with the CAT 3208, horrible gas mileage, relatively small fuel tanks, very low geared, the dangerous 2 piece widow maker wheels, and not really meant for over the road, more meant for local short hauling. Additionally the truck lacks any real safety features, with only a lap belt. The longest wheelbase available in these trucks was 206″ however as my design developed I needed at least 218″. This guided my build to look more in-depth at how I could update each system in the truck responsible for these areas.
First thing I had to do though was to find two of these trucks. Fortunately in June 2024 I found a 1978 C600 with a 206″ wheel base, allegedly a gas 460 with a fuller 5 speed and 2 speed rear end. I was on the fence if it was the one or not, and with pressure from Brad Kidd, I made the purchase. The truck was delivered and as I heard it come down the road I knew it was no gas engine, it was a diesel, but which one. To my surprise it was a CAT 3208 NA. Also it was a C7000 with a GVWR of 24,000. I couldn’t be happier with what I got and with the CAT 3208 as that was what I really wanted, and the plan to boost its power was to turbo it.
Now that I have one truck I can really start planning, but still needed to find one with quad headlights. It wasn’t but another month before I found a 1958 C750 with a 153″ wheel base that was close by. Shipping it even 300 miles proved to be extremely difficult but it made the journey without issues. Now with two trucks I can focus 100% on my plan.
First I piled through the drive train. I spent a bunch of time researching modifying the CAT 3208. No matter how I sliced it, it wasn’t going to give me a reliable 300+hp and a simple turbo upgrade was going to cost over 10k. Additionally its a rather large v8 diesel that did not get very good fuel mileage. After learning more I turned to a couple different options, finally deciding on a Cummins 8.3 6cta. Interestingly enough these came in some of the older Ford tandem axle trucks badged as Ford engines. At the same time I decided on an Eaton super 10 transmission as its basically a 5 speed with the split in the shifter rather than having to have a split rear end. This played in my favor as the rear end gears needed changing out and allowed me to get a single speed rear end.
With the drive train plan in place now became suspension, steering, wheels, and brakes. Both trucks were equipped with leaf spring front and rear suspension and power steering. One truck had the old bud 2 piece wheels in 19.5″ while the other had nice 22.5″ pilot Alcoa aluminum wheels which could be used for my build. Both were equipped hydrovac drum brakes all around. Through my research and talking with a rep from Hendrickson’s at the Ohio Baja race I determined air ride was a must. Looking through their catalog I found that the AIRTEK/STEERTEK 12k-12.5k front end was the best option and the HAS 190 or 210 rear end was the best option. I looked for other options and found little to no information regarding other air ride systems out there that could easily be modified to work. Researching air disc brakes didn’t reveal many options with only Bendix or Meritor being available. From here I started looking at availability and pricing from truck breaking yards to help build my budget. While researching air ride systems I managed to find a cab air ride system that would work with tilt style cabs which would add another layer of dampening, making the ride even smoother.
With a plan in place for my critical systems, I could turn my focus onto comfort subsystems and styling. These old trucks didn’t have an integrated HVAC system, lacked any kind of stereo/entertainment system especially navigation, and had incandescent bulbs for everything. They had no safety/security systems, there were no options for electric windows/door locks, all things standard on todays cars/trucks. Additionally having to meet CA RV requirements I needed to have temporary living quarters and permanently-installed independent life support systems which meet the criteria of the American National Standard Institute (ANSI) and provide at least four of the following facilities: cooking, refrigeration or ice box, self contained toilet, heating and air conditioning, a portable water supply system including a faucet and sink as well as a separate 110-125v power and or LP gas supply. On top of identifying these subsystems, the components necessary to make these subsystems, I needed to figure out how to integrate them into my design and ensure they interfaced with existing systems such as electrical and air. Knowing I planned to use this to support my cars at the track I needed to be able to store extra sets of race tires, prep the cars for tech inspection, and make repairs to the cars should there be an incident. This means I need manual, electric, and air powered tools, along with a welder incase SRHTF. Lastly I wanted to be able to store 2 spare tires for the truck.
Now with a much better understanding of everything I needed to make this work, a matured sketch, and a developed plan, came time to find a builder. I spent 2-3 months looking for a shop that not only was willing to take on the work, but did not have a several years wait time. I called shops all over California and Texas with little luck. Next I started looking at areas where I knew people or where I could easily come visit to check on progress. This eventually led me to Star Customs GR which is about 20-30 minutes from where I grew up and where most of my family still remains, also only 2 hours away from the company I work for. I sent them an overview of my plan along with my sketch. A few back and forth emails/phone calls, a deposit, and shipping everything I had acquired (two trucks, cummins 8.3, eaton super 10, and some recaro bucket seats) to MI and the reality of my goal becoming achievable was realized.
Everything written above and tons more information lay down the groundwork for what is now in the works.
Over the last 8 months since production started, much has been learned, a few things have been updated/modified, subsystems designs have reached full maturity, tons of parts have been ordered (some custom some off the shelf), much fabrication has taken place, and the final touches are being ironed out. Star Customs brought on Lewis Welding to design/fabricate the utility bed. All of this and more can be seen in the pages of my site. I hope you all enjoy and I look forward to the day I can drive this beast (yet to be named) down the road with my family onboard and cars on the back!