Twice Made To Order

In the early days of automotive manufacturing, many expensive vehicles were bespoke or made to order. Companies like Rolls Royce and Packard created the chassis, drivetrain, grille, and radiator shroud. Customers would then select a coachbuilder to craft the exterior to the client's wishes, in terms of luxury appointments and custom paint schemes. In the late '20s and '30s, the ultimate manufacturer using this approach was Duesenberg. Including Rollston Body Company of New York and Hibbard & Darrin of Paris, France, 14 coachbuilders built Duesenberg bodies to suit the often-lavish tastes of their affluent clientele. The then-considerable sum of $8,500 was paid for a Duesenberg chassis--another $7,000-$12,000 for the custom coachwork. Duesenbergs became known as the car of kings, business tycoons, and Hollywood stars.

Interestingly, in the beginning of Chevrolet's 1/2-ton truck production, from 1917 through most of 1930, when a customer purchased a Chevy 1/2-ton pickup, they bought a running chassis. Separate manufacturers, including Hercules, Columbia, Superior, and Mifflinburg, supplied the cab and pickup bed. Chief among these was a coachbuilder in Indianapolis, the Martin-Parry Company. Martin-Parry was Chevrolet's favorite supplier, so much so that in 1930, Chevrolet bought the Martin-Parry business lock, stock, and English Wheels and instantly became a complete manufacturer of Chevy 1/2-tons.

Because hot rods are built from the ground up, they're essentially bespoke vehicles. Such was the case when Vintage Fabrication in Independence, Missouri, took on the task of renewing a weary '30 Chevy pickup. Vintage's owner, Bob Schumacher, has built street rods for celebrities and athletes, including football's Neil Smith and Derrick Thomas of the Kansas Chiefs. When a prominent businessperson in the drag racing industry asked Bob to transform his vintage truck into a Pro-Street thumper, Bob said sure. When the said business tycoon asked to be anonymous, Bob thought it was odd, but he agreed.

Like the quality coachbuilders, Vintage Fabrication started with a rolling chassis--a custom-built, rectangular tube Pro-Street foundation from Art Morrison equipped with its new Mustang II IFS and a narrowed Ford 9-inch with 4.56:1 gears. Disc brakes at each corner made for first-rate stopping power, while Air Ride ShockWave 'bags front and rear achieved adjustable ride heights. A fabricated stainless steel 16-gallon fuel cell was installed between the rear framerails.

In keeping with the Pro-Street theme, a spanking new Dart III Merlin big-block was selected. Driskell Racing Engines in Wellsville, Kansas, built the 555ci mill to 13.5:1 compression. An Enderle 80A fuel pump, Bird Catcher injector, Holley intake, and Brodix CNC-ported and polished aluminum heads feed the ground-shaking engine (which achieves a verifiable 980 horses on Matt Driskell's engine dyno). Fountain Transmission Service added a TCI Automotive 4,500-stall converter, a Pure Choice trans cooler, and a Hurst ratchet shifter to a 400 trans to handle the power. Art Morrison's four-link rear suspension located the rear axle that was mated to the bulletproof auto trans via an aluminum driveshaft.

Vintage Fabrication began renovation of the Chevy's body panels by chopping the cab top 4 inches and replacing the cab's wood framing with square tube steel and a round tube roll cage. They fabricated faux fitted luggage for the bed to serve as battery and pre-oiler covers, in addition to crafting the Pro-Street bed floor from new sheetmetal. Custom-crafting the side-hinged, stainless-steel-covered tailgate came next. Frenched taillights within the roll pan finished the fabrications for the rear. Once all the new and refurbished body panels fit spot-on, Vintage Fabrication took them to Dad's Custom Rides in Bates City, Missouri, for paintwork. Dad's laid down several topcoats of PPG Orange Glow over Silver with Gold base flames.

While the Chevy's exterior was being painted, Vintage Fabrication had the chassis and stainless-steel fuel cell powdercoated. They put the orangey chassis back together, fitted the cab, fenders, and bed, and selected a Painless Performance harness to wire the pickup. Next, a hidden CD/stereo system with a six-disc changer and Infinity speakers brought symphony sound to the cozy cab. Near the end of construction, Daryl Hoke fit custom-cut door glass and a flush-mount windshield.

Like many prize-winning custom trucks, Havoc was built to the highest standards of craftsmanship. Fittingly, Havoc captured a Top Five Early prize in the Truck of the Year Early competition at the Goodguys Lone Star Nationals. Lone Star show participants and attendees realize that any of the finalists are worthy of the grand prize. However, for Havoc's owner, the greatest pleasure comes when he turns the ignition key. Driving the streets of his hometown must feel much like those movie luminaries felt in their grand made-to-order Hollywood boulevard cruisers.