STOP DROP & ROLL

GM MOTORSPORT’S WAYNE LINEKER IS BUILDING HIS ’68 C10 INTO AN EPIC PRO TOURING DAILY DRIVER THANKS TO SOME CHOICE CHASSIS, SUSPENSION AND BRAKE UPGRADES

STORY IAIN KELLY PHOTOS SHAWN MCCANN

THE ORIGINAL C10 CHASSIS IS NOW A THING OF BEAUTY THANKS CHASSIS S NOW THING OF BEAUTY THANKS TO PORTERBUILT LOWERED CROSSMEMBER ASSEMBLIES FRONT AND REAR

WAYNE Lineker’s ’68 Chevy C10 will be one of the nicest full-size American pick-ups on Aussie roads once it is finished. Aside from the cammed-up, boosted LSA and six-speed auto, the short-bed commercial rocks a host of frame upgrades to make it ride sweet and handle sharply.

The original C10 chassis is now a thing of beauty thanks to Porterbuilt Dropmember lowered crossmember assemblies front and rear, with their inner frame-strengthening members. These computer-designed parts can be ordered straight from the Porterbuilt website to three different potential ride heights and in a variety of formats: bolt-in or weld-in; to suit air suspension or coil springs; trailing arm or four-link; two-piece or single-piece tailshaft.

“I researched other people’s builds and the Porterbuilt guys were the first blokes to have the complete kit and [explain] how easy it was to do,” says Wayne of GM Motorsport in Victoria. “There are now probably 10 places that do the same style of kit, but they all copy the Porterbuilt parts.”

Wayne’s truck retains its stock frame rails, though it was stripped, blasted and modified to accept the Porterbuilt components. He chose the Level 3 kit for maximum lows, and once the mods were complete he had the whole lot powdercoated in gloss-black to ensure the finish stays shiny.

“I picked one of the trucks that Delmo’s Speed & Kustom did, then I rang Nate from Porterbuilt and said I wanted everything that was used on the Delmo’s build,” Wayne says. Once the crossmembers, steering and reinforcement sections turned up, it was a job of cutting and bolting everything together. “The Porterbuilt chassis all bolts together, and the instructions use a lot of the original holes in the chassis as reference points,” Wayne explains. While the truck runs QA1 coil-overs in these pics, they’re just to allow it to be rolled around, as Wayne intends to drive it using an AccuAir auto-levelling air suspension system.

As part of the Porterbuilt overhaul, the steering was upgraded from the soggy stock truck box to a CPP power rack-andpinion set-up. The stoppers also came as part of the Porterbuilt kit, with Wilwood Aero6 (front) and Aero4 (rear) 14-inch disc brakes operated by a Wilwood vacuum booster and twin-chamber master cylinder.

With Wayne working at GM Motorsport, the 6.2-litre supercharged GM LSA V8 was never going to stay stock. “We fitted one of our supercharger cams, CNC-ported cylinder heads, 10 per cent bottom pulley and a 64mm top pulley, and we ported the blower snout on the TVS1900,” he says. “We know we can make around 670rwhp with this set-up, but I’m not building it to go fast. While it was apart we just thought: ‘Why not?’”

Justin Stark from Ultimate Conversion Wiring took the stock VF GTS wiring loom and trimmed it to suit the much simpler 60s Chevy truck set-up Wayne needed. A VF GTS also donated its radiator and water-toair intercooler set-up, while the custom fuel tank down the back runs a twin-pump MRA unit from a fifth-gen Camaro ZL1.

WE KNOW WE CAN MAKE AROUND 670RWHP W TH THIS SET-UP WE KNOW WE CAN MAKE AROUND 670RWHP WITH THIS SETI -UP, BUT I’M NOT BUILDING IT TO GO FAST BUT I’M NOT BUILDING IT TO GO FAST

These fuel pumps are great for EFI conversions as they are housed in a modular assembly with adjustable springs to suit a range of tank depths, along with an internal pressure regulator, so only one fuel line and a few wires need to be connected to make it work. The ZL1 twin-pump upgrade is a popular one in Australia, as the track-oriented Camaro ran an LSA and was based on the VE Commodore platform.

Wayne hopes to have the truck on the road and engineered by the end of the year, and we can’t wait to see it done!